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WILLIAM (iKDltCI m:i < I

HISTORY

MILWAUKEE

CITY AND COUNTY

EDITED BY

WILLIAM GEORGE BRUCE

VOLUME I

ILLUSTRATED

CHICAGO— MILWAUKEE

THE S. J. CLARKE PUBLISHING COMPANY

1922

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PREFACE

Mon- than forty years have elapsed since the story of the City and County
of Milwaukee was presented in anything like a compact, comprehensive and
accessible form. Since then the newspapers, the local governmental depart-
ments and various agencies have hourly and daily recorded the several activi-
ties of the community. These activities have grown in number, variety and
importance, and have amplified themselves in so many diversified directions
that only an assembling of certain leading farts will afford a true picture of
the whole.

The current records have served their purpose and the needs of their
period. These records, however, soon become obscured in the mass of things,
and the important and more outstanding facts and events become imbedded
in the mesh of routine and in matters of temporary concern only. Thus, the
essential facts and data must periodically be rescued from their submerged
state and brought to the light again, collected and arranged with order and
sequence, and with a due regard for their meaning and import.

And since history is a continuous record of activities, tendencies and move-
ments it demands not only their adequate treatment but successive presenta-
tion as well. The story which has been halted must be resumed and told to its
finish, which means that it must be brought up to the present time, and left to
the future to be resumed and told again.

With this thought in mind the History of Milwaukee, city and county, is
approached, presenting in compact form not only the struggles and trials of
a pioneer day and the story of humble beginnings but emphasizing the crown-
ing achievements of a later period as well. In his treatment of the work as a
whole the editor has aimed to deal more generously with the history of the
past forty years and to reveal with reasonable clearness the forces and in-
fluences that have made for the growth and development of a great urban
center of population. While the early pioneer and settlement period is by no
means minimized it has been sought to accord the fullest measure of attention
to the later period. It will here be recognized that the city secured in this
period that economic, civic and social momentum which has reared it to its
present splendor and importance as an American city.

A Large part of the manuscript was prepared by J. Seymour Currey who
wrote an acceptable history of Chicago several years ago and whose services
as a writer on historic subjects have been recognized. The chapters on the
Industrial Beginning and Achievements, the Commercial Rise and Expansion,
the Milwaukee Harbor, the Auditorium and the Milwaukee Association of
Commerce, Alt-Milwaukee to an American City were written by the editor in

vi IIIstoKY OF MILWAUKEE

the belief thai his immediate identification with these interests and institutions
qualified him to treal them more intimately and adequately. The entire his-
tory, however, has been written under the supervision of the editor who has
spared 00 ei'i'urt in verifying the facts presented.

In the treatment of these several subjects some of which are primary and
basic in the city's growth and development, the authors have aimed to go
beyond the mere recital of facts and events by bringing cause and effeel into
play and in drawing from them permissible and warrantable deductions and
conclusions.

The Editor.

Aii American city! What splendid forces — latent and active — arc implied
in that name! Let us miss no opportunity to bring to our service the best
thought and experience of the world in city planning, city building and city
living. Let us not only proclaim a place among our sister cities of the Great
Republic, but deserve to be arrayed with the most progressive among them.
Only by exemplifying the truest and best in American urban life shall we
render ourselves worthy of being an integral part of the greatest nation on
earth.

WILLIAM GEORGE BRICK.

CONTENTS

PAGE

Preface v

Introduction 17

CHAPTER

I Discovery of the Great West 21

1 1 Ordinance of 1787 37

III Discovery of the Great Lakes 43

IV Hail Carriers and Routes . 53

V Indian Villages '. 61

VI Days of the Fur Trader 67

VII The Lead Mining Industry 77

VIII Solomon Juneau and His Family 83

IX Byron Kilbourn and George H. Walker 99

X Life and Labors of Andrew J. Vieau 107

XI Milwaukee in the Pioneer Period 113

XII The Lady Elgin Disaster 129

XIII The Great Milwaukee Fire 147

X I V Lincoln in Milwaukee 153

X V Immigration and Race Origin 171

XVI Beginnings, Dates, Events 189

XVII The Era of Internal Improvements 207

XVIII Industrial Beginnings and Achievement 219

XIX Commercial Rise and Expansion 257

XX Harbor and Marine Interests 569

XXI The Coming of the Railroads 319

XXII Banking and Finance 339

XXIII Life and Fire Insurance 369

XXIV The Chamber of Commerce 379

XXV Milwaukee Association of Commerce 383

XXVI The Milwaukee Post Office 415

XXVII The Milwaukee Auditorium 421

XXVIII The Municipal Government 435

XXIX Water Works Department 469

XXX The Health Department 477

XXXI City Planning and Zoning 481

XXXII Milwaukee County Government 557

XXXIII Woman's Suffrage in Wisconsin 565

XXXIV Participation in War 571

XXXV Roosevelt's Visit to Milwaukee , 607

XXXVI .Milwaukee Public Schools 629

x CONTENTS

PAGE

XXXVI] Higher Institutions of Learning <H7

XXXVII] The Public Library and Museum 667

XXXIX Milwaukee's Musical History 675

XL The Progress of Art in .Milwaukee 685

XL! Newspapers and Trade Publical inns 707

XLI1 Public and Private < lharities 739

XLII1 The Transition Period 755

LIST OF ILLUSTRATIONS

PAGE

Bruce, William George Frontisjriect

Milwaukee— An Old-Time View 20

M ihvaukee in 1840— Outline Map 24

Milwaukee in 1820 — Bird 's-eye View 36

Form of Proclamation — 1825 44

An Old Marriage License 14

Old Settlers' Club— Presidents 52

Milwaukee in 1853 — Bird's-eye View 60

Milwaukee in 1873 — Bird's-eye View 66

Site of First House— Tablet 80

Solomon Juneau — Portrait 84

Solomon Juneau Monument 88

Solomon Juneau, First Mayor of Milwaukee 92

Solomon Juneau — Original Letter 94

Juneau Trading with Indians — Ba's Relief 94

Byron Kilbourn — Portrait ' 08

Byron Kilbourn Residence 100

Walker, George H— Portrait 104

Chestnut Street in 1860 112

Increase A. Lapham — Quit Claim Deed 124

Sinking of "Lady Elgin" 130

" Augusta" — Schooner 134

Steamer "Lady Elgin" 140

John Wilson, Captain of the "Lady Elgin" 140

Matthew Stein Gun Shop, The 172

Rufus King Residence 1 7(i

Old Cream City Base Ball Club 176

Wisconsin Street in an Earlier Day 180

John Pollworth 's Restaurant ' 180

Milwaukee House 1< S 4

Mrs. Milwaukee H. Smith Hackelberg 190

Charles Milwaukee Sivyer — Tablet 194

Bauer & Steinmeyer's Store - { ^

East Water Street in the Early Forties 208

Wesf Water Street— Looking North 210

Wisconsin Street— About 1867 214

Ludington Block 216

Original Penny Store 216

Skyline of Milwaukee — Looking North 218

First Steam Flour Mill 218

Northeast ( lorner Milwaukee and Wisconsin, 1871 220

Looking North on Main Street. 1870 220

Republican House 224

Old Newhall House 224

Astor Hotel 226

Medford Hotel 230

Wisconsin Street — Looking West 232

xii LIST OF [ILLUSTRATIONS

PAGE

Miller Hotel and Third Streel 236

Menominee Valley — Manufactuiiag ( 'cut it 240

Milwaukee Manufacturers' Some Building 240

The Hotel Wisconsin 244

Toj Theatre and ( Ihinese Restaurant 2 Hi

Easl Water Street, North of Wisconsin Street 258

New Plankinton Hotel and Old Plankinton House 260

Grand Avenue East from Sixth Street 2f>2

The Pfister Hotel 264

View of Milwaukee — Looking West 266

( >hl-Time Schooner Entering Harbor 270

Car Perry "Grand Haven" 270

Steamer "Christopher Columbus" 274

Kinniekinnie Basin 274

Harbor Plans— Outline Sketch 278

A Lake Coal ( larrier 2-2

Me ninee River. Coal Doek Center 282

Jones Island and Kinniekinnie Basin 288

Coal Handling Scenes 294

Menominee River, Coal Shipping ( 'enter 298

Milwaukee River, Grain Elevators 298

Sidewheeler "John A. Dix" 304

Old Goodrich Dock 304

.Milwaukee River and Commercial ('enter 310

Milwaukee River North from Buffalo Street 314

Old Lake Shore Depot 320

First Railway Depot 320

Old Lacrosse Depot and Third Street in 1860 322

Railroad Rate Table 324

Officers and Employes, Milwaukee & St. Paul Ry 326

( Ihicago & Northwestern Station 330

Chicago, Milwaukee & St. Paul Ry. Station 330

Stock Yards at West Milwaukee 334

East Water Street — Looking North from Wisconsin Street 338

First Wisconsin National Bank Building 346

The .Marshall & Ilsley Bank : 350

Second Ward Savings Bank 356

Old insurance Building 370

Northwestern Mutual Life Insurance Company Building 374

Northwestern National Fire Insurance Company Building 374

( 'hamber of Commerce and Mitchell Building : '>7>

Merchants' Association — Dinner Program 384

Merchants' Association .Menu Cover Design 386

Merchants' Association — Banquet Menu 386

Milwaukee Athletic Club 390

Grand Avenue, West from Bridge 392

Wells Office Building 396

View of Milwaukee Looking Southwest 398

Majestic Building 402

The Milwaukee Club 404

The Calumet Club W8

The Wisconsin club 408

Milwaukee Yacht Club U0

Old Elks' Club House 410

Post Office Old Building 414

LIST OF ILLUSTRATIONS xiii

PAGE

Post Office and Wisconsin Street -US

Soldiers' Home Fair Building, 1865 422

Auditorium Building- 424

Auditorium — Interior Main Arena 428

Exposition Building — Old 430

City Hall and Market Square 436

Old Courthouse and County Jail 440

Old-Time Campaign Document 442

City Hall and Bergh Fountain 444

Old City Hall ! . . 448

Fourth of July Announcement 450

Milwaukee Engine Company No. 1 452

Hook and Ladder Company No. 1 456

Expenditure of City Tax Revenues 458

Mass Meeting of Electors 460

Carpenter, Matthew H. — A Sentiment 462

Army Call of 1862 for Volunteers 466

Water Tower and Park 470

McKinley Park — Bathing Beach 470

Columbia Hospital 476

Milwaukee Hospital 476

Washington Park— Moonlight Scene 482

Christian Wahl — Bust 484

Mitchell Park — Sunken Gardens 484

Lake Park, Grand Terrace 486

Entrance to Lake Drive 4!K)

Skyline of Milwaukee from the Bay 490

North Point Light House 490

Grand Avenue Viaduct 492

Prospect Avenue 494

Layton Boulevard — Looking South from National Avenue 494

Juneau Park — Solomon Juneau Monument 4! Mi

Civic Center Group — Clas 500

Arteries — Proposed East and West, in Connection with Auditorium and

City Hall Sites 502

Sketch of Suggested Grouping of Public Buildings 504

City Hall Civic Center— Map 504

Bridge and River Scheme — Clas 506

Lakeshore Drive and Parkway — Clas 508

Civic Center Scheme — Bird's-eye View Milwaukee's Proposed Parkway. . . . 508

Washington Monument 510

Arteries — Proposed East and West, in Connection with Revised Park Board

Site 512

River Improvement Scheme — Clas 514

Von Steuben Monument 518

Plan Proposed by Park Board in 1909 520

Lake Front Study — Clas 522

Bridge and Dock Area — Clas 522

Auditorium Site — Plan for Grouping 524

Dr. E. B. Wolcott Monument 526

City Hall ( 'ivic Center — Bird's-eye View 530

Civic Center Plan 1 .' 532

Civic Center Plan 2 532

Kosciuszko Monument 5:; I

City Hall Site — Proposed Grouping 538

xiv LIST OF [LLUSTKATIONS

PAGl

Auditorium Site — Suggested Grouping 540

Roberl Burns Monument ."ill

Goethe-Schiller Monument, Washington Park 544

Washington Park. Seal Enclosure 546

Liei' Ericson Statue. Juneau Park 546

Washington Park —Winter Scene 550

South SI Li ire Park Bathing Beach 554

Courthouse and St. John 's ( lathedral 556

Soldiers' Monument , .".Til

.Milwaukee Light Guard — Group 576

Milwaukee Light Guard — Card of Thanks 582

National Soldiers' Home 590

Fourteenth Distrid School 630

Twenty-third Distrid School 630

Trinity Hospital 646

Marquette University Administration Building 646

( Joncordia College 650

Milwaukee-Downer College Buildings 650

Milwaukee University School 656

Milwaukee State Normal School 662

Riverside High School, East Side 662

Public Library 668

Old Dam at North Avenue 672

Layton Art Gallery 684

Old Academy of Music 690

Pabst Theatre 696

Davidson Theatre 702

Ivanhoe Commandery Temple 706

Kenwood .Masonic Temple 706

Emergency Hospital 74(1

St. .Mary's Hospital 740

Grand Avenue Methodist Church 742

Grace Lutheran Church 742

The Rescue Mission 744

St. Paul's Church 746

Altenheim (Lutheran Old Polks' Home) 74 s

Trinity Lutheran ( Jhurch 750

The Gesu Church 752

Temple Emanu-El 754

St . Josaphat 's Church 754

Old-Time Milwaukee Garden Saloon 760

Schlitz Park, Now Lapham Park 760

I lenrv Wehr's, a Famous Restaurant 766

Old-Time Whitelish Lav Bay Resort 77-

Old-World •' I'.ierstulie" 77-

Bar at Schlitz Palm Garden 784

Interior of a Famous Palm Garden 784

PART I

EXPLORATION AND DISCOVERY

PIONEER AND SETTLEMENT PERIOD

IMMIGRATION AND RACE ORIGIN

HISTORY OF MILWAUKEE

INTRODUCTION

Every community has its story of humble beginning's, of earlier struggles
and trials, and of hard won achievements. Every generation receives its
inspiration and guidance from the preceding generation. Every people
demonstrates its character and worth by the estimate it places upon its pro-
genitors, and the respect and appreciation it manifests for them.

Thus, an eventful past, with its achievements and its lessons, is reduced
to historic record that we may enter into the charm of its romance, profit
by its teachings, and emulate its examples in effort equally worthy and benefi-
cent. Moreover, it enables a grateful progeny to measure human values,
pay tribute to the builders of a former day, and realize as well as recognize
the blessings and benefactions conferred by preceding generations.

The story of an Indian village that grew in less than a century to the pro-
portions of a great American city, that has reared mighty structures dedicated
to the useful arts, to commerce and trade and to the cultural aspirations of
man, is not wholly without interest or charm.

True, it notes no historic battles, no brilliant or decisive strokes in war-
fare, no epoch making turns in the tide of human affairs, no momentous
events in our national history. And yet it tells of a most splendid conflict —
a conflict in which man has grappled with the elements of nature in order
to subject them to uses for which the Creator intended them — a conflict in
which mind has triumphed over matter.

The founders of Milwaukee were men of character, of vision, of action.
The Indian instinctively sought that spot where three rivers converged and
opened into a beautiful inland ocean. But, the white man saw the gifts of
nature, the advantage of location and environment, and proceeded to build
a habitation that should suit his fancy, his needs, his purposes. He applied
his ingenuity, his enterprise, and his industry, and thus performed his part
in the great march of human progress and civilization.

It was the trading instinct that first brought the white man to the haunts
of the Indian. It was, however, the industrial bent rather than the com-
mercial instincts of the former that gave stimulus to subsequent economic-
stability and population growth. The individual mechanic, who, single
handed and alone, fashioned useful things became the founder of monster
industrial enterprises. The individual worker gradually resorted to the group

IS IIISTOKV OF MILWAUKEE

system, then came the era of organization and of quantity production. Thus.
greal manufacturing plants, whose products now go to the four ends of the
world, found their inception witli the simple manic in overalls, who under-
stood the immediate wauls of his fellowman and knew how to supply them.

A glance at the cast and west shore lines of Lake Michigan reveals a
peculiar phenomenon. The easl shore presents a series of small eities and
villages while the shores of Wisconsin maintain a number of large and impor-
tant manufacturing centers. The binterland of the two shore lines has. no
doubt, much to do with the material vitality of these cities but the primary
cause must be sought elsewhere. The population thai sougbl the wesl shore
was in the main industrially inclined. It included a preponderance of skilled
mechanics. There were, of course, those who were trained in commercial and
professional pursuits, but the artisan at all times predominated.

The Yankees who came from New England and the Knickerbockers, as
they were then called, who came from New York state between the thirties
and forties of the last century, were young, strong and hopeful. They sought
business opportunities and concerned themselves with transportation, bank-
ing, insurance and general commercial undertakings.

With the tide of immigration that rolled in between the years of 1840
to 187.") from Germany, Austria, Ireland, Scotland and tin' Scandinavian
countries, came also that industrial impetus which since has so strongly char-
acterized the Wisconsin lake cities and led to Milwaukee's rise as a greal
manufacturing center.

In connection with the foregoing it should be added that the transition,
too, from a community whose racial origin was at one time more largely
foreign than native, passing in an orderly, logical and consistent manner from
a stajre of foreignism to Americanism, constitutes a chapter that deserves
treatment in the lie-lit of present day conceptions and of developments id' a
more recent period.

What is told of the men of Milwaukee in point of industry and perse
verance, is equally true of the women. They braved the privation and hard-
ships of a pioneer day. They bore the burdens of motherhood and shared
with their husbands the sterner realities of life in a new and rough country.
In the subsequent development and maintenance id' educational, charitable
and welfare endeavor they assumed the larger task, and thus made a mag-
nificent contribution to the social and moral progress of their time and their
community.

It is safe to say that adequate recognition has never been accorded to
the part which women here played in tin- earlier foundations of a social order
and in the development of those agencies which gave practical expression to

the higher anil nobler impulses id' man.

Histories are frequently subject to revision not so much as to the bare
facts they chronicle bu1 rather as to the spirit they breathe, the atmosphere
they aim to reflect, ami the impressions thej ultimately convey. Even isolated

facts may obtain their true setting and relative import in the light of later
facts and conditions. ('oiistaut research and the coupling of event with
event lead to the correction of missl atemenl s, the adjustment id' values, and

INTRODUCTION 19

the fixing of conclusions. Again, histories already begun must from time to
time be brought up to date and amplified by subsequent events.

In the light of the marvellous progress made by the city and county
of Milwaukee during the past two decades, and in amplification of the
assembled records of the past, a new history must be deemed timely and
desirable. The more important events of that period, a record of the later
influences and forces that have entered into the growth and development of
a great population center, must be rendered accessible to present and future
generations. The lessons and precepts of that period must not be lost.

The contribution which the people of that political unit with which this
volume deals, have made to the economic and civic life of the nation is well
worthy of a dignified and permanent record. Out of the aggregate of events,
out of its successes and its failures, must spring the history of a nation.

The people of whom this history treats have manifested the same inven-
tive genius, the same enterprise and energy, the same constructive ability and
the same loyalty and patriotism that has characterized the nation as a whole.
They have been so closely interlinked with its material progress as to share
in its adversities as well as in its successes; they have constituted so intimately
a part of its political life as to share fully in its burdens as well as its blessings.
At all times have they responded, willingly, readily and unselfishly, to the
national spirit and impulse as they have complied with the duties of citizen-
ship at home.

It is with this thought in mind, and in this manner of approach, that the
task of writing a new history of Milwaukee city and county, as an integral
part of the Great Republic, is undertaken — a history that shall be concise,
comprehensive and complete in form and presentation, and worthy of the
people whose story it tells.

WILLIAM GEORGE BRUCE.

CHAPTEK I
DISCOVERY OF THE GREAT WEST

In the year 16.34, Jean Nicollet, accompanied by .seven Indian companions,
entered Lake Michigan by way of the Straits of Mackinac, and thus was the
first white man to behold the broad surface of this inland sea. "Along its
northern shores his canoe was paddled by his dusky oarsmen," says H. E.
Legler in his "Leading Events in Wisconsin History." "At the Lay de
Noquet he briefly tarried, and finally came to the Menomonee, where that
river pours its waters into Green Bay."

Later Nicollet ascended the Fox River until he came to the country of the
Mascoutens and at that point he turned south, when within three days' journey
of the portage, into the Wisconsin River, thus missing the route to the Missis-
sippi which -Joliet and Marquette followed in 1673. At length in the course
of his extended .journey he reached the country of the Illinois Indians. After
a sojourn with these tribes he returned to Green Bay, "doubtless along the
western shore of Lake Michigan," says Legler. However, as this is a con-
jecture the statement may not be accepted as fully authentic.

Nicholas Perrot came to visit the Wisconsin Indians in 1665, having been
intrusted by the authorities at Montreal with the task of making peace among
the tribes who were "fierce as wild cats, full of mutual jealousies, without
rulers and without laws." In this mission Perrot succeeded remarkably well.

Voyages of Joliet and Marquette. — The discovery of the Upper Mississippi
River was made on the celebrated voyage of Joliet and Marquette in 1673.
The beginning of the recorded history of the Great West dates from this year
and this voyage, and its importance requires some account of the events which
marked one of the most brilliant and daring enterprises in the annals of west-
ern adventure and exploration.

The Mississippi River had been discovered by a Spaniard, Hernando De
Soto in 1541, at" a point near the present City of Memphis; but this discovery
had been well-nigh forgotten at the period of time here spoken of. That a
great river existed, far to the north of the region where De Soto found and
crossed the Mississippi, was well known to the French from the reports made
to them by the Indians, vague and indefinite though they were; and these
reports excited the imagination and stimulated the ambition of many of the
adventurous spirits of the time.

It does not appear to have been suspected by any of the early French
explorers that the Great River of which the Indians told them, was one and
the same with that discovered by the Spanish explorer, more than a century

22 BISTORT OF MILWAUKEE

before. .Manx conjectures were made as to where it reached the sea, on which
point the Imlians could give no reliable information. Some thoughl thai it
emptied into the "Sea of Virginia," others contended thai it flowed into the
Gulf of .Mexico, while Front enae. the governor of New Prance, was convinced
that it discharged its waters into the Vermilion Sea. thai is the Oulf of Cali
furnia: ami that by way of it. a passage mighl lie found to China.

The Great Unknown River.- Reports having reached France, regarding
the "Ureal River of the West," as it was often spoken of, the French minis
ter, Colbert, wrote to Talon, the intendanl at Quebec, in 1672, that efforts
should he made "to reach the sea:" meaning to explore tie- great unknown
river and solve the mystery of its outlet. This was followed by appropriate
instruct ions. Father Dablon, in the "Jesuit Relations." says: "The Counl
Frontenac, our governor, am! Monsieur Talon, then our intendant, recogniz-
ing: the importance of this discovery [to lie made], appointed for
this undertaking Sieur Joliet, whom they considered xcry tit for so greal an
enterprise: and they were well pleased that Father Marquette should lie of
the party."

It must he understood that the government of New France ;it this period
was of a dual character. The French King did not believe it safe to intrusl
the affairs of his American dominions to the hands of a single man. and there-
fore the office of "intendant" was created, the ineumbenl possessing coordi-
nate authority with the governor general. Thus the acts of the intendant
were regarded as of equal authority with those of the governor general, and
as mentioned above through the joint action of these two officials the expedi-
tion was authorized.

Choice of Leader. — The authorities were not mistaken in the choice they
made of Louis Joliet. lie was a young man then twenty-eighl veins old.
possessing all the qualifications that could he desired for such an undertaking;
he had had experience among the Indians, and knew their language; he had
tact, prudence and courage, and. as the event proved, he fulfilled all the
expectations which were entertained of him by his superiors. Father James
Marquette was a Jesuit missionary, thirty-six years old. and. in addition to his

zeal for th inversion of the Indians, he was tilled with a burning desire

to behold the "Great River'' of which he had heard so much, lie was sta-
tioned at this time at St. [gnace, and here Juliet joined him late in the year
ltiT'J, and broughl him the intelligence of his appointment to go with him in

the conduct of tl xpeditiou. "I was all the more delighted at this good

news," writes Marquette in his journal, "since 1 saw that my plans were
about to he accomplished; and since I found myself in the Messed necessity

of exposing my life for the salvation of all these peoples, and especially of
the Illinois, who had very urgently entreated me. when 1 was at the point
of St. Esprit, to carry the word of God to their country." Here at St. [gnace
1 1 1 ' ■ \ passed the winter.

As the spring advanced, they made the necessarj preparations for their

journey, the duration of which they could not foresee. In two hark canoes.

manned by five frenchmen, besides the two intrepid Leaders, the partj em-
barked, "fullv resolved to do and suffer evervthine Eor so glorious an enter

DISCOVERY OP THE GREAT WEST 2:1

prise;" and on the 17th of May, 1673, the voyage began at the mission of
St. Ignaee. Father Marquette writes in his journal: "The joy that we felt
at being selected for this expedition animated our courage, and rendered

the labor of paddling from morning to night agreeable to us. And because
we were going to seek unknown countries, we took every precaution in our
power, so that if our undertaking were hazardous, it should not be foolhardy."
The journal of Father Marquette is the principal source of our information,
and is full of detail and written in a simple style. Joliet also kept a record
and made a map, but, most unfortunately, all his papers were lost by the up-
setting of his canoe in the St. Lawrence, while he was returning to Quebec
the following year to make a report of his discoveries. Thus it happens thai
Marquette's name is more frequently and prominently mentioned in all the
accounts than that of Joliet.

Beginning of the Journey. — The adventm - ous voyagers proceeded along
the .northern shore of Lake Michigan, tin' only portion of the lake which had
at that time been explored, and entered Green Bay. They arrived at the mis-
sion established by Father Allouez two years before, and from here they began
the difficult ascent of the Fox River. On its upper waters they stopped at a
village of the Mascoutins, from whom they procured guides; and by these
friendly savages they were conducted across the portage into the upper waters
of the Wisconsin River, whence the travelers made the r way alone. As the
Indians turned back, they "marvelled at, the courage of seven white men, ven-
turing alone in two canoes on a journey into unknown lands.''

They were now embarked on the Wisconsin River anil soon passed the
utmost limits of Nicollet's voyage on this river made thirty-five years before.
Their route lay to the southwest, and, after a voyage of seven days on this
river, on the 17th day of June, just one month from the day they started from
St. Ignaee, they reached its mouth and steered their canoes forth upon the
broad bosom of the Mississippi, "with a joy that I cannot express." wrote
Marquette.

"Here, then, we are," continues the ivood Father in his journal, "on this
so renowned river." Westward, coming down to the water's edge, were Lofty
wooded hills intersected by deep gorges, fringed with foliage. Eastward were
beautiful prairie lands; while great quantities of game — deer, buffalo and
wild turkey — were seen everywhere. In the river were islands covered with
trees and in the water they saw "monstrous fish," some of which they caught
in their nets. Following the flow of the river, they note the changes in the
scenery, while passing between shores of unsurpassed natural beauty, along
which a chain of flourishing cities was afterwards to be built.

Afloat on the Mississippi. — Steadily they followed die course of the river
towards the south, and on the eighth day they saw, for the first time since
entering the river, tracks of men near the water's edge, and they stopped to
examine them. This point was near the mouth of the Des Moines River, and
thus they were the first white men to place foot on the soil of Iowa. Leaving
their men to guard the canoes the two courageous leaders followed a path
two leagues to the westward, when they came in sight of an Indian village.
As they approached, they gave notice of their arrival by a loud call, upon

OUTLINE MAP OF MILWAUKEE MADE IX L840
See Key mi opposite page

KEY TO .MILWAUKEE MAP OF 1840

A.
B.

D.
E.
F.
G.
H.
I.
K.
L.

X.
0.

The East Side.
Kilbourn Town.

Walker's Point.
Milwaukee River.
Msnomonee River.
Red Bridge,

Menomonee Bridge.

Spring Street Ferry (Grand Avenue i .
Walker's Point Ferry.
Old Harbor Entrance.

Proposed Straight Cut (Xew Harbor En-
trance i .
Lighthouse.
Courthouse.
The Canal.

East Water street.

Swamp — Present City Hall Site.

Market Street.

Division Street (Juneau Avenue i.

Chestnut Street.

Wesl Water Street.

Spring Street (Grand Avenue).

Chicago Road.

Prairieville Road.

I liven Bay Road.

11
12.
13
14
15
16
17
L8
19
20
21
2 2
23.
24,
25
2 il

29
30
32
33

:;r,

Washington House.

Kilbourn Warehouse.

Leland & American House.

Fischer Kroeger's German House.

St. Peter's Chapel (Cathedral).

Fountain House.

Milwaukee House.

Cottage Inn.

Lutlington's Corner.

Wisconsin Street.

Beam & Company Store.

George H. Walker's Home.

Rogers Old Corner.

Market Square.

1 rge Dousman's Warehouse.

Longstreet's Warehouse.
Walker's Warehouse.
Sweet & .Ten is Warehouse.
Barber's Wharf near Ludwig's Garden.
Little German Tavern.
River Street Swamp.
34. Small Islands in the Milwaukee River

Later Removed.
Lake Brewery.
Huron Street.

26 HISTORY OF MILWAUKEE

which the savages quickly rami' forth from their huts and regarded the stran
gers attentively. Some of their uumber who had evidently visited the mis-
sion stations recognized tham as Frenchmen, and they res] ded to Mar

quette's greeting in a friendly manner and offered (lie "calumet," or pet
pipe, which greatly reassured the visitors. Pour of the elders advanced and
elevated their pipes Inwards the sun as a token of friendship: and. on Mar
quette's inquiring who they were, they replied, "we are Illinois;" at the
same time inviting the strangers to walk to their habitations. An old man
then made them a speech in which he said. "All our people wait for thee, and
thou shalt enter our cabin in peace."

The Illinois Indians lived at this time beyond the Mississippi, whither ti !
had been driven by the fierce Iroquois from their former abode, near I.
Michigan. A few years later most of them returned to the east side and m
their abode along the Illinois River. Indeed. Joliel and Marquette found a
large village of them on the upper waters of tin 1 Illinois, while ascending that
river a few weeks later. It may be remarked here, however, that the Illinois
Indians never fully recovered from the disastrous defeats they suffered from
the Iroquois, and held only a precarious possession of their lands along the
Illinois River after that time: until a century later, the last broken 1 mna il
of them was exterminated at Starved Rock by the Pottawatomies and
Ottawas.

Visit to the Illinois Indians. — While still at the village of these Illinois
Indians, a grand feast was prepared for the travelers, and they remained until
the next day, when they made preparations for their departure.

The chief made them two gifts which were a valuable addition to their
equipment, namely, an Indian lad. the chief's own son, for a slave, and "an
altogether mysterious calumet, upon which tin' Indians place more value
than upon a slave." The possession of this "mysterious calumet." was th •
means of placating several bands of hostile Indians, whom they met later in
their journey. The chief, on learning their intention to proceed down the
river "as far as the sea,*' attempted to dissuade them on account of the
great dangers to which they would expose themselves. "1 replied." says
Marquette, "that I feared not death, and that 1 regarded no happiness as
greater than that of losing my life for the glory of Him, who has made us
all. This is what these poor people cannot understand." These were no idle
words of Marquette's, for before the lapse of two years from that date, he
died of privation and exposure, a martyr to the cause he had s,, much at
heart.

The sequel to the story of the little Indian boy mentioned above was a

sad one. He accompanied the voyagers to tl ml of their journey. In the

following year, when Joliel was on his way to Quebec to make the report
of his discoveries, his canoe was overturned in the rapids of the Si. Lawrence
near Montreal, as previously stated. The resl of tin' narrative is quoted from
Mason's "Chapters from Illinois History." "His box of papers, containing
his map ami report, was lost, and he himself was rescued w'th difficulty. Two
of his companions were drowned; one of these was the slave presented to
him by the greal chief of the Illinois, a little Indian lad ten years of age, whom

DISCOVERY OF THE GREAT WEST 27

he deeply regretted, describing him as of a good disposition, full of spirit,
industrious and obedient, and already beginning to read and write the French
language."

Friendship of Marquette and Joliet. — On the departure of the party, Mar-
quette promised the Indians to return to them the next year and instruct
them. They embarked in the sight of the people, who had followed them
to the landing to the number of some six hundred. The people admired the
canoes and gave them a friendly farewell. We cannot fail to note the har-
mony which existed between the two leaders on this expedition, in such strik-
ing contrast with the bickerings and disagreements observed in the accounts
of other expeditions of a like nature. For there is no severer test of the
friendly relations between officers of an exploring expedition than a long
absence in regions beyond the bounds of civilization. Joliet and Marquette
were friends long before they started together on this journey, and both were
single minded in their purpose to accomplish its objects. No more lovely char-
acter appears in the history of western adventure than that of Marquette,
a man who endeared himself to all with whom he came in contact, and made
himself an example for all time. Joliet, in turn, "was the foremost explorer
of the West," says Mason, "a man whose character and attainments and
public services made him a man of high distinction in his own day."

Continuing their journey the voyagers passed the mouth of the Illinois,
without special notice, but when in the vicinity of the place where the city
of Alton now stands, and while skirting some high rocks, they "saw upon
one of them two painted monsters which at first made them afraid." The
paintings were "as large as a calf," and were so well done that they could
not believe that any savage had done the work. Joutel saw them some eleven
years later, but could not see anything particularly terrifying in them, though
the Indians who were with him were much impressed. St. Cosme passed by
them in 169!), but they were then almost effaced; and when, in 1867, Parkman
visited the Mississippi, he passed the rock on which the paintings appeared,
but the rock had been partly quarried away.

They had scarcely recovered from their fears before they found themselves
in the presence of a new danger, for they heard the noise of what at tirsl they
supposed were rapids ahead of them: and directly they came in sight of the
turbulent waters of the Missouri River, pouring its flood into the Mississippi.
Large trees, branches and even "floating islands" were borne on its surface,
and its "water was very muddy." The name Missouri, which was afterwards
applied to this river, means in the Indian language "muddy water," and the
river is often spoken of to this day as the "Big Muddy." They passed in
safety, however, and continued on their journey in good spirits and with
thankful hearts.

They now began to think that the general course of the river indicated
that it would discharge itself into the Gulf of Mexico, though they were still
hoping to find that it would lead into the South Sea, toward California. As
they passed the confluence of the Ohio and the Mississippi, the shores changed
their character. They found the banks lined with extensive fields of cane-
brakes: mosquitoes tilled the air. and the excessive heat of the sun obliged

28 HISTORY OF MILWAUKEE

them to seek protection from its rays by stretching an awning of cloth over
their canoes. While they were thus floating down the current of the river,
they were in communication with Europeans, probably the Spaniards of
some savages appeared on the banks armed with guns, thus indicating that
Florida. The savages at first assumed a threatening attitude, but Marquette
offered his "plumed calumet," so called because of the feathers it was
adorned with, which the Illinois chief had given him, and the strangers were
at once received as friends. These savages told them that they were within
ten days' journey of the sea. and with their hopes thus raised they soon
resumed their course.

Soothing Effect of the Calumet. — They continued down past the monot-
onous banks of this part of the river for some three hundred miles from the
place where they had met the Indians just spoken of, when they weir sud
denly startled by the war-whoops of a numerous band of savages who showed
every sign of hostility. The wonderful calumet was held up by Marquette,
but at first without producing any effect. Missiles were flying, but fortunately
doing no damage, and some of the savages plunged into the river in order to
grasp their canoes; when presently some of the older men, having perceived
the calumet steadily held aloft, called back their young men and made re-
assuring signs and gestures. They found one who could speak a little Illinois:
and, on learning that the Frenchmen were on their way to the sea, the Indians
escorted them some twenty-five miles, until they reached a village called
Akamsea. Here they were well received, but the dwellers there warned them
against proceeding, on account of the warlike tribes below who would bar
their way.

Joliet and Marquette hei-e held a council whether to push on, or remain
content with the discoveries they had already made. They judged that they
were within two or three days' journey from the sea. though we know that
they were still some seven hundred miles distant from if. They decided
however, that beyond a doubt the Mississippi discharged its waters into the
Gulf of Mexico, and not to the East in Virginia, or to the West in California.
They considered that in going on they would expose themselves to the risk
of losing the results of their voyage, and would, without a doubt, fall into
the hands of the Spaniards, who would detain them as captives. The upshot
of their deliberations was the decision that they would begin the return
voyage at once. The exploration of the river from this point to the sea was
not accomplished until nine years later, when that bold explorer. La Salle.
passed entirely down the river to its month; where he set up a column and
buried a plate of lead, bearing the arms of France: took possession of the
country for the French King, and named it Louisiana.

The party were now at the mouth of the Arkansas, having passed more
than one hundred miles below the place where l)e Soto crossed it in the
previous century, had sailed eleven hundred miles in the thirty days since
they had beei the greal river, an average of about thirty seven miles a

day, and had covered nine degrees of latitude. ( in the 17th of duly, they
began their return journey, jusl one month to a day after they had entered
the river, and two months after they had left the mission at St. [gnace.

DISCOVERY OF THE GREAT WEST 29

The voyage up the river in the mid-summer heat was one of great diffi-
culty, but steadily they "won their slow way northward,'" passing the mouth
of the Ohio and that of the Missouri; until at length they reached the
mouth of the Illinois River. Here they left the Mississippi and entered the
Illinois, being greatly charmed "with its placid waters, its shady forests, and
its rich plains, grazed by bison and deer." They passed through the wide
portion of the river, afterwards known as Peoria Lake, and reached its upper
waters, where, on the south bank, rises the remarkable cliff, s'nce called
"Starved Rock." They were thus "the first white men to see the territory
now known as the State of Illinois."

On the opposite bank of the river, where the Town of Utica now stands,
they found a village of Illinois Indians, called Kaskaskia, consisting of sev-
enty-four cabins. It should here be stated that the Indians removed this
village, some seventeen years later, to the south part of the present State of
Illinois, on the Kaskaskia River, where it became noted in the early annals
of the West. The travelers were well received here, and, on their departure,
a chief and a number of young men of the village joined the party for the
purpose of guiding them to the Lake of the Illinois, that is, Lake Michigan.

The course of the river was now almost directly east and west, and the
voyagers could not fail to notice the ranges of bluffs flanking the bottom
lands through which the stream meanders in its flow. This broad channel
once carried a mighty volume of water from Lake Michigan to the Missis-
sippi, at a time when the glaciers were subsiding and the lake level was some
thirty feet higher than in historic times.

The travelers soon arrived at the confluence of the Desplaines and the
Kankakee rivers which here, at a point some forty-five miles from Lake
Michigan, unite to form the Illinois River. Under the guidance of their
Indian friends they chose the route by way of the Desplaines as the shortest
to the lake. On reaching the place where the portage into the waters tribu-
tary to Lake Michigan was to be made, their Indian guides aided them in
carrying their canoes over the "half league" of dry land intervening. As
this portage is much longer than that, it is likely that the "half league"
mentioned by Marquette referred to one stage of the portage, between the
Desplaines and the first of the two shallow lakes which they found there and
on which they, no doubt, floated their canoes several miles on their way to the
waters of the south branch of the Chicago River.

Beaching Lake Michigan. — Here their Indian friends left them while they
made their May down the five miles that yet intervened before they would
reach Lake Michigan. (Troves of trees lined its banks, beyond which a level
plain extended to the margin of the lake. This level plain was the only por-
tion of the "Grand Prairie" of Illinois which anywhere reached the shore
of Lake Michigan, a space limited to some four miles south of the mouth of
the Chicago River. They were not long in coming into view of that splendid
body of water which they were approaching, and must have beheld its vasl
extent with the feelings of that "watcher of the skies" so beautifully written
of by Keats, "when a new planet swims into his ken."

No date is given by Marquette in his journal of the arrival of the party

30 HISTORY OF MILWAUKEE

a1 this point, luii it was probably early in September of the year 1673 thai
the site of the present City of Chicago was firsl visited by white men. It
is quite possible thai coureuf^ de Inns ("wood-rangers" may have visited
tlic spol while among the Indian tribes, bu1 no record was ever made of such

visits before the time that Joliel and Marquette arrived u] the scene, and

made known the discovery to the world. The mouth of the river is shown

<m all tl arly maps as at a point a quarter of a mile south of the presenl

nutlet, owing to a long sand spit that ran out from the north shore of the
river near its confluence with the lake, which has long since been dredged
away. This was Juliet's first and only view of the Chicago River and its
banks, as he never passed this way again.

The stimulating breath of the lake breezes which met them ;is they issued
forth upon the blue waters of the ""Lake of the Illinois," must have thrilled
the explorers with feelings of joy and triumph, having escaped so many
dangers and won such imperishable renown. Turning the prows of their
canoes northward, they passed the wooded shores still in their pristine love-
liness. The emerald hues of the prairies, whieh they had left behind them.
were now replaced by the mottled foliage of the early autumn, and the waves
breaking on the beach of sand and gravid must have impressed them deeply
as they proceeded on their way. The shores began to rise and form bluffs
as they passed the regularly formed coast on their course.

Throughout their journey the voyagers gaze on scenes familiar now to
millions of people, then unknown to civilized man. They see the gradual
increase in the height of the bluffs, reaching an elevation at the present town
id' Lake Forest of 100 feet or more above the surface of the lake, and the bold
shores of the present site of the City of Milwaukee. No comments arc made
regarding the events of this part of the journey by Marquette in bis journal,
and it most likely was made without special incident. He closes his narra-
tive by saying that "at the end of September, we reached the Bay des Puants
(Green Bay), from which we started at the beginning of June."

The world renowed voyage of Joliet ami Marquette thus ended at the
.Mission of St. Francis Xavier, where the Village of De Pere, Wisconsin, now
stands. The explorers had traveled nearly twenty-five hundred miles in about
one hundred and twenty days, a daily average of nearly twenty-one miles.
had discovered the Mississippi and the Chicago rivers, as well as the site id'
the present City of Chicago: and had brought back their party without any
serious accident or the loss of a single man. Here they remained during the
tall and winter, and in the summer of the following year (1674), Joliel set
out for Quebec to make a report of his discoveries to the governor of Canada.
It was while Hearing .Montreal on this journey that his canoe was upset in the
rapids, his Indians drowned, and all his records and a map that lie had care-
fully prepared were lost. Joliet never returned to the West, lie was rewarded
for his splendid Services with a grant of some islands in the lower St.
Lawrence, including lie- extensive island of Anticosti, and died in l"tM>. As
regards the credit due Joliel for the discovery made, the late Mr. Edward G.
Mason in his valuable work entitled. "Chapters from Illinois History," s-iys:

••Popular error assigned the leadership of the expedition which discovered

DISCOVERY OF THE GREAT WEST :I1

the Upper Mississippi and the lllino s Valley to Marquette, who never held or
claimed it.. Every reliable authority demonstrates the mistake, and yet the
delusion continues. But as Marquette himself says that Joliet was sent to
discover new countries, and he to preach the gospel; as Count Frontenac
reports to the home authorities that Talon selected Joliet to make the dis-
covery; as Father Dablon confirms this statement; and as the Canadian
authorities gave rewards to Joliet alone as the sole discoverer, we may safely
conclude that to him belongs the honor of the achievement. He actually
accomplished that of which Champlain and Nicollet and Radisson were the
heralds, and, historically speaking, was the first to see the wonderful region
of the prairies. At the head of the roll of those indissolubly associated with
the land of the Illinois, who have trod its soil, must forever stand the name of
Louis Joliet."

Marquette Continues Exploration. — Father Marquette was destined never
to return to the French colonial capital. His health had become impaired
on account of the hardships he had suffered during the return journey on the
Mississippi, and he remained nearly a year at the Mission of St. Francis
Xavier in an effort to recover his health and prepare himself for another
journey to the Illinois Country, as he had promised his Indian friends he
would do.

Early in the summer of 1674, that is, about seven or eight months after his
return to Green Bay from the voyage described in the previous pages, Joliet
started on his journey to Quebec to inform the authorities regarding the new
countries he had found. As already related, Joliet met with disaster on this
journey, and had it not been for the journal kept by .Marquette we should
have had no detailed record of the explorations of the previous year, though
Joliet gave some oral accounts afterwards, records of which have only in
recent years come to light. Later in the same year Marquette, having re-
covered from the poor health he had been suffering, received "orders to pro-
ceed to the mission of La Concepcion among the Illinois." On the 25th of
October, 1674, accordingly, he set out with two companions, named Pierre
and Jacques; one of whom had been with him on his former journey of dis-
covery. From this journey Marquette never returned; and indeed it would
seem to have been a most perilous risk for him to have taken considering his
physical condition, having only recently been "cured," as he says, of his
"ailment,"' and starting at a time of year when he would soon be overtaken
by the winter season. But no toils or exposure could deter those devoted
missionaries of the cross from engaging in any undertaking which seemed to
hold out the least prospect of saving souls, as the history of those times
abundantly shows.

Details of the Journey. — The route taken was by way of the difficult
portage at Sturgeon Bay, where now there is a canal, cutting through the
peninsula, and thus saved them a circuit of nearly one hundred and fifty

miles. Accompanying his canoe was a flotilla of nil thers, containing parties

of Pottawatomie and Illinois Indians; and in due time they embarked their
little fleet on the waters of Lake Michigan. They encountered storms and
the navigation proved difficult, but at length the party arrived at the mouth

32 HISTORY OP MILWAUKEE

of the Chicago River, which Marquette calls "the river of the Portage,"
early in December. Finding thai the stream was frozen over, they encamped
near by at the entrance of the river and engaged in hunting, finding game
very abundant. While here the two Frenchmen of the party killed "tin
buffalo and four deer." besides wild turkeys and partridges, which, con-
sidering the Ideality as we of this day know it, seems difficult to imagine;
and this passage in the journal composes the lirst sketch on record of the
site of the great city of the West.

Having followed the course of the river some "two leagues up.'" Mar-
quette "resolved to winter there, as it was impossible to go farther." His
ailment had returned and a cabin was built for his use and protection. Tier.'
he remained with his two Frenchmen while his Indian companions returned
to their own people. It must be borne in mind that Marquette's destination
was the village of Illinois Indians on the Illinois River, where he and Jolict
had been entertained the year before; and that the cabin here spoken of was
merely a temporary shelter where he would remain only until spring. But
sometime during the interval of the fifteen months since Marquette had pre
viously passed the portage, two Frenchmen had established themselves, about
"eighteen leagues beyond, in a beautiful hunting country," and these men
in expectation of the holy father's return had prepared a cabin for him.
stocked with provisions. This cabin Marquette was not able to reach, and
the two hunters, hearing of the good Father's illness, came to the portagi
to render such assistance as was in their power. One of these Frenchmen
was called "the Surgeon," perhaps because he possessed some knowledge of
medicine, but his true name is not given. The other was called "La Taupine,"
that is, "the Tawney," whose proper name was Pierre Moreau, a noted
coureur de bois of the time. Indians passing that way also e-ave assistance.
and late in March Marquette found himself with strength recovered and able
to set out on his journey to the Illinois, though not before he was driven out
of his winter cabin by a sudden rise of the river which obliged him to take
refuge near the place now called "Summit."

As in the previous year, Marquette kept a journal which has come down

to us among that valuable series of papers called the "Jesuit Relal -.

This journal is the sheet anchor of all the writers treating of the history of
the two journeys of discovery and exploration which we are here narrating.
Marquette occupied a portion of the time during his stay at the cabin in writ-
ing the memoirs of his voyages. In his journal the good Father breathes
the spirit of self-sacrifice, the concern for the conversion ami spiritual welfare
of the savages; and with it all tie shows a kern curiosity and interest in the
manners and customs, the country and habitations, of the tribes he meets
with.

Winter Quarters of Marquette. — The location of the cabin in which Mar-
quette spent the wilder of lti74-."i was marked with a cross made of mahogany

WOOd, at the base of which in recent years was placed a bronze table! with
an inscription. The site was fixed upon m 1905 by a committee of the Chicago
Historical Society under the guidance of the late .Mr. Ossian Outhrie, an in-
telligent and devoted student of local antiquities, with a view of marking tin'

DISCOVERY OP THE GREAT WEST 33

spot in a suitable manner. An entire day was spent by the party in driving
and walking over many miles of country in order to compare the topography
with the journal of th'e missionary, and a scries of photographs taken. The
investigations resulted in confirming the opinions of Mr. Guthrie, namely, that
Marquette's winter cabin was situated on the north bank of the south branch
of the Chicago River at the point where now it is intersected by Robey Street,
and from which at the present time can be seen, by looking westward, the
entrance to the great Drainage Canal.

There is also a. monument at Summit a few miles distant from the site of
Marquette's winter cabin, marking the spot where Marquette landed after
being flooded out of his winter quarters at Robey Street. This monument
is constructed of boulders taken from the Drainage Canal while in process
of building, and was placed there in 1895 by the Chicago and Alton Railroad
Company. The inscription on the monument reads, "Father Marquette landed
here in 1675."'

Marquette reached the Illinois village which he called Kaskask a in the
journal of his first visit, and which lie refers to as the "mission of La Concep-
cion" in his later journal. This was on the 8th of April, 1675, and on reach-
ing the village "he was received as an angel from heaven." There was always
an atmosphere of peace wherever the good missionary went, and, no matter
how unfavorable the circumstances were, he was the object of solicitude and
kind attentions from his followers. From the time that he crossed the portage
he discontinued his journal, probably owing to his increasing weakness. The
account of the remainder of his journey is written by Father Dablon, his
superior at Quebec. lie summoned the Indians to a grand council and "dis-
played four large pictures of the Virgin, harangued the assembly on the
mysteries of the Faith, and exhorted them to adopt it." His hearers were
much affected and begged him to remain among them and continue his in-
structions.

Last Days of Marquette. — lint Marquette realized that his life was fast
ebbing way, and that it was necessary if possible to reach some of the older
missions where he could either recover his health or hand over his responsi-
bilities to others. Soon after Easter he started on his return, pledging the

Indians on his departure that h ' some other one would return to them and

carry on the mission. He set out with many tokens of regard on the part

of these good ] pie, and as a mark of honor a party of them escorted linn

for more than thirty leagues on his way. and assisted him with his baggage.
Some writers have supposed that he took the route by the Desplaines-Chicago
portage, but it is more probable, according to Mason, that he ascended the
Kankakee, guided by his Indian friends, and reached the Lake of tin' Illinois
by way of the St. Joseph River. His destination was St. lgnace and his
course lay along the eastern shore, which, as yet, was unknown except
through reports from the Indians. Now alone with his two companions, he
pushed forward with rapidly diminishing strength, until, on the 19th day of
May, 1675, the devoted priest felt that his hour had come, and being near a
small river, he asked to be placed ashore. Here a bark shed was Imill by his
companions, and the dying man was placed within its rude walls.

::i HISTORY OF MILWAUKEE

"With perfed cheerfulness arid composure," relates Parkman, "he ga^
directions for his burial, asked their forgiveness for the trouble he had caused
them, administered to them the sacrament of penitence, and thanked Ood that
he was permitted to die in the wilderness, a missionary of the Faith and a

member of the Jesuit brotherhood." Soon after I xpired, and was buried

by Ins ( panions at that place, while they made their way to St. [gnace

with their sad tidings. Two years later a party of Ottawa Indians, who were
informed of the death and burial place of Marquette, were passing thai way,
found the grave, opened it, washed and dried the bones, and placed them in
a box of birch bark; and bore them, while chanting funeral songs, i ■ ► St.
[gnace, where they were buried beneath the floor of the chapel of the mission.
A statue now stands in a public place 1 near the water front at the Town of
St. [gnace placed there in recent years.

Thus ends the story of Marquette, who is, one may say. the patron saint
of the people of Illinois and Wisconsin. He participated with Joliel in dis-
covering the Mississippi River and- described its vast expanse of plain and
forest. He came again and spent a winter in a rude cabin on the river bank,
and from here passed on to his chosen field of work where his last missionary
labors were performed. Memorials of him have been placed all over the West,
where lie spent the last two years of his brief but memorable career. The
story has been often told but never loses its interest. "Let it be told in every
western home," writes Pres. E. J. -lames, and "every good cause in this section
will feel tin- beneficent results of its influence," in awakening a pride in our
earliest annals, "and quickening the spirit of service in all our people." A
statue of Marquette, clad in his robes, has been placed by the State of Wis-
consin in Statuary Hall in the Capitol at Washington.

Father Marquette's Successor. — The promise made by Marquette to the
Illinois Indians did not long remain unkept. Father Claude Allouez was sum-
moned by his superior to fill the vacancy caused by the death of Father Mar-
quette, and promptly responded to the call. Allouez, with two companions,
embarked in a canoe at St. Francis Xavier in October, 1676, just two years
after Marquette had set out from the same place: but owing to the ice in
Green Bay they were not able to reach Lake Michigan until the following
February. At length in April, 1677, the party reached "the river that leads
to the Illinois." that is, the Chicago River, where they met eighty Indians
coming towards them. The chief presented a tire brand in one hand and a
feathered calumet in the other, from which Allouez discreetly made choice
of the latter. The chief then invited the little party of whites to his village,

which was soi listance from the mouth of the river, "probably," as Mason

says, "near the portage where Marquette hail passed the winter" two years
previously. Allouez remained at tins village a short time and then passed
on to the Illinois River Mission, which he reached on the 27th of April. After
erecting a cross at the mission he returned to Green Bay, as he had made
the journey, it seems, "only to acquire the necessary information for the
perfect establishment of tin' mission." He came again the next year, but
retired to the Wisconsin Mission in 1679 "upon hearing of the approach of
La Salle, who believed that the .lesuits were unfriendly to him. and that

DISCOVERY OF THE GREAT WEST 35

Allouez in particular had sought to defeat his plans." "The era of the dis-
coverer and missionary was now giving plan- to that of the explorer and
colonist," and the great figure of Robert Cavelier de La Salle appears upon
the scene.

mmm

v 4y^T

CHAPTER II
THE ORDINANCE OP 1787

< (wing to its profound influence on the later history of the State of Wis-
consin and its people some account will here be given of the Ordinan* f

1787 and a brief analysis of its provisions.

The Ordinance of 1787 was passed by the Continental Congress on the
13th of July in the year named in the title of the ordinance, and the Federal
Constitution was adopted by the same body mi the 17th of September of the
same year. Thus the famous ordinance enjoys a priority of date of more than
two months over that of the constitution. The Ordinance of 1787 has been
termed by Senator George F. Hoar "one of the title deeds of American con-
stitutional liberty," and it lias, indeed, all the authority and force of an article
of the constitution itself.

By the Ordinance of 1787 there were to be formed from the Northwest
Territory not less than three nor more than live states. In case there should
be only three states formed the ordinance provided that these states should
have certain boundaries, with this proviso: "It is further understood and
declared that the boundaries of these three states shall be subject so far to
be altered, that if Congress shall hereafter find it expedient, they shall have
authority to form one or two states in that part of the said territory which
lies north of an east and west line drawn through the southerly bend or
extreme of Lake Michigan."

Before the formation of states, however, there were territorial divisions.
When the Territory of Illinois came to be formed in 1809, the boundaries were
established on the same lines as those of the present State of Illinois except
that the territory extended northwards to the boundary line between Canada
and the United States. When the Enabling Act (enabling the people of Illi-
nois to form a state constitution) was passed, April 18, ISIS, the northern
boundary of the new State of Illinois was fixed in accordance with the Ord:-
nance of 1787, on the east and west line drawn through the southerly or
extreme bend of Lake Michigan, afterwards ascertained to be forty-one
degrees and thirty-nine minutes of north latitude.

Nathaniel Pope who was the delegate in Congress from the Territory of
Illinois moved an amendment to the bill, which was then under consideration
in the committee of the whole, by striking out that part which defined tli •
northern boundary and inserting "forty-two degrees and thirty minutes north
latitude." The amendment was agreed to ami the bill was passed.

The effect of Pope's Amendment was to include within the limits of the
new state a strip of country sixty-two miles in width, extending from Lake

38 ■ HISTORY OF MILWAUKEE

Michigan to the .Mississippi River, containing an area of 8,500 square miles
n!' fertile country, diversified with forests and rivers, within which at the
presenl time are located fourteen counties with many populous and pros
perous cities.

Mr. Pope's Argument. — In presenting the amendmenl to the enabling ad
in L818, Mr. Pope made the following argument: "That the proposed new
state (Illinois), by reason of her geographical position, even more than on
account of the fertility of her soil, was destined to become populous and
influential ; that if her northern boundary was fixed by a line arbitrarily estab-
lished rather than naturally determined, and her commerce was to be con-
fined to that great artery of communication, the Mississippi R'.ver, which
washed her entire western border, and to its chief tributary to the south. I
Ohio River, there was a possibility that her commercial relations with the
South might become so closely connected that in the event of an attempted
dismemberment of the Union, Illinois would east her lot with the southern
states.

"On the other hand," he continued, "to fix the northern boundary of Illi-
nois upon such a parallel of latitude as would give to the state jurisdiction
over thi' southwestern shores of Lake Michigan, would he to unite the in-
cipient commonwealth to the states of Indiana. Ohio, Pennsylvania and New
York in a bond of common interest well nigh indissoluble. By the adoption
of such a line Illinois might become at some future time the keystone to the
perpetuity of the Union. It was foreseen, even at that early time that • Ihicago
would be a lake port of great importance, and that a canal would be con
structed across the state between the lake and the Mississippi; and Mr.
Pope urged that it was the duty of the National Government to give Illinois
an outlet on Lake Michigan, which, with the support of the population back of

tl oast, would be capable of exercising a decisive influence upon her own

affairs, as well as strengthening her position among her sister states."

Effects of Altering the Boundary. -When we reflect that the region affected
by Pope's amendment was at that time an almost unbroken wilderness, that
the advantageous position of Chicago and its contiguous territory was only
a matter of speculation, we must recognize in Pope's action in proposing and
urging the adoption of his amendment the work of a keen and far-sighted
statesman. "No man," says John Moses in his "History of Illinois." "ever
rendered the state a more important service in Congress than did Nathaniel
Pope." That the fixing of the northern boundary of the state where it is
today had momentous consequences can be seen in tile subsequent historj
,d' the state. Had the northern tier of counties included within the sixty-
two mile Strip become attached to Wisconsin, as it inevitably would have
been, the State of Illinois would have lacked, when issues of tremendous
moment were at stake, a vital element in her legislature at the time of the
breaking out id' the Civil war. an element that Wisconsin did not require,
;,s the Union sentiment in that state was at all times verj strong.

Whether or not the splendid support given to the Union cause in the state
of Illinois was of such importance as to justify Pope's declaration, when
arguing for the amendment, that the state mighl become "the keystone to

THE ORDINANCE OF 1787 39

the perpetuity of the Union," may be regarded differently by historians. Hut
the commanding position occupied by Illinois during- the Civil war, with one
of its citizens in the presidential chair and another leading- the armies of the
Union, went far to make good the claim made by Hope in his declaration.
The part taken by Hope in the boundary matter well illustrates whal has been
called "his almost superhuman sagacity."

lion. Clark E. Carr, in an address made in 1911, referred to Pope's dis-
tinguished services in the following eloquent words: "Long- after that greal
statesman had passed away, his arguments were tested, in the midst of car-
nage and death, in the smoke of battle by brave Illinois heroes, some of them
led by his own son, Maj. Gen. John Pope, and proved to be sound."

Analysis and Comments on the Ordinance. — It may be well to recall the
opinions of eminent statesmen regarding the importance of the Ordnance
of 1 7.S7 in the formation of the states under its provisions. A brief summary
of the ordinance may here he inserted: These provisions, it is declared, shall
"forever remain unalterable unless by common consent"; "no person shall
be molested on account of his mode of worsh'p or religious sentiments" ; every
person shall be "entitled to the benefits of the writ of habeas corpus and of
trial by jury"; "religion, morality and knowledge being necessary to good
government and the happiness of mankind, schools and the means of educa-
tion shall forever be encouraged"; "the utmost good faith shall always In-
observed towards the Indians": there shall he formed "not less than three
nor more than five states in the said territory"; "there shall he neither
slavery nor involuntary servitude in the said territory otherwise than in the
punishment of crimes whereof the party shall have been duly convicted."

Perhaps to some readers the word "ordinance" as applied to an act of
Congress may not be readily understood. Why was it not called an "act"
for certainly we should so call it if it had passed in a similar manner at the
present day. The term "ordinance" is now Hinted in its use to measures
passed in a city council. There is no legal distinction, however, between an
ordinance and an act or statute. The term has gone out of use as applied
to acts of Congress, though at the time of the old Continental Congress it
was quite usual to so employ it. But after the United States became a
nation, by the rat'fication of the Constitution in 1 7 S , the term act or statute
became the usual one.

Lincoln's View of the Ordinance. In his great Cooper Institute s] h

Mr. Lincoln referred to the Ordinance of 1 7 s 7 . making use of the provisions
therein contained to buttress his arguments against the extension of slavery
into the territories. He showed that federal control as to slavery in federal
territory, as asserted in tin- ordinance, was the deliberate expression of the
highest power then existing in the country; and that after the Constitution
had been ratified, namely, in 1789, an act was passed by the new Congress
"to enforce the Ordinance of 1787, including the prohibition id' slavery in the
Northwestern Territory," and that this act had been signed by George Wash-
ington.

Quoting from Dr. William V. Poole's treatise on the ordinance, summariz-
ing the benefits accruing to posterity, it is said: "The Ordinance, in the

40 BISTORT OP -MILWAUKEE

breadth of its conception, its details, and its results, has been perhaps the
must notable instance of legislation thai was ever enacted by the representa-
tives of the American people. It fixed forever the character of the immigra-
tion, and of the social, political and educational institutions of the people who
were to inhabit this imperial territory — then a wilderness, but DOW covered by
five great states."

Of the ordinance as a whole Daniel Webster said: "We are accustomed
to praise the lawgivers of antiquity — we help to perpetuate the fame of Solon
and Lycurgus; but I doubt whether one single law, ancient or modern, has
produced effects of more distinct, marked and lasting character than the
Ordinance of 1787."

A Famous Boundary Controversy. — When Wisconsin had arrived at the
dignity of territorial existence in ]S'-'S, the southern boundary of the territory
Mas naturally placed at the line of the northern boundary of Illinois as it
was fixed by "Pope's Amendment" when the latter state was admitted to
the Union in 1818; that is, at 42 degrees and 30 minutes north latitude. The
Ordinance of 1787, under the terms of which the states of Ohio, Indiana.
Illinois, Michigan and Wisconsin were afterwards formed, prescribed the
northern boundary of the state which became Illinois on an east and west line
drawn through the southern bend of Lake Michigan, that is, sixty-two miles
south of where it was eventually placed. It was claimed by the Wisconsin
statesman of that day that Illinois was not entitled to the strip of land thus
enclosed and added to its area. They contended that this land belonged to
the new territory and that Congress should repeal that part of the act creat-
ing the State of Illinois though it had been a settled transaction for eighteen
years.

It will be remembered that by reason of "Pope's Amendment" the line had
been changed while the enabling act was passing through Congress so that
an area of some eighty-five hundred square miles in the northern part of the
state had been added to Illinois against the plain provisions of tin- Ordinance
of 1787.

This tract of country had been rapidly filled with settlers, great projects
of public improvement were under way, ami it had thus become a very im-
portant addition to the wealth and population of the state. The Wisconsin
people appealed to the language of the Ordinance of 17S7 which seemed to
justify their claim.

The Ordinance of 1787 provided for the erection of three states out of
the northwest territory (which afterwards became Ohio. Indiana and Illi-
nois), and further specified that "if Congress shall hereafter rind it expedient
they shall have authority to form one or two more staler in that part of
said territory which lies north of an east and west line drawn through the
southerly bend of Lake Michigan," and that this provision was to "forever
remain unaltered except by common consent." The Legislature of Wisconsin
Territory sent a somewhat belated memorial to Congress nearly three years
after the organization of the territory, declaring that the determination of
the nothern boundary of Illinois was "directly in collision with and repug-
nant to the compact entered into by the original states with people and states

THE ORDINANCE OF 1787 11

within the Northwest Territory." Finding that Congress gave no heed to
this protest the Legislature passed a resolution that Congress had "vio-
lated the Ordinance of 1787," and that "a large and valuable tract of
country is now held by the State of Illinois contrary to the manifest right
and consent of the people of the territory."

Appeal to the Ordinance of 1787. — Congress, however, still turned a deaf
ear to these proceedings, and in 1840 the people living in the disputed tract
in Illinois were invited by a resolution of the Territorial Legislature of Wis-
consin to hold an election to vote on the question of forming a const. tution
for the proposed new State of Wisconsin, as if the tract were really a part
of Wisconsin Territory. Strange as it may seem, the people of the counties
within the disputed tract complied with the invitation, and delegates were
chosen to a convention to be held at Rockford. This convention formally
declared that Wisconsin was entitled to the disputed tract as it claimed.
Nothing came of this, as it was found that the people of Wisconsin Territory
generally regarded the movement for the formation of a state government
as premature, and no action was taken on their part in the matter until a year
or two later.

So matters stood until 1812, when a new impulse was given to the move-
ment for a state organization in Wisconsin. It was argued that if the strip
of country in Northern Illinois were reckoned as a part of Wisconsin Terri-
tory, as it rightfully should be, there would be a sufficient number of in-
habitants, when added to those of the territory, to warrant a demand to be
admitted as a state to the Union. Orators became belligerent in their claim
for the "ancient limits," which was how they described the disputed land in
Illinois. One member of the Legislature declared that Wisconsin ought to
assume jurisdiction over Northern Illinois, saying: "Let us maintain that
right at all hazards, unite in convention, form a state constitution, extend our
jurisdiction over the disputed tract if desired by the inhabitants there, and
then, with legal right and immutable justice on our side, the moral and
physical force of Illinois, of the whole Union, cannot make us retrace our
steps."

It seemed impossible, however, to arouse any marked interest among the
Wisconsin people themselves on the subject, the interest being almost wholly
confined to the Illinois northern counties and the politicians guiding the
sentiments there. This willingness of the Northern Illinois people to unite
with Wisconsin seems the more singular when it is remembered that already
the Illinois and Michigan Canal, reaching far to the south of Wisconsin's
possible limits, was in course of construction; and that the chief dependence
of these northern counties was on the rapidly growing City of Chicago, whose
future was bound up with the canal's prosperity. The Illinois people, how-
ever, recovered their senses and in later appeals from the Wisconsin leaders
became indifferent, and finally were entirely reconciled to their Illinois
allegiance.

Failure of Congress to Heed Appeals. — The last shot in the controversy
was tired by a committee of the Territorial Legislature which late in 1813
prepared an address to Congress on the boundary question, running in part as

J2 HISTORY OF MILWAUKEE

follows: "Had we formed a constitution and state government, and ex-
tended our jurisdiction over all the territory appropriated, though it mighl
have involved us in a dbnflict with [llino ! s, qo one could truly say we had
done more than exercise our lawful rights iii a lawful manner." Bu1 Con-
gress made qo response io this warlike appeal, and the subjeel failed to
attract any further attention; no doubl for the reason thai the boundary ih
it stood was an accomplished fact, and any disturbance of the line after a
quarter of a century from the time it was established would result in endless
confusion. Wisconsin was admitted to the Union .May 29, 1848, the presenl
boundary line being accepted withoul further question.

It is an interesting fact in this connection that while the boundary line is
described as at "41' degrees, 30 minutes of north latitude" in all lie acts ami
proceedings connected with the subject, ami boundary posts ami monuments
were placed in supposed accordance with that line, yet it was found in later
years that the old surveys were incorrect, and that there was a variance of
three-fourths of a mile in places from the true parallel. Indeed the line of
monuments is north of the parallel in the western part of the state, and
zigzags to and fro. finally landing some distance south of the parallel at the
eastern end on the shore of Lake Michigan.

Wisconsin was admitted as a state of the Union on May 29, I s Is after
a probation period of twelve years as a territory. It was the fifth state to
be formed out of the Northwest Territory whieh had been organized under
the Ordinance of 1 7S7. We have previously given some account of the
boundary controversy with Illinois while Wisconsin was yet a territory. But
in the generally prosperous conditions prevailing throughout the regions
occupied by Illinois and Wisconsin all the grievances between the two sections
were forgotten, or became the subjeel of humorous references. It is recalled
that Hon. James R. Doolittle of Wisconsin, in a speech at the beginning of
work on the great Chicago Drainage ('anal in 1892, spoke in terms of praise
for the work. The veteran ex-senator said he hoped to see the greal enter
prise completed and a "'waterway established between the lakes and rivers."

He eonti I as follows: "I say it with jusl as much earnestness as if all my

interests were identical with Chicago. I still live in Wisconsin. 1 live in the
state to which Chicago belongs according to the < Irdinance of 17*7. i Laughter

and applause, i I sometimes give ; xcuse to those gentlemen who ask me.

'Why is it you practice law in Chicago, and yet live in Wisconsin?' I tell
them that by the Ordinance of 17*7. Chicago belongs to Wisconsin, and I
have a righl to be there. Bui independent of all that my interests are of a
national characl er. ' '

CHAPTER III
DISCOVERY OF THE GREAT LAKES

A prospect of Lake Michigan from any point along its shores is like thai
of the ocean itself in its seeming boundless expanse. And yet all this vast
flood is destined to pass over the Kails of Niagara in its eventual flow to the
sea. There will be considerable hiss in its volume from evaporation before
reaching the falls, and il will also be somewhat diminished by reason of the
withdrawal of a small fraction of its waters for the use of man ami his works.
The entire volume of the four great lakes above the falls. Lakes Superior,
Michigan, Huron and Erie, must find an outlet into Lake Ontario ami so on
down to the sea through the Niagara and St. Lawrence rivers. It can well
be imagined that the Hood pouring over the brink of the cliff at Niagara is
so tremendous that there is not on earth a rival to it in its size ami magnifi-
cence save the great Victoria Falls of the Zambesi River in South Africa.

The Order in Which They Were Discovered. — With a map of the Great
Lakes spread out one sees them clustered in a group like a bunch of tubers
on a stem, each one connected with the other by rivers or straits. Going back
to the time when these large bodies of water were as yet unknown to civilized
men, it is curious to note the course of events through which their existence
ami bounds were made known to map makers and geographers. It would be
natural to suppose while looking at the map that Lake Ontario would have
been the first one of the great lakes to be opened to the knowledge of white
men, always remembering that the French were the leaders in these dis-
coveries. From their settlements on the St. Lawrence the French gradually
pushed westward into the wilderness, but in the early period of their ad-
vances they chose the Ottawa River as the route towards the west and north-
west rather than the St. Lawrence itself. This led them in the direction of
Lake Huron, and thus this lake was the first one of the Great Lakes to be
discovered. Champlain was the man -who, in Kilo, first saw the waters of
Georgian Bay, which opened from the larger body of Lake Huron, and thus
became the pioneer in the discovery of the Great Lakes of the Northwest.
The discovery of Lake Ontario followed soon after, which was also discovered
by ( ihamplain.

Lake Erie Eluded Them.— A few years later, that is in 1634, Nicollet
crossed Lake Huron, and passing the Straits of Mackinac entered the northern
waters of Lake Michigan ami penetrated as far as Green Hay. Here he
entered the mouth of the Fox River and traveled as far as the portage into
the Wisconsin River, but he did not continue to the .Mississippi as he might

jfflrm 0% $t&Klai$aUmu

THERE is a purpose of Marriage between

residing in

of which proclamation is hereby made for the

time.

£s~

" the jCC~^sfc~-^lay of ^W^ _ Tl82«^'
It is hereby certified, That the above-mentioned Parties have
been Three Times Proclaimed in order to Marriage, in the Parish

Church of £*^

no objections have been offered

&f/<.>? t

and that

Sess. Clerk.

-.»»*—; 'Sir et«>-

At {Zu-lt****? — the 2-4 day of lyyu/^C IS2 j'

The above Parties were Married by

C^UCS! Vt^Zo <y*A^ Minister.

COPY OF AN OLD WISCONSIN MARRIAGE LICENSE IN POSSESSION OF THE

SETTLERS CLUB OF MILWAUKEE

DISCOVERY OF THE GREAT LAKES 45

have done if he had held on a few days longer. The discovery of the latter

river was reserved for Joliet and Marquette, who passed over the same route
thirty-nine years later. In 1658 De Groseilles entered Lake Superior through
the St. Mary's River. Thus four of the Great Lakes had become known to
the French, but still Lake Erie eluded their knowledge, and it was not until
1669 that Joliet, passing south on Lake Huron through the St. Clair River.
discovered Lake Erie, the last one of the group to become known.

Thus the five great lakes were discovered in the following order: Huron.
Ontario. .Michigan, Superior and Erie. Between the discovery of Lake Huron
the first, and Lake Erie the last, there was an interval of fifty-four years. It
will be interesting to make a brief survey of what was happening in other
parts of the country during this interval. Champlain had founded Quebec in
1608, that is twelve years before the Pilgrims landed at Plymouth, and in 1609
Hudson sailed up the river now called by his name; and five years later the
first Dutch settlements were made at New Amsterdam, now New York. Settle-
ments had been started on the James River in Virginia, and others were scat-
tered along the Atlantic Coast at Delaware and Maryland.

Iroqucis Blocked Way. — After the discovery of Lake Erie in 1669 it would
seem to have been inevitable that Niagara Falls would almost at once have
been discovered by the French. Cut it must be remembered thai the Iroquois,
those "pests of the wilderness," who held possession of the region about the
Niagara River were hostile to the French and prevented their approach. It
was well known, however, that there was a great cataract somewhere along
the river connecting the two lakes, Ontario and Erie. But during a lull in
the age-long hostility between the [roquois and the French, La Salle organized
his expedition to explore the Mississippi, and laid his route by way of the
Niagara River. A part of his force, starting from Fort Frontenac on Lake
Ontario, went in advance of La Salle himself, and landed at the mouth of
the Niagara River. Father Hennepin was with the advance party, and he
lost no time after landing in making a search for the falls so long known by
report, but as yet never seen by white men.

The Imperial Cataract. — Parkman's account is well worth quoting as to
what happened, which at the same time is a fair specimen of the famous
historian's style. "Hennepin, with several others," he says, "now ascended
the river in a canoe to the foot of the mountain ridge of Lewiston. which,
stretching on the right hand and on the left, forms the acclivity id' a vast
plateau, rent with the mighty chasm, along which, from this point to the
cataract, seven miles above, rush, with the fury of an Alpine torrent, the
gathered waters of four inland oceans. To urge the canoe farther was impos-
sible. He landed, with his companions, on the west bank, near the foot of that
part of the ridge now called Queenstown Heights, climbed I he steep ascent,
and pushed through the wintry forest on a tour of exploration. On his left
sank the cliffs, the furious river raging below; till at length, in primeval
solitudes, unprofaned as yet by the pettiness of man, the imperial cataracl
burst upon his sight."

The date of the discovery was December li, 1678, so that when it is remem-
bered that Joliet and Marquette discovered the Upper Mississippi in June.

46 HISTORY OF MILWAUKEE

1673, it is seen thai the gn a1 river of the West, as well as the Illinois country
ami the sites of Chicago and Milwaukee, were actually discovered more than
five years before the discovery of Niagara Palls was made. Hennepin, in
his account, described the Falls as 600 feel in height, which, of course. was a
greal exaggeration. It is well known that the falls arc onlj aboul 171 feel
high, hut Hennepin was given to enlarging on his facts. With all his failings,
however, he will go down to posterity as being the discoverer of the most
wonderful natural feature, perhaps, in the world. The Greal hakes together
with their connecting straits and rivers were now completely made known
to the civilized world.

Aspect of Lake Michigan. — As one stands on the shore of Lake Michigan
and gazes on its broad expanse stretching far to the north, east and south.
a noble view is presented. One realizes the great extent over which his eye
wanders by noting the lake craft in the distance, some vessels lying "hull
down" with their white sails only in sight, and some trailing clouds of smoke
along the horizon, indicating passing steamers beyond the limit of vision.
Those in plainer sight seem to stand motionless while in strange contrast the
waves near the shore dash violently on the breakwaters and piers, throwing
up clouds of spray, or break in thunderous surges on the sand and gravel
at one's feet.

Such a view from the bluffs along the north shore forms a grand and
impressive spectacle, and such an outlook is one of the principal attractions
to the dwellers in the beautiful homes that have been built in the neighbor-
hood. When tossed by the wind the ruffled surface of the lake shows many
shades of blue and green according to the light reflected upon it from the
sky; and when light, fleecy clouds are passing over it, casting broad shadows
upon its far-extending surface, the colors arc shown in varied hues ranging
from neutral tints to most beautiful olive greens and violet blues. One of our
local poets happily likened its broad expanse under these conditions to a
"pictured psalm."

"A level plain of a vast extent on land is certainly no mean idea," wrote
Edmund Burke in his celebrated essay on the •"Sublime and Beautiful."
"The prospect of such a plain may be as extensive as a prospect of the ocean;
but can it ever fill the mind with anything so great as the ocean itself?"
This can be well understood by those who have long dwelt on the shores of
Lake Michigan. I bit when

" — storms and tempests wake the sleeping main.

And lightnings flash while winds grow hoarse and loud.

And writhing billows toss their white crests high,"

then, indeed, Lake Michigan's aspeel changes from the beautiful to the sub-
lime. It is then when darkness adds its terrors to the scene that the perils
of the mariner come home to the observer with moving force and quickened
s\ mpathy.

Natural History of Lake Michigan. Lake Superior is the largest bodj of
fresh water in the World, with an approximate area of 31,200 Square miles.

DISCOVERY OF THE GREAT LAKES 47

Next in order of size comes Lake Victoria Nyanza in Africa, with an approxi-
mate area of 22,500 square miles. It is 320 miles long and 85 miles broad at
its widest part.

'"Lake Michigan receives the drainage of only a very narrow bell in north-
eastern Illinois and northwestern Indiana, comprised mainly in the drainage
of the Chicago and Calumet rivers," writes Frank Leverett, the eminent
geologist, in his monograph published by the Cnited States Geological Survey.
"It drains about one-half the area of the southern peninsula of Michigan and
adjacent portions of Wisconsin, mainly tributary to Green Bay. South of the
Green Bay drainage system only a narrow belt is tributary to the lake. The
watershed draining to Lake Michigan is estimated to be 45,000 square miles,
and the total area of the basin (including the lake itself) is 68,100 square
miles."

Physical Features of Lake Michigan. — There is no other lake in America,
north or south, which traverses so many degrees of latitude, extending from
45 degrees, 55 minutes on the north, to 41 degrees, 37 minutes on the south.
There are a number of islands in the northern part of the lake: Beaver
Island, comprising an area of about forty square miles, the Fox Islands ami
the Manitous. South of the latter there is a stretch of over two hundred
miles to the southern end of the lake in which there are no islands or even a
sand bar of any description rising above the surface. As the bed of the lake
is composed of clay, sand and gravel throughout this portion of its extent,
there is no danger to navigation from the occurrence of rocks either in its
bed or on its shores, and vessels driven by storms can find good holding
ground for the'r anchors. There are, however, some rather dangerous shoals
and reefs, especially in the vicinity of Racine and South Chicago which are
plainly indicated on the Government "Lake Survey" charts, printed for the
use of navigators.

The elevation of the surface of Lake Michigan above the level of the
sea is 581 feet, and its approximate maximum depth is eight hundred and
seventy feet. Its southwestern shores are bordered with "dunes" of sand
rising in mounds of many graceful shapes. Many of these dunes rise to a
height of 100 feet or more.

Schoolcraft's Observations. — "These dunes are, however, but a hem on the
fertile prairie lands," wrote Schoolcraft, in 1820, "not extending more than
half a mile or more, and thus masking the fertile lands. Water, in the shape
of lagoons, is often accumulated behind these sand-banks, and the force of
the winds is such as to choke and sometimes entirely shut up the mouth of the
rivers. We had found this hem of sand-hills extending around the southern
shore of the lake from the vicinity of Chicago, and soon found that it gave an
appearance of sterility to the country that it by no means merited." On
other portions of the lake the shore consists of a somewhat irregular line of
bluffs, from fifty to seventy-five feet in height, though there are eminences
which attain a much greater altitude, as for instance. "Bald Tom," situated
on the Michigan shore, on a line directly east of Chicago, which is 240 feet
in height.

An English traveler, in the course of a description of the view landward

48 HISTORY OF MILWAUKEE

from the deck of ;i passing steamer, used the expression, "the monotonous
shores of Lake Michigan," which as they appear from a distance may have
deserved such a mention. 'if by thai it was intended to notice the absence of
hills or mountains in the vicinity of its shores. But Schoolcraft's observations
as above quoted will go far to give a true impression to the beholder.

The whole extent of the shore line of Lake Michigan is 1,320 miles. The
length of the shore line bordering on Wisconsin, from the Illinois state line
on the south to the end of the Door Peninsula on tin- north, is about two
hundred in les. This does not reckon in the coast line of Green Bay.

Tin' fluctuations in the Level of the waters of the Greal Lakes have at-
tracted much attention among scientific observers, to ascertain if possibly
these fluctuations could be identified witli regular tidal movements. As early
as 1670, Father Dablon in the "Jesuit Relations," says, "as to the tides, it
is difficult to lay down any correct rule. At one time we have found the
motion of the waters to be regular, and at others extremely fluctuating. We
have noticed, however, that at full moon and new moon the tides change once
a day for eight or ten days, while during the remainder of the time there is
hardly any change perceptible.

It is worth while remarking in this connection that Schoolcraft, who was
an eminent geolog'si and who visited Green Bay in 1820, did not believe
there were any tides in the lakes. "Governor ('ass caused observations to be
made.*' he says, "which he greatly extended at a subsequent period. These
give no countenance to the theory of regular tides, but denote the changes in
the level of the waters to be eccentrically irregular, and dependent, so far as
observations extend, altogether on the condition of the winds and currents
of the lakes."

Whether or not there is actually a lunar tide in Lake Michigan was made
the subject of an address by Lieut. -Col. James I). Graham, a Government
engineer, before the American Association for the Advancement of Science,
in 1860. Referring to the writings of the early missionaries and explorers,
he said that in the lakes were noted some peculiar fluctuations in the eleva-
tion of the waters of these inland seas. "In the speculations indulged in by
some of these writers." he continued, "a slight lunar tide is sometimes sus-
pected, then again such an influence on the swelling and receding waters is
doubted, and their d'sturbanrc is attributed to the varying courses and forces
of the winds.

Lack of Systematic Observations. — "But we have nowhere seen that any
systematic course of observation was ever instituted and carried on by these
early explorers, or by any of their successors who have mentioned lie subject,
giving the tidal reading's at small enough intervals of time apart, and by long

enough duration to develop the problem of a diurnal lunar tidal wav i thes

lakes. The general idea has undoubtedly been thai no such lunar influence
was here perceptible.

"In April. 1854, I was stationed at Chicago by the orders of the Govern-
ment," continued Colonel Graham in his address, "and charged with the
direction of the harbor improvements on Lake Michigan. In the latter part
of Augusl of that year, 1 caused to be erected at the east or lakeward ex

DISCOVERY OF THE GREAT LAKES 49

tremity of the north harbor pier, a permanent tide-gauge for the purpose of
making daily observations of the relative heights and fluctuations of the
surface of this lake.

"The position thus chosen for the observations projects into the lake,
entirely beyond the mouth of the Chicago River, and altogether out of the
reach of any influence from the river current upon the fluctuations of the
tide-gauge. It was the fluctuations of the lake surface alone that could affect
the readings of the tide-gauge.

"On the first day of September, 1854, a course of observations was com-
menced on this tide-gauge, and continued at least once a day, until the thirty-
first day of December, inclusive, 1858. * * These observations were in-
stituted chiefly for the purpose of ascertaining with accuracy the amount of
the annual and also of the secular variation in the elevation of the lake
surface, with a view to regulating the heights of break-waters and piers to
be erected for the protection of vessels, and for improving the lake harbors."

Results of Tidal Observations.— The result of this series of tidal observa-
tions, continued over a period of four years and four months, is given by
Colonel Graham as follows: "The difference of elevation of the lake surface,
between the periods of lunar low and lunar high water at the mean spring
tides is here shown to be two hundred and fifty-four thousandths (.254) of a
foot; and the time of high water at the full and change of the moon is shown
to be thirty minutes after the time of the moon's meridian transit."

For the benefit of readers who may not be accustomed to terms familiar
enough to residents of tide-water regions, we will here state that "spring
tides" have no relation to the spring season. Spring tides occur twice a
month.

Colonel Graham sought to justify himself in taking so much pains to
ascertain the facts regarding tidal movements in Lake Michigan, by saying:
"Although this knowledge may be of hut small practical advantage to navi-
gators, yet it- may serve as a memorandum of a physical phenomenon whose
existence has generally heretofore been either denied or doubted." He con-
cluded his paper by submitting his observations as a solution of the "problem
in question," and as "proving the existence of a semi-diurnal lunar tidal
wave on Lake Michigan, and consequently on the other great fresh water
lakes of North America," varying from fifteen hundredths of a foot to
twenty-five hundredths of a foot, that is, from one and four-fifths inches to
three inches' rise and fall.

"Col. J. D. Graham's report on the tides of Lake Michigan," says R. A.
Harris in the Coast and Geodetic Report for 1907, "have not been altered by
subsequent observations." Graham's work was discussed by Ferrel in his
book "Tidal Researches": and Harris accords Colonel Graham the honor of
being the discoverer of tides in the lakes.

Prof. Rollin D. Salisbury of the University of Chicago, sums up the matter
in his work, entitled, "Physiography," as follows: "Tides are imperceptible
in small lakes and feeble in large lakes and inclosed seas. In Lake Michigan,
for example, there is a tide of about two inches."

Sudden and Gradual Fluctuations. — Oscillations of the lake level are

HISTORY OF MILWAUKEE

familiar phenomena to residents on the shores of the lake "Thej - are g
crally attributed by scientific men," wrote Thomas C. ('lark.' in the Atlantic
Monthly for March, I86I5 "to atmospheric disturbances which, by increasing

or diminishing the atmosphere pressure, produce a corres] ling rise or fall

in the water level. These are the sudden and irregular fluctuations. The
gradual fluctuations are probably caused by the variable amounl of 1
which falls in the vast area of country drained by the lakes."

Thus it may be said in general that the levels of lakes with river outlets
of a limited volume change from time to time, according 1" the amount of
precipitation on their surfaces and the contiguous territory. The sources of
supply of such a body of water as Lake Michigan, fur example, are springs
and rivers; and, since they are dependent upon rain and snow, the sources
of the supply of lake water may be said to be atmospheric precipitation.

The fluctuations in the level of Lake Michigan in different seasons is thus
accounted for, though in the case of the frequently observed sudden changes
in lake levels the cause is found in the atmospheric pressure. "A sudden
change in atmospheric pressure on one part of a large lake." says Professor
Salisbury, "causes changes of level everywhere. If the pressure is increased
in one place, the surface of the water there is lowered and the surface else
where correspondingly raised."

Disastrous Fluctuations. — On the 30th of April, 1909, a very remarkable
rise of water of the lake occurred, reaching a heighl of six feet at Evanston.
It rose and retired within the space of a few hours, coming just after a storm
of unusual severity. The accounl of it in the Evanston Index of the next
day says: '"The lake shore presents a highly interesting sight following the
action of the tidal wave which washed clear to the middle of the lake front
park, filling the lagoon with debris andTeaving a big windrow of driftwood
of all sizes and shapes to mark its extreme reach."

The Chicago Tribune of May 1, 1009, states that the storm above referred
to caused the loss of five lives, and of property estimated al sl'.inhi.iiuii
Collapsed and unroofed houses dotted the stretch of prairie land near the
Illinois Central Railroad in the neighborhood of Seventy-fifth Street. "The
storm caused unusual disturbances in Lake Michigan at the Thirty-ninth
Street pumping station; variations in the lake level of between four and five
feet occurred The authorities caused the flow of water into the Sanitary
Canal to be nearly doubled in order to ease the pressure, but despite the
efforts made the Chicago River at times was reversed and ran its old course
into the lake.

In the Coast and Geodetic Survey Report for 1907, it is stated thai "the
most common cause of these periodic movements is the wind blowing over
bodies of water in which they occur. The sudden variations in barometric
pressure maj cause ■seiches' (tidal waves in lakes and other Dearly enclosed

bodies of water."

Gradual Fluctuations of the Lake. — The variations in the water levels of
the lake extending over comparatively lone' periods of tune, for example a

month, a year, or even for a Longer period, have been carefully measured at
stated intervals, for more than fifty years. Results from such measuremei

DISCOVERY OF THE GREAT LAKES 51

disregarding the sudden rises and subsidences of which we have spoken, show
a slow increase or decrease in the general height of the surface, as compared
with the level of the sea, such fluctuations sometimes extending over years
of time.

The mean stage of water on the lake, for the period extending from 1860
to 1907 (inclusive), is given on the chart of Lake Michigan, issued by the
United States Lake Survey, as 581.32 feet above mean tide at New York.
The highest stage of water on record was that of "the high water of 1838,"
when it stood at 584.60 feet above sea level. The lowest stage was that of
December, 1895, during which month the average was 578.98 feet. Thus be-
tween the extremes there was a variation of 5.71 feet.

There had, however, been many noteworthy fluctuations throughout the
period from 1838 down to the end of the century between these extremes, as
will be shown below. For example, in the year 1869 the level declined to
580 feet, followed two years later by a rise to 582.7 feet. Again, there was a
decline in 1873, to 579.9 feet, followed by a rise, in 1876, to 583.5 feet.

In 1880, a low stage was again reached when the level stood at 580.7 feet ;
after which there was a gradual rise to the year 1S86, when the level stood at
583.6 feet. After that there was a gradual descent for ten years, and, in
1896, the level dropped to 579 feet, the lowest on record. The level again
began to rise, so that by the year 1900, the elevation was 580.7 feet above
thi> level of the sea.

Aspect of Milwaukee from the Lake. — In an article printed in Scribner's
Magazine for March, 1892, by Charles C. Rogers of the United States Navy, he
says: "Perhaps the most pleasing prospect of the lake (Lake Michigan) is
Milwaukee, whose cream-colored buildings produce a peculiar and most agree-
able effect. Eight railways center here after traversing a rich and rapidly
improving country, whose grain forms the chief element in the city's pros-
perity. In entrances and clearances, it follows closely upon Chicago, the
number last year (1891) exceeding 20,000; one of the chief contributors to
this record is the line of wooden steamers to Ludington, in the service of the
Flint and Pere Marquette Railroad. Its vessels arc built especially 7 to con-
tend with the lake ice; they run regularly in winter and are never detained
more than a few hours." *

FORMEK PRESIDENTS OF THE old SETTLERS CLUB OF MILWAUKEE COUNTY
Wild WERE ALU LIVING AT THE TIME THIS GROUP PICTURE WAS

MADE IN mis

Photo liv Guttenstein

CHAPTER IV
MAIL CARRIERS AND ROUTES

The first mail route that crossed the Alleghany Mountains was established
in 1788, coming west as far as Pittsburgh. Within the next few years routes
were extended to Louisville (1794), to Vincennes (1800) and from Vandalia
to Springfield (1824). As the northern part of Illinois was sparsely settled,
it was not until the early '20s that mail was brought to Chicago by regular
"express"' as the carriers were called. Before that time letters arriving had
come through special conveyance or messenger as opportunity offered, and
when conditions Were favorable.

In 1826 David McKee agreed with the Government to carry dispatches and
letters once a month between Chicago and Fort Wayne. This was mainly
for the convenience of soldiers or agents occupying Fort Dearborn. He took
with him an Indian pony to carry the mail bag and sleeping blankets, driving
his pony ahead of him. For his own food he relied upon the game which he
could kill, and for his pony's eating he cut down an elm or basswood tree
here and there on the path. The route lay from Chicago to Niles, Michigan ;
thence to Elkhart, Indiana; and thence to Fort Wayne. The average tr'p
took fourteen days, it beiug sometimes accomplished in ten days.

Writing of the mail at Chicago in 1825, Mrs. Kinzie says, "The mails
arrived as may be supposed, at very rare intervals. They were brought occa-
sionally from Fort Clark (Peoria), but were more frequently from Fort
Wayne, or across the peninsula of Michigan, which was still a wilderness
peopled with savages. The hardy adventurer who acted as express was, not
unfrequently, obliged to imitate the birds of heaven and 'lodge among the
branches,' in order to insure the safety of himself and his charge." The
carriers often suffered from "snowblind" having to suspend the journey
or hire it done by another while they recovered in some cabin or other stop-
ping place along the route. Although usually provided with parched corn
against the scarcity of game, there were many times when the mail carriers
traveled for days on the verge of starvation ; just as common a hardship
was freezing the feet, in sonic instances the men losing their toes as a result.
One might wonder why horses were not in general use for these long wilder-
ness journeys. The question is answered by point'ng out the difficulty of
progress through forests crossed by few or no paths. In writing of his
western tour, Storrow says, "The thickness of the forest rendered marching
difficult, and almost entirely impeded the horse; but for exertions in assisting
him over crags, and cutting away branches and saplings with our tomahawks,

54 HISTORY OF MILWAUKEE

we should have been obliged to abandon bim. 'J'lic land was broken with

hillocks and masses of rock."

The eastern mail was- brought to Wisconsin twice a year by a soldier,
whose route was overland from Detroit, around the southern bend of Lake
Michigan and through Chicago. Aboul the year 1825 postoffices were estah

lished in towns west and smith of Chicago, and mail routes put through i

necting these places. Tn this way the older settlements in Illinois were more
closely connected with the northern part of the state. Of the route between

Green Bay and Chicago much is found in historical records, as it was o E

the oldest western routes. In an account of one who lived in Green Hay in
182o. we read, "Once a month a mail arrived, carried on the hack of a man
who had gone to Chicago, where he would find the mail from the Bast, des
tined for this place. lie returned as he had gone, on foot, via Milwaukee.
This day and generation can know little of the excitement that overwhelmed
us when the mail was expected — expectations that were based on the weather.
When the time had come, or was supposed to have come, that the mail carrier
was nearing home, many of the gentlemen would start off in their sleighs t..
meet him."

Alexis Clermont, Pioneer Mail Carrier. — One of the well known carriers
of the early days was Alexis Clermont, who regularly made this journey,
after the Black Hawk war. He has told his own story of it: "1 would start
out from the postoffiee in Shantytown, taking the Indian trail to Manitowoc.
jOuly twice would I see the lake between Green Bay and Milwaukee — at
Sauk River, twenty-five miles north of Milwaukee, and at Two Rivers. From
Milwaukee I went to Skunk Grove, then to Cross Point, where I struck tin-
lake again, and then I would see no more of the lake until I reached Chicago.
In making my trips I was not alone. An Oneida Indian always
accompanied me. The load was limited to sixty pounds and we usually had
that weight. As a rule it took us a full mouth to make the round trip from
Green Bay to Chicago and return. We carried two shot haps tilled with
parched corn; one of them hulled, the other ground. For the greater part
of our diet we relied upon the Indians, or on what wild panic we could kill:
the hags of corn wen- merely to fall back upon, in case tin- Indians had moved
away, as they were apt to do, on hunting and fishing expeditions. At night
we camped out in the woods, wherever darkness overtook up, and slept in tic
blankets which we carried on our hacks. In Chicago we merely stopped over

night, and promptly returned the way we came; unless we were delayed by a
tardy mail from Detroit, which reached Chicago by steamer in summer, and
h\ fool, overland, in winter. * Our pay was usuallj from $60 to $65

for a round trip such as I have described, although in the fall sometimes it
reached .+70."

The receptacle carried by the express was not always the bag that i- re
ferred to so frequently. John II. Fonda, in starting on his trip from Green
Bay to Chicago, was intrusted "with not mail-bag hut a tin cannister or
box of a tlat shape, covered with untamed deer hide, that contained the dis-
patches and letters of the inhabitants."

MAIL CARRIERS AND ROUTKS 55

In the period about 1825 "the United States mails coming from the East
to Chicago and other lake ports were conveyed, during' the season of navi-
gation, by the irregular and lardy conveyances of sail vessels, and the in-
habitants of the country were oftentimes for weeks and months without
intelligence of what was passing in other parts of the world from which they
were completely isolated." The privilege of mail service "was purchased
partly by voluntary contributions of the citizens and an allowance from U. S.
Quartermaster's Department, and the military post fund at Fort Howard.
The Government at Washington found it would not pay to establish a mail
route, or defray the expenses of carrying the mail, and decreed, no doubt
wisely, that no expenditure could lie made by the Post Office Department
for that purpose, exceeding the net proceeds of the mail matter."

The narrative of Alexis Clermont, from which the above account is in
large part derived, is printed in the Wisconsin Historical Collections in Vol.
XV. In that interesting volume, entitled "Historic Green Hay," by Ella Hoes
Neville, Sarah Greene Martin, and Deborah Beaumont Martin, it is related
that one Moses Hardwiek was also employed during tin:' ':!(is as mail carrier
to Milwaukee, where Solomon Juneau was at that time postmaster. The small
newspaper published semi-monthly at Green Bay, in 1834, had this refrain
at the head of its columns:

"Three times a week without any fail.
At four o'clock we look for the mail,
Brought with dispatch on an Indian trail."

Trusty carriers, it is said, "were hard to find, although the pay was ample
according to the scale of wages in those days, $45 to Milwaukee, and from
$60 to $65 to Chicago and return, but communication must have been very
irregular, to judge from letters that passed between Bernard Grignon who
had the contract for transporting the mail, and the Milwaukee postmaster."

"The mail carrier (it was said), was necessarily a man of tough fibre
and strong nerve, for, burdened as he was with his pack, mail pouch, and
loaded musket, he was forced to keep on his feet day and night, wading
through snow so deep at times as to require snow-shoes. When overcome with
sleep he wrapped himself in his blanket and lay down in a snow-bank, taking
such rest as he could with the wolves howling around him."

Unsettled State of the Country. — "The country was in a wild, unsettled
state," continue the authors above quoted from. "Acts of violence were
frequent, although summary punishment was usually inflicted upon the of-
fender. The enlisted soldiers at the fort were often desperate characters,
and officers were in danger of assasination by their own men in revenge for
arbitrary punishment, as well as from the suspicion and enmity of the
Indians. In the summer of 1S21, the post surgeon, William S. Madison, was
shot and instantly killed near the Manitowoc River by a Chippewa Indian
concealed in the brush. The murderer was captured, taken to Detroit, and
tried at the September term of the Supreme Court.

56 HISTORY (IF MILWAUKEE

"His counsel, James D. Doty, denied the jurisdiction of the court, alleging
thai tlic murder was connnitlt'd in a district of country to which the Indian

title bad qo1 I n extinguished, ami therefore the United States could no1

take cognizance of the crime, for the Chippewa ami Winnebago nations, both
being sovereign ami independent, exercised exclusive jurisdiction within their
respective territorial limits. Further, he argued that the American Govern-
ment, by repeated treaties with the Indians, had acknowledged that its
dominion extended no further than as actual owners of the soil by purchase

from the savages; that the Indians must 1 ither citizens of the United

states or foreigners; yet were evidently not considered citizens by our Gov-
ernment, the privileges id' our laws and institutions not being extended to
them, nor had any aet of theirs been construed as treason or rebellion.

"He said they had 1 n regarded by the French, English ami American

governments as allies, and were not a conquered people. Various other argu-
ments were urged by the brilliant young advocate, hut his plea was over-
ruled by the court, and Ketauka was sentenced to be hung at Green Hay.
on December 21, 1821. The sentence was executed at the appointed time and
place."

Moses Hardwick, Noted Mail Carrier. — In one of the chapters of the
Wisconsin Historical Society's collections 'for 1882) there is a sketch of a
mail carrier of the period of 1817, contributed by Morgan L. Martin. This
mail carrier's name was .Moses Hardwick. He was a discharged soldier and
was employed for several years by the quartermaster at the fort in carry-
ing the mail from Detroit by way of Chicago and Milwaukee to Fort Howard
during the season when lake navigation was closed. He made monthly trips
on foot between these points for seven consecutive winters, commencing in
1817.

"It was a service," says the writer, "which few could perform, requir-
ing powers of endurance ami strength, with which men are rarely endowed.
The depth of snow was such as to require the use of snow-shoes, and to give
no opportunity for providing a comfortable camp for the night. The person
engaged in this service was obliged to keep on his feet day and night until

overcome by fatigue and want of sleep, when rest bei ting an absolute

necessity In 1 wrapped himself in his blanket, lay down in a snow bank, ami
took the needed repose, after which he continued the same rout in,' of tramp-
ing and rest until his destination Mas reached. The severity id' the trial of
strength seems almost incredible, for in addition to the mail-ba'g, weighing
usually from fifty to sixty pounds, the carrier had the necessary supply of
provisions to pack on his back.

"There were two or three other men engaged in this arduous service, hut
none it is believed suffered greater hardships than Hardwick: and yet after
many years of this severe and continued labor, exposed to all changes of
weather, he lived to tin* remarkable age of eight-eight year 1 -." Hardwick
was employed to carry the mail on the route between Green Bay and Mil-
waukee when it was established in 1833.

Iii an address before the Old Settlers' Cluh in 1873, Judge Andrew G

MAIL CARRIERS AND ROUTES 57

Miller, who came to Milwaukee in the late thirties, referred to the early mail
carriers and the mail routes. He said that between Milwaukee and Green
Bay the only intermediate stopping places were Port Washing-ton, Sheboy-
gan Falls and Manitowoc; and that "the postman traveled the trail on foot,
delivering the mail at the terminus of his route on the fourth day. Return-
ing from holding court in Green Bay, in October, 1839, a beautiful Indian
summer day, between Sheboygan Falls and Milwaukee, I met the mail car-
rier on foot, who was the only white man I observed mi the trail that day,
but there were numerous Indians enjoying their hunting season."

John H. Fonda. — Having previously referred to John H. Fonda we will
here give some account of this picturesque traveler with a brief description
of his movements through the West. Fonda was a rover who left accounts
of his travels in the form of memoirs winch are printed in the early records
of Wisconsin. He belongs to the "Realm of Vagabondia" who, urged by
his boyish love of roving, joined in about 1819, a party which was going
to Texas, taking their departure from New York State. After following
the occupation of fur trader in that country for about four years which
seemed to be as long as his interests in his surroundings held out, he
traveled in a haphazard fashion toward Saint Louis, sometimes crossing the
plains "on board an old pack mule," at one time stopping for a season in
a mixed settlement of trappers, Mexicans and Indians; moving on again to
Saint Louis in charge of a caravan of wagons and cattle over a barren coun-
try, that even then seemed to him rich in its possibilities. In Texas he had
been a fur trader; in Saint Louis he was a bricklayer; and next, after a few
months in that place, hearing that fortunes were to be made in lead mining
near Prairie du Chien. and that a number of men were starting up the Missis-
sippi, he made himself one of this party. It was sufficient for him that they
were seeking new experiences. On the journey up the river rumors of Indian
disturbances in the mining region came to them, so they branched off at
the Illinois River, went on up the Desplaines, across the old slough into tin.'
Chicago River, and thus Fonda first entered Chicago paddling down toward
Fort Dearborn in a canoe.

Feeble Beginnings of Chicago. — "At this period,'" he relates, "Chicago
was merely an Indian agency; it contained about fourteen houses, and uo1
more than seventy-five or one hundred inhabitants at the most.
The staple business seemed to be carried on by Indians and runaway sol-
diers, who hunted ducks and musk-rats in the marshes. There was a great
deal of low land, mostly destitute of timber. The principal inhabitants were
the agent (Dr. Alexander Wolcotti, a Frenchman by the name of Ouilmette,
and John B. Beaubien. It never occurred to me then that a large city would
be built up there."

From Chicago he started to Green Bay, but at the scanty trading settle-
ment of Milwaukee he stayed two years, perhaps for no reason at all, per-
haps for one having to do with the fact that a few years later he married the
niece of the only merchant in the settlement. In 1827 he roved toward Green

HISTORY OF MILWAUKEE

Bay. In all his wanderings the scenery on the way afforded him as much
interesl and exeitemenl as actual adventures.

Al Fori Howard, neat Green Hay. hi' was delighted i" see Yankee sol
diers, after eighl years' absence from his eastern home. Colonel McKenney
was in command of the Eort, and visiting him was Oen. Lewis Cass, who was
thereon a commission to hold a treaty with the Local Indians. Ai Oreen Bay,
he was continually hearing rumors increasingly alarming, of Indian disturb
ances,- the first warning notes of the Winnebago war: he "continued," as
he said, "to hang around the fort, leading a sort of free ranger life, some-
times accompanying the officers on their hunting tours, hut refusing all pro-
posals to enlist. "

Soon there came a task that suited his fancy. "It was the winter of '27

that the U. S. Quartermaster, having heard of me through son I' his

men with whom I was a favorite, came to me one clay, and asked mi- if I
thought I could find the way to Chicago. I told him it wasn't long since
I had made the trip up the lake, lie said he wanted to get a person who
was not afraid to carry dispatches to the military post at Fort Dearborn.
I said I had heard that the Indians were still unfriendly, hut 1 was readj
to make the attempt. He directed me to make all the preparations neces
sary, and report myself to his quarters at the earliest moment. 1 now began
to consider the danger to lie provided against, which might he classed under
three heads, viz., cold, Indians, hunger. For the first i1 was only needful to
supply one's person with good hunting shirts, flannel and deer-skin loggins.
extra moccasins, and a Mackinaw blanket; these, with a resolute spirit, were
deemed sufficient protection against the severest weather. And fortunate
was he who possessed these. Hunger, except in case of getting lost, was
easily avoided by laying in a pouch full of parched Indian corn and jerked
venison."

Against danger from Indians, he provided himself with adequate arms,
a rifle, a sheath knife, and two pistols. — took unto himself a comrade lor
sociability's sake and was ready to start on the long journey to Chicago.

Suffice it to say that Fonda with his companion started for Fori Dearborn
(Chicago) on foot in the dead of the winter of lM'T. passed through a coun-
try then little known to the white man, depending upon his compass and
the course of rivers to keep the right direction. <>u the fourteenth day after
leaving Qreen Bay (Fori Howard thej arrived at Juneau's settlement on

the Milwaukee River, and at the end of one month arrived at Fort Dear-
born. Here he delivered his dispatches and in a few days started on the

return journey, arriving at Green Bay, ahoiit the lasl of February. In the

Black Hawk Mar he served in the army and from that time forward lived
at Prairie du Chien for the remainder of his life.

Mail Carriers of the Early Days. It is amusing to regard these two com-
panions together, •Fonda, the valiant, Eree lat tall, powerful. <j 1

natured; and Boiseley beside him in comical contrast, a short, uncouth, hir-
sute woodsman, with long arms, having an endurance and power even greater
than that of his companion. These two lei't Fori Howard on foot, with

MAIL CARRIERS AND ROUTES 59.

letters and dispatches for the Indian agenl at Fort Dearborn. The trip was
made by land, and in a little more than a month then- destination was
reached. This was the second time that Fonda had come to Chicago, and
in 1] is approach as a carrier of dispatches, he felt a certain importance, a
dignity which his former arrival as a casual tourist had lacked. The dis-
patches were delivered to Captain Morgan, whom he found in command
at the fort with a company of volunteers from the Wabash country, who had
come in response to Gurdon S. Hubbard's appeal for aid. The two men then
went out from the fort into the settlement to a house "built," as Fonda says,
"on the half breed system, — partly of logs and partly of boards." At this
house, kept by a Mr. Miller, Fonda and his companion stayed while in the
settlement. Of the place at the time of his second visit he said, "With the
exception, that the fort was strengthened and garrisoned (that is, by the
volunteers mentioned), there was no sign of improvement having gone on
since my former visit."

In another month they were hack at Fort Howard with return dispatches
from Fort Dearborn. Regarding this experience Fonda makes his confes-
sion: "The Quartermaster at Fort Howard expressed himself satisfied with
my performance, and he wanted me to make another trip; but as 1 had seen
the country, which was all I cared for, I did not desire to repeal it. Get-
ting my pay from the Department and a liberal donation from the people,
a portion of which 1 gave to Boiseley, 1 left Uncle Sam's employ and took
up my old profession, as a gentleman of leisure, and continued to practice
as such until the spring came, when with a view to extend the field of my
labors, I made ready to bid goodbye to Green Bay." Urged on by the "joy
of the open road," he started forth with his little goblin of a companion
tow y ards Fort Crawford, near Prairie du Chien, where Col. Zachary Taylor
took command in 1829.

Fonda in the Black Hawk War. — During the Black Hawk war Fonda
served in the army, and for his service he received at the end of the war
a land warrant, whereupon he married and settled down. From that time
he lived at intervals, in Prairie du Chien, taking his family with him as he
moved from place to place. After his last discharge from the army he was
a Justice of the Peace for a number of years. In 1858, Fonda related the
story of his pioneering. lie was then about sixty years old. ami for the
past thirty years a resident of Prairie du Chien, having come there as a
young man when it was the extreme frontier settlement in the Northwest.
He is interesting rather as a personality than in any historical connection
with Milwaukee or Chicago. He was one of the brotherhood of Borrow and
Stevenson, of Josiah Flynt and Richard Hovey. lie felt the glory of the
open air and knew the worth of a wayfaring companion. He loved adven-
ture, was brave in danger, of great physical endurance and did well what-
ever he set himself to do. It is characteristic of him that he fought hard
against the Indians and yet could say, "No person under heaven sympathizes
more sincerely with them than I do."

p ™

«r. o

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CHAPTER V
INDIAN VILLAGES

When Lieutenant James Gorrell of the British army visited the western
posts in October, 1761, in order to take them over from the French (Canada
now having passed into the possession of the English in consequence of the
surrender of Quebec two years before), he found at Green Lay, or La Bay
as the French called it, but one family of Indians in the village at that place,
the other Indians having gone, according to their custom, on their annual
hunt.

The English detachment under Lieutenant Gorrell consisted of twenty
men. The absent hunters were not expected back at the village until the
following spring when it would be in order to hold councils with them and
cultivate their friendship and loyalty. There were six tribes that visited
La Bay where they met with the traders, some of them having two or more
villages within their limits, and each of these subdivisions would expect the
indispensable wampum belts as well as various other presents. In May of
the following year (1762), a1 a council with the chiefs of the Folles Avoines,
the name given by the French to the Menomonees, Lieutenant Gorrell pre-
sented them with belts of wampum and in addition a number of other articles
both useful and ornamental.

While Lieutenant Gorrell was at La Bay holding councils with the re-
turning Indians he was visited by a party of Indians from "Milwacky" mak-
ing complaint of a certain trader among them, but as the trader had come
to them from Mackinac the lieutenant referred the visitors to the officer in
command at that point. In later years when Col. Arent de Peyster was in
command at Mackinac, he delivered a speech to the Indians in which he
spoke of "those 'runegates' of Milwakie, a horrid set of refractory Indians."
In the same speech he alluded to "a sensible old chief at the head of a re-
fractory tribe." probably the Milwaukee band whom he had already called
"runegates," and who no doubt dwelt in a village at this place.

The Menomonee Indians. — The Menomonee Indians were an Algonquian
tribe the members of which, according to Dr. William Jones, claimed to
understand Sauk, Fox and Kiekapoo far more easily than they did Chippewa,
Ottawa or Pottawatomie. "Hence it is possible," writes a contributor to
Hodge's "Handbook of American Indians," "that their linguistic relation was
near the former group of Algonquians. Grignon speaks of the Noquel as
a part of the Menomonee, and states that 'the earliest locality of the Menomo-

(il

(12 HISTORY OF MILWAUKEE

nee, al the firsl visil of the whites, was a1 Bay de Noque and the Menomonee
River, and those al Bay de Noque were called by the early French Des Noques
or Des Noquia.'

"The Jesuil Relation for Kill includes the Menomonee among the trihes
driven from their country, that is. 'the Lands south of the Michilimackinac, '
which is the locality where Hip Noquet lived when they firsl became known
in the French. It is generally believed that the Noquet, who disappeared
from history at a comparatively early date, were closely related to the Chip-
pewa and were incorporated into their trihes; nevertheless, the name
Menomonee must have been adopted after the latter reached their historic
seat: it is possible they were previously known as Noquet." Charlevoix
says: "I have been assured that they had the same origin and nearly the
same language with the Noquet and the Indians at the Falls."

"The people of this tribe," says the same writer, "were first encountered
by the whites when Nicollet visited them, probably in 1634, at the month of
the .Menomonee River. In KiTl. and henceforward until about 1852, their
home was on or in the vicinity of the Menomonee River, not far from where
they were found by Nicollet, their settlements extending at times to Pox
River. They generally have been at peace with the whites. A succinct
account of them, as well as a full description of their manners, customs, art-,
and beliefs, by Dr. "W. J. Hoffman, appears in the Report of the U. S. Bureau
of Ethnology for 1896. In their treaty with the United States. February 8,
1831. they claimed as their possess ; on the land from the mouth of Green Hay
to the mouth of the Milwaukee River, and on the west side of the bay from
the height of land between it and Lake Superior to the headwaters of the
Menomonee and Fox rivers, which claim was granted. They now reside on
a reservation near the head of the Wolf River. Wisconsin.

Characteristics of the Tribe. — "Major Pike described the men of the tribe
'as straight and well made, about middle size: their complexions generally
fair for savages, their teeth good, their eyes large and rather languishing;
they have a mild but independent expression of countenance that charms
at first sight.' Although comparatively indolent, they are described as gen-
erally honest, theft being less common than among other tribes. Drunken-
ness was their most serious fault, but even this did not prevail to the same
extent as among some other Indians. Their beliefs and rituals are substan-
tially the same as those id' the Chippcwas. They have usually been peaceful
in character, seldom coming in contact with the Sioux, but bitter enemies of
the neighboring Algonquian tribes. They formerly disposed of their dead
by inclosing the bodies in Ion"' pieces of birchbark, or in slats id' wood, and
burying them in shallow "raves. In order to protect the bodies from wild
beasts, three logs were placed over the grave, two directly on the grave, and

the third on these, all being secured by stakes driven oil each side. Tree

burial was -asioiially practiced.

"The Menomonee -as their name indicates- subsisted in pari on wild

rice; in fact it is spoken id' by earlj writers ;is their chief vegetable Eood

Although making such constant use id' it from the earliesl notices we have

INDIAN VILLAGES 63

of them, and aware that it eould be readily grown by sowing in proper
ground, Jenks, who gives a full account of the Menomonee method of gather-
ing, preserving and using the wild rice, states that they absolutely refused
to sow it, evidently owing to their unwillingness to 'wound their common
mother, the earth.' "

There are two rivers in Wisconsin bearing the name of Menominee or
Menomonee, the former being a. comparatively small stream that flows into
the Milwaukee River at Milwaukee, the latter forming part of the boundary
line between Wisconsin and the Upper Peninsula of Michigan.

Indians at Milwaukee. — "The Indians were principally Pottawatomies, "
says A. J. Vieau, in the narrative elsewhere quoted from. "Those who were
at what came afterwards to be called Walker's Point, on the south shore of
Milwaukee River, were considerably intermixed with Sacs and Winnebagoes.
They were lazy fellows as a rule, and preferred to hind and fish all summer
long to cultivating corn. They were noted players of the mocassin game
and la crosse, were heavy gamblers and given to debauchery. In the winter
time these fellows scattered through the woods, divided into small hunting
parties, and often Walker's Point was practically deserted.

"But in the summer there was a large settlement here, the hark wigwams
housing from a thousand to twelve hundred Indians of all ages and condi-
tions. On the old Juneau marsh, where are now Water, Main, Milwaukee,
Jefferson and Jackson streets, Indian ponies would graze in great droves in
the earlier years, it being then, I am told, a quite dry meadow; but as far
back as I can remember it, it was flooded and the home of countless water-
fowl.

"The Spring Street flat, from the river back to the bordering highlands,
the Indians had under • j ■ i te excellent cultivation. On the lime ridge there
was a big Indian settlement. Some of the Indian families there would raise
as much as one hundred and fifty bushels of corn and a considerable store
of potatoes; they were quite industrious and counted as honest, in striking
contrast to what we used to call 'the Walker Point rogues." On the K nm-
kinnick River, there was a small band of one hundred fifty or two hundred
Pottawatomies."

The Menomonee Tribe was peaceful and friendly, and in consideration in
part of benefits received of government, they ceded to the United States the
lands described in the following treaty:

"The Menomonee Tribe of Indians, in consideration of the kindness and
protection of the government of the United States, and for the purpose of
securing to themselves and posterity a comfortable home, ceded and forever
relinquished to the United States all their country on tin- southeast side of
Winnebago Lake, Fox River and Green Bay, described in the following
boundaries: Beginning at the south end of Winnebago Lake and running
in a southeast direction to Milwaukey or Minnawakey River, thence down
said river to its mouth, thence north along the shore of Lake Michigan to
the entrance of Green Bay, thence up and alontr Green Bay, Fox River and
Winnebago Lake to the place of beginning excluding all private land claims.

6-1 BISTORT OP MILWAUKEE

which tlic United States has heretofore confirmed and sanctioned — and also
all the islands in Fox River and Green May arc likewise ceded, the lands
ceded comprising by estimation, two million five hundred thousand acres."

This treats- and a cession from the Pottawatomies and other tribes in-
cluded the lands covered by this city. The month of the Milwaukee River
was the extent of the Menomonee's lands on the south, the lands of the I'ot-
tawatomies, and other tribes extending from that point south and west. The
cession of the friendly Menomonee was made in 1831, the year before the
Black Hawk war. The cession of the Pottawatomies and of the Sacs and
Foxes, which tribes were warlike, was made in 1833, the year after that
war. ,

At Milwaukee, says A. C. Wheeler in his history, the unexplored wilder-
ness of Wisconsin lay all about the early traders. " If the treacherous natives
in a moment of vindictiveness came out of their lurking places and shot down
the trader they had but to fall back into the recesses of their own forests,
and pursuit or punishment was impossible." Still the red man was sus-
ceptible to a certain kind of treatment which the early traders knew how
to employ. He quickly realized that outrages and revengeful cruelty towards
the whites reacted disastrously upon him in many ways for early in their
relations he found that he had become dependent upon the trader for the
supply of his wants, rude as they might be. Thus the wisdom of the chiefs
often put a restraint upon their followers which operated as a protection
to the traders.

The Indians at Mahn-a-wauk-kie, as the Indians called this trading post,
were very difficult to manage. "At one time O-nau-ge-sa, a well known
chief, would seem to wink at the overbearing disposition of certain bullies
of his tribe," says Wheeler, "and the violence must needs be overlooked
by the sufferers from it. Treachery lurked under the guise of friendship.
and the scalping knife was worn nearest the heart. Discretion was the higher
law, and it required all the shrewdness of the white men to preserve their
own standing in the community of traders."

The Whiskey Tribute. — O-nau-ge-sa levied a tax of several gallons of
whiskey a week for himself and his followers, and if the traders refused the
regular supply, or demanded money therefor, it was regarded as a cause for
hostility, upon which "the scalping knife leaped from its lurking place, and
the lords of the forest put on their most fiendish war paint." A copious
supply of lire water pacified them but it usually brought a demand Eor more
and that made demons of them. "When under its influence all the dark vil-
lany of their natures came uppermost, and to refuse to satisfy their drunken
thirst but precipitated violence. Therefore was cunning greatly exercised by
these early traders in order to save their own lives as well as to preserve
their goods and chattels."

These Mahn-a-waukies were incurable thieves besides being confirmed
whiskey sots. "They would at all times." says the historian, "rather steal
than trade, and it is but justice to say that the fear of the white man's guns
alone saved the trailer's stock from rapid depletion without equivalent
returns."

INDIAN VILLAGES 65

The historian invites us to gaze with him on the scene presented in 1818.
"Could the reader have seen Milwaukee then," he says, "he would have
beheld the still expanse of forest and river rendered picturesque by these
savages, mayhap in an encampment, or it may be gathering the wild oats
in their canoes, where now commerce has piled up monuments of brick and
stone, and mechanical industry thunders night and day." He would have
beheld the far-flung lines of breakers on the shore of Lake Michigan, its sur-
face as today stretching away blue in the distance beyond the bounds of
human vision.

2 *

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— s

CHAPTER VI
DAYS OP THE FUR TRADER

Wisconsin, Early Forms of Name. — In the oldest French documents the
name is spelled "Misconsing, " " Ouisconching, " " Ouiskensing, " etc., bnt in
time the name was finally crystallized into " Ouisconsin, " says R. <i. Thwaites
in a footnote on page 233 of his volume in the American Commonwealth
series. "The meaning of the aboriginal word thus variously rendered," con-
tinues Thwaites, "is now unknown. Popular writers declare that it signifies
'gathering of the waters,' or 'meeting of the waters', having reference pos-
sibly to the occasional mingling of the divergent streams over the low-lying
watershed at the Fox-Wisconsin portage; but there is no warrant for this.
In order to preserve the sound in English it became necessary, on the arrival
of the Americans, to modify the French spelling." Thus the official spell-
ing has become "Wisconsin."

Pioneer Traditions. — The rich variety of picturesque names applied at
one time or another to the historic site upon which the City of Milwaukee
now stands is constantly met with in the narratives of the explorers and
missionaries, and in the traditions of the aborigines. One writer says:
"Man-a-waukee (rich and beautiful land)!" said the Indian brave as the
slow current carried his canoe out of the forest twilight. His gutturals
christened a metropolis, and he was its first citizen; for Milwaukee stands
on "the ashes of by-gone wigwams."

"The future heart of the city was a swamp of wild rice which his squaw
beat into the bottom of the canoe as he paddled slowly along. Three rivers
— the Milwaukee, the Menomonee and the Kinnickinnic — brought the beaver,
the nniskrat, the mink and the otter to his traps among the, alders.

"After the first Indian found 'Man-a-waukee' it wasn't many moons he-
fore other Indians followed him to the 'rich and beautiful land.' They came
with the war-paint washed from their faces to set up their tepees when white
winter covered river and lake. Some of the later arrivals, in a different
dialect, named the attractive spot 'Mahn-a-waukec Seepe' — 'gathering place
by the river.' •

"On the open glades in the forest the squaws planted and harvested the
golden corn while the braves stalked wild game in the woods and took fish
and furs from the streams. A warm welcome awaited the pale-face when
he journeyed hither from the land of the sunrise."

"Near Thanksgiving time in 1674, fifty-four years after the Pilgrim

68 IIIstoKY OF MILWAUKEE

Fathers landed on Plymouth Bock," says the writer of the historical Leaf-
lets for the First Wisconsin National Bank, "Father Marquette, the Ji
missionary, saw the beautiful Milwaukee harbor and its sheltering blull's. It
is possible that he stopped here, where many years later a greal university
was named in his honor, lie was on his way, with a party of Indians, from
Green Bay to 'Chicagou.' During the next decade other missionaries fol-
lowed him, and they left record of 'Millioki,' ' Alehvarik. ' and ' Mie-sit-gan. '

"Indian legends tell id' a greal battle on the .Milwaukee between the
Menomonee and the Sioux tribes for the mastery of this rich territory,"
continues the account printed in the bank leaflet already quoted from,
piping of the blue-bird mingled thenceforth with the lapping of the waters
"Hut never after that was the war-whoop heard in 'Man-a-waukee,' and the
where the wild daisies held watch over the braves whose spirits roamed the
'Happy Hunting Grounds.' "

Early Mention of Milwaukee.— Among the early notices of .Milwaukee in
which the name of that city appears in one or another of the various forms
of spelling met with in the records is found a mention by St. Cosme in his
letter to the Bishop of Quebec printed in John G. Shea's "Early Voyages Up
and Down the Mississippi." The letter states that St. Cosme ami his party
set out from Miehilimackinac on September 14. 1698, and reached Melwarik
on the 7th of October, where they remained two days, •partly on account
of the wind and partly to refresh our people a little, as duck and teal shoot-
ing was very plenty on the river."

In Lieutenant James Gorrell's Journal, printed in the Collections of Cm
Wisconsin Historical Society, Volume I, it is stated that he visited Detroit
in 1762, and there met "a party of Indians from Milwaeky," as he writes
the name in his journal. A note by the editor of the reprinted collections,
Mr. Reuben Gold Thwaites, says that at the time it was "quite an Indian
town," and adds that there was "an English trader residing there." In
Hodge's "Handbook of American Indians," other modes of spelling are
given, — Meliwarik and Melwarik (St. Cosme), Mellioki (Shea), and Milwau-
kee (in a Congressional document in 1824).

Origin of Name. — In Schoolcraft's "Mississippi." the author gives the fol-
lowing account id' the origin of the name, Milwaukee, or Milwaukie.

"The name id' Milwaukie exhibits an instance of which there are many
others in which the French have substituted the sound of the letter / in place
of n in Indian words. Mia, in the Algonquin languages signifies .</<»'</. WauMt
is a derivative from mil.-ii, earth or Land, the fertility of the soil along the
banks of that stream being the characteristic trait which is described in the
Indian compound."

In William George Bruce'fi "Century of Progress" it is stated that the
name is id' Pottawatomie origin, first spelled Mil-wah-kie, derived from Man-
na wah kie, meaning "good land." Bu1 Milwaukee cannot compare with
Chicago in tin' variety of its forms of spelling as found in the early records,
giving occasion for l'residenl John Quincy Adams' remark thai "during his
administration no two government officers, writing from Chicago, r\rv spelled
the name the same way;" and Doctor stennett. the historian of the Chicago

DAYS OF THE FUR TRADER 69

& Northwestern railway, gives examples in his book of a score or more of
the uncouth combinations that served to indicate the name of Chicago.

The early fur traders made extensive use of the streams and lakes for
the transportation of their furs to the greal centers of the trade, principally
at Mackinac Island. The accumulations of their winter's trading with the
Indians were made up into bales and transported along the smaller channels
and trails, eventually passing into the great routes as they aeared their
destination, ('amies and barges- in charge of voyageurs, usually Canadian
French, were employed in great numbers. The share of the Indians in this
trade was that of trapper and hunter with whom the traders exchanged
various articles of merchandise for their furs.

Each year the fur traders assembled in great numbers at Mackinac Island
which although only a village of some five hundred permanent inhabitants
was swelled to a transient population of several thousands, — traders, voy-
ageurs and Indians, who remained during the summer, until as fall
approached they gradually left the island and returned to their winter hunt-
ing grounds and trading posts scattered throughout the vast region of the
western country.

Gurdon S. Hubbard. — About the time thai Solomon Juneau was becoming
established at Milwaukee in 1818, Gurdon S. Hubbard, then a young man
under twenty years of age, was in the employ of the American Fur Company
which made its headquarters at Mackinac Island, or Miehilimackinac as the
traders of those days seemed to prefer to call it. During the winter of 1818-19
young Hubbard was learning the details of the fur trade at Mackinac, and
in tlie spring he accompanied Antoine Deschamps on a trip to tin' Illinois
country with a stock of supplies suitable for the trade with the Indians.

In later years Hubbard wrote a book of reminiscences in which is de-
tailed many adventures in the life of the fur traders of those days, a book
which is of great value to the historian in later times. Hubbard made many
trips to and from Mackinac in succeeding years and became well known to
the traders and Indian tribes throughout the country among the latter of
whom he was known by an Indian name which meant "Swift Walker," by
reason of Ins speed when traversing the trails of the region. lie was in-
trusted by the A I'ienn Fur Company with the conduct of many expedi-
tions in later years.

Navigation of Lakes and Rivers. — The boats which in the spring bad
brought the furs to Mackinac and bad deposited them in the warehouses
of the American Fur Company were in due time loaded with merchandise
of every description for the Indian trade, ami dispatched in fleets on their
return journeys in the fall, not to appear again until the following spring
or early summer. These fleers were called "brigades," and one of them
described by Hubbard was in charge of a commander (in this case Antoine
Deschamps i with himself as clerk, and a full complement of voyageurs to
act as paddlers on the twelve boats of the brigade. There were also passen-
gers to be accommodated who found this the speediest method of reaching
various points on the distant frontiers. Tn fact these passengers were con-
sidered a very desirable addition to the expedition as they paid well for

70 IIIstoKY OF MILWAUKEE

their subsistence and transportation. The Pur Company al Maekinac Wore
the necessary expenses of these expeditions and provided ample supplies
besides the merchandise designed for bartering with the Indians.

The boats in use by the i'ur traders were called "batteaux." They very
much resembled the boats used in later days by fishermen on the lake Each
of them was manned by a crew of five men besides a clerk, called "the bour-
geois." "Four of the men rowed while the fifth steered," continues Eub-
bard. "Eaeh boat carried about three terns of merchandise, together with
the clothing of the men and rations of corn and tallow. No shelter was
provided for the voyageurs, and their luggage was Limited to twenty pounds
in weight for each man, carried in a bag provided Eor that purpose. The
commander of the brigade took for his own use the besl boat, and with
him an extra man who acted in the capacity of orderly to the expedition.
The will of the commander was the only law known. The clerks were fur-
nished with salt pork, a bag of flour, tea and coffee, and a tent for shelter,
and messed with the commander." The men hail only such shelter as was
provided by the boat tarpaulins, and no other covering than a single blanket

for each of them. Their rations isisted id' one quart of "lyed corn" and

two ounces of tallow daily, or "its equivalent in whatever sort of food is
to be found in the Indian country."

Characteristics of the Voyageurs. — The voyageurs, or "it-jj^-'v "
were a race of people unlike any other class of men. In Mrs. John 11.
Kinzie's book, entitled "Wau-Bun," she describes them as Eollows: "1.
the poet they seemed born to their vocation. Sturdy, enduring, ingenious,
and light-hearted, they possessed a spirit capable of adapting itself to any
emergency. Xo difficulties baffled, no hardships discouraged them: while
their affectionate nature led them to form attachments of the warmest char-
acter to their 'bourgeois,' or master, as well as to the native inhabitants
among whom their engagements carried them."

An atmosphere of romance surrounded the lives of these children of
the frontier. They are always regarded with the greatesl interesl by his-
torians through the sympathy fell for the hardships they endured and the
example they furnished of light-hearted cheerfulness at all times. Their
simplicity, their readiness to undertake any task of physical endurance.
their inextinguishable sense of fun and hilarity, and their capacity for enjoy-
ment under every vicissitude that fell to their lot. rendered them the mosl
picturesque feature of the life of the early day, especially in the part they
tools in the Ui\- trade which we are here describing.

"One of the peculiarities of the voyagteurs," writes .Mrs. Eanzie in "Wau-
Bun," was "their fancy for transforming the names of their 'bourgeois'
into something funny resembling them in sound." Thus Kinzie, the Chii
trader, would be called by them "quinze nez" (thai is. fifteen noses . and
another of the traders '.Mr. Shaw) was by the voyageurs called "Monsieur
Le Chat" (that is, Mr. Cat . It is related thai "ti quitting the Indian coun-
try Shaw married a Canadian lad\ and I ame the father of several chil-
dren. "Some years after his return to Canada, his old foreman, named

DAYS OF THE FIR TRADER 71

Louis la Liberte, went to Montreal to spend the winter," Mrs. Kinzie relates.
"He had heard of his old 'bourgeois' marriage, and was anxious to see him.
"Mr. Shaw was walking in the Champ de Mars with a couple of officers
when La Liberte espied him. He immediately ran up and seizing him by
both hands accosted him, "Ah! mon cher Monsieur le Chat, comment vous
portez vous?" "Tres bien, Louizon." "Et comment se porte Madame la
Chatte" (How is the mother eat?) "Bien, bien, Louizon; elle est tres
bien." (She is very well.) "Et tons les petits Chatons?" (And all the
kittens?) This was too much for Mr. Shaw. He answered shortly that the
kittens were all quite well, and bidding him call at his house, turned away
with his military friends, leaving poor Louizon much astonished at the ab-
ruptness of his departure.

Practices of the Fur Traders. — It is a generally accepted notion among
white ] pie that the traders took advantage of the ignorance and sim-
plicity of the savages with whom they dealt. On one occasion a lady travel-
ing in a party conducted by Joseph Rolette, a famous fur trader of those
days, remarked, "I would not be engaged in the Indian trade; it seems a
system id' cheating the poor Indians." "Let me tell you, madame," replied
Rolette, "it is not so easy a thing to cheat the Indians as voir imagine; 1

have tried it these twenty years, and have never yet sin eded."

While one of the American Fur Company's boats, on another occasion,
was passing through Lake "Winnebago enroute to Green Lay for supplies,
it came in sight of a party in charge of Rolette himself returning to his
post at Prairie du Chien after an absence of several week's duration. As
Rolette was one of the agents of the American Fur Company the men of
both parties were his employees.

The meeting of the boats in these lonely waters was an occasion of great
excitement among the men and the news from home was eagerly inquired
for by the men of the returning party. The boats were stopped, earnest
greetings exchanged, questions following each other rapidly. Rolette asked
if the new house was finished, whether the chimney smoked, if tin 1 harvest-
ing had been completed, and if the mill was at work. Then he asked about
his favorite horse, about the store, and about other activities of various
descriptions; and having exhausted his stock of inquiries lie shouted the
order to his men to move on.

Then suddenly seeming to remember something he called out, "arretez,
arretez!" (stop, stop!) "comment se portent Madame Rolette et les enfas?"
(How are Mrs. Rolette and the children?) Saving now received satisfac-
tory answers to Ids questions the parties then resumed their melodious boal
songs, bent themselves to their oars, and quickly lost sight of each other.

Of Rolette the editor of the Wisconsin Historical Society collections says:
"In consequence of his early settlement in the country, and from his energy
and enterprise as a trader and a merchant, Rolette well deserves to be kindly
remembered as one of the prominent pioneers of Wisconsin.

Boats of the Fur Traders.-— When Mrs. Elizabeth Therese P.aird was
traveling from Green Pay to Mackinac Tsland in 1S2.~>. she took passage in

72 HISTORY OF MILWAUKEE

one of a fleet of six boats lailcn with furs belonging t<> the Americai] Pur
Company, m charge of her brother-in-law, Joseph Rolette. Mrs. Baird at
that tunc was a young woman scarcely fifteen years of age. In later years
she contributed a paper to the collections of the Wisconsin State Historical
Society, printed in volume XIV, pages L7-64, drawn from In')- recollections
of the time.

This interesting holy was horn at Prairie du Chien in L810, ami was the
granddaughter of an Ottawa Indian chief, thus having a strain of Indian
blood in her veins. ".Mrs. Baird," says the editor of the historical series
quoted from, "was a woman of charming personality and excellent educa-
tion, proud of her trace of Indian Mood, and had a wide acquaintance with
the principal men of early Wisconsin." In the previous year (1824) she had
been married to Henry S. I laird, a rising young lawyer of Green Bay.

During his life there it was said of him that he had taken long journeys
in the eourse of his law practice by various primitive modes of conveyance
to Mackinac and Detroit by sailing craft, to Prairie du Chien by bark canoes
with Indian voyageurs, and to .Milwaukee on horseback.

Journey from Green Bay to Mackinac- Mis. Baird's descriptions of the
boats in use by the fur traders and other particulars of the journey arc
here given in her own words in the main, though involving some repetition
of portions of the previous narratives in this history. The route taken by
the party was along the eastern shore of Green Pay to its opening into the
northern portion of Lake Michigan, and thence to Mackinac Island. The
account is replete with many lively details of the passage.

"In each of the boats," she says, there were seven men, six to row ami
a steersman, all being Frenchmen. There was in addition in each boat a
clerk of the American fur Company, to act as commander, or bourgeois.
These boats were each thirty feel long, the furnishing of which was com-
plete. The cargo being furs a snug-fitting tarpaulin was fastened down ami
over the sides, to protect the pelts from rain. This cargo was placed in the
center of the boat. A most important feature of the cargo was the mess
basket, one of the great comforts of the trip and a perfect affair of the
kind. It was well filled with everything that could be procure! to satisfy
both hunger and thirst, such as boiled ham. tongue, roast chicken, bread,
butter, hard biscuit, crackers, cheese, tea. coffee, chocolate, pickle, etc., and
an abundance of eggs. Then there were wines and cordials, and in addition
we depended upon securing fresh game and fish on the way. Rolette was
a generous provider, sending to distant markets for all that this part of
the country could not supply.

"'The mess basket on this occasion see 1 to have an extra supply of

eggs. It seemed strange, however, that such faithful workers as the men

were should have been fed so poorly; they had nothing but salt pork, 'lyed
corn' ami biscuit, the general Eood of workmen in the fur trade. Our bo; '

Carried two tents and had a cot bed ami camp stool for my use.

"The party in our boat consisted of Rolette (the head man . John Ivu/ie
'of Chicago), my husband and myself. Starting quite late in the day we

DAYS OF THE FUR TRADER 7:i

were only able to gel as far as Red Banks before it was time to stop and
camp for the night. As I stepped from the boat I saw that my tent was
almost ready for me, so quickly did these men arrange matters for the

encampment.

"Next morning dawned gloriously, and we started off in our boats after
breakfast in fine spirits, cheered and enlivened by the merry songs of the
boatmen who always begin the journey with a song'; always keeping within
easy distance of the shore in ease of a sudden squall or violent wind. The
camping hour was always hailed with delight by the men at the close of a
hard day's work, and it was an agreeable change to the passengers as well.

"As we rowed away from Red Banks on that most beautiful June morn-
ing many were the amusements indulged in by the crews of the boats. This
morning the men began by throwing 'hard tack' at each other, but this did
not last long as the prospect of needing the biscuits later checked their
sport. Shortly after we began to sec eggs flying in the air which continued
with considerable activity until the end of the day's journey. It was re-
newed after the men got ashore amid great hilarity until the ammunition
was nearly exhausted." This stopping place was afterwards called "Egg
Harbor," in honor of the occasion, a name it has ever since borne.

The Shores of Green Bay. — "The names of some of the islands in Green
Bay have been changed since our trip in 1825, and many that in that day
had no names whatever have since been christened. Then we knew by
names only Washington Island, the Beavers, — Big and Little, — Chambers,
Fox, and Pottawatomie, or Rock Island. Never were we obliged to dine or
encamp on the east shore at any spot not attractive. One night we encamped
at a place called Petit Detroit, not far from Death's Door. It is a small
island formed like a half moon, the inner portion being a most beautiful har-
bor beyond which rose rather high bills. The whole island was then a per-
fect garden of wild roses. Never have 1 seen at one time so many flowers
of any kind as I then saw. The charms of the place so attracted us that
we made an early landing. The men had to clear a spot to pitch the tent,
and in finishing their work they very thoughtfully decorated my lent with
roses. ' '

Mrs. Baird, in her account, goes on to describe the practical features of
the long journeys of the fur traders. "This fleet of boats," she says, "was
originally loaded at Prairie dn Chien, ami then unloaded at the portage
between the Wisconsin and Fox rivers, where the men carried firs! the packs
of furs on their backs, then returned I'm' the boats, and reloading them would
run down to the Big Chute, now Appleton. Here the boats again had to he
unloaded and the furs portaged around by the men. The boats, however,
made the journey down the swift water, which was called 'jumping the
rapids.' The unloading was repeated at Grand Kaukauna; but at Rapides
Croche and at Rapides des Peres, now De Pere, the loads Mould hi' carried
through on the boats, all the men walking in the water to guide the boats
with their valuable cargoes. Our boats were loaded for the last time at
Kaukauna, not to be unloaded until they reached Mackinac.

"We now traveled slowly, waiting for a day which would show signs

74 BISTORT OF MILWAUKEE

of being fine throughout, thai we might make in safety 'La Grande Traverse'
— to cross the lake 1" the easl or north shore. The crossing started from
Rock Island and we ma'cle a successful crossing. We were six days in mak-
ing- the journey from Green Bay to Mackinac." As they neared their des
tination the fleel stopped at Pointe a la Barbe to give the men an opportunity

to shave for the first time si they Lef1 Green Bay and to array themselves

in fresh garments so that they mighl make a presentable appearance upon
their arrival at the "grand emporium of the West." "Each man Looked
well in his striped cotton - shirt, blue pantaloons, red sash around the waisl
and red handkerchief around his neck. Caps of all surfs they wore but no
hats. They purchased high hats when they reached Mackinac; everybody
then wore the hat since called the 'stove-pipe.'

The Fashion for Tall Hats. — Making a brief digression a1 this point in
our history we may remark that one ran scarcely imagine the rage among
all classes nf men for the tall hats of the period of which we are writing.
As we see by the above allusion to this ungainly feature of men's attire even
the voyageurs did not consider themselves completely equipped in dress
until they had provided themselves with tall hats, a notion which they shared
with men of all classes and degrees everywhere. It is recalled that when the

mounted men of the Kentucky volunteers made their appeara at the battle

of the Thames, in 1813, they wore stove-pipe hats in the charge that resulted
in the death of Tecumseh, and doubtless the ground was strewn with hats of
this description in all stages of battered ruin after the fight.

It has been said that when Sir Thomas Picton led the charge of the British
cavalry at Waterloo he wore a frock coat and a tall hat. not having had time
to put on his military uniform before the action commenced. Tt is recalled
by veterans of the Civil war that General Sheridan habitually wore a hat
with an abbreviated crown of the same description, in battle ami on his cam-
paigns; and after the war he was often seen on the streets of Chicago in
a tall silk hat of the latest fashion.

Conductors on passenger trains in the thirties and forties usually wore
tall hats while on duty: Mississippi River pilots likewise wore high hats as
•well as the ocean pilots of the present day. Even the Indians wore them if
they were able to procure them, though often devoid of other clothing, as

it is mentioned in the recollections of a pioneer printed in the "Pro dings

of the Wisconsin Historical Society for 1916. John Kinzie. the Chicago
pioneer, is shown wearing a high hat in a picture of the fort Dearborn mas-
sacre of 1812, where he was present endeavoring to assuage the fury of the
savages on that terrible occasion. Everyone is familiar with the numerous
portraits of Abraham Lincoln thai are in existence showing the tall hat in
all its glory.

Effects of the Fur Trade on the Indians. The fur trade was at its b.eigb.1
in 1820, ami seriously on the wane by 1835. The fur trade was dependenl for
its successful prosecution on the Indian hunter though his advancemenl
towards civilization was imperilled by this occupation. The most important
step for the improvement of the Indian's condition was in the practice of

DAYS OF THE FUR TRADER 75

agriculture rude as were his methods. It was a distinct reversion in savage
life when they became hunters exclusively.

"The introduction of the fur trade, - ' says Thwaites, "wrought a serious
change in the life and manners of the Indians. They were induced to aban-
don much of their agriculture and most of their village arts. Becoming
hunters, they took a backward step in the long and painful road towards
civilization. Heretofore they needed furs only for raiment, for sleeping-
mats and tepee coverings. Now they found that peltries were eagerly sought
by the white trader, who would exchange for them weapons, cloth, iron
kettles, tools, ornaments, and other marvelous objects of European manu-
facture, generally far better and more efficient than those which they had
been wont to fashion for themselves.

"Thus the Indians soon lost the arts of making clothing out of skins,
kettles from clay, weapons from stone and copper, and heads from clam-
shells. They were not slow to discover that when they hunted their labor
was far more productive than of old. Comparatively slight effort on their
part now enabled them to purchase from the white traders whatever they
desired. Moreover, the latter brought intoxicating liquors, heretofore un-
known to our savages, but for which they soon acquired an inordinate greed,
of which advantage was taken by charging prices therefor that brought
enormous profits to the traders. Aside from this new vice, the general
result was disastrous to the improvident aborigines, for in considerable meas-
ure they ceased to be self-supporting. They soon came to depend on the
fur traders for most of the essentials of life; and so general was the credit
system among them, the summer's supplies being bought on the strength
of the following winter's hunt, that the tribesmen were practically always
heavily in debt to the' traders, which rendered it advisable for them to stand
by their creditors whenever two rival nations were contesting the held. In
the end these conditions materially ass ; sted in the undoing of the Indian."

In the forest traffic of the American Fur Company the variety of goods
was extensive, and the enumeration of a few of the articles may he found
interesting. There were blankets, shawls of brilliant hues, coarse cloths,
cheap jewelry, heads of many colors and sizes, ribbons and garterings, gay
handkerchiefs, sleigh and hawks' hells, jewsharps, mirrors, combs, hatchets,
knives, scissors, kettles, hoes, firearms, gunpowder, tobacco, and the never
failing intoxicant.

These goods were brought to Mackinac from Montreal in canoes, bat-
teaux. and later by sailing vessels; the cargoes were there divided and dis-
tributed to the several larger agencies and posts, whence they ultimately
found their way to the farthest "trading shanties." This was the heyday
of the fur trailing days, hut the trade gradually declined, as American agri-
cultural settlement slowly developed.

The Fur Traders of Revolutionary Times. — The influence of Gen. George
Rogers Clark on the Milwaukee Indians was felt even in those early days
succeeding his conquest of Illinois. Clark did not himself penetrate into
"Wisconsin, but from his headquarters in Kaskaskia there were sent out active
agents by him to gain the neutrality of the tribes, throughout the southern

76 HISTORY OF MILWAUKEE

Wisconsin region, towards the struggle then in progress between the Ameri-
cans and the British. In this he was successful and be secured a promise of
neutrality from the Saulf, Fox and Winnebago chiefs, and an alliance with
the Americans even was accepted by the Milwaukee Pottawatomies.

The British maintained three sloops on Lake Michigan during tin- war. and
one of them made a reconnoitering voyage around the lake in 1779, "visiting
ami supplying the Indians and traders at the mouths of several rivers on the
cast shore, and at 'Millwakey' on the west," according to a narrative printed
in the collections of the Wisconsin state Historical Society (Volume XI. 203 .
At the last named port the captain found a white trader and a "mixed tribe
of Indians of different nations."

This allusion to the Milwaukee trading post of that early period hint- at
certain complications with the American and Spanish settlers of Cahokia,
Illinois, which would require many pages of narrative to set forth clearly.
The events thus referred to may be found in full detail in the collections of
the Wisconsin State Historical Society, Vol. XVIII, preface (p. XXI i, and on
page 416 of the same volume.

The events thus referred to occurred many years prior to the permanent
occupation of Milwaukee as a fur trading center. But it may be said that
the fur trade of Milwaukee, carried on at that time, as it was. by visiting
traders from Mackinac (then in British possession i was not of sufficient im-
portance to exercise much influence on the later development of that trade,
except as indicating where the site of a great city would eventually be
established.

In his volume entitled. "Leading Events of Wisconsin History," the late
Henry E. Legler wrote as follows: "The influence of the fur trade has been
well described by Frederick .1. Turner as 'closing its mission by becoming the
pathfinder for agricultural and manufacturing civilization.' for where the
posts were located, the leading cities of the state have since been built. 'The
Indian village became the trading post, the trading post became the city. The

trails 1 aim- our early roads. The portages marked out the locations for

canals at Portage City and at Sturgeon Bay; while the Milwaukee and Rock
River portages inspired the project of the canal of that name, which had an
influence on the early occupation of tin 1 state. The trader often put his
trading house at a river rapids, where the Indian had to portage his canoe,
and thus found the location of our water powers.'

"Among the cities that have been built on the sites of the trading sta-
tions and 'jack-knife posts.' as the dependent stations were termed, may be
enumerated. Milwaukee. La Cross.', Green Bay, Prairie du Chien, Manitowoc,
Sheboygan, Eau Claire. Black River Falls, Eudson, Racine, Two Rivers, Kau-
kauna. Peshtigo, Oconto, Fond du Lac. Oshkosh, Chippewa Falls, Kewaunee,
Portage, Trempeleau, .Madison, st. Croix Falls, Shullsburg, Rice Lake, Cass

ville, .Menonionee.

"For many years the fur trade was Wiscons'n's chief source of wealth.
It continued such until the lead mine fever in Southwestern Wisconsin de-
veloped a new channel of industry and started the immigration that brougb.1
thousands of settlers to the territory."

CHAPTER VII
THE LEAD MINING INDUSTRY

Among the earliest exports passing through the porl of Milwaukee was the
movement of lead from the mines in Southwestern Wisconsin across the
territory both in pig metal form and in the form of shot, for both of which
there was a constant demand at home and abroad.

During the period that the lead mining industry flourished in Southwestern
Wisconsin, there were lively times and every sort of business activity. It con-
tinued to flourish until the discovery of gold in California proved a stronger
magnet. . Its decline was hastened by unfriendly tariff legislation, and in
addition, inadequate transportation facilities operated largely to prevent its
continued successful prosecution. "In this age of myriad ribbons of steel
radiating from every commercial center," says Legler in his volume, "Lead-
ing Events of Wisconsin History," "it is hard to appreciate the difficulties
encountered by the pioneers in transporting commodities.

"There were then no railroads in the Northwest, and the great transporta-
tion projects all centered in canals. The lead industry and its transportation
necessities influenced many of the early canal schemes which played a large
pari in the early politics of the territory. The Pox- Wisconsin route, as well
as that of the greater Mississippi River highway, was used for the shipment
of ore to a considerable extent."

Shot Tower on the Wisconsin River. — In the year 1831, Daniel Whitney,
a merchant of Green Hay. built a shot tower at Helena on the Wisconsin River,
which on account of its contiguity to the lead mines insured a reliable supply
of metal for the manufacture of shot. Whitney hail observed that shot
towers were successful commercial ventures in Missouri and a company was
formed under the name of Whitney, Platte & Company to build one. The
tower was two years in course of construction. It was built on the sum.mi1
of a bold escarpment fronting Pike Creek. A contemporary description is
cited by Legler, as follows: "One hundred feet from the base of the rock
there is a ledge or landing place; on this ledge rises the shot lower, of frame
construction, eighty feet to the roof: of course the depth from the top of the
tower to the base of the rock is 180 feet. A well or shaft has been sunk
through the rock, which is of sandstone. 100 feet, and a lateral drift or
entrance ninety feet in length, has been cut from I he bank of the creek to
the perpendicular shaft."

78 HISTORY OF MILWAUKEE

The daily outpul of the shol tower employing six bands was 5,000 lbs. of

shot, and the i ess of making it is described as follows: "At the edge of

the cliff stood the melting. house with two kettles in which the mineral was

prepared for dropping. A little to the cast of tins were an arch ami a Large
kettle protected by a small roof. Here the lead was tempered by the addi
tion oi' arsenic, and run into 'pigs' I'm- further use; the pigs thus obtained
were used tu give the requisite brittleness to the Lead from which the shut
was made. A small portion would suffice to temper a kettle holding 1,003
pounds of lead. The 'dropping ladle' was perforated with hoi.- of varying
si/e. and when partly full of melted Lead would be tilted gently sidewise, forc-
ing the metal out in drops to form the shot, which falling 1 v feet would
assume a spherical shape and at the same time he cooled.. At the bottom of
the shaft the shot fell into the shot-cistern, tilled with water, which served
to break the fall, and cool the shot."

Shipping Eoutes for Lead and Shot.- The earliest shipments of shot made
at Helena were to Galena and Fori Winnebago, though shipments of lead
had been made to the cast by way of Green Bay in previous years. "The
importance of the early shot trade of Wisconsin in developing lines of com-
munication with the lake, overland across the state, deserves mention here."
says Prof. O. G. Libby in a chapter by him in the "Collections" of the state
historical society, for 1895. "The Helena shot tower passed from the owner-
ship of Daniel Whitney in 1836, and was bought up by certain Buffalo capi-
talists, who held it with hut little interruption till I s IT.

"Now when we remember," continues Professor Libby, "that tin- Missis
sippi markets were monopolized by the shot makers of Missouri, the signifi-
cance of this eh a nue of owners will he at once apparent. ( 'ut off from western
markets by the competition of long-established rivals, the only cuius,, open
was to develop eastern markets, with which the Buffalo capitalists wen
already more or less familiar. As a consequence of this, the shipments
shot between 1841 and 1844 were made to Buffalo and by no other than the
lake route. For at least ten years then, interest and necessity combined t"

turn the shot trade through Milwaukee."

Iii the Milwaukee Sentinel for September 18, 1838, it is stated that "it
was a common thing to see oxen haulm-' wagons laden with lead from Grant
and La Payette counties appear at the wharves after a journey of eight or

ten days." Even two years before this time the Milwaukee Advertiser an-
nounced that, at Racine, "two wagons, containing 4,200 lhs. of Pig Lead,
arrived there last week from the rapids of Rock River."

Increasing Popularity <6f the Lake Route.— Following the example of the
shot tower owners the lead smelters began sending an increasing proportion
of their produd to the lake ports. This movement had begun as early as
1836 and 1838, and in a Madison paper for 1841, cited by Professor Libby,
the following statements appear: "The Lead Trade: We arc pleas..,! to

Observe by notices in the .Milwaukee and Southporl (Kenosha papers that
this trade is beginning to find its way to our lake ports on its way tu eastern
mark-els. The Milwaukee Courier of the Ith inst. says: 'Our citizens mi Satur-
day afternoon were not a little surprised by the appearance on mir streets

THE LEAD MINING INDUSTRY 7.9

of four sucker teams loaded with lead from the furnace of Thomas Parish,
near Muskoday in Grant County. These teams brought over about ten tons
of lead to be shipped to New York.' "

The Madison paper adds to its quotation from the Courier that "the lead
which arrived here on Saturday was shipped on the steamer 'Madison' on
Monday, and will be in New York within twenty days from the time it left
the furnace near the Mississippi River; and the owner will get his returns in
about four weeks from the time the lead was smelted. A gentleman from
Galena recently informed us that he shipped over ninety days since about
fifteen hundred dollars worth of lead to New York by the southern route and
he had not then got his returns from it. Besides getting a better price for
their lead on the lake shore than can be afforded on the Mississippi, our
miners can procure their necessary supplies more cheaply, generally, at the
lake cities than at Galena or other points on the river where they have been
in the habit of trading, and this including the cost of transportation. The
teams of which the Courier speaks returned with salt which was obtained at
Milwaukee for about two dollars and fifty cents per barrel, and can be sold
at the mines at about seven dollars per barrel. - '

Influence of the Lead and Lead Mining Industry. — The history of the lead
mining industry has been very fully investigated by various industrious in-
vestigators whose contributions to this important branch of activity have
been printed at different times in the series of the state historical society
publications. The preparation of these contributions has required much
painstaking research and an adequate presentation of the subject would need
a volume or more to contain the details.

The lead was brought across the country to Lake Michigan in wagons
drawn by oxen, at a cost of $10.00 a ton. The teamsters found it a profitable
business as they got loading both ways, carried their own provisions, and the
prairies afforded all the fodder for their cattle at the nightly camping places
in the open. The teams would return to the mining regions laden with
lumber, shingles, salt and merchandise, which under these circumstances could
be obtained from lake shore ports to better advantage than from any other
quarter.

In 1842, nearly two million pounds of lead and "2,(114 kegs of shot were
shipped from Milwaukee to New York; and in 1843, the shipments from the
same point totaled 2,200,000 lbs. of lead and 250,000 lbs. of shot. The route
from Milwaukee was by way of the Straits'of Mackinac, Lake Huron, and
Lake Erie to Buffalo, where it was transshipped on the Erie Canal to New
York and from there distributed to Boston and other Atlantic cities.

Commenting upon this movement of heavy metals, a Buffalo paper said,
'•Illinois. Iowa and Wisconsin will soon send to this mart an incalculable
amount of lead and copper, in addition to the whole of their surplus agricul-
tural products. We already export lead to England, from whence we have
heretofore imported many millions of pounds. * * Capitalists interested

in the lake and canal trade should not delay in aiding the construction of
a canal or railway from Milwaukee, or some other point on Lake Michigan,
to the Mississippi River."

^•H'

——

J*J 12&Cwi^ i^UiUjufli JUimi2

» ■■■ " ■ ■■ ' — ■

*A*SJ+m m \jA4&

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TABLET ERECTED ON WISCONSIN TRUST COMPANY BUILD

[NG (FORMERLY I' LBST BUILDING), 1 OF

Wist ii\si\ SI REET, N'EAB BRIDG]

THE LEAD MINING INDUSTRY 81

Milwaukee Merchants Alert for Trade. — An advertisement in the Mil-
waukee Courier for April 5, 184:!. announces thai Weeks and Miller of Center
Store, M'lwaukee, offer goods in exchange "for most kinds of country prod-
uce — lead, shot, furs, peltries, etc." A Milwaukee store at Walker's Poinl
advertises that "James Rathbun has just arrived from New York with an
extensive assortment of goods suitable to the wants of the country round
about which he will sell or exchange at the lowest prices for cash, wheat,
shot, copper, lead, flax and timothy seed." A Rochester (New York) paper.
in 1S44. says that "Within the last eighteen months an excellent road has
been opened from Milwaukee to the .Mississippi, passing through the mining
district which will be much used hereafter in sending lead to the East by
way of the lakes. "

.Mail stages followed (dose after the freight routes already in use. It was
announced in the Argus of September 26, 1844. that "we would call the atten-
tion of the traveling public to C. Genung & Co.'s line of mail stages now
running between Madison and Milwaukee, on the old United States road
leading from Madison through Cottage Grove, Lake Mills, Aztalan, Summit
and Prairieville to Milwaukee." In Lapham's ""Wisconsin," referring to the
trade of Mineral Point, he says: "The quantity of lead and copper sent from
here is very considerable; most of it finds its way to Galena, Illinois, whence
it is shipped down the .Mississippi and by way of the ocean to Xew York.
Within the last few years, however, much of i1 is sent by wagons to Lake
Michigan, mostly to Milwaukee, and thence sent direct by way of the lakes
to New York."

A Milwaukee newspaper published the following item in 1847: "The
'Lead schooners' (a variation of the term 'prairie schooners' as used by the
pioneers to denote the great covered wagons carrying the emigrants and
transporting heavy freight i are constantly arriving here from the mineral
region. These singular teams, drawn by six. eight or more yoke of oxen,
excite some curiosity in those who are not used to such sights in the East.
The teamsters and their cattle sleep under the canopj of heaven beside their
camp fires, their meals prepared military fashion, and rising with the early
dawn to continue their journey."

Decline of Lead Production.- -" Next to the wheat and grain products,"
says Miss Phelps in her "Story of Wisconsin." "the minerals of Southwestern
Wisconsin brought wealth. This, the oldest settled region, kept for a long
time a distinct character allied to the south and southwest, its population,
however, remained nearly stationary. The production of lead reached its
highest point in 1844. and thereafter declined. With the decline of mining
the old frontier character of the mining region passed away, the shifting
populace moved off to new centers, notably to California in 1848. About the
middle of the '4()s the lines of transportation shifted. Lead began to be
hauled to the lake board: by 1*47 the bulk of the product crossed the terri-
tory in wagons drawn by six- and eight-yoke ox-teams, and was transshipped
by steamer to the Last .

"With this change in connections the population of the southwestern por

Vol. I— 6

82 HISTORY OF MILWAUKEE

t ion of Wisconsin began to assimilate to the type of the remainder of the
territory. The lead-mining region, however, has never quite overtaken the
remainder of 1 1 1 <■ stale in enterprise and in the production of wealth."

Planning for Improved Transportation Lines. -By 1847 tl verland lead

trade from the mining regions to Milwaukee was well estahlished. -lust as in
1839 and 1840 the delays and difficulties of the Mississippi mute brought
about the opening of better and shorter, routes to the eastern markets, so now
it began to be keenly felt that improvements must be made in the means of
communication between Lake Michigan and the Mississippi River. The agri-
cultural interests also began to suffer for want of transportation facilities.
"The capacity of production has satiated and overpowered the capacitj of
consumption," wrote a correspondent to his paper; "we need a reliable,
liberal market for our increasing agricultural products."

But men's thoughts tended towards canal navigation as the most desir-
able method of transporting products of all description. Railroads were
dreamed about and, indeed, occupied the thoughts of multitudes. Canals,
however, had proved successful in several states. Steam navigation on the
large rivers and lakes was already established and steadily increasing. Canals
were enormously popular wherever the country was adapted for their con
struction. The Erie Canal in New York State was opened in 1825, and was
regarded as the mother of canal transportation. As early as 1826 Ohio began
the construction of a canal to join the waters of Lake Erie and the Ohio
River. Indiana launched an extensive system of improvements, and Illinois
began the eonstruct'.on of a canal between Chicago and the Illinois River in
1836. Wisconsin, then a territory, began a preliminary survey for the
Milwaukee and Rock River Canal in 1837 which, however, was destined never
to be completed.

CHAPTER VIII
SOLOMON JUNEAU AND HIS FAMILY

An interesting sketch of Solomon Juneau and his family is found in the
pamphlet issued in June, 1921, under the title of the "Milwaukee Diamond
Jubilee." This sketch is here included in the early history of Milwaukee
as it contains many details not readily accessible from other sources, although
throughout the pages of this volume frequent mention is made of Juneau
in connection with the stirring events of the early day.

More than a century ami, 2,000 miles intervening, two babes were born,
a boy and a girl, who were destined to play important roles in the early his-
tory of the great Northwest. The boy was born of pure Alsatian French
parents, the girl was of French and Indian extraction. The boy was reared
in a home of refinement, the girl grew to womanhood amidst the primitive
surroundings of the frontier. Fate decreed they should meet.

Across the broad expanse of wilderness extending from the St. Lawrence
Valley to the beautiful shores of La Baye Verte (Green Bay), braving the
perils and hardships which lay before him, this young man — in all the strength
and beauty of youth — came to seek his fortune in this land of vast commercial
advantages. It was at the old Indian trading post in historic Green Bay that
he met the noble-hearted child of the forest that fate had decreed should be
his. Joined in the holy bonds of matrimony, they began their journey
through life and together laid the foundation of a city.

At the outbreak of the French Revolution, in 1789, Francois and Therese
La Tulipe left France and sought refuge in Canada, settling in the little ham-
let of L'Asumption, near Montreal. As did many others, who left France
during those troublous times, they changed their name from La Tulipe to that
of Juneau, trying in a way to obliterate all sad memories connected with hav-
ing to leave the land of their birth and of their honored ancestors.

. "The French Revolution was a violent reaction against that absolutism
which had come in time to supplant the old feudal institutions of the country.
It began with an outbreak of insurrectionary movements in July, ITS!), includ-
ing the destruction of the Bastile. On January 21, 1798, King Louis XVI
was beheaded, the Christian religion was deposed, the sacredness of the re-
public and worship of reason established, and a disastrous reign of blood and
terror followed, which was brought to an end in 1704, when Robespierre,
himself, suffered the same fate to which be had condemned countless numbers
of his countrymen."— Library of Universal Knowledge, Vol. NIT, p. 598.

Birth of Juneau. — Solomon Laurent Juneau, the subject of this sketch,
second son of Francois and Therese Juneau, was born at L'Asumption, Can-

SOLOMOK JIXI'.A!'
Milwaukee's first permanent white settler, village president and mayoi
l i am an engraving in possession of the Old Settlers < lull ot Milwaukee

( .unit I

SOLOMON JUNEAU AXD IMS FA.MIL t 85

ada, on the banks of the St. Lawrence River, August 9, 1793, where his boy-
hood days were spent. On reaching manhood he became imbued with the
spirit of adventure so common among the young men of the St. Lawrence
Valley in those early days, and during the summer of 1816, a1 the age of
twenty-three years, he left L'Asumption to seek his fortune in the great
Northwest, arriving in Mackinac in September. Shortly after his arrival at
that place, he met Jacque Vieaux, a French trader, who had trading posts at
Mackinac, Green Bay and Milwaukee, and into whose employ he entered at
the Green Ray and Milwaukee posts as a clerk, which position he held until
the year ISIS, after which year he was not connected with Mr. Vieaux in a
business way.

He attended the village school at L'Asumption, later entering a Catholic
colle.se where he completed his education. Tie was well educated in French.
and was in this country but a short time before he mastered the English
language which he spoke fluently, ami was well versed in many Indian dia-
lects, especially the Menomonee tongue.

Solomon Laurent Juneau was a man of rare personality. Of commanding
figure, in height he was six feel four inches, he had brown curly hair, clear
cut features, and large gray eyes. While of a jovial temperament, he never
for a moment lost his natural dignity; of a kind and benevolent nature, he
was the friend and confidant of all. Tin' Indians looked upon him as a father,
and whatever advice their beloved "Solomo" gave them, was accepted and
followed in f\cry detail. His word was sacred, and once given, nothing could
make h m change his promise either in public or in private life.

During the year 1818 the American Fur Company established a trading
post at Milwaukee and Mr. Juneau was their authorized agent up to Hie time
of the removal of the Indians in 1838. lie. however, continued in business
on his own account in Milwaukee until 1852, when he removed with his family
to Theresa. Wisconsin.

As agent of the American Company lie settle, 1 in Milwaukee in 1818, at
which time lie erected the log house, corner of East Water and Wisconsin
streets, which lie occupied as his residence until the year 1835, when he
erected a dwelling house on the southeast corner of Michigan and East Water
streets, where he resided a number of years, later building the commodious
dwelling, corner of Milwaukee and Division (now Juneau Avenue) streets
where he lived until 1852.

During his many trips as an Indian trader between Milwaukee and Green
Bay, he was attracted to a pretty spot on the banks of the Rock River where
during the early '30s he established a trading post, which in later years
became a prosperous village. Mr. Juneau named the post Theresa, in honor
of his mother, whose memory and early teachings he held sacred and were
his guiding spirit in all dealings through life with his fellow men. Mr.
Juneau's mother died February 2, 1815. His father died in 1828.

In September. 1820, .Mr. Juneau married Miss Josette Vieaux, of i liven Bay.
Seventeen children were born to them, three dying in youth. Seven of their
children were born in the old log house. Mr. and Mrs. Juneau resided con-
tinuously in Milwaukee for thirty-two years.

S( ; BISTORT OF MILWAUKEE

White men had visited Milwaukee trading with the Indians prior to
advenl of Solomon Juneau, but their stay was of shorl duration. To Mr.
Juneau must be conceded the honor of being the firsl permanent white settler,
as well as the firsl land owner, he having acquired title to a Large tract of
land. He was known as the most successful of all the Indian traders and
in and around Milwaukee, being closely connected with the commercial life
of that region.

He was closely identified with every step in the progress of Milwaukee.
In 1835, when a postoffice was established, he was appointed postmaster,
which office he held for a period of nine years. In 1837, when Milwaukee was
incorporated as a village, he was elected president. In 1846, when Milwaukee
became a city, he was chosen its first mayor. He encouraged every under-
taking that could benefit the community. He was a member of the State
Historical Society, and was liberal in his contributions to its archives and
picture gallery. Aside from his interests on the east side, he had property
on the west side. He and T.ynm Kilbonrn were warm personal friends and
close business associates in many enterprises. He assisted Mr. Kilbourn in the
platting of the west side. Mr. Kilbourn was an intimate friend of Mr.
Juneau's entire family.

Mr. and Mrs. Juneau were generous in their gifts to the city which they
founded. He built the first courthouse, and with the land upon which it stood.
they presented it to the county, that the people might have a temple of
justice. They gave the land upon which St. Peter's Catholic Church stood
(corner Martin and Jackson streets), and the material for building, that their
family, the incoming white population and the Indians might have a place to
worship; they gave largely to St. John's Cathedral, among which was a strip
of land between the pastor's house and the Cathedral, for which they and
their descendants were forever to have two seats in the church; they gave
the land for the first C4overiiment lighthouse at the bead of Wisconsin Street ;
they gave the land, corner of Milwaukee and Division streets, whereon a
college was erected. All this they gave that their city might lie as other
cities. To those who were too poor to buy, they gave land and in many
instances the material for building, that their poor might have homes.

Generous Hosts. — They were fond of entertaining their friends and pos
sessed the virtues of hospitality and thai warmth of heart which was char-
acteristic of those good old pioneer days. The few remaining old settlers
look back with fond recollection to those ties of friendship and good cheer
which at all times prevailed in and around the •Juneau home.

.Mr. .lean Pierre Busting, Mayville, Wis., once said of Mr. and Mrs. Juneau:
"They united in their personality those qualities of unselfishness, generosity,
Christianity, nobility of purpose and good will toward all mankind, rarely,
if ever, found in any one individual."'

After his removal to Theresa. .Mr. Juneau engaged in many b pur-

suits, among which were a general merchandise store, saw and grisl mill,
and trading with the Indians. He was postmaster of the village. At the time
of his death he was reputed to have left quite a fortune. Aside from his
husiness enterprises, lie hail large real estate holdings. Mr. Juni d to

SOLOMON JUNEAU AND HIS FAMILY S7

see his Indian trading posl at Milwaukee develop into a thriving city, which
from the very first had been his highest ideal.

In the early part of November, 1856, ^Ir. Juneau left Fond du Lac for the
Indian Reservation at Keshena, near Shawano, Wis., to attend the annual
payment of the Indians, lie bad not been well for some time, the death of his
wife had completely crushed his spirit and broken his health. His daughter,
Mrs. Frank Fox, at whose home he had been visiting in Fond du Lac prior to
his departure for the reservation, tried in vain to persuade her father to
abandon the trip, but all effort on her part and that of her husband were of
no avail. Owing to his indisposition and the inclement weather, he was taken
very ill shortly after his arrival at the reservation, and he continued to grow
worse until November 14, when he passed away.

All that medical aid and careful nursing eould do was done for him.
Doctors Hiibschmann and Wiley did not leave his bedside until death came.
To Doctor Hiibschmann he gave his dying messages for his children, and he
proved a faithful messenger. With him at the time of his death were Doctor
Hiibschmann, Indian agent ; Doctor Wiley, Hon. Geo. W. Lane, B. Hunkins,
Edward Outhwaite, Win. Johnson, Wm. Powell, Chas. Corron and others. At
the time of his death Mr. Juneau was sixty-three years, three months and five
days.

When the announcement of his death reached Milwaukee, it was a great
shock to the citizens and in fact to the entire country from Green Bay to
Chicago. The Indians were broken hearted over the loss of their beloved
"Solomo." He was buried on the reservation, the Indians would have it so.
Had not the ''Great Manitou" claimed his spirit. Why then did they not
have the right to claim his body. The spot selected by the Indians was on a
knoll just back of the Council House. But there were others who claimed him
— his grief-stricken children and the citizens of Milwaukee.

The funeral on the reservation was held from the Catholic Church, fol-
lowed by a large concourse of white men and Indians. Four of his pall-
bearers were Indians, one of whom was the famous Chief Oshkosh. During
the services at the grave, the deep and solemn grief of the Indians, both men
and women, over the loss of their "Solomo," was indeed pathetic.

When the news of Mr. Juneau's death reached Theresa, his sons, Nar-
cisse and Paid, and his son-in-law, Frank Fox, left for the reservation to con-
vey the remains to Milwaukee, the trip both ways being made by team.
The Indians accompanied them as far as Shawano, loth to give up all thai
remained of their beloved friend.

On arriving at Milwaukee his remains were taken to the home of his
daughter, Mrs. II. K. White. The funeral was held on November 26, from
St. John's Cathedral, Reverend Riordan officiating. Interment was in the
Catholic Cemetery at the head of Spring Street. This, however, was not the
final resting place of Solomon Juneau and his wife. After a period of sis
teen years their remains were removed to Calvary Cemetery.

The monument erected to the memory of Mr. and Mrs. Solomon Juneau
in Calvary Cemetery bears the inscription: "In memory of Solomon Juneau,
Founder of Milwaukee, Born August 19, 17!):!. at L'Asumption, Canada."

THE SOLOMON JUNE \! VION1 Ml VI
Located at i In* lake front . Juni .1 u Pari

SOLOMON JUNEAU AND HIS FAMILY 89

On the reverse side, "Josette Juneau, Wife of Solomon Juneau, Born at Fort
Howard, 1803." In 1906 members of the Old Settlers' Club of Milwaukee
placed marble markers at the head of the graves of Mr. and Mrs. Juneau.

Mrs. Solomon Juneau. — Josette Vieux was horn at Fort Howard, Brown
County, Wis., April 16, 1803. She was the daughter of Mr. and Mrs. Jacques
Vieux and was the granddaughter of an Indian chief, Ah-ka-ne-po-way. Her
girlhood was spent amidst the primitive surroundings of the frontier. She
was taught to read in French. Reared a Roman Catholic, she began at an
early age to do mission work among the Indians, which work she continued
for many years after her marriage. She was of medium height ; her black
hair and eyes, clear olive complexion, low sweet voice and courteous manner,
gave evidence of her French and Indian origin.

In 1820, at the age of seventeen years. Miss Yieux was married at the old
Mission Church in Green Hay to Solomon Laurent Juneau. Their wedding
journey from Green Bay to Milwaukee was made in a hark canoe, paddled by
Indians. She received from her parents the customary wedding presents of
those pioneer times, consisting of feather beds, pillows, quilts, blankets, etc.
Although young in years at the time of her marriage, she was an adept in
the art of housekeeping.

The country at the time Mr. Juneau brought his" young bride to Milwaukee
was destitute of roads; nothing hut the Indian trail traversed .the wide
expanse of prairie and forest between Milwaukee and Green Bay, and travel
was made on foot or on horseback. There was little to break the monotony
during the firsl few years aside from an occasional vessel bringing goods
and taking away furs, or the Indian traders passing thrbugh that section
from Green Bay to < Ihicago.

Mrs. Juneau exercised great influent ver the Indians and was of much

assistance to her husband in carrying on his business in the fur trade with
the Indians, speaking several Indian dialects. She dressed in Indian costume,
which style of dress she wore for many years. Of a retiring nature, she
mingled little with the incoming white population and rarely spoke English,
French being the language used in the home circle.

Jas. S. Buck, in his "Pioneer History of Milwaukee," pays the following
tribute to Mrs. Juneau: "She was among women what her husband was
among men, one of the noblest works of God. Honest and true, a fitting wife
for the noble-hearted man with whom she lived so long.

"Many of the first settlers were indebted to this braveJiearted woman for
their persona] safety, more than once, in 1836, when the Indians were anxious
to destroy them, which they certainly would have done upon one occasion,
had she not interfered to protect them, upon which occasion she stood guard
over the whites all the night hm,e- during her husband's absence."

Mrs. Juneau possessed many noble traits of character. Aside from her
many duties to her family, she was every ready to minister to the wants of
the sick and the needy. The poor she had always with her. Her home was a
stopping place for ministers of all denominations who passed through the
trading post. She made them all welcome. She mighl lie called the guardian
angel of the unfortunate. Many a p • girl who had started life wrong "a-

90 BISTORY OF MILWAUKEE

taken into her home, given religious instruction, taughl to do housework and
sew, and positions secured for them.

As years passed, and'the tide of immi'jrat ion eontinued to How into the
infant metropolis, the inhabitants numbering thousands, where a few short
years before the country was but a wilderness, .Mrs. Juneau longed for the
quiet of the country, and persuaded her husband to remove to their summer
home at Theresa. There, surrounded by every comforl a Loving and indul-
gent husband could provide, she settled down to enjoy the declining years of
her life.

After removing to Theresa she became ill and gradually failing, Mr. Juneau
took her to Milwaukee to consult their family physician, Dr. E. I>. Wolcott.
It was found her malady was of a more serious nature than was at first sup-
posed. Doctor Wolcott. assisted by Doctor Hewitt and a specialist from Chi-
cago, held a consultation and it was found necessary to perform an opera-
tion, which proved unsuccessful. At the time of her death Mrs. Juneau was
fifty-two years, seven mouths and three days. Thus closed in perfect peace,
a life of love and service to God, November 19, 1855.

The funeral was held from the residence of her daughter, Mrs. II. K.
White. Services were conducted by Reverend Riordan at St. John's Cathedral.
of which church she was a devout member during her residence in Milwaukee.
Burial was in the Catholic Cemetery at the head of Spring Street.

Uriel B. Smith pays the following tribute to Mrs. Juneau: "I was in-
timately acquainted with Airs. Solomon Juneau. My child, Milwaukee Smith,
was born October 10, 1835. She was the first white child born in Milwaukee,
and Mrs. Juneau was present at her birth, and attended upon my wife in
such a kind and motherly manner as to win the love and esteem of my wife
as well as myself.

"Mrs. Juneau was also an attendant and watcher at the death bed of my
wife some two years after, and during the whole period of our acquaintance
we were on the most intimate terms.

"For such services rendered to my wife during her sickness. 1 offered
ample remuneration, which was immediately declined — she saying to me.
'Such services were due all, and that, too, without consideration.' Such inci-
dents cannot he forgotten. 1 trust that Milwaukee today has her equal — I
know it has not her superior."

Martin's Estimate of Solomon Juneau. — In the narrative of Morgan I..
.Martin, printed in the Wisconsin Historical Collections, Volume XI. extended
mention is made of Juneau and others contemporaneous with him. "I firsl
visited Milwaukee in -July, is:;:;.'' he says, "on a tour of exploration. With
me were Daniel Le Roy and P. B. Grignon, and wo were mounted on horses.
As far as Fond du Lac our course lay on the same trail that Judge Doty
and I hail made in 1829. After thai we struck southeast to the shore of
Lake Michigan, following it closely until Milwaukee was reached.

"Jacques Vieau and Sol >n Juneau traded at this point. 1 had known

them and their families since 1827, for their homes Mere really in Green Baj
at which place they obtained all their supplies. Both Vieau, senior, and
Juneau were in Chicago with the greater pari of their families at the time

SOLOMON JUNEAU AND HIS FAMILY 91

of our arrival, but young Jacques Vieau, sou of the elder, officiated under the
parental roof.

"When we set out on our tour, we agreed to eat everything we saw, and
one time we were compelled to thus dispose of a hawk. At Milwaukee there
were no provisions for us, but there were several Indians loafing around
and we engaged one of them to go out and get us some ducks. These Jacques
cooked for us and we ate them cold upon our return trip which was made by
way of the lake shore. On Sheboygan River, four miles above its mouth,
there was an Indian village. We found a net spread near the mouth of the
river, and in it two tine fish which we appropriated without ceremony.

En Route to Green Bay. — "Next morning an Indian. from the village over-
took us and supplied us with dried and smoked whitefish which we found
quite palatable. Manitowoc was out of our line of travel so we did not see
the native village said to be there. We reached Green Bay after a delight-
ful trip, in which the eager search for provisions only served to strengthen
our appetites. Both Solomon Juneau and Jacques Vieau were intelligent and
worthy men, Mr. Juneau having the polished manners and airs of the French
gentleman. In a certain 'History of Milwaukee,' published by the Western
Historical Company, in 1881, Juneau has been described as being on a par
with the Indians, as to intelligence and manners. That they and their fami-
lies were far removed above the savage tribes by which they were surrounded,
is proven by the fact that they were enabled to procure goods and supplies
to a large amount on the usual credit from the American Fur Company.

"Neither of them did at that time regard themselves as permanent settlers
of Milwaukee, but were temporary residents there for the purposes of trade
with the Indians. Their homes were in Green Bay. When I first visited
Milwaukee in the summer of 1833, on the tour of exploration before nar-
rated, they and their families were not there, the premises being in charge
of employees and one of Vieau 's sons. A further evidence that all were mere
sojourners was found in the fact that no land was cleared, fenced, or even
under cultivation, except a small patch of ground used by a brother of
Juneau, in which he cultivated a few vegetables. Subsequent events, how-
ever, proved Solomon Juneau to be the first permanent settler, when the
land he occupied was ceded by the Indians and subjected to sale as Govern-
ment land.

Martin a Frequent Visitor. — "From 1833 forward, I was a frequent and
always welcome visitor to the house of Solomon Juneau. His home was the
'old trading house,' and so far from being the filthy, disgusting home repre-
sented in the 'History of Milwaukee,' was in all respects neat and comfort-
able; for the proverbially neat and tidy French women know how to make
their habitations attractive. In the fall of 1834, the late Governor Doty,
Byron Kilbourn and myself were at Milwaukee and spent a few days, being
entertained at the hospitable old trading house, the only habitation there.
In April previous, on my way home from Detroit, Mr. Juneau's house was my
only stopping place between Chicago and Green Bay; my business relations
with him compelled my sojourn there for several days. At none of my visits
did the partially cured skins or the odors given off by fresh meats and fish

o
-

y 3
< S

< —

— i

< —

W -

SOLOMON JUNEAU AND II IS FAMILY 93

winch had become rank produce an unsavory sine]]. If there were any such
they never invaded the comfortable dwelling in which we were entertained.

but wer mfined to the storehouse, the usual adjunct of all Indian trading

posts.

"As a man, Solomon Juneau needs no encomiums from me. He was
always the same unselfish, confiding, open-hearted, genial, honest and polite
gentleman. Our business relations commenced in October, 1833, and con-
tinued for several years. His first hint of the prospective value of his loca-
tion at Milwaukee came from me, and he was so incredulous that it was some-
times difficult tn prevent his sacrificing his interest to the sharks who soon
gathered about him. Himself the soul of honor, and unaccustomed to the

wiles of speculators, without a friend to caution him he would have 1 n an

easy prey of designing individuals. Green Bay was his home as well as that
of the Vieaus, and it was not until is:;.") or 1836 that Juneau first thought of
permanently residing in Milwaukee, after it came to he seen that the place-
was going to become a village.

Martin and Juneau Original Plat Owners.— "Juneau and 1 were joint
owners of the original plat of .Milwaukee. We never made any written
memorandum of the terms of our partnership, and on account of his residence
on the spot he took the principal management of our joint interest for more
than three years. At the close, accounts were adjusted between us and
property valued at hundreds of thousands divide. I, with as little difficulty as
one would settle a trifiiiie.' store bill.

"It would take a volume to enumerate the many admirable traits of char-
acter which distinguished my friend. Solomon Juneau. The intimate rela-
tions existing between us made me well acquainted with his family, ami
their every day social relations. Mrs. Juneau, instead of the pure French
of her husband, had a slight tincture of Indian blood. Her native tongue
was French, and that language was used in their family intercourse, though
both spoke English. They both probably had also acquired a knowledge of
the languages of several Indian tribes, with whom Mr. Juneau was accus-
tomed to do business; but that they 'dressed and ate like Indans. and in their
domestic conversation spoke in the Indian tongue,' is far from the truth.
Mrs. Juneau was an amiable and excellent woman, and many of the first
settlers around Milwaukee will no doubt bear ample testimony to the deeds
of charity by which she was distinguished."

The Dawn of a Better Day.— " Hut in the year 1818," says the historian,
"the first grey streaks of the coming dawn in Milwaukee were visible. So
faint were they that the wily chief, O-nau-ge-sa, with all his natural watch-
fulness, did not perceive them. They were to gradually brighten into the
rosy tints of civilization, as the night of barbarism sank away in the west."
Up and down the river Solomon Juneau pursues his search for a suitable
place for settlement. Finally he finds "a green spot a1 the fool of a long,
wood-covered hill that rises to the east, and here he builds his own cabin
with the river between him and tin' opposite swamp."

But wandering traders have already appeared and for a brief time have
lent an appearance of activity to the scene. ".Mi-. Hypolite Grignon is alreadj

rT^-

ts^fc^ /L&^t -PWY

^yuV-L^i-iic fi'/fr^ ^jy(/<<(si /z^r^t^ ^uuc-^^^Uc.

~ff ' ^tot-is /My /jz^r ' ys<^^

■ISlSls^'

J t/t-t^tsz^^

COP'S OF A LETTEE WRITTEN BY SOLOMON JUNEAU IN 1838

SOLOMON JUN1 \\ TRADING Willi THE [NDIANS
Bas relief on pedestal <'t Solomon Juneau Monumenl

SOLOMON JUNEAU AND HIS FAMILY 95

here," says the chronicle, ''and James Kinzie (the half -brother of John Kinzie
of Chicago) is expected with a large stock of goods from the American Pur
Company at Mackinac. There are three other white men in the settlement,
and this constitutes the entire white population. Chicago, or 'Eschicagou'
(as Col. Arend De Peyster called it), contains two white inhabitants living
outside of Fort Dearborn. Detroit is composed of French half-breeds, and
lias one brick house which had been built by Governor Hull many years
lief ore. There is one little steamboat on the Upper Lakes called the 'Walk in
the Water,' which makes the round trip from Buffalo to Detroit once in two
weeks, but never ventures into the unknown waters past Mackinac."

About this time Jacques Vieau built a trading post up the Menomonee
two miles where the Green Bay trail crosses that river. "The sand heaps at
the mouth of the Milwaukee River," says historian Wheeler, "with the one or
two bark wigwams and the scarcely better tenements that had been erected
under the supervision of French Wanderers,, offered no attraction to him; and
so we find the first trading post which was destined to be permanently located
away off to the west. Here Vieau, who-coming from Green Lay, a place already
somewhat advanced in civilization and Christianity, had more refined ideas,
perhaps, than his neighbors, built a log house, a magazine and repository
for furs. All three of these structures were standing in 1836."

From the time when Jacques Vieau first settled here up to IMS, there
was very little of historic interest transpired, says Wheeler: "the Indians
flitted about the bluffs, and when a companion died they lighted their funeral
fires on the burial ground at the foot id' Michigan Street, and danced their
wild orgies between the lurid flames and the dark midnight on the lake."

Juneau as a Young Man. — "A few years later than 1818," we read in
Wheeler's "Chronicles," "there might have been seen, leaning against the
door of Jacques Vieau 's log house, a young man attired in a calico hunting
shirt and corduroy pantaloons. His countenance is rather pleasing, not from
any beauty in its outline, but on account of an open, frank expression, which
is at once indicative of a generous nature and a steady will. This is Solomon
Juneau, clerk for Jacques Vieau, his father-indaw. He stands in the doorway
of the cabin, and looks listlessly across the great marsh to the east, and up
to the oak-crowned bluffs beyond; nor does it occur to him that in the short
space of a few years the bayou beneath his eyes will be swarming with
vessels, and that a populous city will be crowning the eminences with wealth
and magnificence.

"Young Juneau does not for a moment allow his youthful enthusiasm to
soar into even improbabilities: not being a visionary young man his fancy
sees no Utopia in the green banks of the Mahn-a-waukie. The outlines of
a few duties to be carefully performed are enough for his contemplation at
present. "

Juneau's Claim as "First Settler." — But lest the foregoing account might
seem inconsistent with the statement frequently made that Juneau was the
first settler and founder of Milwaukee in 1818, it is proper to add some
explanation. In Isabella Fox's biography of Solomon Juneau, published in
11)16, it is stated that "as agent of the American Fur Company he settled

96 HISTORY OF MILWAUKEE

in Milwaukee in 1818, and continued to live there until 1852." Isabella Pox
was a grand-daughter of Solomon Juneau, and in the biographj mentioned
she says thai "white men had visited Milwaukee, trading with the Indians
prior in the advenl of Solomon Juneau, bu1 their stay was of shorl duration.
To Mr. Juneau musl 1"' conceded the honor of being the firsl permanenl
white settler as well as firsl landowner, he having acquired title to a large
tract nf land."

Jacques Vieau who has been mentioned as having built a trading posl

two miles up the Men onee River, was a resident of Green Bay and his

trading post here was a branch of his Green Bay establishment. Henry B.
Legler, in his bonk. "Leading Events of W sconsin History.'" says of Juneau,
"It was as Vieau 's clerk that he came to Milwaukee in 1818; he was the first
landowner here, for the others exercised 'squatter sovereignty' merely. Th -
Eacl iias probably had some influence in crediting Juneau with having been
.Milwaukee's first permanenl settler."

Many years lain- (in 1887) Andrew Vieau, in an interview with th litor

of the Wisconsin Historical Collections related to him that he was a son of
Jacques Vieau, and thai his father had for many years previous to 1818
••considered Green Bay his home; he had a farm there and I and several
oilier members of the family were horn upon the homestead." As to the form
of the name which is variously spelled. Andrew said: ■■The family name was
originally De Veau; but as that meant calf or veal in French, other children
would annoy my ancestors in their youth by bleating in their pre-, .nee. so
the name was changed to Vieau in self-defense."

In Andrew J. Vieau's narrative printed in the "Collections of the Wisi
sin State Historical Society," Volume XI. it is stated thai Solomon Juneau
was appointed clerk to Jacques Vieau in 1818 at .Mackinaw. "Tim- il was,"
says the son. "that Juneau arrived at the Milwaukee River in August of that
year in my father's company. The next year father withdrew as agenl of
what had by that time become the American Fur Company, and procured the
agency for Juneau, who had in the meantime married my half sister. Josette.
He had a farm there and J ami several other members of the family were
My father had for many years before this considered Green Baj his home.
born upon the homestead on the west bank of the Fox River.

"Green Bay also became Juneau's home and remained such until about
1834 ,,|- 1835, when Milwaukee began to grow and Juneau platted the village
ami settled there permanently. Juneau was one of the lasl to recognize that
Milwaukee was dest i I to hecome a permanent settlement, and had to 1

persuaded by his friends into taking advantage of the laid. Green Bay re
mained as his home and that of my father despite their business interests at
.Milwaukee. From about 1810 forward the family would frequently remain
at tin' Bay during the winters while father was off among the [ndii

Description of Mackinaw Boats. A description is given of the-, boats
by Mrs. Elizabeth Therese Baird in a chapter of renvniscences, printed in the

Wisconsin Historical Society's collection-. Volume XIV. p. 17. Ill 1825

made a journey from Green Baj to Mackinac Island, accompanied by her
husband. Their route lay alone ti astern shore of Green Bay and the

SOLOMON JUNEAU AND HIS FAMILY 97

northern shore of Lake Michigan. They took passage in a Mackinaw boat,
one of a fleet of six which were laden with furs.

"In each of the boats," she writes, "there were seven men, six to row
and one a steersman, all being Frenchmen. There was, in addition, in each
boat a clerk of the American Fur Company to act as commander or bourgeois.
The furnishing of these boats, each thirty feet long, was quite complete. The
cargo being furs a snug-fitting tarpaulin was fastened down and over the
sides to protect the pelts from the rain. The cargo was placed in the center
of the boat. A most important part of the cargo was the mess basket, one
of the great comforts in the past days, well filled with everything to satisfy
both hunger and thirst. Rolette, who was in charge of the fleet, was a gen-
erous provider, sending to St. Louis for all that this part of the world could
not supply.

"It seemed strange that such faithful workers as the men were, should
have been fed so poorly. They had nothing but salt pork, 'lyed' corn, and
bread or biscuit. This was the general food for workmen in the fur trade.*"
The boats are usually unloaded from the time they leave port until they
reach their destination, which in this ease occupied six days. "This fleet of
boats," she continues, "was originally loaded at Prairie du Chien, and then
unloaded at the portage between the AVisconsin and Fox rivers, where the
men carried first the packs of furs on their backs, then returned for the
boats, and after reloading them would run down to the Big Chute, now
Appleton. Here the boats again had to be unloaded and the furs portaged
around by the men.

"The boats made the journey down the swift water which was called
'jumping the rapids.' The unloading was repeated at Grand Kaukauna, but
at the rapids below the loads were carried through, all of the men walking in
the water to guide the boats and their valuable loads. Our boats it will be
seen were loaded for the last time at Kaukauna. not to lie unloaded until they
reached Mackinac."

VA i;m\ Ml BOURN
Founder of Kilboum Town. 1 1 < > w known :is the Wesl Side

CHAPTER IX
BYRON KILBOURN AND GEORGE H. WALKER

Byron Kilbourn. — "Byron Kilbourn came to Milwaukee in 1835, from the
State of Ohio. He was by profession a civil engineer, and as such, held a high
rank in his profession," says James S. Buck in his "Pioneer History of -Mil-
waukee."

"In person he was tall and commanding, sharp features, keen, expressive
eye; looked you square in the face when speaking, and was in every respect
one who would command attention from all with whom he came in contact.

"He was possessed of a will of iron, good judgment, excellent executive
abilities, great brain power, saw far away into the future, and possessed a
magnet ism that would both attract and attach to himself and his plans all
who came under its influence. He was a horn leader.

"He knew the value of money, and how to use it; could tell at a glance
the competency of every man, and the right place for him. He was the
originator of our railroad system, and it was mainly due to his great executive
abilities that they were so soon completed.

"His positive character often made him enemies, but for that lie eared
very little. The more he was opposed the stronger became his will, and tic
result would he the accomplishment of whatever he undertook.

"He took a deep interest in politics ami was a democrat. He was twice
mayor, and to his liberality is the city indebted for the ground upon which
stands the Kilbourn Park Reservoir. Such was Byron Kilbourn. He has left
a record, both in city and state, that shall never die. He died and was buried
at Jacksonville, Florida, December 16, 1870."

Juneau and Kilbcum. — In Wheeler's history it is said that Juneau and
Kilbourn were rivals, hut the two men were friendly to each other and
cooperated in procuring legislation, in 1839, to consolidate the two towns
known at the time as "Juneautown" on the east side and "Kilbourntown"
on the west, in the Town of Milwaukee, with two wards, the East and the

West.

In commenting upon the rivalry which existed between the two towns the
historian remarks: "The Milwaukee River was the dividing line with our
settlers. Not only the nation but states, communities, sects and families, all
have a Mason and Dixon's line." The very harmony of our system, observes
our historian in a curious strain of reasoning, its "discords, antagonisms and
•wars,' afforded a healthy recrimination essential to the stimulation and pros-
perity of the contending opinions." Whether the reader will agree with such

OLD BYRON KILBOURN RESIDENCE

Corner Grand Avenue anil Fourth Street after same had been converted into stores

Originally built in isj.1

BYRON KILBOURN AND GEORGE H. WALKER 101

a view or not the fact remains that whatever virtue there may have been
in that doctrine it was thoroughly tested in the early days of Milwaukee.

In a paper by James Seville, printed by the Old Settlers' Club of Mil-
waukee, in l'J16, it is said that there were but few men of his time "whose
opinions had more influence in the state at large than those of Mr. Kilbourn.
He could do more with the Legislature, governor, etc., than any other man,
and that, too, without any seeming effort on his part. He was a man of large
build, a large head and brain, a skilful engineer, and just such a man as is
required to manage large enterprises; sociable, communicative, benevolent
and always ready to engage in anything to help his adopted city."

Byron Kilbourn was born in Connecticut in 1801, but when a young lad his
parents moved to Ohio. His father was a member of Congress in 1812 and
again in 1814. Having received a good education young Kilbourn, at the age of
twenty-two, entered the service of the state as an engineer for the great
system of internal improvements then being carried on by Ohio. In 1832, he
journeyed to the far-off country beyond the western shores of Lake Michigan.
He landed in Green Bay May 8, 1834, and soon found employment as a sur-
veyor of public lands. In the course of his travels he was attracted by the
advantages offered by the region around the mouth of the Milwaukee River.
Here he found Solomon Juneau who had been settled here many years in the
fur trade with the Indians.

"Juneau was one of Nature's noblemen," says a writer in a history of
Milwaukee published in 1881, "and was the very soul and embodiment of
hospitality and good cheer. Among his pleasantest recollections Mr. Kil-
bourn often adverted to the cheerful fireside scenes in Mr. Juneau's wildwood
home after days of travel, toil and privation."

Here Kilbourn determined to settle and purchased a tract of land on the
west side of the Milwaukee River at the same time that Juneau purchased a
tract on the east side. Both of these tracts were in the same section and
were divided from each other by the river. These two tracts extending along
the river for one mile constituted the nucleus of the present City of Mil-
waukee.

"The east side was platted in the summer of 1835," it is stated in tin-
article on Milwaukee, in the Encyclopaedia Britannica, "and very soon after-
ward the plat of a settlement on the west side was also recorded, Byron
Kilbourn being the chief projector and proprietor of the latter." These two
settlements bore the popular names of Juneautown and Kilbourntown respec-
tively. A third settlement, begun mi the south side by George II. Walker.
and known as "Walker's Point," was subsequently platted. The rivalry
between the east and west sides of the river became intense, the plats were
so surveyed that the streets did not meet at the river, and there were bitter
quarrels over the building of bridges. On one occasion a force of armed men
was assembled on the east side "to defend their rights," and a cannon was
leveled at Mr. Kilbourn 's house on the opposite bank of the river. After some
further complications the "bridge war" was amicably settled, and since that
time bridge building has gone forward in an orderly manner.

"When the public mind began to comprehend the importance of railroad

102 BISTORT OF MILWAUKEE

communication with the interior," says a writer in ;i history of Milwaukee,
published in 1881, "Mr. Kilbourn was by common consenl designated as thi
mosl suitable person to lead the firsl enterprise of thai description. Be was
accordingly elected president of the 'Milwaukee and Mississippi Railroad
Company.' This company was organized in the early pari of 184!), and Mr.
Kilbourn continued to occupy the position of president of the company until
1852."

In 1846, the City of Milwaukee was chartered, and Mr. Kilbourn was
chosen a member of the first board of aldermen. In the next year Mr. Kil-
bourn was chosen a delegate to the state constitutional convention, and in
that body he drew up and reported the "Declaration of Rights" and some
other important articles. In ISIS, he was (dec-ted mayor of Milwaukee, which
had then become a city of about fifteen thousand inhabitants. Mr. Kilbourn
was again elected mayor in 1854.

•"It has been said that no man in Wisconsin has made so many railroad
speeches," says the writer above quoted, "or lias s,, often presided over
state and district conventions ami other public meetings as Byron Kilbourn.
.Mr. Kilbourn was a zealous Free Mason and left the use oi a beautiful hall
to the lodge and chapter named after him. He was a member of this lodge
and chapter, and also of Wisconsin Commandery, K. T.

"Owing to exposure in early life Mr. Kilbourn was afflicted with rheuma-
tism, and in the fall of 1868 he made a tour of the South for the benefit of his
health, lie spent several months at Hot Springs, Ark., but received no
especial benefit. Finding the climate of the extreme South most agreeable to
his exhausted system he located at Jacksonville, Florida, where on December
Hi. 1870, he died suddenly and painlessly of apoplexy, in the seventieth year
of his age. He passed away full of years, an honor to his familj name, and
a benefactor to his race."

George H. Walker. — In 1834, George II. Walker came to Milwaukee from
Virginia, where he was born October '2-. 1811, and located on the south side
of the river. He was then twenty-three years of age. Mere be erected a log
house, "the first." says J. S. Buck in his "Pioneer History," "ever built by
a while man upon that side of the river." The spot is known to this day in
common parlance as "Walker's Point." He carried on the business of an
Indian trader ami was identified thereafter with the growth of Milwaukee in
many and various ways throughout his life.

In 1S4'_\ he was elected to the territorial legislature and was made speaker
of that body, and two years later was re-elected to the same office. In 1851,
Walker was elected mayor of Milwaukee and again in 1853. He was a demo-
crat m politics but at the breaking out of the civil war he look a decisive
stand in favor of the preservation of the Union.

"The city was largely indebted to him." writes -1. A. Watrous in his

"Memoirs of Milwaukee County," "for the building of the Milwaukee and

Mississippi Railroad. He was at oik' time president of this railroad company,
and lone a member of the hoard of directors. He built the first streel rail-
way ill Milwaukee at a considerable hiss to himself which was the foundation
of the present splendid system. One of the last public acts of his useful life

BYRON KILBOURN AND GEORGE II. WALKER 103

was to aid in securing the Ideation here of the National Soldiers' Home."
He died at his home on Biddle Street, September "in, 1866.

George II. Walker engaged in many building enterprises and promoted
various corporations of a semi-public or public nature. He built a large four-
story brick block bearing his name, which stood on the corner of South
Water and Clinton streets, and was. at one time, the center of the largest
trade upon the South Side. This brick building is undoubtedly the most
substantial brick building ever built in the City of Milwaukee.

In a pamphlet issued by the Milwaukee Times in June, 1921, the leading
events of his life are described. From this pamphlet much information has
been derived for this work, as for example the following paragraph:

"Colonel Walker was a very active, energetic and pushing citizen. He
was a large and portly man, with a genial manner, betokening hearty good
will to all whom he met, with genuine kindliness beaming from every feature
of his face. He had a magnetic presence, ami a most hearty greeting for
all whom he knew. He was selected to rill many offices of responsibility by
his fellow citizens, and among them we find he was made supervisor, twice
elected a member of the Territorial Legislature, in 1 S4l2 and 1844, and on each
occasion was made speaker of the lower house, was appointed register of the
Milwaukee Land office, elected alderman, and twice elected mayor of Mil-
waukee, once in 1851 and subsequently in 1853. At that time the mayors held
office for Imt one year. As register of the Land office one of the strong char-
acteristics of (he man became ('specially prominent, and that was his most
perfect honesty. In this position as register he had abundant opportunity for
making himself very wealthy, hut he would neither permit himself nor any of
his subordinates to take advantage of the knowledge which the office afforded
them to enrich themselves. This characteristic was always a prominent one
throughout his life. His integrity was unquestionable.

"From 1835 to 1849 he was continually pestered by men who tried to
'jump Iks claim' to his quarter section, and who insisted that the pre-emption
laws of that day did not permit the location of a 'float' claim upon so valu-
able a piece of land."

Colonel Walker's Picturesque Heme. — Tin- writer of the pamphlet re
ferred to describes the location of Colonel Walker's home with some interest-
ing details. He says that it was located upon a high hill fronting upon Han-
over Street in the center of the double block lying between South Pierce
and Virginia streets. The house was built in the style of an old Virginia
mansion, with broad doors and windows, spacious rooms with a wide hall
running through from front to rear, into which might he driven a horse
hauling logs for the fire places.

The house had a beautiful outlook over the city and a complete view of
Milwaukee Bay clotted over with the white-winged messengers of commerce
Hanover Street in front of tin' residence had been graded down some twenty-
five or thirty feet leaving a steep bank in which many deep cavities had
been left. These cavities formed convenient uesting places for hundreds upon
hundreds of swallows in which to brood and mir their young. The whole
front and perpendicular face id' this block- id' land was a curiosity to passersby

GEORGE II. WAl.KKl;
Founder of Walker's Point, now known as the South Side

BYRON KILBOURN AND GEORGE H. WALKER 105

upon the street below, and they often stopped to view the myriads of birds
flitting in and out from these holes in the clay bank, busy with their domestic-
duties. In consequence of this deep cut of the street in front of his resi-
dence. Colonel Walker's only means of access to his home was by way of
Greenbush Street, upon the west front of this tract of land. As the colonel
was a very ponderous man, it was difficult for him to do much walking, and
at a regular hour each morning he could be seen getting into his buggy,
which he filled to its full capacity, to drive down to his place of business,
returning with the same regularity at noon and in the evening. His horse and
buggy and his corpulent figure and benignant face were known all over Mil-
waukee, and nothing seemed to please him more than to be greeted with the
familiar appellation of "George," omitting all titles whatsoever.

Pioneer Railroad Construction. — It was through the active and persistent
work of Colonel Walker and other prominent citizens that the City of Mil-
waukee was at this time induced to loan its credit to the first railway enter-
prise by issuing its bonds to the Milwaukee & Mississippi Railroad Company
for the sum of $234,000, and it further aided this enterprise, which was then
urgently in need of funds, by subscribing in cash for $16,000 worth of the
railroad company's stock.

In addition to his many other enterprises for the development of the city,
Colonel Walker undertook the construction of a street railway, which was
opened to the public in May, I860. It began at the foot of East Water Street,
north to Wisconsin Street, east on Wisconsin to Jefferson, on Jefferson to
Biddle, on Biddle to Van Buren, north on Van Buren to Juneau Avenue, thence
up Prospect Avenue to Albion. The cars ran on a single track with turn-
outs at intervals. The cars were entered by a single step and door at the
rear and drawn by mules. The fare-box was at the front of the car where
passengers deposited their fares. This was the beginning of the present
splendid system of street railways in Milwaukee.

Activities in the Civil War. — At the breaking out of the Civil war no man
living north of Mason and Dixon's line could have been more ardent in his
loyalty and more active in his efforts for the preservation of the Union than
Col. George H. Walker. Though a Virginian by birth and a democrat in his
political allegiance he joined the party of the Union and aided in the most
conspicuous manner in its efforts to suppress the rebellion. He made it his
daily and nightly occupation to attend meetings in every part of the city and
lent his voice and great influence toward arousing his fellow citizens to the
necessity of prompt action for the preservation of the Union.

He was seen at these meetings with Hon. Matt. Carpenter, Judges Mc-
Arthur and Hubbell, engaged in awakening the loyalty of the people. Being
a corpulent and heavy man as heretofore noted, he would often find difficulty
is ascending the steps of the platforms used for the speakers, and it was
necessary for his friends at such times to assist him in the operation. But
ready hands pulled and pushed him up amid the cheers and laughter of his
audiences. He worked most faithfully and loyally until there was no longer
necessity for such patriotic labors.

106 HISTORY OF .MILWAUKEE

And al the conclusion of the war, be was among the Eoremosl in securing
from the Government the location and purchase of grounds near this city
for the establishment of £ comfortable and adequate Soldiers' and Sailors'
Eome, for the wounded, maimed and worn-out veterans who had helped pre-
serve our common country. He was appointed one of the Board of Soldiers'
Home Commissioners by the secretary of war, and beld this office at the time
of his death. It is said that his trip to Washington, D. ( '.. on behalf of the
Soldiers' Home caused bis death, as he never recovered from a cold contract
at that time.

(_'ol. George II. Walker died September 20, l<S(i6, at the early age of fifty-
four years and eleven months, after an active life spent in hardships, trials
and labors in behalf of his fellow men, mourned by a loving wife and by
every one who knew him. Truly may it be said of him as was said by the
poet Homer, "He was a friend to man and lived in a house beside the road."

A. C. Wheeler's "Chronicles of Milwaukee." — Concerning this excellent
history it may be remarked that a vein of humor pervades its pages through-
out. Writing of the difficulties he encountered in gathering the facts about
early history the author, in his introduction, says: "So bitterly opposed were
some even to open their mouths that the author was at first fain to believe
that the early hisory of .Milwaukee had formerly been the witness of a mon-
strous iniquity in which all the first inhabitants were implicated."

The reluctance hinted at above gradually disappeared anil the author
acknowledges the assistance of many of the "Id settlers in the preparation
of ids history, which was published in 1861. "To such men as Colonel Walker.
Byron Kilbourn, Elisha Starr. II. Kirke While. Jonathan E. Arnold. Joshua
Hathaway, William Brown ami a host of others, the author is indebted for
all that is of any material value in these pages."

CHAPTER X
LIFE AND LABORS OP ANDREW J. VIEAU

After stating that he was born in Green I'.ay in 1818, Andrew J. Vieau, in
iiis narrative, says that he went to the French school kept by John 1!. Jacobs
in 1826 or 1827. Mr. Jacobs abandoned the school a year or two after and
J. B. Dupre became his successor. After some time with Dupre young Viean
received instruction at home from his father's old clerk, Petteel. "Father
Fauvel was also my teacher for a time. Rev. R. F. Cadle, the Episcopalian
missionary, came in 1830. He was a very fine gentleman, and 1 went to his
excellent mission school in company with my brothers, Nicholas and Peter."
It is thus seen that the elder Vieau hail an exalted idea of the value of
education for the younger generation.

"There I remained until 1833, when I went to clerk for R. & A. J. Irwin
at their general store and post office in Shanty Town. Robert Irwin was the
postmaster and I served as his deputy. This was during the Black Hawk
war, ami 1 well remember the soldiers coming down the Fox River with Black
Hawk in 1833 on his tour to the Fast. The Irwins failed in 18:14. and I went
to -Milwaukee to clerk for my brother-in-law, Solomon Juneau, who was agent
for the American Fur Company." It is stated in the narrative that Juneau
was doing a fine business in those days. ''I think," says the narrator, "that
the company allowed him one-half the profits as a commission."

Young Vieau remained in the employ of Juneau seven months and then
went to Chicago to clerk for Medore Beauhien a merchant there. "I suc-
ceeded in this new position." he continues, "to a Mr. Saxton, who had gone
to Racine to do business there. There were several clerks in Beaubien's store
and I was at the head of them. I stayed in Chicago until September, 1836,"
when the payments to the Indians were made in that year. In the course of
the narrative young Vieau enters upon a brief description of what he saw in
Chicago which we will quote in this place.

"Chicago was very small then," he says. "The principal store was kepi

by Oliver Newberry and George W. Dole, on South Water Street. ner of

Dearborn. Beaubien's stor icupied the opposite corner. Mai. John Greene

was commandant at Fort Dearborn, with perhaps one company of soldiers.
J. B. Beaubien, father of my employer, lived in the old American Fur Com
pany's post, south of Fort Dearborn on the lake shore. There were, perhaps,
from one hundred and twenty-five to one hundred and fifty buildings in Chi
cago, shops and all, at the time of which I speak. They were mostly un-

107

108 BISTORY OF MILWAUKEE

painted and there was certainly no promise of the place ever amounting to
anything. On the streets mud was knee deep, and wagons had often to be
lifted mit of the mire with handspikes. I am sure thai nearly every inhabitant
of the place would have smiled incredulously if any one had prophesied thai
here was to be the great eity of the west."

Milwaukee in 1836. — In December, 1836, Andrew J. Vieau 'whose narra-
tive lias been so freely drawn upon) returned from Chicago to Juneau's post
in Milwaukee and served him for a time as his bookkeeper. Soon after he
bought out the Juneau establishment, "lock, stock and barrel," and con-
tinued the business on the west side of the river, a half block north of Spring
Street. There had been a big rush to Milwaukee while he was in Chicago,
and it continued unabated during that fall. In the following February he
was married at Green Bay to Pebeeea R. Lawe. "Our bridal trip." he says.
"was made across the country to Milwaukee on what was called a 'French
train." The sleigh was a deep box, (i feet lone' by :!•"> inches broad, which
slipped easily on the surface of the snow, when drawn by two horses hitched
tandem. There were, of course, no wagon roads in those days, but there
were two regularly traveled trails to Milwaukee.

"The one we took led first on a short cut southeast from Green Bay to
Manitowoc. At Manitowoc rapids, 2C> miles from the lake shore, the path
turned almost due south, striking' the mouth of the Sheboygan River. Thence
we would proceed south along the lake shore, sometimes on the beach and
aga'n on the high land, for fifteen or sixteen miles; thence west southwest to
Saukville; thence directly southeast to Milwaukee. This path between Green
Bay and Milwaukee was originally an Indian trail, and very crooked; but
the whites would straighten it by cutting across lots each winter with their
jumpers, wearing bare streaks through the thin covering, to be followed in
the summer by foot and horseback travel along the shortened path.

"The other trail was by way of Fond du Lac, taking advantage of the
military road along the east shore of Lake Winnebago; thence south-south-
west to Watertown; thence east to "Waukesha, and coming into Milwaukee on
the Kilbourn Road. The time occupied in traveling from Green Bay to Mil-
waukee was four days, either by foot or by 'French train.' the distance being
estimated at 12.") miles."

Having returned to Milwaukee from his wedding trip in the picturesque
manner described, Vieau soon afterward sold out his establishment to Solomon
Juneau, his brother-in-law, not being satisfied to lead the humdrum life of
an Indian trader, these two men buying and selling out to each other on fre-
quent occasions.

In the fall of 1837, he removed to Port Washington with a small stock
of goods and was appointed postmaster at that place. "A little settlement
had been established here," he relates, "by Wooster Harrison and other
.Michigan City speculators, but the place had been starved out and practically
abandoned." It is interesting to note in this connection that Abraham Lin-
coln about Ibis time contemplated making Port Washington his home, having
traveled all the way from his place of residence at Xew Salem. Illinois, to
make the necessary arrangements. An article in the Wisconsin Magazine of

LIFE AND LABORS OF ANDREW J. YIEAU 109

History for September, 1920, describes this episode in the life of the great
Emancipator, and mentions the man whom he met on that journey.

Abraham Lincoln in Quest of a New Home. — In a history of Port Wash-
ington it is stated that the first dwelling house built in the village was erected
by "Gen." Harrison, as Wooster Harrison, above mentioned, was familiarly
termed by the old settlers. This first dwelling house was erected in 1835.
"It is still standing," so a writer states in the history mentioned which was
published in 1881. "It is a little story-and-a-half frame building with gable
ends, the sills resting on the ground. A partition divides the first floor into
two apartments, and also the upper or half story. It was at this house that
the first votes of the town were polled.

"This old and time-worn structure has become one of the sacred relics of
the past, commanding a prominent place in the history of the town of Port
Washington, not only on account of the relation it bears to the first white
settler of the village, but because it once served as a shelter to one of Amer-
ica's greatest statesmen. It may be of interest to mention the fact that the
great and martyred President, Abraham Lincoln, during his days of 'rough-
ing it,' once walked from Milwaukee to Sheboygan, and stopped a night or two
in this old house."

Lincoln's Purpose in making the Visit. — Professor Julius E. Olson of the
University of Wisconsin contributed the article printed in the Wisconsin
Magazine of History referred to -above, and in the article he elucidates some
particulars of this historic visit, which does not appear to be mentioned either
in Nicolay and Hay's or Miss Ida Tarbell's works. Mr. Lincoln "s purpose in
making the journey was to find a location where he might establish himself
in the practice of the law, as he was just then completing his preparation for
that profession. Professor Olson says that in an interview furnished by
Harry W. Bolens to the Milwaukee Daily News, sometime during the Lincoln
centennial year (1909), Mr. Bolens. who had formerly been mayor of Port
Washington, stated that the Lincoln visit was made at some period between
1835 and 1840, the exact year not being known. Mr. Lincoln was returning
from Sheboygan having concluded after his visit to that place that "it had
no future before it."

Mr. Lincoln remained at Port Washington two days during which time
he arranged with General Harrison for the rent of quarters for his law office.
This was in the fall of the year (probably 1835), and the arrangement w;is
that Mr. Lincoln should return in the spring and take possession of his quar-
ters. "In the spring, however, the floods put a quietus on all travel, the Wes1
was fairly afloat in the freshet, and the heavy rain storms kept up until Late
in the summer. Under these conditions Mr. Lincoln decided to locate else-
where and later sent his regrets to General Harrison." From this it would
appear that Lincoln's presence in Milwaukee in 1835 (at least about that
time), while going to Sheboygan and Por1 Washington, considerably ante-
dates the visit he made in 1859 to Milwaukee when he addressed the Wiscon-
sin State Agricultural Society giving his views on agriculture; though in
Conard's excellent work it is stated thai this latter visit was his "only visit."

What had induced Mr. Lincoln to direct his attention to the lake shore

Ill) HISTORY OF MILWAUKEE

region uorth of Milwaukee and to look here for a location for his new home?
Professor Olson answers the question. Mr. Lincoln had seen considerable of
Southern Wisconsin during his brief service in the Black Hawk war and knew
the country had many attractions. In fact the Black Hawk war was Wiscon-
sin's introduction to the American people, jusl as ii proved i<> be the start
in emigration from the eastern states to Illinois. "There was an immediate
and rapid increase of immigration, not only in the mining region, bu1 in vari
mis parts of what is now Wisconsin, more especially in thai portion bordering
mi Lake Michigan," using the quotation from the history of Washington and
Ozaukee counties found in Professor Olson's article "Lincoln knew of this
strong trend of immigration," adds Professor Olson. "Then he may have
wanicd in see Lake Michigan, particularly as the eastern part of the state
was the most accessible."

Lincoln in Milwaukee. — Lincoln visited Milwaukee, October 1. 1859, and
made an address at the State Fair being held there at the time. He attended
the performance of a so-called "strong man" which greatly interested him.
The performer went through the \isual antics, — tossing iron balls and letti
them roll down his arms, lifting heavy weights, etc. Apparently Lincoln had
never seen such a combination of strength and agility before, and every now
and then gave vent to the ejaculation, "l!y George! By George!' After
making his speech Governor Iloyt introduced him to the athlete; and as Lin-
coln stood looking down at him from his great height, evidently pondering
that one so small could be so strong, he suddenly gave utterance to one of
his quaint speeches. "Why." he said. "I could lick salt off the top of your
hat!"

Lincoln was called on by many of his admirers during his visit to .Mil-
waukee. He stopped at the Newhall House and in the evening he delivered
a campaign speech, standing on a table while doing so. Tin' presidential cam
paign of 1860 occurred a year later than the period of his visit above spoken
of. All of Lincoln's speeches at that period were discussions of the issues
raised during the debates of the previous year between himself and Senator
Douglas. These debates had attracted nation-wide interest, and the able
ami original treatment of these subjects at the hands of Mr. Lincoln were
i Ii nil it less responsible for the immense popularity he had achieved when the
nominating convention met in Chicago in May, 1860.

Vieau Leaves Port Washington. — "In the spring of 1839," continues the
narrative of A. .1. Vieau, which is written remarkably in the vein of Sinbad,
the Sailor's, narratives, "I (dosed up my post, bought a lot of sugar from
the Indian^, loaded a boat with the sugar and furs that I had collected and
went up to Milwaukee, where I disposed of my venture, having had an e\
cellcnt winter's trade. 1 had started in with only seven hundred dollars'

worth of ■- Is. While at Porl Washington I would take in loads of turkey s,

venison, and other game by ox teams to Milwaukee, in which enterprise 1 was
particularly successful. "When I left Milwaukee for tin- Port, my frame
house in the former place was rented from me by Governor Harrison Luding
toil, then a young man newlj married. With the results of my venture I now
built two new houses and had iej enough h-ft in the fall of Is:'.' 1 to go into

LIFE AND LABORS OF ANDREW J. YIEAU 111

business with Solomon Juneau who had traded but little since I originally
bought him out. In the spring of 1840, we dissolved partnership and divided
our stock. That summer I bought and handled lumber from Two Rivers
and other points, and dealt as well in dry goods, groceries and Indian sup-
plies. This store was on the west side of East Water Street, between Huron
and Michigan streets.

"I thus continued in trade in Milwaukee and made money, until the fall
of 1843, when I went to Two Rivers, then called Twin Rivers, and took pos-
session of John Lawe's old sawmill there. The place was then a small fish-
ing village of some eight or ten houses, with perhaps twenty-five inhabitants.
A part of the time I ran the sawmill myself, but leased it for the most part,
at first to Bascom and Ward; then to Daniel Smith of Manitowoc; in 1845, to
II. II. Smith of Milwaukee, who finally bought the plant about 1846. I also
did some trading with the Indians while at Two Rivers."

Editor's Note. — It is not generally known to the people of Milwaukee that the small park
bounded by National Avenue, South Pierce, Hanover and Greenbush streets was named Yieau
Park at the public opening of the same in memory of Jacques Yieau, father of Andrew
J. Vieau, and father-in-law of Solomon Juneau.

—
K
r-
f.

CHAPTER XI
MILWAUKEE IN THE PIONEER PERIOD

The first permanent settlement of Milwaukee was made by Jacques Vieau
who came in 1795. Vieau was an Indian trader and was quite successful,
though he lost his property in 1832. He was well known for his integrity.
Solomon Juneau bought Vieau 's trading post in 1819, at which time "he was
already married to Vieau 's daughter, Josette, so that his relations with Vieau
were necessarily close," says Edwin 8. Mack in a sketch entitled, "The Found-
ing of Milwaukee,'* printed in the Proceedings of the Wisconsin State His-
torical Society for 1906.

Vieau, however, soon resumed trading, becoming the agent of Michael
Dousman of Chicago. His son, Andrew J. Vieau, is quoted at length in the
Wisconsin Historical Society's Collections for 1888. He says that his father
was "the first man to engage in the Indian trade on the ground now occupied
by the City of Milwaukee." The editor in a note qualities this statement
(which also applies to the statement contained in the first sentence of the
previous paragraph) by saying that "there were, off and on, several traders
at the mouth of the Milwaukee River previous to the arrival of Jacques Vieau,
chief among them, Alexander La Framboise, v ho commenced his trade in
1785."

Continuing his narrative Andrew says: "The family name was originally
De Veau, but as that meant veal or calf in the French, the language we were
familiar with in childhood, other children would annoy my ancestors in their
youth by bleating in their presence; so the name was changed to Vieau in
self-defense." Other particulars about his father are given. He was a full-
blooded Frenchman but he married Angeline, daughter of Joseph Le Roy, a
trader at Green Bay in 178(3, and she was of Indian blood, so his children
partook of that strain. His father's family were quite numerous, the children,
in order of their birth, were as follows: Madeleine, Josette, Paul, Jacques,
Louis, Joseph, Amable, Charles, Andrew (the narrator), Nicholas, Peter, and
Mary, — "a round dozen in all," as he says.

Andrew's narrative is continued as follows: "My father (Jacques) first
went to Mackinaw from Montreal as a voyageur for the Northwest Fur
Company, in 1793, when he was forty-two years of age. His first trip in
that capacity was to La Pointe in Lake Superior. In 1794, he returned to
La Pointe, but this time as a clerk for the company. In 1795, he was appointed
one of the company's agents being sent out with a supply of goods to explore
and establish posts on the west shore of Lake Michigan. The goods were con-

113

114 HISTORY OF MILWAUKEE

Mined in a large Mackinaw boat, beavily loaded and manned by twelve men.
He with Ills family, consisting then of mother, Madeleine, Paul and Jacques,
followed in a Large bark canoe, in which was stored also the camping equipage.

My father's clerk mi That trip was .Mike le Petteel."

Establishing a Site for a Trading Post.— The expedition started from

Mackinaw in July, and the first important camping pla was where Kewaunee

is now situated. Here he established a "jack-knife" posl to open the trade.
and left a man in charge of it. "My father's expedition," continues Andrew,
'•arrived at Milwaukee on either the 18th or 20th of Augusl (1795). He me1
at the month of the river a large number of Pottawatomies, but mingling
freely with them were Sacs and Foxes, and a few Winnebagoes who had mar-
ried into the other three tribes. The Indians told my father that he was the
first white man whom they had seen there, and he was warmly welcomed. He
had a good stock of -nods, and French traders Mere always particularly well
received at the outposts of civilization in those days. He erected two log
buildings, one for a dwelling and the other for a warehouse, a mile and a
half up the Menomonee River, on the south side at the foot of the lime ridge.
I was in Milwaukee during the Civil war period (nearly seventy years after
the arrival of my father), and the places where the store and dweUing had
stood were plainly visible from the remains of banks of earth which had sur-
rounded them."

The editor of this narrative remarks in a note, as follows: "It will be
noticed that nowhere does the narrator mention Jean Baptiste Mirandeau,
who is reported in all existing histories of Milwaukee to have been in Jacques
Vieau's company. In answer to later questions relative to his recoUections
of Mirandeau. I have letters from A. J. Vieau. dated October _7 and 'J!». 1887,
in which he says in substance: 'I never heard my father say that Jean I!.
Mirandeau went to Milwaukee in his company. 1 never heard him say what
time Mirandeau arrived there. 1 am of the opinion that Mirandeau came after
my father, but not long after, lie was never in any sort of partnership with
my father. 1 have heard my father and mother and older brothers all say
that Mirandeau carried on blaeksmithing and did father's work whenever
engaged to do it, like any other mechanic' lie was. from my father's account
of him, a very good man but had one bad fault— he drank whisky, and that
was the cause of his death.

•'.Mirandeau married a Pottawatomie squaw with whom he lived t ; ll his
death in the sprine; of 1819. After Ins death she and her children went to
live anion- the Pottawatomies again, except Victoria, who was raised by the
Kinzies in Chicago, and in 1822 she married a Canadian named Joseph Por-
thier. .Mrs. Porthier is still living (1887 in the town of Lake near Mil
waukee. I think nearly all Mirandeau's sons and daughters married Indians.
Louis was alive fifteen years ago near Grand Rapids, Wisconsin. Several of
the others went with the Pottawatomies to Kansas in 1837.

"Mirandeau was buried on the slope of the hill on what is now the north-
easl corner of Main and Michigan streets. When in 1837 or 1838, Michigan
Street was being graded Solomon Juneau told the workmen to take care ot
Mirandeau's bones, their resting place being marked by a wo,, den cross, i

MILWAUKEE IX THE PIONEER PERIOD 115

was standing near the grave with others when the blacksmith's skull came
tumbling down the hank. The greater part of the hair was still attached to
the skull, and some one remarked that the reason for this was that Mirandeau
had drunk so much poor whisky that he hail become sort of pickled. I do
not know how much truth there was in the remark. The rest of the bones
came down almost immediately after, and all the remains were picked up by
Juneau's orders, put in a box and placed in the regular cemetery."

Life Routine of a Fur Trader. — "My father remained at his post during
the winter of 1795-17 n G, and indeed, every winter thereafter for two or three
years. Each spring, after packing up the winter's peltries and buying all the
maple sugar obtainable from the Indians, father would start out with his
family and goods on his return to Mackinaw, after leaving a clerk in charge
of the post, to superintend the planting of potatoes and corn and the purchase
of what were called "summer furs." These were the 'red skin' or summer
skin of the deer: this was the only summer fur that was good for anything,
for all other animals shed their hair during that season.

"Upon his return down the lake father would stop at his various 'jack-
knife posts' and collect their furs and maple sugar, and often relieve the men
stationed there by substituting others for them. This trip to Mackinaw would,
with fair weather, take about a month. He would set out on his return in
August, distributing goods to the lake shore posts, and stay at Milwaukee
until May again. Thus he did not abandon any of his posts; he was not doing
a roving business, but was in possession of the establishments the entire time."

It is stated in the further course of A. J. Vieau's narrative that his father
while still in charge of the lake shore posts was ordered by the Fur Company
to the Fox-Wisconsin portage in 1797 or 1798, and thither he went with h'.s
family, remaining there in the company's behalf for two or three seasons.
Then he returned to Milwaukee anil resumed his former mode of life there,
going either to Mackinaw or Green Pay, each spring, with 'long-shore goods
and returning in the fall.

"After disposing of his interests to Juneau in 1819," continues the narra-
tive of A. J. Vieau, "my father was equipped by Michael Dousman of Chicago,
and for several years traded at his old post on the Menomonee River near
the bluff. He was an active man, very prompt and precise in his business deal-
ings and sociable in his manner, so that he commanded much influence with
the Pottawatomies. In the winter of 1832-33 the small-pox scourge ran
through the Indian population of the state. Father and bis crew were busy
throughout the winter in burying the natives who died off like sheep.

* * In this work and in assisting the poor wretches who survived, my
father lost much time and money, while of course none of the Indians who
lived over were capable of paying their debts to the trailers. This winter
ruined my father almost completely, and in 1836, aged seventy-four years,
he removed to his homestead in Green Bay where his father-in-law, Joseph
Le Roy, still lived."

Cabins of the Pioneers. — Living conditions in the thirties while terri-
torial government prevailed (1836 to 1848) were bard but wholesome. In
the Wisconsin Magazine of History, for December, 1919, Miss Louise Phelps

116 HISTORY OF MILWAUKEE

Kellogg describes some of the features of life among the settlers. "As a rale

eaeli family was a unit largely self-sufficing," she writes. "When necessity
arose for combined labor, .it was accomplished by voluntary services called
'bees,' which were made the occasion of social recreation. The must impor-
tant 'bee' was that for cabin-making. The logs were cut and trimmed before
hand, and people came for miles around to take part in the 'raising. 1 The
proper space having been marked off, the logs were quickly rolled and laid
in plaee, notched at the ends to hold firm. The roof was made of bark or
'shakes,' the floor of puncheons — logs split in two with rounded side down.
The interstices between the logs were chinked in with clay or mud and
usually whitewashed both inside and out. Sometimes the entire cabin was
made without the use of nails. A blanket was used for a door until a board
one could be made. Windows were covered with shutters, but few had in
them any glass.

"The most important part of the structure was the chimney, which some
times occupied all one side of the cabin. This was commonly built of small
stones and (day, although sticks occasionally took the place of stones, lid"
this capacious fireplace great logs were hauled, somet'mes by the help of a
horse, to keep the family warm in the severe Wisconsin winters. Almosl
all the immigrants from the older states brought with them furniture, cook-
ing utensils, linen for tables and beds, and some store of quilts and clothing
Additional furniture was quickly provided by the handy skill of the men
and boys. Bedsteads were improvised with one side fastened between the
logs, ticks were filled with straw or hay and most housewives brought with
them a cherished feather bed. The •truck patch' quickly furnished vege
tables, while the woods and streams abounded with fish and game. Deer
were easily obtained, and plenty of smaller animals and game birds were
within reach of a gun.*'

This attractive picture of living conditions among tin' pioneers is made
more interesting by other matter-of-fact details. "Tools and implements
were precious," continues Miss Kellogg in her account. "Except the axe
and hammer, tools were freely borrowed and lent, agricultural implements
were almost common property. One grindstone usually served a considerable
community." The neighbors assisted one another not only at house raising
but at plowing and harvesting, clearing land and grubbing stumps, fencing
and planting. "Sickness, death, anil marriage were community affairs;
everyone lent a helping hand, and any skill or ability he possessed was at
the service of his neighbors."

A Pioneer Journey from New York State. — The incidents of a journey
undertaken by one of the emigrating families from the eastern portion of
New York Stale about the year 1820, form a picture of pioneer conditions
such as was commonly experienced among the arrivals in the New Wesl of
that period. The following account, substantially quoted below, was written
by one id' the daughters of the family as she recalled the scenes of her girl-
hood days. In an address prepared in late)- years and read before a small
company of fr'ends, she said: "I will ask yon to take with me the journey
■which seemed like a weary march from one world to another.

MILWAUKEE IN THE PIONEER PERIOD 117

"No railroads had then been planned, and as a great internal improve-
ment the Erie Canal was being constructed. My father and second brother
had preceded us and my mother and eldest brother had charge of the cara-
van, the mental picture of which may increase your appreciation of the rail-
way and palace ear of the later days. We may see several wagons waiting
loaded with household necessities (all else had been sold at auction), with
only room for personal belongings and places for the accommodation of the
members of our large family.

Breaking- the Old Home Ties.— "When all was ready a tearful company
assembled at the parting, and the caravan moved on toward 'the West' not
knowing whither it was going beyond that indefinite destination. At Utica
we exchanged our teams for canal travel as far as Rochester, then wagons
aga'n to Buffalo, where we arrived just in time for the steamer waiting with
tires burning at the wharf. We were to sail on the 'Superior,' the second
steamboat put afloat on Lake Erie. Only time remained to get a hasty din-
ner which I decided to forego,

"I had asked about the boat and it had been pointed out to me, so being
somewhat enterprising, I set out on my own account to make sure of my
passage and got safely aboard without question. So when the family were
ready to take ship one silly lamb was missing. In great consternation the
missing one was sought for everywhere. The moments were growing pre-
cious. If they should miss the steamer it might be two weeks before an-
other trip Mould be made.

"At the last moment my mother remembered my question as to the
whereabouts of the steamer, and with a faint hope of finding the lost one
they all came dashing down to the wharf, the horses being urged to the top
of their speed in dread of beinjj' left, when, behold, the lost child stood wait-
ing for them, well satisfied with her performance and quite innocent of any
intention to give the anxiety and trouble she had caused.

The Voyage on Lake Erie. — "Very soon we were steaming out into the
open sea which practically was just as boundless as the broader Atlantic,
for when you are out of sight of land, what matter whether the distance
be one hundred or one thousand miles. And as for sea-sickness the inland sea
is worse for the waves arc shorter and the motion more upsetting. Well, as
retribution for the trouble I had caused my friends, or as a precaution lest 1
climb over the guards to have a visit with the fishes, I was taken very ill
and continued so during the four or five days between Buffalo and Detroit.
The voyage, I think, was stormy but I only know that it seemed interminable
and that I was very, very sick. I did not recover quickly and was still poorly
when we embarked again on a small boat which plied between Detroit and
Monroe, the place to which we were going."

A few words as to the status of both Michigan and Wisconsin at this
period may be appropriate in this place. At the period referred to in the
pioneer's narrative Lewis Cass was the governor of Michigan Territory which
included the present State of Wisconsin, the capital being at Detroit. This
area had previously formed a part of the old Northwest Territory under the
Ordinance of 1787, but in the organization of Indiana Territory in 1800 it was

118 HISTORY OF MILWAUKEE

included in its boundaries. In 1809, it became a pari of Illinois Territory
after its formation. When Illinois vvas admitted to the Union, in 1818, it
became a pari of Michigan Territory, and did not have a separate and dis-
tind existence until 1836, when it was organized under a territorial form of
governmenl and took the name of Wisconsin, although Governor Doty en-
deavored long and hard to secure the adoption of the name of "Wiskonsan"
in which, fortunately, he did not succeed.

Territorial Days (1836-1848). "Previous to 1836," says II. E. Legler in
his volume, "Leading Events in Wisconsin History." "Wisconsin had been
a neglected section, successively, of the territories of the Northwest, Indiana.
Illinois and Michigan. As early as Isiid. Judge -lames Duane Doty, who rep-
resented the judicial authority of Michigan Territory in the region west of the
lake, had begun an agitation to secure separate territorial governmenl for
Wisconsin. He represented that the seal oi governmenl Detroii .

being 600 miles distant, totally inaccessible during the winter season and
nearly so by land at all periods of the year, the people regarded it as little
more than the capital of a foreign government; that their votes for repre-
sentatives could not lie forwarded in time to he counted; that this being the
home of some of the most numerous and warlike nations of Indians within
the United States, the people ought to have better facilities for protection,"
ete.

While Judge Doty was partial to the ungainly orthography of the name
of "Wiskonsan." he also proposed as an alternative choice the name "Chip-
pewau." Other names proposed during the long period of agitation were,
"Huron" and "Superior," hut the euphonious rendering of the French
"Ouisconsin" finally prevailed in the present form. Into the territorial lump
was included a large section of what is now Iowa. .Minnesota and a part
of Dakota. "Until given separate territorial rights," says heeler. "Wiscon-
sin was an orphan in the neglectful charge, first of the Northwest Territory,
then of the territories of Indiana. Illinois and Michigan."

Albert Fowler, Early Settler. -The firsl countj clerk of Milwaukee County
was Albert Fowler, a sketch of whom is given in .1. S. Buck's "Pioneer His
tory of Milwaukee." lie was also the first justice of the peace in the county.
lie was thirty-one years of age when he came to Milwaukee an. I soon after
his arrival he entered the employ of Solomon Juneau as a clerk. "He was

the first white man of Anglo-Saxon hi 1 to settle in Milwaukee," says

Watrous, and he held many town and county offices during his residence here.
In 1853 he removed to Etockford, Illinois, where he was three times elected
to the mayoralty of that city. He died there at the age of eightj oni

.Mr. Fowler's narrative of his coming 1" Milwaukee in the fall of 1833
is full of interest and presents a lively picture of pioneer conditions. "Having
acquired a few hundred dollars." he relates, "by speculating in corner lots
ami trading with the Indians at Chicago, during the summer and autumn of
1833, I left during the early pait of November of that year, in company \
K. .1. Furrier. Andrew .1. Lansing and Quartus <i. Carley for Milwaukee. Tii
journey passed without further incident than the difficulty experienced in
getting through a country with a team, where neither roads nor bridges

MILWAUKEE IX THE PIOXEER PERIOD 119

existed; until the evening of the 12th of November, 1833, when we were en-
eamped on the banks of Root River, and on which oeeasion the great meteoric
display occurred that so alarmed the Indians and which has become a matter

of historical remark to this day.

"We pursued our journey the day following, I being compelled to swim
Root River no less than three times in getting over our baggage and team
although the weather was so cold as to freeze our water-soaked clothing. At
Skunk Grove we found Col. George H. Walker who had a small store of
Indian goods and was trading there. We reached Milwaukee on the 18th of
November, 1833. After our arrival in Milwaukee, my three companions and
myself took possession of an old log cabin where we lived during the winter
of 1833-4, doing our own cooking and amusing ourselves as best we could,
there being no other white man in the place during the winter except Solo-
mon Juneau."

Fowler made a trip to Chicago a few weeks after his arrival in Milwaukee
which was the occasion of considerable hardship and suffering. "In the early
part of the month of January. 1834," he says, "Mrs. Juneau was taken ex-
ceedingly ill, and there being neither medicines nor physicians nearer than
Chicago, I was started off by Juneau on an Indian pony, clad in Indian
mocassins and leggins and a spare blanket, for medical aid. The journey in
mid-winter, through eighty-five or ninety miles of wilderness, was one of
great hardships, and one' I should never desire to undertake again. The
Indians predicted I would perish, but thanks to a vigorous constitution and
a physique already inured to frontier life, I succeeded in reaching Chicago,
pbtaining the desired aid, and was rewarded with the double satisfaction of
having assisted in relieving a most kind and noble hearted woman, besides
the gift of a new su'.t of clothes from .Mr. Juneau."

"In the spring of 1834, my companions went up the river to the school
section and made a claim, upon which they afterwards built a mill, and 1
went into Mr. Juneau's employ, kept his books and accompanied him in his
trading expeditions among the Indians. I soon learned to speak the Potta-
watomie and Menomonee languages with considerable fluency, dressed in
Indian fashion, and was known among them as 'Red Cap,' a name given me
because 1 wore a red cap when I first came among them. I remained in Mr.
Juneau's employ until 1836. After he was appointed postmaster I assisted
him in the post office, and prepared the first quarterly report ever made out
at that office."

Modes of Travel. — There were several different modes of travel employed
by the immigrants of the '30s and '40s. J. S. Puck mentions in his book
two men, Palser and Holmes, who came from Michigan City in an open boal
drawn by a horse following the beach tiie whole distance. Enoch Chase came
in 1835, traveling in a wagon from Chicago in company with James Plinl
and Gordon Morton. The first day they traveled as far as Gross Point,
twelve miles from the starting point, and the next day they covered the dis-
tance to Sunderland's, back of the present City of W'aukegan.

"We intended to stay at Louis Vieau's trading house at Skunk Grove
(in Racine County) the third night, but found the house filled with drunken

120 HISTORY OF MILWAUKEE

linliaiis. and concluded to push on, reaching Root River which we crossed on
a pole bridge before dark. * * The following day we reached Walker's

Point in Milwaukee about noon."

Edward D. Holton's Reminiscences. — In his address before the .Milwaukee
< 'handier of < lommerce in 1858, Edward U. Holtmi gave a rapid and interesting
review of his arrival in .Milwaukee in 1838, and of his subsequent experiences
as a citizen. Portions of his address are given below:

"When a boy of fifteen or sixteen years of age I read the history of the
Valley of the Mississippi by the Rev. Timothy Flint, an itinerant missionary
of the Presbyterian Church. Never will the impressions of his graphic and
delightful descriptions of our own portion of the great valley pass from my

mind. I longed to depart from my New England mountain home and I ome

a citizen of that fair land. Following the open door of opportunity I made my
way first to Wisconsin in the fall of 1838. I spent one day in Milwaukee.
A period of high water was then prevailing on the lake and much of the
lower part of the settlement was submerged — no sidewalks, no streets; specu-
lation had raged here through the years 1836 and 1837, and everything was
now prostrated. Surely a more desolate, down-at-the-heel, slip-shod looking
place scarcely could be found than was Milwaukee in October, 1838. It
population was from twelve to fifteen hundred.

"I turned away from the town then with the feeling that if it was a fair
sample of tin' glorious and beautiful West. I had seen enough, lint my journey
took me into the interior of the state, through all the southern part of our
own ami the northern and central parts of Illinois. At this time the popula-
tion was very sparse. As an illustration, 1 passed a night and a day at the
cabin of a gentleman who was almost the sole occupant of the beautiful little
prairie known as Prairie du Lac which later became the site of the Village of
Milton, in Rock County, and the populous region round about. The owner
and occupant of that cabin is now a member of this board and is present
upon this floor. I allude to N. G. Storrs.

"At what is now the site of Janesville, I tarried a number of days. There
were there then three log houses and one log blacksmith shop. John P.
Dickson, just elected a member of the Legislature from the City of Janes-
ville. entertained travelers in his more than usually ample log house. Old
Squire Janes, a frontiersman from whom the town took its name, was residing
there. At that time there were no bridges and but \\'\v roads in the whole
country. But the weather was delightful, and who that saw Southern Wis-
consin and Northern Illinois in that early day. when the annual tires swept
prairie and opening, and made them (dean and smooth as a house floor, will
ever forget their beauty, or the facility with which the traveler passed through
the country even without roads and bridges? Most fully now did my own
observat'ons confirm the description given by Mr. Flint, of the beauty and
natural wealth of the country !

"It was not difficult for the commonesl observer to arrive at a conclusion,
after an observation of the surrounding country, that important towns must
arisu upon the west shore of Fake Michigan, and hence it was that my own

MILWAUKEE IN THE PIONEER PERIOD 121

mind turned again toward Milwaukee as one of those natural commercial
I mints to which this delightful interior country must become tributary.

Takes Up His Abode in Milwaukee.— •' On the 12th day of November, 1840,
I took up my abode iii .Milwaukee, with the profession of merchant. I first
opened my goods in one corner of a warehouse known as Hollister Ware-
house, just below Walker's Point bridge, but soon after removed to another
location on the corner of Wisconsin and East Water streets." Mr. Holton
then recalled some of the early business men of the period. There was
Maurice Pixley, a brother of John Pixley, who did business on the west side
of East Water Street; Ludington & Company, composed of Lewis Ludington,
Harrison Ludington and Harvey Birchard; Gary & Taylor, clothing; Higby &
Wardner, general merchandise; Cady & Parwell, iron and tin; J. & L. Ward.
This firm did a large business and was •"the first to induce the transportation
of lead across the country by wagons drawn by oxen from the lead mines."
This business was continued to a greater or less extent for two or three
years.

Among the other places of business mentioned by Mr. Holton in his
address were the shop of Robert Davis, Tailor; the shoe shop of Richard Ilad-
ley; and the store of George Bowman. These were all above Michigan Street.
and on the west side of East Water Street. Below Michigan Street and above
Huron, was the store of William Brown & Company, one of the first firms
which did business in Milwaukee. Next to them was the store of L. Rock-
well & Company; next, that of Goo. F. Austin, and of Cowles & Company.
George Dousman was the leading forwarder of that day; and Holton 's store
was the only one on the east side of the street. Below Michigan, and above
Huron, was the residence of Mr. Juneau, and the Cottage Inn. The hotels
and taverns were made up as follows: The Milwaukee House, kept by Graves
& Myers, on the corner of Wisconsin and Main streets; the Cottage Inn, kept
by Mr. Vail; and the Fountain House kept by X. P. Hawks. The Cottage Inn
was consumed in the great fire of 1845.

•"And now I am amazed," cont'nued Mr. Holton in his address, •'when I
visit either the northern or southern ends of our city and witness the extent
of business done. Now, hundreds of people come to the city daily to do busi-
ness, and in coming from the north, market their productions ami make their
purchases, and do not get east of the river, or south of Tamarack Street. The
same is approximately true when an equal number approach the city from
the south and do not get north of the Milwaukee and Menomonee rivers; so
numerous and extensive are the mercantile and manufacturing establishments
in those quarters of the town, where, at the time to which our observation
goes back, not one of them existed."

Professional Men and Others. — Following the mention of the business men
Mr. Holton gives the names of professional men and others belonging to that
period. Among the members of the legal fraternity there were J. II. Tweedy;
Upham & Walworth; Wells, Crocker & F neh ; Graham & Blossom; Charles
J. Lynde; J. E. Arnold; and Francis Randall. The physicians of that day
were Drs. E. P.. Woleott, Proudfit, Ilewett. Bartlett and Castleman. Members
of the clerical profession were Rev. Lemuel Bull, rector of St. Paul's Church;

122 BISTORT OF MILWAUKEE

Rev. Stephen Peet, minister in charge of the Presbyterian Church; Rev. Mr.
Bowles, of the Methodisl Episcopal Church; and Rev. Father Morrissey of the

< 'at Inilic- ( Ihurch.

Others mentioned by the speaker were Cyrus Hawley, clerk of the court;
Rufus Parks, receiver; Colonel Morton, register; Daniel Wells, deputy sheriff;
Clark Shepardson, blacksmith; Ambrose Ely, shoemaker; C. I>. Davis, livery
keeper; .lames Murray, painter; Elisha Starr and Geo. Tiffany, stage men;
Matthew Stein, gunsmith; Doney & Mosely, founders; I. A. Lapham and
Joshua Hathaway, land agents; 1'.. II. Edgerton and Garretl \*liet. surveyors;
Harrison Reed, publisher of the Sentinel; Daniel II. Richards, publisher of
the Advertiser; Alexander Mitchell, banker; and Messrs. Kilbourn, Juneau,
G. II. Walker. I.. W. Weeks. James II. Rogers, Mayor Prentiss, ami E. Cramer.
proprietors, land dealers and money lenders. These were the names of the
leading men of that day and their occupations.

Beginnings of the Grain Business. — Mr. E. D. Holton, in his address before
the Milwaukee Chamber of Commerce in 1858, gave some interesting infom
tion about the grain business in its early days. "I")) to 1841, no grain had
gone iint of Wisconsin," he said. "I think 1 am correcl in stating that I
purchased during the winter of ls-h> and 1841 the firsl cargo of grain thai
was sent from the then territory. The amount was small: I advertised to
pay cash for it. and gathered about four thousand bushels which wenl to
Canada in the spring of 1*41. From this time on more or less grain came to
town, and I suppose I am correct still in saying that the firm of Holton iV
Goodall, up to ]N44. purchased more wheal than all others put together. But
still the amount was trifling, not exceeding in tl ntire year, nor even reach-
ing, as much as now arrives in a single day in the season of marketing this
commodity.

As the grain hnsiness increased there were warehouses hnilt fur handling
this important staple. In 1848, the first building to use a steam engine for

the elevation of grain was completed by Alanson Sweet. From thai tun i

building operations were frequent in adding t<> the facilities I'm- storage.
"It took three days in 1*41." says Holton, "to ship the 4,000 bushels of wheal
I spoke of, as the first shipment made from Wisconsin. Now, I suppose, if
need be, more than as many hundred thousands of bushels could he shipped
in t he same time. "

Piers Along the Lake Shore. — The first pier was hnilt at the font of Huron
Street in the year 1842, by Horatio Stevens, of New 5Tork. He added to this
a second in the next year, and .Mi'. Higby hnilt a third iii 1845. These piers
were near together. In 1845, Doctor Weeks hnilt the smith pier. For several
years these piers did nearly the entire business both for imports and exports,
until their construction," says Bolton, "vessels and steamers anchored
and in the absence of a harbor they answered the purpose admirably. "For,
in the hay. and received ami discharged their cargoes at infinite cosl and
trouble upon a small steamhoat. or sc,,\\s." The opening of the new harbor
was begun ami partly broughl into use in L844. From L840 until the new
liarlmr came into use the little steamer. "C. < '. Trowbridge" performed the
hnsiness of running up and down the river, taking freight and passeng ts,

MILWAUKEE IN THE PIONEER PERIOD 123

to and from the steamers and vessels in the bay. This little steamer drew
about two feet of water and was able to get over the bar at the mouth of the
river.

Increase A. Lapham. — The records of early Milwaukee as well as those of
the state are filled with allusions and frequent mentions of this distinguished
man. Increase A. Lapham came to Milwaukee in July, 1836. He was then
a young man of twenty-five having emigrated to this state at the invitation of
Byron Kilbourn, and at once became a conspicuous figure among the early
settlers and later among the scientific men of the state, as his tastes were
chiefly in the direction of scientific investigations. He studied and made
known through various publications the physical features, topography, geol-
ogy, natural history, meteorology ami antiquities of the state.

The animal-shaped mounds of Wisconsin early attracted his attention of
which he made an extended survey, and an account of which was published
by the Smithsonian Institution in 1855. He also examined and described
several masses of meteoric iron found near Milwaukee on which he found
peculiar marks afterwards known as "Laphamite markings." Mr. Lapham 's
education consisted only of that obtained in the common schools, supplemented
by his own studious efforts. In I860, he received from Amherst College the
degree of "LL. D."

In the biographical sketch printed in Conard's "Milwaukee," it is stated
tiiat Doctor Lapham made numerous observations on the rise and fall of water
in Lake Michigan by which the highest and lowest and the mean or average
stage was determined. These observations were used by the engineers of
Milwaukee and Chicago in establishing their systems of sewerage and water
supply. "In 1849, he made a series of very careful observations by which
he discovered in the lake a slight lunar tide like that of th •can. This im-
portant fact was announced in the papers at the time, and the observations
were communicated to the Smithsonian Institution. Many years later Lieut. -
Col. James I). Graham of Chicago made a like discovery at that city, the tide
there being much larger than at Milwaukee." More extended remarks are
made on the subject of lake tides in another portion of this work contained
in tiie chapter on the Natural History of Lake Michigan.

At the unveiling of the Lapham Memorial in Lapham Park, Milwaukee,
on June 18, 1915 (the centennial anniversary, it may be noted, of the battle
of Waterloo), Mr. William Ward Wight made an address which contains
many interesting facts concerning the subject of this chapter.

Increase Allen Lapham was horn at Palmyra, New York, .March 7, 1811.
His father, Seneca Lapham, was a contractor on the Erie ('anal, and in 1824
the family lived at Lockport, N. Y., where stupendous and intricate engineer-
ing was employed in the const met ion of the canal locks at that place. He
acquired experience and knowledge in surveying while at work with his
father, and was afterwards employed in similar work in Ohio and Ken-
tucky. On his arrival in Milwaukee he engaged in a variety of occupations
and soon gained recognition for his scientific accomplishments both al home
and in more distant centers of learning.

"Mr. Lapham was intensely interested in the education of youth, and his

KJOW ALL MEX, That

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is ncrcby acknowledged, do£d "hereby bargain, sell, convey, and forever Q, U I T CLf A I M, to the said pari 4f oj the
second party jwj heirs and assigns forever, \hc following real estate, viz: ^t!^/^' vl^t^-v-v^/L

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Together with all the privileges and appirrtenances to the same belonging: TO HAVE AND TO HOLD the same to the
said partis of the second part, Av-? heirs and assigyis forever: Hereby covenanting that the title so conveyed is elecx,
free, afnd unincumbered by any act of the grantor herein.

In witness whereof the said part if of the frst part has hereunto set *ti~? luimd and scat , flu*

£fa^/€Z£^Z£- day of ^tf&-/j fc^S^-r- •" ">* y<"v eighteen hundred and UsmtifA ■rj7fci*^ .

In the presence of J *

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fLtt&t*.

COPY OF A (HIT CLAIM DEED ISSUED BY LNCKEASE A. LAPHAM IN L843

MILWAUKEE IN THE PIONEER PERIOD 125

name appears at the head of those citizens who, on March 1, 1851, became
incorporated by legislative act as the Normal Institute and the High School
of Milwaukee. This institution became later the Milwaukee Female College,
and still later the Milwaukee Downer College. Of this girls' school he became
president in 1851, and so continued until he declined further election in 1863.
He was a trustee from 1851 until his death, twenty-four years. In the welfare
of the young women gathered in that college he was deeply interested, tem-
pering and holding in check the extreme views of the early patron of the
school, Miss Catherine Beecher, yet advocating the advanced and symmetrical
development of the feminine mind. His bonks, his collections, the wealth of
his varied learning were always at the service of teachers and pupils."

"How gladly would I," continued Mr. Wight in his address, "his remote
successor at the head of the trustees of Milwaukee Downer College, exhibit
to President Lapham the present institution in the Eighteenth Ward the seeds
of which his labors planted and his industry watered!"

In a bibliography of Wisconsin authors published in 1873, Doctor Lap-
ham's name appears as the author of a long list of works in the form of
contributions to periodicals or in separate volumes and pamphlets, on his
chosen subjects. Of these the list mentions some fifty titles. In a list of
eminent meteorologists by Prof. Henry J. Cox, of the United States Weather
Bureau, and Dr. J. Paul Goode of the University of Chicago, published by
the Geographic Society of Chicago in 1906, Doctor Lapham is named by these
authors as "the man who took a prominent part in influencing Congress to
establish the Weather Service, then known as the Signal Service, in this
country." He helped to organize the new service and for a time in 1870
hi' served as forecaster in charge of the Storm Warning service. In 187.'! he
was appointed state geologist of Wisconsin.

Doctor Lapham was married October 24, 1838, to Ann M. Alcott of
Rochester, N. Y. Mrs. Lapham died in Milwaukee February 25, 1863. In
the address of Mr. William Ward Wight at the unveiling of the Lapham
Memorial in Lapham Park, Milwaukee, June 18, 1915, he adds this tribute to
tlie memory of Mrs. Lapham: "She was a worthy helpmeet for her husband;
his papers received her criticism, all his labors her encouragement, all his scien-
tific tasks her assistance, all his varied successes her applause."

In the publication of the "State Historical Society" (Volume VII, 472).
Dr. Lyman C. Draper writes of the death of Doctor Lapham, as follows:
"Wisconsin's great naturalist, Increase A. Lapham, LL.D., died of heart dis-
ease while alone in a boat on Lake Oconomowoc, September 14, 1875, in the
sixty-fifth year of his age. Coming to Wisconsin in 1836, he, probably more
than any other person, drew attention by his writings to the advantages
for settlement and enterprise which the territory, afterwards the state, of
Wisconsin, presented to eastern emigrants; and as a scientist his nam,' had
become familiar to the savants of both hemispheres. For twenty-two years lie
served as president or vice president of the Wisconsin State Historical So-
ciety. The services and memory of such a man deserve fitting memorial
recognition by the society."

li'ii HISTORY OF MILWAUKEE

Rapid Growth of City.- I. A. Lapham, writing of the growth of the city
in bis history of Wisconsin, in the early times, --ays:

"No town or city has grown up with anything like the rapidity of Mil
waukee. Within ten years from the time when the first family arrived here,
with a view to permanent residence, we see a city with a population of at
leasl ten thousand.

"The City of Rochester, in Western New York, lias often been referred
to as having increased more rapidly in wealth and population than any other
in the world — and perhaps she has Keen entitled to that distinction. Mr.
O'Reilley, who lias written a very valuable hook, entitled, 'Sketches of
Rochester and Western New York.' asks exultingly, 'Where, in what place,
through all the broad and fertile West, can there be shown any town which
has surpassed Rochester in the permanent increase of population, business and
wealth?' We may answer the question by making a little comparison.

"Rochester was laid out in 1812, and in 1816, or in four years, the popu-
lation was 331. In 1820, or eight years, the population was 1,500.

"Milwaukee was laid out in ls:!,">, and in is:',!), or in four years, the popula-
tion was 1,500 — or as much increase in four years as Rochester had in eight.
B\it in 1843, or in eight years, the population of Milwaukee was over m\
thousand, or an increase of four times as much as Rochester during a similar
period.

The "Father of the Typewriter." — An important page in the history of
inventions which have had their birthplace in .Milwaukee should he assigned
to the inventor of the typewriter, and the beginnings of his useful invention.
Christopher Latham Sholes was horn in Columbia County. Pennsylvania,
February 14. 1819. At an early aye he entered a newspaper office to learn
the printing business, and at the age of eighteen he joined a brother in the
same business at Green Bay, Wisconsin. A year later, when only nineteen
he compiled the house journal of the Territorial Legislature and attended to
its printing.

At twenty years of age young Sholes took charge of the Wis, sin "In-
quirer" at .Madison, and later he edited the Southport (Kenosha "Tele-
graph." In 1844 he became tin 1 postmaster, receiving his appointment from
President Polk. "Later." says the biographical sketch of ( '. L. Sholes in the
"National Cyclopaedia of American Biography," "during his residence at

.Milwaukee he was postmaster, and filled with credit the positions of COmmis
sinner of public works, and collector of customs. He was for a long tint''
editor of the 'Sentinel,' and the 'Xews' which at a later date was absorbed
into I he 'Sentinel. '

While discharging the duties of collector of customs at Milwaukee in

1866, sholes became interested in making a consecutive numbering machine
especially \'^v use on hank notes and on the pages of blank hooks. Hi-
attention being directed to an account of a machine devised by John Pratt,

an A ri, 'an inventor, published in an English journal, for writing by me-
chanical means, lie at once saw the possibilities of "a revolution in the
handling of a pen," and "from that moment he devoted his whole time and

MILWAUKEE IN THE PIONEER PERIOD 127

thought to the idea which has given to the world the typewriter." This won-
derful creation is the result of his creative genius.

"In 1SU7, the first crude instrument was made. James Densmore became
interested, and, in 1S7>>, the invention was so far perfected as to warrant
the production of machines on an enlarged scale. The Remington factory
at Ilion, X. Y., was selected, and the manufacture begun. For a long time
the financial returns were small, and Mr. Sholes, who was to receive a royalty
on each machine, disposed of his right for a comparatively small sum. Later
he invented several improvements, which with an excess of conscience char-
acteristic of the man he gave to the persons in control of the manufacture.
In the last years of his life, although confined to his lied, lie invented two new
machines for typewriting- which were more satisfactory to him than any of
his previous inventions. This last work of the weary hours in the chamber
of sickness was consigned to tin 1 care of his executors."

Mr. Sholes' Folitical Activities. — "In addition to his inventive powers,"
continues the sketch, "Mr. Sholes did much as an editor and a politician.
He witnessed the evolution of the State of Wisconsin from its wild begin-
nings, and contributed no small share to shape the laws that were necessary
to set the new state government in successful motion. Although at all times
interested in general politics, he was never a strictly party man. He was
raised a democrat, but in 1848 joined the free-soil movement. He served in
the State Senate in 1848-49 from Racine County, and in 1852-53 represented
Kenosha County in the Legislature; and in 1856-5? was state senator, being
president pro tern, for more than a year. He was a man of such broad and
generous sympathies that he took naturally to the side of the minority. His
innate abhorrence of wrong and cruelty made him an abolitionist, and he was
one of the most active founders of the republican party in the state. He was
a dreamer and an idealist, and though not a writer of poetry, was imbued with
a true poetic nature."

Mr. Sholes disliked the details of business and the painstaking efforts
usually found necessary to make money was with him a particular aversion.
A man of an excessively tender conscience in all matters pertaining to the
practical affairs of life he failed to secure the pecuniary reward that was
undoubtedly due to his abilities in perfecting the first successful typewriting
machine. "He lived to see the work of his genius," says the cyclopaedia
article already quoted from, "accepted throughout the world, and to hear the
pleasing compliment rendered him, that he was "the father of the type-
writer. '

Mr. Sholes died in Milwaukee February 17, 1890, at the age of seventy-one
years.

The foregoing sketch of C. L. Sholes and his invention is by no means a
complete history of the typewriter. Such a history is found in widely scat-
tered publications of which the more important ones are the biographical
cyclopaedia mentioned above, under the names of James Densmore, G. W. N.
Yost and John Pratt.

In a historical sketch of Kenosha County of which C. L. Sholes was one of
the early settlers (printed in the collections of the State Historical Society)

128 HISTOKY OF MILWAUKEE

it is quaintly remarked by the writer thai C. 1j. Sholes had "always been for-
ward in every improvement and good work, and that if the spirits of the de-
parted influence none to worse deeds than they did to him we shall not be very
jealous of their visits."

In Commemoration of Sholes' Invention. — On the occasion of the "Dia-
mond Jubilee," held in Milwaukee during the month of June. 1921, a letter
written by Mr. Frederick Heath was sent to the committee in charge urging
that some action be taken to honor the memory of C. Latham Sholes. the
inventor of the typewriter. Mr. Heath is a member of the county board, and
in the course of his letter he said: "It is more than fifty years since the
typewriter was invented, and it was a product of Milwaukee genius. Mr.
Sholes, the inventor, has never been fittingly recognized by Milwaukee, and
it is coming to be a matter of remark on the part of visitors to the city.
Even his grave lacks a monument and a collection is now being taken up
nationally by court reporters and stenographers for such a purpose.

"A few years ago, the Milwaukee County Board, of which 1 am a member.
purchased a piece of ground west and north of the Grand Avenue viaduct,
and just beyond what was known as Castalia Park. It was known as the
Winkler tract, and I had it named Sholes Park; with the design also of
making it a so-called historic park, in which might be placed educational
evidences of the lives of the early settlers, such as a log house, trading post.
windmills, etc. The park has never been formally thrown open to the people,
and I would suggest that it be fittingly dedicated."

CHAPTER XII
THE STORY OF THE '-LADY ELGIN" DISASTER

The appalling disaster, known in the history of Lake Michigan as the
"Wreck of the 'Lady Elgin'," occurred on September 8, 1860, on which occa-
sion 297 lives were lost, most of them residents of Milwaukee. The particulars
of this disaster are narrated in the following pages. In point of the number
of lives lost this disaster was the greatest that had ever up to that time
occurred on any of the Great Lakes. It remained the most important event
of that kind for fifty-five years until the foundering of the steamer "East-
land" in the Chicago River on July 24, 1915, with the loss of 812 lives.

The steamer "Lady Elgin," a large side-wheel steamer, and the finest one
on the lakes, left Chicago late in the evening of September 7, 1860, with
nearly four hundred passengers on board bound for Milwaukee. While pro-
ceeding on her course about three hours later, that is, about two o'clock in
the morning of September 8th, the steamer came into collision with the
schooner "Augusta" bound for Chicago. Immediately after the collision tin'
captain of the schooner hailed the captain of the steamer inquiring if his
ship had suffered any damage and whether help was needed, but receiving an
answer that no assistance was required the schooner proceeded on her course.
<>u her arrival in Chicago Harbor next morning the captain of the schooner
learned from the papers that tin' steamer had gone down in half an hour after
the collision and that a large number of lives were lost.

Position of the Ill-fated Steamer. — The blow received by the unfortunate
steamer was far more serious than her captain realized at first. The bow of the
schooner had struck her forward of the paddle box on the port side, the
broken stump of her bowsprit entering the sal i where many of the pas-
sengers, largely composed of young people, were occupied in dancing and
merry-making at the time. A great hole was opened in her side reaching
far below the water line and the water began pouring in flooding the engine
room and lower decks. The steamer was proceeding north about five miles
from shore and was then about opposite Highland Park, a village twenty-
three miles from Chicago. As Milwaukee is eighty-five miles from Chicago
the steamer had covered a little more than a quarter of the distance to that
port which was the destination of the great majoriy of her passengers.

There was a gale blowing from the northeast accompanied by rain, and
the waves were running high. The steamer was brought to a stop imme-
diately after the collision and three boats were lowered manned by sailors
provided with mattresses and sail-cloth for the purpose of stopping the hole

129

B$£

- - --

'-'£ Z

_ y --

THE STORY OF THE "LADY ELGIN" DISASTER 131

in her side; but the oars were broken or lost in the attempt and the boats
drifted away, eventually arriving on the neighboring shore with their occu-
pants in safety though no passengers were with them. It was the report
of these men that gave the first intelligence of the disaster mi shore and
which was telegraphed to Chicago from the Highland Park Railroad Station.

Foundering of the Steamer. — Large quantities of wreckage were loosened
as the steamer went down, and the passengers seized upon any object that
would serve to keep them afloat. In the cargo was a drove of cattle and
the struggling animals were precipitated into the lake among the passengers.
Many found a precarious hold on the backs of these animals as they swam
about, although none of the cattle reached the shore alive. A large piece
of the hurricane deck of the steamer became detached at the moment when
the steamer went down, and on this raft-like object the heroic captain
gathered more than fifty people and navigated the improvised raft toward
the shore at Winnetka. The steamer hail no other boats than those lowered
by the sailors in the attempt to stop the leak and these did not return to
the ship, and consequently proved of no assistance in the work of rescue.
The raft ran on a sand bar at some distance from the shore and went to
pieces and most of those who had so nearly reached a place of safety were
lost in the raging surf, and with them the captain who was plainly seen
from the shore holding a child in his arms whose life he was endeavoring
to save while retaining his hold on the raft. Llis efforts, however, were in
vain, as will appear in the later course of this narrative.

Newspaper Accounts. — The issue of the New York Illustrated News for
September 22, 1860 (preserved' in the rooms of the "Old Settlers' Club" at
Milwaukee), contains an account of the disaster accompanied by a number of
illustrations, a portrait of Capt. John Wilson, and a picture of the schooner
"Augusta" after her arrival at Chicago showing her damaged condition.
There are other views, one of them a large double page picture of the steamer
just before she sank, which of course is drawn from description.

The disaster is described as taking place twenty-five miles from Chicago
and ten miles from shore. The schooner, says the account, struck the steamer
"at the midship's gangway on tin.' larboard side." She sank in half an hour
"in nearly three hundred feet of water." .Mr. Caryl, the clerk of the steamer,
was one of the survivors, and his account is printed among others, which is
substantially as follows: "Left Chicago Harbor at 11:30 P. M. of the 7th
with Milwaukee excursionists, a party of about three hundred persons known
as the 'Union Guard' and their invited friends." The plan of the excursion
party was to spend the day in Chicago where they were to attend a political
meeting which was to be addressed by Stephen A. Douglas, United States
Senator from Illinois, and return to .Milwaukee in the evening. The Union
Guard was a volunteer military company composed of Irishmen and demo-
crats, and, as in consequence of a controversy with the state government
some mouths before, their arms had been called in by the adjutant general,
if was intended that the profits from the excursion should be used to pur-
chase a new outfit.

Efforts to Stop the Water. — In the direction opposite to that in which

132 BISTORT? OF MILWAUKEE

the steamer was moving the schooner "Augusta," lumher Laden, was bearing
down upon her, though all Lights were burning both on the steamer and
schooner, with her sails set and approaching a1 a bigh rate of speed with
the wind in her favor. As appears from subsequenl reports both the officers
of the steamer and the schooner bad seen the Lights of the other for some
time before the collision. After the crash a dumb panic seized the throngs of
passengers. The mate reported afterwards that be passed through the cabin
after the collision and "the silent women sal there with their beautiful pale
t'aees. motionless and resigned, sunn to be engulfed in the raging waters of
the lake."

At this point Lake Michigan is about sixty miles in width, ami the land
on the Michigan shore even in clear daylight is invisible. No Life savings
crew was then in service, the Government not having yel established the
station at Gross Point which indeed did not begin its existence until June,
1871. There was therefore little or no hope of relief from the shore. The
three boats of the steamer were quickly lowered manned by sailors provided
with blankets and mattresses with which it was intended to stop the yawning
gap in her side, as stated above. The engine and walking beam had broken
away from their fastenings as the result of the collision and dropped through
the bottom of the steamer, thus relieving her of an immense weight but at
the same time causing another great opening through which the water rushed
hastening the inevitable moment of her sinking.

In an editorial article of one of the papers it was said: "A tragedy which

almost puts a paralysis upon one's faculties, and certainly strikes t hen

for words to utter or tears to express its agonies." is that of the sinkinc il
the "Lady Elgin." "The excursionists were composed." it says, "of a volun-
teer military company of Milwaukee known as the 'Union Guard.' In the
party were many youths and maidens, the flower ami beauty of Milwaukee
and Chicago, anil of young and old from various parts of the States and
foreign countries. Universal merriment ami revelry prevailed among the
passengers, a band furnishing the music for the dancing in the saloon which

was brilliantly lighted." Outside the sky was dark and murky, the m had

risen at midnight and it was able to lighten the gloom only slightly through
the heavy clouds, while a steady rain was falling.

The Account of the Captain of the Augusta. Captain Malott, of the
schooner "Augusta," states that when he first discovered the steamer's lights,
both red and blight, hi' supposed her to be from a quarter to a half mile dis-
tant, and steering northeast: il was raining very bard at the lime. "We

kept our Vessel on the course east by SOUth, Until We saw a collision was
probable, when we put the helm hard and struck the steamer two Or three
minutes afterwards on the port side; the steamer kept on her course, her
engine in full motion. The 'Augusta' headed around north, alongside the
steamer, but they got separated in about a minute, when the schooner fell
into the trough of the sea: all the head '/ear. jibboom and Stanchions were
carried away. We took in sail and cleared away the anchor, supposing the
\esscl would till. After we hail cleared the wreck and got up tin- Eoresail,

THE STORY OF THE -LADY ELGIN" DISASTER 133

we succeeded in getting before the wind, and stood for land; we lost sight of
the steamer five minutes after the collision."

.Mr. Beman, second mate of the steamer "Lady Elgin," stated thai "at
half past two a small squall struck us, and in five minutes more we saw the
lights of the vessel one point off the port bow. I sung out 'hard-a-port,' but
the vessel seemed to pay no attention, and struck us just forward of the
paddle-box, larboard side, tearing off the wheel and cutting through the
guards into the cabin and hull. We were steering northwest by west, a point
to windward; our course at the time was northwest. After striking us the
vessel hung for a moment, and then got clear; I went below to see what
damage was done, and when 1 got back the vessel was gone."

The Prince of Wales, afterward King Edward VII, was traveling in
America at the time of the disaster, and the same storm which prevailed over
so extensive a territory as to include both the Lake Michigan region and the
surrounding shores of the great lakes, held him and his party storm-bound
at Toronto, Canada, for a week. 11 will be remembered that the Prince
visited Chicago in the latter part of the same month as that in which the
disaster occurred.

There is a piece of sheet music to be obtained at any music store entitled,
"Lost on the Lady Elgin," by Henry ('. Work, who it will be recalled was
the composer of many popular songs. The refrain of the song is as follows:

"Lost on the 'Lady Elgin,'
Sleeping to wake no more!
Numbered in that three hundred
Wile failed to reach the shore."

There were some notable passengers on board and among others was Mr.
F. A. Lumsden of New Orleans, the proprietor of the "Picayune." one of
tin' most prominent of the southern newspapers. Mr. Lumsden had estab-
lished this paper some thirty years before the event described. His wife and
son were with him and all of them perished.

On board, also, was another gentleman, Herbert Ingram, Esq., M. P., well
known both in England and America as the proprietor of the London Illus-
trated News, who had his son with him, both of whom perished. .Mr. Ingram's
history is very interesting from the fact that he "rose from the ranks" ami
from a mechanic became one of the richest commoners in England, and a
member of the English Parliament. About twenty years before he had
started the London Illustrated News. It was at this time that the illustrated
papers -first began to appear, and owing to the energy ami judgment which

Mr. Ingram bestowed upon the Illustrated News, it succ led, and got the

start of the five or six competitors which made their appearance about the
same time in London. Since the starting of the pictorial paper Mr. Ingram's
career had been one of unbroken prosperity, and everything he hail put his
hand to of any importance had succeeded with him. He was a large landed
proprietor, and his paper realized a princely income.

The body of .Mr. Ingram was r >vered and sent to England where it is

now lying in the churchyard of the Church of St. Botolphe, Boston, England.

THE sciiooxi'.i; ■ wcrsTA." AFTEB THE COLLISION

WITH THE "LADY ELGIN," AS SEEN AT THE

LAKE STREET BRIDGE, CHICAGO, AN

lion: AFTEB HEB ARRIVAL

THE STORY OF THE •'LADY ELGIN" DISASTER 135

The body of his son, a lad of twelve years of age, was never found. A monu-
ment to Mi-. Ingram's memory was built for him surmounted by a statue of
himself. In Harper's Magazine for September, 1908, there is an article by
William Dean Howells giving an account of a visit made by him to old Boston,
the "Mother of the American Athens," and in the course of his description
he notes the monument to Herbert Ingram standing near the church ami
overlooking the market place of the city, of whom he writes, that he founded
the "Illustrated London News" with the money he made by the invention ami
sale of "Old Parr's Pills." Regarding the monument the guide book records,
"that whilst on a visit to America in I860 Ingram was drowned, together with
his eldest son, Herbert, in Lake Michigan."

Thus a reminder of this great disaster exists in a quiet churchyard over
seas, but few of the visitors to that spot will know the details of the event
as Ave have here related them. Even our own Howells did not seem to con-
nect the event witli the monument he was describing.

Scenes in Milwaukee When the News Arrived. — The news of the calamity
cre-ated the wildest excitement in Milwaukee and Chicago and the morning
papers in both cities were filled with vivid details of the disaster. There was
scarcely a house or place of business which had not lost an inmate or an
employee and it was said that there were 300 orphans in the homes of Mil-
waukee caused by the deaths of young parents on board of the ill-fated
steamer.

An eye witness related that the scene in Milwaukee on Saturday morn-
ing, when the news of the catastrophe was first received, can never be effaced
from his memory. The stores in the principal streets were deserted imme-
diately, many of them being left open and unattended, and all rushed to the
telegraph office to learn the extent of the disaster. In walking along the
streets, it seemed as if every second person met was either crying or so dumb-
stricken that lie could not express himself, nor recognize his friends and
acquaintances.

The campaign in which Abraham Lincoln was the presidential nominee
of the new republican party was in full swing, but the political excitement
was forgotten in the face of such an appalling calamity. All the tales of the
survivors were unanimous in, according to Captain Wilson, the commander,
praise for his bravery and daring throughout. He was foremost in confront-
ing danger and earnest for the safety of his passengers. He was drowned
within a hundred feet of the shore. More than a hundred persons arrived
within fifty yards of the beach but were swept back by the returning waves
and lost. Up to nine o'clock on Saturday night only twenty-one bodies had
been recovered most of which were recognized by friends as those of residents
of Milwaukee.

Scenes at the Wreck. — At about ten o'clock in the morning of the daj
of the wreck a number of reporters for the newspapers of Chicago readied
the scene at Winnetka where most of the passengers from the "Lady Elgin"
came ashore. The surf was rolling in heavily and breaking in thunder along
the beach, the gale having risen to a fearful fury from the northeast. The

136 HISTORY OF MILWAUKEE

shore there is an uneven bluff, ranging from thirty to sixty feet in height,
with a narrow strip of beach al its base.

"The whole beach for three miles we found strewn with fragments of the
light upper portions of the ill fated steamer," said one of the papers, "and
out to sea, where the waves were rolling inure heavily than is usually seen
even in our September gales, the surface of the angry waters for miles in
extent, as far as the eye could reach seaward, was (lotted with fragments
of the wreck, and rafts and spars, with what was made out (dearly to be
human beings clinging to them. At this time various authorities estimated
that from eighty to one hundred persons could have been counted driving at
the mercy of the maddened elements, toward the high rolling breakers and
surf-washed beach and bluff, from the tup of whieh thousands, with straining
eyes, watched their progress, and with pale cheeks noted that many met their
fate in the waves."

Parties of men were on the alert and ready for the work id' rescue. Word
was sent to Evanston, some four miles distant, and the citizens and its entire
student community came up in force. Attention was first directed to a large
raft coming in steadily hut bravely over the waves, upon whieh were clinging
a large number of human beings, since known to have been some fifty in
number. Around it and beyond it on all sides were single survivors and
groups of two or three or more keeping afloat on pieces of wreckage, hut
interest centered about the fate of that large raft. It ueared the seething line
of surf. "With a "lass, those on shore could see that the company on board the
raft seemed to obey the orders of one man, and that there were ladies and
children on hoard. The hearts of those on shore forgot to heat for an
instant when they saw the raft break up and disappear in the seas. Of the
entire number on board of the raft only fifteen appear to have been saved.
Among the lost was the brave heart who tried his Lest to save those com-
mitted to his charge and who perished in the attempt — brave ('apt. Jack Wil-
son, tin' commander of the unfortunate steamer.

Spencer's Rescue Work. — Among the students of the Garret! Biblical
Institute at Evanston many of whom rendered heroic service on that day
was Edward W. Spencer who by his own exertions saved seventeen lives
Spencer was a man of slight physical frame hut a famous swimmer, having
heen brought up on the banks of the Mississippi River where he had learned
the art thoroughly. As he looked out on the distressing sceue lie perceived
;it once that it was a case of swimming out and seizing the half-drowned

people and forcibly drawing them through the surf, as tew or none of them

were able to reach the shore by their own efforts, lie divested bimself of his
outer clothing and with a line fastened around his body he boldly swam
through the waves when he would grasp tin' persons in the water and bring
them through to a point where others could help them to s footing on dry
land.

Others followed his example and soon there were a number of resellers
working by the same methods. The steepness of the bluff alone the Winnetka
shore, where most of the unfortunates reached the laud, made it very diffi-
cult to gel a foothold after coming out of the water in a weakened condition.

THE STORY OF THE '-LADY ELGIN" DISASTER 137

Spencer repeatedly plunged through the surf and each time brought out a
sufferer, though some would escape his grasp and drown in spite of every
effort to help them.

But soon Sjiencer's strength began t<> be exhausted and he was obliged
to lie down to recover his strength after each effort. All day. at short in-
tervals, he would rise to enter again upon the work of rescue. This continued
until he had in this manner saved the lives of seventeen persons. The last
persmis saved by Spencer were a man and his wife. The man was observed
coming toward the shore near the high bank of the bluff, to strike against
which would be almost certain death. He was clinging with one arm to a

piet f wreck-age. and in the other he seemed to be holding a bundle which

he was trying to keep above water. It was seen that it was a woman or child
whom lie was trying to bring to the shore.

Spencer at this moment was almost at the end of his endurance, bid he
pulled himself together for another effort. "Cost what it may," he exclaimed,

"I will save them or die in the attempt." S i be was seen far out in the

lake where he reached the man who then cried out, "Save my wife!" "I'll
save her and you too," he answered; and fastening his hands in their cloth-
ing he said to them, "You must swim now for your lives and mine as well."
They obeyed his instructions ami safely reached the land. Many rescues
were made on that dreadful day which deserve to be recorded. Altogether
there were about one hundred lives saved along this shore.

Recognition by Evanston People.— The citizens of Evanston presented
Spencer with a gold watch in recognition of his heroism and efficient services
in saving lives. .Many years later the class of 1898 in the Northwestern Uni-
versity erected a bronze tablet in the reading room of the University library
which bore this inscription: "To commemorate the heroic endeavors of
Edward W. Spencer, first Northwestern student life saver. This tablet is
erected by tin- Class of 1898. At the wreck of the Lady Elgin, off Winnetka,
September 8. 1860. Spencer swam through the heavy surf sixteen times,
rescuing seventeen persons in all. In the delirium of exhaustion which fol-
lowed, his oft-repeated question was, 'Did I do my best?' '

The Lady Elgin disaster occurred many years before the establishment of
the Government life-saving service, now known as the Coast Guard. The
strain upon his physical endurance on that occasion broke his health so
that he was never the same man as he had been before. At that time the
power to reward life savers had not been conferred on the Secretary of the
Treasury to bestow medals for heroic deeds, and thus no official recognition
was ever given to Mr. Spencer who so richly deserved it. But he won an
enduring fame and will be remembered as long as golden deeds such as his
are cherished in the memories of his neighbors and friends.

Efforts to Obtain Medal for Spencer. — At different times during the years
1907, 1908 and 1909, persevering efforts were made to obtain a medal from
the Government in recognition of Spencer's heroic services at the time of
the disaster above described. .Mr. David I). Thompson, for many years editor
of the Northwestern Christian Advocate, joined with the Evanston Historical
Society and a number id' other friends and neighbors of Evanston, in these

138 BISTORT OF MILWAUKEE

efforts. Mr. Thompson was a frequent visitor to Washington during those
years and often was a welcome guesl of Presidenl Roosevell al the White
Eouse. < > 1 1 one occasion while a1 the tahle he related the story of Spencer's
rescue work at the time of the Lady Elgin disaster nearly half a century
before, which attracted the deepesl interesl of the President. The Presidenl
was so much impressed with the story thai he soon after caused an investiga

lion to be made to ascertain whether a medal could not In- obtained even
after so long a time had elapsed since the event. A hill was introduced in
Congress but it failed of passage because it was feared thai by conferring
a medal on an individual for an action so long in the past would open the
door for many other claims that could no1 he considered.

Spencer died in California in 1917 at the age of eighty-one. In the later
years of his life the papers of Los Angeles, near which city he had his resi-
dence, frequently printed pictures of him with lone- accounts of the rescue
work performed by him at the time of the Lady Klein disaster. lie was
aboul the most popular hero of that section of the country on account of his
exploit at the famous disaster which we have lore described, an evenl not
connected with the history of California, hut adopted as a part of their
heritage in common with us dwellers here on the shores of Lake Michigan

Distressing Scenes Along Shore. — Thenceforward the scene on shore until
L' P. M. when the last survivor was drawn out of the surf, was a scene which
lookers-on will never forget. Of its nature the best proof is the fact that
the forty or fifty persons saved alone- this shore were less than one-third of
the number that came from the open lake to pass that fearful gauntlel of
the line of breakers, several hundred feet off shore, where under tic verj
.yes ami almost within hail of those on shore the majority perished. The
rafts would come into the line of surf, dip to the force of the waves and then
turn completely over. Again and again would rafts containing from one to
five persons gradually near the shore and then he lost, where a stone's cast
would reach them, yet really as far from human help as if .in mid-ocean.

A peculiarly distressing experience was that of Mrs. Jane Cook and her
daughter Elizabeth of Fond du Lac. who had hut a day or two before come
up the lakes from Buffalo on the steamer Sun, intending to land at Mil-
waukee. But owing to the gale blowing at the time the steamer did no1
make ils usual call there and they were brought to Chicago, where they were
placed on hoard of the Lady Elgin to return to Milwaukee. Both of them
were lost. William Farnsworth, an early settler of Sheboygan, was also
among the lost.

The Damage Done in the Collision. — It afterwards became evident from

the appearant I' a portion of the wreck which came ashore near Waukegan

thai the final catastrophe was broughl aboul by the dropping of the engine,
walking-beam and its supporting frame through the side and bottom. At the
point mentioned all that pari of the hull abaft the midships, on the larboard
side, lay upon the beach, a full fourth of the hull from the plank shear to
the keel. The most rational explanation of the disaster seems to have been,
according to contemporary accounts, that the colliding vessel carried away
the Larboard paddle wheel and most of the engine braces on that side, and

THE STORY OF THE "'LADY ELGIN" DISASTER 139

that as soon as the steamer rolled a-port, the engine, walking-beam and its
heavy frame, having nothing to support them, were loosened and fell through.
carrying away a large part of the hull. These heavy objects went out on
the larboard side of the vessel, producing the catastrophe, which all the sur-
vivors describe as very sudden. It is probable that the first violent roll after
the collision did the fatal work. On no other hypothesis can the separa-
ration of the hull be accounted for, or the positive testimony of some of the
officers be explained, than that the walking-beam went down through the
lower part of the hull before the upper works floated off.

The Lady Elgin and Her Captain.— The Lady Elgin was built in Canada
about nine or ten years before, and named after the wife of the then governor-
general of British America, Lord Elgin. She was a side-wheel steamer of
about three hundred feet in length and 1,000 tons burden. She was a fas1
and favorite boat, and went on three or four excursions annually. For the
first five years after her construction the Lady Elgin was employed in the
Canadian traffic of the lakes, and carried the mails along the northern
shores, while the Grand Trunk Railway, which now perforins that service,
was yet incomplete, or even in embryo. Four or five years previous to the
disaster she Mas purchased by Hubbard, Spencer and Company of Chicago,
to whom she belonged at the time of the calamity. Captain Wilson, her com-
mander, was a man of ten years' experience in the navigation of the upper
lakes, a fine officer, vigilant in his duties, and a popular commander among
the travelers on Lake Michigan and Lake Superior, lie was also a man of
family and resided in Chicago.

The News at Milwaukee.— It was Sunday forenoon when news of the
appalling calamity reached Milwaukee. Inquiry brought the confirmation
"Only thirteen saved." Out of 400 happy pleasure seekers only thirteen
saved !

"The excitement was dreadful. A crowd of several hundred collected
about the Sentinel office, and it required the presence of all the clerks to pass
out to the crowd the slips on which was printed the meager intelligence,"
reported the Milwaukee Daily Sentinel, in black bordered columns, on Monday
morning, September 10, I860. "Still the extent of the calamity, the awful
magnitude did not seem to be fully comprehended by the public. That some-
thing appalling had transpired was felt, but that so many of our citizens
had been hurried into Eternity was hard to believe.

"It would be utterly impossible to convey any idea, to- those who did
not visit the Third Ward, of the scene presented there. It seemed as though
sounds of moaning proceeded from every third house. Little crowds of
women were congregated along the walks, some giving free expression to
their grief, others offering condolence. Never before has our city been
stricken witli such a calamity.

"The scene at the lake shore depot baffles description. Thousands had
congregated there to await the arrival of the noon train, and as it approached
the crowd, impatient to learn tidings of friends, could not wait for the loco-
motive to stop, but besieged the train.

"Then it was that the heart-rending tidings were received by broken-

CAPTAIN JOHN WILSON OF THE STEAMER

"LADY ELGIN"

Published in the New York Illustrated News, September -"-', L860

THE ST] \MI i: "LAD! ELGIN" As SHE LAID AT II KK DOCK IN' MILWAUKEE

BEFORE -III u SlS LOS1

THE STORY OF THE "LADY ELGIN" DISASTER 141

hearted parents and friends with demonstrations of grief thai could not be

repressed. Timothy O'Brien was the first survivor who was recognized, and
it was doubtful for some time whether lie could survive the rude but honest
congratulations of his friends. All about the long depot were anxious
females, some with their heads bowed, and others too heavily stricken to weep.
With each detail of news there were fresh wails and wringing of hands.

"A special train of five cars was sent to the scene. At the suggestion of
Charles H. Larkin a committee was formed with John L. Doran as chair-
man, whose duty it became to take charge of the work of searching the beach
and caring for the bodies recovered. Francis Hubsehmann, the acting mayor,
issued a proclamation declaring Tuesday. September 11, 1860, a day of mourn-
ing, fasting and prayer, and ordering the closing of all public offices. At a
meeting of citizens held at Albany Hall suitable resolutions were adopted
and arrangements made to provide for destitute survivors."

The survivors as recorded in the newspapers following the disaster were:
Timothy O'Brien, Frank Boyd, Thomas Keogh, John McLander, Edward
Burke, John J. Crilley, Charles Beverung, William Beman, John Doyle, "W
Elwood, John Gillmore, Bridget Kehoe, Fred Kuttemeyer, Thomas Ken-
nedy. Adelbert Doebert, Wm. Kinsella, Isaac Kingsley, .John II. Millard,
Charles May, Wm. Miller, Patrick Maher, James McManus, John McCanley,
John McLinden, Patrick Myers, T. McCoslen, John O'Brien, James Rogers,
John Rossiter, E. J. Powers, Wm. Weiger, Fred Snyder, Wm. Sivyer, W. C.
Smith, P. Walsh, Wm. Wilson.

A military and civic funeral procession was held on Tuesday morning.
It was formed at the City Hall Square and moved to St. John's Cathedral
where a solemn requiem high mass was read for the repose of the souls of
the victims.

Some of the survivors had a miraculous escape from a watery grave bj
holding to pieces of wreckage. It is told of Charles Beverung, the drummer

boy of the band, that he swam ashor i his drum which he had converted

into a life preserver.

On the anniversary a year later in the calm of retrospection, the Sentinel
said: "Never, perhaps, did such a calamity fall upon one city, as did that
of the Lady Elgin disaster upon Milwaukee. The victims of the wreck were
mostly poor — mostly from the Third. Ward mostly Irish. Whole blocks
of houses were rendered nearly tenantless; and, perhaps never was more' real
Christian charity exhibited than was there and then. Never was there a
nobler sight than that of the Sisters of Charity, like ministering angels, dis
pensing their Cod-directed aid and assistance."

Every year since 1860 a solemn requiem mass is read on the morning of
September 8th. On this day the survivors attended in a body until they had
all passed away. The last survivor, Adelbert Doebert, a musician, died at
Milwaukee November 10, 1921, at the age of eighty-nine years.

Number of Lives Lost in the Disaster. — "The loss of life in the Lady
Elgin disaster is nowadays given as 295," says Dr. Henry M. Bannister of
Evanston, in his account of the wreck. "It may have been more. When a
vessel goes down in deep water in Lake Michigan few bodies are recovered

1 12 HISTORY <>K MILWAUKEE

and sometimes doI any. N T one, so Ear as I have heard, were recovered from the
Alpena, lust October 16, L880, or from the Chicora, lost January H4. 1895,
in the same waters. Only about two hundred, however, were rescued or their
bodies washed ashore from the Lady Elgin, though sin- sank a number of
miles from the shore in deep water. There musl have been, therefore, a
large number thai went to the bottom with the ship."

Doctor Bannister in his lifetime was recognized as an eminenl scientisl
and his observations are perfectly reliable and ran safely be accepted as
good authority. The Lady Elgin had about four hundred people aboard
when she sank and only about one hundred bodies were recovered besides
the same number rescued. Thus half the whole number were entirely unai
counted for, the most of whom presumably went down with the ship and
remain at the bottom where their hones are no ilonht lying at the presenl
hour.

The loss of the Lady Elgin is the classic event in the long and thrilling
chapter of marine disasters on Lake Michigan. It resulted in poignant
grief to hundreds of families especially in Milwaukee where the greal ma
jority of the lost previously lived, and it was the great evenl with which
all disasters of a like nature were compared. In these days of coast guards
and numerous lighthouses, of fog-horns and careful regulations for sailing,
the chances of such appalling events are reduced to the lowest proportions,
ami it may he fervently hoped that such disasters cannot again occur for
ages to come.

Lessons of the Disaster. — When a vessel founders far from land, either
on the lake or on the ocean, the scenes at the crisis of the calamity are of the
most heart-rending description. The interest aroused among the readers
of a tale like this easily becomes morbid, and although it is perhaps not wise
for the historian to dwell al too great length upon calamities of any kind.
ye1 the warnings and cautions involved in such narratives have their use^.
However, it is needful and proper to relate enough to give the later genera-
tions of travelers a knowledge of necessary precautions, at least such as it
is in their power to take for themselves. The most important lessons of
the Lady Elgin disaster were the necessity of life-saving stations along the
shore which in consequence id' this dire evenl began to lie apparent, a full
supplj of life preservers (those provided by the steamer were merely short
pieces of plank six feet long ami a foot wide with a short line looped at the
end), a letter system of signalling between passing vessels, and a lar
number of life-boats than were carried by any of the passenger steamers
at thai time.

A few days after the disaster Dr. Daniel 1'. Kidder, one of the professors
at the Garrett Biblical Institute at Evanston, addressed a letter to a Chicago
paper in which he said: "A principal object of the presenl note is to suggest,
while the topic is before the minds of the community, that measures he taken
to establish life leal stations along this shore." Eventually such measures

were taken and though it was not until 1^71 that a life-boal was provided by
the Government, manned by students of the Northwestern University, it

THE STORY OF THE "LADY ELGIN" DISASTER 14:;

speedily proved its usefulness, and in time a regular station house with crew
and full equipment was established ou laud donated by the University.

Other Notable Lake Disasters. — The Indians of the Mackinac Island region
called Lake Michigan "the man-devouring lake," so we are told by Col.
Arent de Peyster who was in command of that post when it was held by the
British in 1776. In view of the dangerous character of the waters of the
Straits of Mackinac and of the lakes which are connected by them the epithet
is an appropriate one, as will appear from the record of disasters, a few of
which' will be mentioned in this place, particularly those occurring on Lake
Michigan.

The earliest disaster of which there is a record was that which befell the
Griffin, built by La Salle at the entrance to the Niagara River, in 167!t. She
was a small sailing vessel of about forty-five tons burden, was armed with five
small cannon and carried about thirty-four men. La Salle himself was in
command and in due time the vessel safely reached Mackinac and then con-
tinued its voyage to Green Bay. Here La Salle left the vessel in charge of
the pilot and continued his journey in canoes down the west shore of Lake
Michigan after leaving orders for the vessel to follow him a few weeks later
to the St. Joseph River. His purpose was to reorganize his party at St.
Joseph and push on to the Illinois River at Peoria where he intended to build
another vessel and go down the .Mississippi River to its mouth as that river
had never yet been fully explored.

Not finding the Griffin at the expected rendezvous La Salle went on fo
the Illinois without knowing any further particulars as to the cause of her
failure to arrive. It seems from later accounts that after La Salle had parted
company with the Griffin in Green Hay she was loaded with furs to he scut
back to the Niagara River where they were to he forwarded to .Montreal.
Some Pottawatomie Indians reported that after La Salle's departure the pilot,
who had anchored off the north shore of the lake under the shelter of a
headland near the wigwams of these savages, determined to proceed to
Mackinac, despite the warnings that a mighty tempest was raging in the
open lake, which was white with foam. "Mocking at their fears and assert-
ing that no wind could stay his course," says E. G. Mason in his "Chapters
from Illinois History," "the pilot set sail in the face of the increasing storm.
Hardly had the little vessel gone a quarter of a league from its anchorage
when the natives saw it rolling wildly amid the huge waves, and then with
its canvas furled, driven irresistibly before the blast. In the gathering gloom
and floods of rain it disappeared from view, ami they never saw it more."

There were discovered, however, some relics of the disaster. Mason relates
that in the following spring there was found "some clothing along the shore,
and in the summer a hatchway, a hit of cordage and a few packages of beavei
skins." These, with the head of ;i flagstaff', were the sole relies of the un-
fortunate craft, which undoubtedly foundered not many hours after it was
last seen from the Pottawatomie Village. .Midnight guns had been heard by
the wondering savages above the roar of the tempest, her last appeals for
help as she went to her doom in the depths of the lake.

"Romance has been busy with her fate," says Mason, "and has even

1 H HISTORY OF MILWAUKEE

fancied thai the Griffin, shaped as we sec her in the picture in Hennepin's
'New Discovery,' after the fashion of ancienl men-of-war, her bow and stern
lmili high and her beat head displaying a flying griffin and an eagle, with
her five small cannon and all the rest of her antique equipment, is preserved
in this day beneath the sand dunes of the coast."

Loss of the Fropeller Phoenix.— The Milwaukee Sentinel and Gazette, in
its issue of November -4, 1S47. contained the startling announcement thai the
propeller Phoenix had been burned on Lake Michigan with the loss of 250
lives, and told that it was "the must terrible calamity that lias ever occurred
on the waters of Lake Michigan." The following account is summarized from
the Sentinel and Gazette, a photographic copy of which, taken from the files
preserved in the State Historical Society at .Madison, is before us as we write.

The Phoenix had Left the previous week from Buffalo bound for Lake
Michigan ports. She had made a stop at Manitowoc and lay there for
several hours waiting for the sea to go down, intending to make the uexl call
at Sheboygan, twenty-five miles distant. At one o'clock in the morning she
started on her fatal voyage. After being out an hour or two the fireme i
discovered that the pumps did not work and this fact was immediately re-
ported to the engineer, but he seemed to pay no attention to this alarming
condition. Soon afterward it was observed that the water in the boilers
was very low.

Before any steps had been taken to remedy the difficulty, and aboul four
o'clock in the morning, the boilers had become red-hot on top and had com-
municated fire to the boat. The firemen in the hold at once tools active steps
to stop the fire, but the progress of the flames was so rapid that they were
soon driven out of the hold. The alarm had now become general, tin- pas-
sengers were all amused, lines formed on deck and water passed up in buckets
and poured upon the flames. But it soon became apparent that all efforts
to check' the tire were utterly unavailing, and both passengers and crew began
to think only of how they might save their lives.

Tic Phoenix carried three boats. Captain Sweet who was confined to Ids
quarters with a fractured knee resulting from an injury he had received
while coming up Lake Erie, consented, at the entreaty of Mr. Blish, to
eider the first boat to leave the burning propeller in company with twenty
others, and reached the shore in safety. The second boat, carrying nineteen
persons also arrived safely on the shore, about ten miles north of Sheboygan.

The light of the fire was firsl seen at Sheboygan at 1:30 in the morning
and the propeller Delaware, then lying there, immediately got up steam
and started to the assitance of the burning vessel. But it was an hour and a
quarter before she reached her and aid was impossible bj that time. The

Phoenix was burned t" the water's edge. The rescuing vessel eould only

take the burning wreck in tow and bring her into the harhor where she sunk
soon after.

The propeller Delaware was able to rescue only three persons from the
burning wreck, and these besides those who had reached the shore in the
boats were ;ill that were saved old of a total 300 souls. The boats when the\
left the burning propeller made directly for the shore, distant about four

THE STORY OP THE "LADY ELGIN" DISASTER 145

miles. The intention was to leave the passengers on the land and return to
the wreck to take off others, but long before this could be done all human
aid was unavailing'.

Scenes and Incidents. — Among the incidents of this famous wreck it is
related that "one man ascended to the mast-head and there remained till
the mast itself toppled over into the lake. As the fire advanced the shrouds
became thronged with human beings who, scorched by the ascending flames,
gradually dropped off one by one. Many, frightened, or despairing, threw
themselves into the lake, in the vain hope of struggling to the distant shore."

The Phoenix had on board a full cargo of freight, and of her passen-
gers, about fifty were Americans, including the crew, and l!.~>() emigrants, all
Hollanders and all coming to Milwaukee. Among the latter were many who
had considerable sums of money with them. It was supposed that they had in
the aggregate some fifty thousand dollars in gold. One young girl of seven-
teen was the sole survivor of a party of twenty-five who had together $18,000.
An old man, the father of nine children, was left to mourn the loss of all
those for whose sakes he left his native land and emigrated to America.
"Indeed," concludes the account, "the whole calamity is the most afflicting
in its details that we have ever been called upon to record." The vessel
was insured in Buffalo for $12,000. Her books, papers, freight and pas-
senger list, etc., were all lost.

The Burning of the Sea Bird. — <>n the morning of the 9th of April,
1868, the steamer Sea Bird, while on her way from Two Rivers, Wis.,
to Chicago, and while opposite Lake Forrest, Ilk, caught fire and was totally
consumed. There were seventy persons on board at the time, and of these but
three escaped. The Sea Bird was a sidewheel steamer of about five hundred
tons burden, and was making the first trip of the season on her regular route
along tlie west shore of the lake.

"How the fire originated," says Andreas, "was never known, but is was
supposed to have been through the carelessness of one of the porters, who was
observed by one of the survivors to throw a scuttle of coal and ashes over-
board, ami a very short time afterward the fire broke out in the after
part of the vessel, near where the porter hail stood. It was a little be-
fore seven o'clock in the morning when the fire was discovered, as the pas-
sengers were rising from breakfast. The steamer was immediately headed
for shore, but the wind was blowing heavily from the northeast and drove
the flames forward, soon stopping the machinery. The fire rapidly drove
the passengers toward the bow, and then over into the lake. No boats seem
to have been lowered nor any effective effort made to save life, by the
officers. If there were any life-preservers, mi board, and there presumably
were, n ■ was used. Panic seems to have seized officers, crew and pas-
sengers alike. Before noon the vessel was burned to the water's edge. The
survivors were A. C. Chamberlain, Mr. Hennebury of Sheboygan, Wis., and
•lames II. Leonard of Manitowoc.

"In recalling lake disasters," says a recent writer, "many old residents
confuse the particulars of the Lady Elgin disaster with those of the Sea Bird.
The details of the former event are related in previous pages of this history.

Vol. I-IO

146 HISTORY OK .MILWAUKEE

Tin' Lady Elgin was lost September 8, 1860, and nearly three hundred persons
drowned. Its loss was occasioned by a collision with a Lumber schooner on a
stormy night, the steamer sinking within half an hour after the accident. The
Lady Elgin was a much larger steamer than the Sea Bird. The two events
were separated by an interval of nearly eight years.

Loss of the Steamer Alpena. — The steamer Alpena was built in lstii;.
and bought by the Goodrich Company two years later. She was a staunch
boat of 650 tons burden, and for several years was engaged on the route
between Chicago, Grand Haven and Muskegon. The Alpena left Grand
Haven for Chicago about 8 o'clock Friday evening, October 15, 1880, though
the weather bureau signals indicated that a severe storm was approaching.
Captain Napier was in command.

She carried a crew of thirty men and there was a "fair passenger list."
numbering in all about seventy-five persons. The steamer as she put out
into the open lake encountered a gale of great severity. The narrator who
contributed an article giving this information in the Chicago magazine for
June, 19112, says that he was the clerk of the propeller Messenger which
safely made her regular trip that night from Benton Harbor to Chicago. At
midnight the gale had greatly increased in violence and it was thoughl that
the Alpena encountered the full force of the storm when about forty
miles from Chicago at which point she probably foundered. At all events
she was never seen after her departure from Grand Haven. Not a soul
survived to tell the tale.

Loss of the Car Ferry steamer Pere Marquette, No. 18. — The loss of
the carferry steamer, Pere Marquette, No. IS. occurred September 9. 1910,
while she was on her voyage from Ludington, .Mich., to Milwaukee. She sank
in Lake Michigan, between 6 and 8 o'clock on Friday morning, when about
thirty miles off Sheboygan, Wis. Two passengers and thirty-one of the officers
and crew were drowned. Thirty-three persons were rescued by ear ferry No.
17, which had been summoned to the scene by a wireless call for help.

The exact cause of the disaster could not We ascertained. The weather at
tin' time it occurred was good and only a moderate sea was running.

Accident to the Steamer, Christopher Columbus. — The Chicago Daily
News Almanac fur L918, printed the following record of the painful event
referred to above. "Sixteen lives were lost by a peculiar accident to the

whaleback excursion steamer, 'Christopher Columbus,' hi the river at Mil-
waukee, Wis., June 30, 1917. The craft was starting mi its return trip
to Chicago when i' became unmanageable and ran into the river bank,
where it struck one of the supports of a Large Steel water tank on top of a
tower 10(1 feet high. The tank fell and hit the steamer, carrying away part
of the pilot house and the tWO upper decks, and flooding the ship with water.
There were some four hundred excursionists mi board at the time, most of
them teachers and pupils in Chicago summer schools. In addition to the
sixteen killed a number of other persons were severely injured."

CHAPTER XIII
THE OREAT MILWAUKEE FIRE

The most serious fire that ever occurred in Milwaukee was that which
broke out October 28, 1892, often referred to as "the Great Fire." The fire
started in the evening of the date above mentioned at 275 East Water Street,
between Detroit and Buffalo streets, on the premises of the Union Oil com-
pany, and quickly communicated to an adjoining wholesale drug establish-
ment. The fire spread to other large buildings near by and involved a large
portion of the Third ward before it was finally got under control, destroying
sixteen blocks which included extensive residence districts. The surging
flames shot high in the air and the reflection of them in the heavens could
be seen at a distance of thirty miles from the city in various directions.

"The conflagration," writes Mr. E. P. Bacon in Conard's history, "was
prevented from extending farther northward than Detroit Street by the
strong wind which prevailed from that quarter. It extended eastward and
southerly to the lake in one direction and to the main arm of the river in
the other. It swept over the side tracks of the Chicago & Northwestern
railway which were filled with standing cars, and there were 215 cars con-
sumed, most of which were loaded with merchandise of various kinds. The
freight houses of the company were partially destroyed, with a large portion
of their contents.

"The loss sustained by the company, including claims paid to owners
of freight damaged and destroyed, amounted to $160,000. The total number
of buildings destroyed by the fire was 440, of which 81 were brick and 359
were of frame or wood. The value of the buildings and contents destroyed,
as estimated by the officers of the fire department, was upwards of $4,500,000.
The insurance thereon was $2,111,450, which was collected by the owners."

Fire engines from other Cities. — Two firemen and an unknown man were
killed during the efforts made to combat the flames, besides a number se-
riously injured. Fire engines from the cities of Racine, Kenosha, Sheboygan
and Oshkosh quickly arrived in the course of the evening and rendered
effective aid. Four engines from Chicago with forty men came by the
Chicago & Northwestern railway, the train making a speed of fifty-six miles
an hour, but they did not reach the scene until near midnight when the
fire had been brought pretty well under control. They afforded great
relief, however, to the almost exhausted force of the Milwaukee tire depart-
ment in staying the further progress of the flames.

"The region devastated by the fire," continues the narrative, "was one

147

I 18 HISTORY OF MILWAUKEE

of the oldesl quarters of the city and contained a large number of frame
dwellings which had been occupied for many years by a class of laboring
men with their families, ma"inly of Irish origin. Large business blocks, bow-
ever, used for commercial and manufacturing purposes, covered the western
portion of the region, a large number of which were destroyed. Hundreds
of families were driven from their homes by the flami s in their rapid progress,
without opportunity being given by the occupants to rescue any of their
possessions.

Relief Measures Organized. --A mass meeting of citizens was called the
following- morning by the Chamber of Commerce in the exchange room of
their building, ami measures were promptly adopted to afford relief to the
victims of the conflagration. A committee was appointed to take general
charge of the work of providing relief, known as the "Board of Organiza-
tion and Control," consisting of the following persons: E. P. Bacon, F. <l.
Bigelow, C. C. Rogers, J. E. Hansen. II. C. Payne, Washington Becker, -las.
A. Bryden, P. J. Somers, Patrick Cudahy, Rev. J. J. Keogh, J. G. J. Camp-
bell, Prank Siller. -lames Hannan, and George W. Porth. Mr. Bacon was
elected chairman.

A special Relief Committee was appointed at once to which all applica-
tions were to be made, and through which the distribution of funds should
he administered, consisting of -1. (i. -I. Campbell, chairman; Rev. -I. -I. Keogh.
James Hannan, George Koeppen, Prank Siller, Bernard Goldsmith, Adolph
Meinecke, Rev. Judson Titsworth, Rev: -lames I). Foley. Paul -I. Foley, Cor-
nelius Corcoran, (i. Prellson, and R. D. Whitehead.

Efficient Aid Extended. -The committee had the advantage in organizing
their work of relief of the example furnished by the Chicago Relief and
Aid society in their work of a similar character after the great Chicago lire.
twenty-one years before. The report id' the Chicago society was published
in a thick volume of 441) pages, in 1874. The report gave a complete
history of that great event ami of the disbursements made in the vast work
of relief after that unparalleled disaster, and the committee had access to the
record there printed for their guidance.

The population of Chicago at the time of iis great tire (in 1>>71 was
334,270. The loss of life was estimated to he nol less than three hundred
persons though the number was never accurately ascertained. The property
losses were given at $196,000,000. One hundred thousand people Were drA'en

from their homes by the Chicago fire. In tin' work of relief the vast sum
of $5,000,000 was disbursed, contributed by every civilized country on earth
as well as by every stale and nation of the western hemisphere.

The Chicago World's Pair was dedicated October 21, 1892, seven days

before the greal lire in .Milwaukee occurred. It will he re inhered that

the World's Fair was nol opened to visitors until .May firsl of the following
scar, namely, .May 1, 1893. An interval of over six months took place
between the "dedication" and the formal "opening." The immense amount
O.f news in regard In the World's Fair which tilled tile ordinary channels
of the newspapers prevented tin' wide publicity which the great importance
of the .Milwaukee lire would otherwise have claimed.

THE GREAT MILWAUKEE FIRE 149

The work of the Milwaukee committee was of much the same character as
that of the Chit-ago committee though of course was not on so large a scale.
Both committees discharged their Herculean tasks in a thoroughly credit-
able manner, so that both cities have always taken pride in the splendid
record made by them.

Methods of Relief. — The first and most pressing needs were food for
those rendered destitute, and shelter for the homeless. The Milwaukee com-
mittee lost no time in supplying f 1 and money as the first requisite and then

proceeded to make plans to provide houses for the victims of the great
conflagration.

"This committee devised a plan for the systematic canvassing of the
city for funds,"' says Mr. Bacon in his account, "'but voluntary contribu-
tions were offered so freely that solicitation proved wholly unnecessary. The
spontaneity and liberality with which money was poured into the hands
of the committee by all classes of citizens, was a demonstration of human
kindness and sympathy rarely witnessed. Many of the individual contribu-
tions were three or four times as large as would have been expected if
solicited, and people of all conditions of life and of all creeds, were par-
ticipants alike. Over $53,000 had been contributed before three o'clock of
the day following the fire."

The population of Milwaukee in 1890 according to the Federal census
was 204,468, and ten years later, in 1900, it was 285,315. Thus for the year
1892, the year in which the fire occurred, it was not far from 230,000.

"Telegrams were received from the mayors of several cities and from
various commercial organizations offering aid, which were gratefully ac-
knowledged, lint tin' kind offers were courteously declined on the ground that
local contributions were on such a scale that they seemed likely to meet
all requirements. Several contributions were, however, received from indi-
viduals residing elsewhere who were former residents of Milwaukee, or were
specially interested in her welfare.

"Collections were taken for tin' relief fund in all the churches of the city
on the Sunday next following the occurrence of the tire (October, 30), which
amounted in the aggregate to $6,293. Members of several branches of trade
and clerks and employees of large establishments, and some benevolent
societies also, made up separate funds among themselves, which they con-
tributed to the general fund. Several newspapers, both English and German,
opened their columns for subscriptions to the fund, through which medium
$10,448 was contributed and added to the fund. Proprietors of the principal
places of amusements gave benefit performances, the proceeds of which were
contributed to the fund. By the 14th of November the contributions amounted
to $136,825, and the Board of Organization and Control adopted a resolution
to the effect that a sufficient amount of money had been subscribed to meet all
probable requirements for the suitable relief of the sufferers by the fire, and
directed that the public be so notified through the press of the city which was
immediately done.

"The two principal railways whose lines concentrate in Milwaukee, namely:
the Chicago, Milwaukee and St. Paid, and the Chicago & Northwestern, each

150 IIISTOKY OF MILWAUKEE

contributed $5,000, although the latter suffered ;i very heavy Ions from the
fire. The Milwaukee Sired Railway company also contributed $5,000."

Work of Various Committees. — other committees were appointed in order
to make more effective the work of relief, one of which was an advisory
committee to give aid and counsel to the fire sufferers in their endeavors to
better their condition, and also to aid in the proper adjustment of insurance
claims. This committee consisted of Bernard Goldsmith, chairman; Rev. J. J.
Keogh, Benjamin M. Weil. Matthew Keenan, and Peter Doyle. The committee
rendered valuable assistance in numerous eases. A committee on providing
quarters was also appointed to devise some plan for temporary quarters for
families unable to privide dwelling places for themselves. This committee con-
sisted of S. E. Hansen, chairman; Jeremiah Quin, John Johnston, Edward Bar-
ber, and Emil Burr.

The report of the last named committee recommended that barracks be
constructed for 100 families, or such portion as might be found requisite, on
such suitable public or private grounds as might be secured for the pur-
pose. The recommendation was adopted and the committee was authorized
to proceed at once with the erection of tin' barracks. Before the close of tin-
week the barracks for ten families were erected in the Lake Shore Park
grounds. It was then found that dwellings and apartments had been secured
for occupancy by the homeless families to such an extent that further provision
was unnecessary. In a short time all the homeless families were comfortably
housed and provided with needful furniture and bedding.

The Board of Organization and Control held two meetings daily dm
the first three days following the fire, and daily meetings thereafter during
the ensuing week, then less frequently until the loth of December. A few
days after the fire the relief committee was authorized to give to the bead
of each family made destitute by tin' tire the sum of $50, and, in addi-
tion thereto, $5 tor each child or other dependent of the family, for the
purpose of immediate relief, (in the 5th of November the sum <<\' $70 to $100
was authorized to be given to each family for furniture, varying accordi
to the size of the family, excepting to those whose loss of furniture was made
good from insurance.

No money was given to any person or the Eamilj of an\ person <e\ inn-
real estate- or other available property. Pupils in public or parochial schools
who had lost their school books in the tire Mere supplied with new ones, and

mechanics who had lost their tools were provided with monej to purchase
a new supply. Sewing women were supplied with sewing machines and wo
ing girls received monej Eor new clothing. "The case of every applicant
aid in an} way, " continues Mr. Bacon 's narrative, " was carefullj investiga
by the relief committee. It is believed that very few if any received aid Erom
the fund thai were ao1 in destitute circumstances and had become so in
consequence of the fire; and on the other hand that none who wej -red

SO destitute were refused neeiled aid."

Expenditures for Relief.— I >urinu the winter months following the fire aid
had been rendered to 1.710 persons, including members of families and single
persons. mostlj obi people in .the receipl of monthlj allowances |',\ the 6th

THE GREAT MILWAUKEE FIRE 151

of May, 1 S ! > : ; . the number requiring continued aid was reduced to fifty-seven
persons comprising- old, and infirm people, widows and invalids. The amount
remaining- in the hands of the treasurer was $655, which was ordered to be
distributed among the remaining beneficiaries from month to month until
exhausted. The total amount thus distributed, according to the treasurer's
statement was $137,136.

"It is worthy of note," concludes Mr. Bacon's chapter, "that the entire
expense incurred in the administration of the fund was only $1,158, being
less than one per cent of the amount disbursed. There was received for in-
terest on deposits $1,016 which nearly covered the expenses of administra-
tion."

The systematic manner in which the work of relief had been performed
by the various committees working in cooperation reflected the highest credit
on the public-spirited citizens who devoted time and means to the relief of
distress resulting from the losses in the great fire of 1892.

The Great Fire of 1871 in Chicago. — During the preparation of the manu-
script for this history the City of Chicago has been engaged in the commemo-
ration of the fiftieth anniversary of its great fire which occurred on October
9th, 1871. This event also claims the particular notice of the people of
Milwaukee because of the distinguished share they had in the work of relief
and aid rendered by them in that dreadful event.

In the report of the Chicago Relief and Aid Society, published some three
years after the great fire, in a volume of over 400 pages, there occurs frequent
mention of the aid rendered by I lie people of Wisconsin and Milwaukee in
particular to the sufferers in that great calamity. The numerous proclamations
and telegraphic messages calling attention to the extremely serious nature of
the disaster, and the words of sympathy thus extended, accompanied by more
substantial gifts of money and provisions to the people of the stricken city,
are briefly noticed in the following quotations from the report.

<»n the day of the great fire, the governor of Wisconsin, Hon. Lucius Fair
child, issued a proclamation, in which he appealed to the people id' tin' state
for aid to the sufferers from forest fires, then raging, in the regions of the
northern part of the state. That part of the proclamation referring to the
Chicago lire was as follows: "The telegraph also brings the terrible news that
a large portion of the City of Chicago is destroyed by a conflagration, which
is still raging. Many thousands of people are thus reduced to penury, stripped
id' then- all. and are now destitute of shelter and food. Their sufferings will
he intense, and many may perish unless provisions are at once sent to them
from the surrounding country. They must be assisted now.

"In the awful presence of such calamities the people of Wisconsin will
not be backward in giving assistance to their afflicted fellow-men. I, there-
fore recommend that immediate organized effort he made in every locality to
Forward provisions and money to the sufferers by this visitation, and suggesl
to mayors of cities, presidents of villages, town supervisors, pastors of
churches, and to various benevolent societies, that they devote themselves
immediately to the work of organizing effort, collecting contributions, and

L52 HISTORY OP MILWAUKEE

sending forward supplies for distribution. And I entreal all to give of their
abundance to help those in such sore distress."

Response to the Call of -Humanity. — Prom far away Switzerland was re-
ceived a message from the United Slates minister to thai country, Hon. Horace
Rublee, well-known in Milwaukee (having been appointed to thai posl by Pre-
sident Grant, the year before), addressed to .Mayor Mason of Chicago, enclos-
ing a draft I'm- $1,500 for the relief of the fire sufferers. In the accompanying
message Mr. Kid dee said, "this sum is the aim mnt of divers contributions made
in Switzerland for the benefit of' the sufferers by the <rrea1 fire in Chicago, and
forwarded through this legation."

A message was r tved by Mayor It. B. .Mason id' Chicago from ll. Luding-

1 mi, mayor id' .Milwaukee, on the day id' the fire, saying, that a ear load of pro-
visions would be sent the next morning, and this was followed up by the
visit of a representative from the Milwaukee Chamber of ( !ommerce with offers
id' further supplies and contributions. .Mayor Ludington closed his letter
accompanying this offer with a warm expression of sympathy in these words:
'•Yours with respect and sorrowful feeling for the sad calamity that has been
east upon your once beautiful city."

Many car loads of provisions and materials of all kinds were sent to
during the period of distress through which the city passed in those troublous
Chicago by the kind and generous people throughout the state of Wisconsin,
days.

CHAPTER XIV
LINCOLN IN MILWAUKEE

The centennial of the birth of Abraham Lincoln occurred February 12,
1909, and the anniversary was distinguished at that time quite generally
throughout the country by a great number of newspaper articles and remin-
iscences concerning this renowned man. The vast volume of literature in
existence, know among collectors as "Lincolniana," received a great acces-
sion in that year and has continued to increase ever since. Much additional
information in the form of the recollections of former friends, neighbors and
associates has been published, and the newspapers of former years have been
carefully searched for every scrap of mention or reference to the great Eman-
cipator.

Thus we find that Milwaukee has had a notable share in the incidents of
Mr. Lincoln's wonderful career. In a previous chapter of this history we have
described .Mr. Lincoln's appearance in Wisconsin, first as a captain of Illinois
volunteers in the Black Hawk war of 1832, and some years later as a visitor
to Milwaukee and Port Washington while on a search for a location for a
future residence.

Again, in 1859, Mr. Lincoln came to Milwaukee to make an address at the
State Fair, in September of that year. An article by -J. E. Moriarity was
printed in recent years, in the Milwaukee Free Press, giving interesting de-
tails of h.s visit, and quotations from his speeches made on that occasion.

"Few among us remember the day," writes Mr. Moriarity, "when Mil-
waukee was just branching out of its infancy, that Abraham Lincoln spoke
before the people of this city a1 the State Fair, held September 30, 1859, at
tin' old Brockway Fair grounds. There was nothing about Abraham Lincoln
in those days to distinguish him much above the average man in public life.
True, it was just following the (dose of the famous 'Lincoln-Douglas 1 debates
which had trained the eyes of the continent on the rising young lawyer of
Illinois. He bad battled his way in a few short months to the front rank
among the orators, and when the time came for choosing a speaker for the
annual exhibit of the Wisconsin Agricultural Society Abraham Lincoln was
invited as worthy of that honor.

Previous Visits Referred To. — "Before going further," continues the
writer, "we might state that this was not Mr. Lincoln's first connection with
Milwaukee. Few among us know how close Milwaukee came to being the
home of the martyred president id' the United States. Back in 1836 or 1837
(the exact date is not known) when young Lincoln was a member of the

153

154 HISTORY OF MILWAUKEE

Illinois legislature, he began to look aboul him for more Lucrative prospects
in liis law practice. He was then living in New Salem, and it was aboul this
time thai he came north fo Milwaukee which was a thriving town in those
days. He found the prospects hen' favorable bu1 wenl on to Port Washing-
ton for further investigation. He returned to Milwaukee after a short stay,
and soon afterward he went back to his home in Illinois." The writer then
quotes from Henry Bleyer, the veteran newspaper man. who said of the visit.
"he did not meet with much encouragemenl in Milwaukee, however. The
same was true of Port Washington."

It was not until 1859 that Mr. Lincoln ajrain came to Milwaukee, this time
as the state fair orator. "There was no brass hand to greel him at the depot
when lie arrived. There was no crowd of hacks or swarming reporters. It
was just plain Abraham Lincoln, the citizen, who was met by a representative
of the State Fair board and quietly conducted to the old Newhall House where
he was to stay."

The old Brockway Fair grounds were located at Twelfth Street and Grand
Avenue which was "the edge of the city" in those days. Just where the
platform stood from which Lincoln spoke is a much disputed question. It
was somewhere, probably, near the intersection of the two streets— near the
grand stand not far from the gate. "It was a dusty day. a high wind sweeping
the grounds, making it uncomfortable for speaker and audience. The papers
of the next morning made slight mention of the occasion, merely that "at
the conclusion of the address three lusty cheers were given to the 'Kentucky
boy.' "

"That was all." proceeds the account. "And yet hut a few months later
the country over was ringing with the name of Abraham Lincoln." In the
National Republican convention, held in the following May at Chicago, he was
nominated for the presidency ami triumphantly elected in the following No-
vember of 1860.

Epitome of the Address. — "One feature. I believe, of every fair is a regular
address," Mr. Lincoln began. "The Agricultural Societj of tin- young and
prosperous state of Wisconsin has done me the high honor of select inu me to
make that address upon this occasion, an honor for w h it-li 1 make my profound
and grateful acknowledgment. I presume I am not expected to employ the
time assigned to me in the mere flattery of the farmers as a class. My opinion
of them is that, in proportion to numbers, thej are neither better nor worse
than other people. In the nature of things they are more numerous than any
other class, and I believe there are more attempts to flatter them, the reason
for which I cannot perceive, unless it be thai they can cast more votes ti
any other. On reflection I am nol quite sure that there is no1 a positive
suspicion againsl you in selecting me, in some sort a politician, ami in no sort

a farmer, to address you. The farmers being the most numerous class, it

follows thai their interest is the largest interest. It also follows thai thai
interest is most wurthj of all to be cherished and cultivated and thai if there
be inevitable conflict between thai interest and anj other, thai other should
yield."

"\li Lincoln then branched into a discussion of labor and capital, the

LINCOLN IN MILWAUKEE 155

relation of one to the other, a discussion that has often 1 n repeated, and

which has been heard many times in Milwaukee since in the .Socialistic
campaigns," continues Mr. Moriarity. "But he was not a Socialist. Mr.
Lincoln's argument aimed rather at the existence of slavery and he had not
talked many minutes before he struck right into the heart of his subject.

"He met a willing audience. lie was in the heart of the abolition north,
in the country where everyone was excited, where the Missouri Compromise
was being fought out as bitterly as the conflicts in the war that was to follow.

"Those farmers of Wisconsin, whom he did not flatter, whom he did
not praise, were attracted to him as a man, and according to the few survivors
who remember his speech, cheered him repeatedly throughout. They were
free men, believed in free labor, and his comparison of the lot of the 'mud
tiller* with the 'free laborer" touched them with sympathy for the black men of
the South who were held in bondage to the soil which they tilled ; who were
sold as so many cattle, were traded back and forth as so many horses, who
Worked their lives throughout, creating wealth for their owners but never a
cent for themselves.

"No community whose every member possesses this art (the art of deriving
a comfortable subsistence from the smallest area of soil) can ever be the
victim of oppression in any of its forms. Such community will alike be
independent of the crowned kings, money kings, and the land kings."

Took Interest in the Fair. — Lincoln was given a rousing applause "three
lusty cheers for the 'Kentucky lad/ ' "Such words today." continues Mr.
Moriarity 's narrative, would lie hurled across the continent, printed from coast
to coast in a single day. He was attacking an institution, that institution
that while it was tottering seemed to he on its strongest legs, bound to exist
as long as the South was the South and the North was the North.

"Mr. Lincoln was royally entertained that afternoon, and it is said he
enjoyed the attractions as much as any man at the fair. Then- were the
ordinary county fair attractions of that time, the races, and all was followed
by a big fireman's parade. He did not get much opportunity to see Milwaukee.
He viewed the city in his carriage as he rode to the grounds and again on
his way back to the hotel. He saw many of the improvements that hail
occurred since the time more than twenty years before when he had thoughl
of settling in the city as a young lawyer.

"He may have remained around the fair grounds for a while after that
speech. No one remembers. lie was just the 'Hon. Mr. Lincoln.' He had
given his speech and he might go. Perhaps some crowded around to shake his
hand and tell him of their sympathy in the new cause.

"The next we know of him in his visit to Milwaukee was that night at
the Newhall house. Train service was crude in those days. There was no
two-hour schedule to Chicago, and no trains running every two hours. There
was no railroad commission to appeal to for better service. Automobiles had
not made their appearance and Mr. Lincoln was obliged to remain in Mil-
waukee until the next day.

"Peter Van Vechten, Jr., then a youngster working in his father's store
adjoining tin' Xewhall house, tells a, picturesque story of the tlighl of Septem

L56 EISTORY OP MILWAUKEE

ber 30, 1859, at the Newhall bouse. 'He arrived at the hotel rather late from
the Pair grounds. Many local politicians had gathered at the hotel. Some
remained around to talk to him, or gathered in the lobby to talk over his
speech. Slavery was a great question in those days, more important than
the tariff question of today, and caused more discussion than the Canadian
reciprocity treaty.

" 'After supper a number of Mr. Lincoln's friends prevailed upon him to
make a short speech,' said .Mr. Van Vechten. 'Then' was not much of a crowd
there, not over fifty men. He consented.

What shall I stand on .'" he asked.

" 'There was nothing there, so I ran hack to tin' store and gol a dry g Is

box. This we placed in a eornei- in the lobby. 1 don't remember much id' thai
speech. 1 know it was on the slavery question. < hie sentence stands out
prominently in my mind, however, a sentence which lias often since been
quoted.

I do not believe," he said, "that this nation can exist half free and

half slave." '

"Those words became a part of the campaign issue when he was nominated
for president and proved to the South that the time had come to make or
break when Mr. Lincoln was elected.

"Little more id' Mr. Lincoln's visit can he learned. That was the lasl time
he ever visited Milwaukee. In the campaign which followed there was no use
of his spending tine in Wisconsin. The Badger State was strongly for aboli-
tion, and it was in this state that Republicanism and Mr. Lincoln's policies had
their birth, lie spent the time fighting the question out in the east and on
the border states, where the battle for votes was to be followed by the battle
of blood.

"Then came his election, his inauguration, lapping almost into the period
of the war. There was no traveling and little speech-making for him after
that. He was confined to a ghastly business which ended in his own death by
an assassin's bullet, after he had piloted the country to the' freedom for which
he pleaded in his only Milwaukee address."

Walter Distelhorst, president of the Milwaukee Historical Society, in an
address delivered before that body on February 8th, 1922, gave a most inter-
esting account of "Lincoln in Milwaukee," which we republish herewith:

If tin' Milwaukee newspapers in 1859 had told with the same richness of
detail the story id" Lincoln's visit to this city as they do today whenever some

celebrity conies to town, we might have a verj interesting picture of the
incident and of the period. Bui the art of quick photography and of photo

engraving were not discovered until many years later, so that no illustrations
appear in the papers id' the day upon which we must depend for the printed
record of Lincoln's visit; and furthermore, there did not seem to he at that

early time that intense curiositj on the part of the newspaper-reading public

for tiie intimate details ihat obtains at the present day. If it did exist.

the journalists of 1859 did not cater to it. for their reports are extremely
brief, not to say barren, of such facts as we today would like to read.

As to Lincoln's personal appearance, we are safe in saying ihat Milwau-

LINCOLN IN MILWAUKEE 157

keeans of this early day did not see the Lincoln with whom we are familiar,
for the MeClure portraits show that he was smooth-shaven in 1859. His
pictures do not show him as wearing' a beard until 1861.

There is a story to the effect that while he was riding on the train to
Washington a little girl, his fellow passenger, suggested that whiskers would
improve his appearance, and that it was her suggestion upon which he acted
when he let his beard grow.

The Milwaukee Public Library lias mi file only the Milwaukee Sentinel
and the Daily News of this particular period. Both were morning papers of
four pages, eight columns wide (as is the present width of the .Milwaukee

dailies), tlie length being about four inches more than now. Th litors

must have been unusually busy witli their "blue pencils" on the Lincoln
"copy," or the papers may have been short-handed of compositors (all type
being at that time set by hand), for it does seem that in view id' Lincoln's
participation in the epoch-making debates with Douglas only a short time be-
fore, which served to make him a national figure, somewhat more extended
mention should have been made id' his address in .Milwaukee.

In connection with these debates, it may he of interest to (piote from an
Associated Press report which appeared in the daily papers of the country
on October 7, 1921, under a Galesburg, 111., date line. My ({notation is taken
from the .Milwaukee Journal, the item in full reading as follows:

Standing where Abraham Lincoln and Stephen A. Douglas stood on
the same day in 1858, in front id' "Old Main," the historic building of Knox
college. Dr. William E. Barton, Chicago, spoke on the emancipator at a
celebration commemorative id' the Lincoln-Douglas debates.

The celebration was under the auspices of Knox college, which conferred on
Lincoln the honorary degree of doctor of laws.

"Lincoln's high title to honor in that notable series of debates lies in
the fact that he did not rest his ease on the opportune split in the party of
his opponents, hut forced the moral issue, and would not permit even so
astute an opponent as Douglas to evade it," said Doctor Barton. "Standing
in this spot, Lincoln said to Douglas:

' 'Judge Douglas declares that if any community wants slavery, they have
a right to it. He can say that logically if there is no wrong in slavery; but
if you adm'.t that there is wrong in it. he cannot logically say that anybody
has a right to do wrong. Now", I confess myself as belonging to that class
of society who contemplate slavery as a moral, social and political wrong.
He is blowing out the moral lights around us when he contends that who-
ever wants slaves has a right to hold them.'

"<>n that platform Lincoln lost the sonatorship of Illinois in 1858 and on
that platform he won the presidency in 1860."

It is not unlikely that these debates were largely influential in inducing
the Wisconsin Agricultural Society to invite Lincoln to deliver the annual
address at the State Fair. Vet in its announcement in the Sentinel running
during Fair Week, Lincoln's name was not given. Evidently this was a paid
advertisement, similar to our present-day display advertisements, for it ap-
peared in a '.)Yi> inch single-column spi >n the front page and presented the

158 HISTORY OP MILWAUKEE

program for the Pair in a way similar to that followed today. It was headed
"Ninth Annual Shite Fair of the Wisconsin Stair Agricultural Society. Sep-
tember 26, 27, 28, 29 & 30" 1859." Lincoln's speech was mentioned as the
"annual address" which was to be delivered on Friday al 10 a. m.

In the issue of Monday morning, September 2tith, the Sentinel article on
the opening of the Fair had these words:

"Hon. Abram (note the spelling of the firsl name) Lincoln, of Illinois, will
deliver the annual address."

In the issue of Friday morning, September 30th, substantially the same
words were used- and that was the day of the address.

No more space was given in the Monday issue to Lincoln and his forth-
coming address than to "Professor Steiner" who was scheduled to make a
balloon ascension on the Saturday following.

On Tuesday the Sentinel in referring to the speaker said: "No better
orator for the occasion could have been found in the whole Northwest."

This is not waxing unduly enthusiastic, in the light of similar mention of
our public men today by a journal that is of the same political faith as the
man referred to.

We learn also from the news columns that the schools closed on Thursday
and Friday to permit "scholars and teachers" to visit the Fair. An announce-
ment appeared for several days to the effect that the hanks would close at
1 o'clock on Thursday afternoon, to permit their employees to visit the Fair
also, and it bore the signature of a number of banks, but nothing was said
about the following day, the day on which Lincoln was scheduled to give
his address.

Henry W. Bleyer, a veteran Milwaukee newspaper man. who died in
.Madison on January 19th, 1922, at the age of 86 years, recalled that Mr.
Lincoln's train was late when he reached Milwaukee on Friday, September
30th, so that Lincoln did not arrive until late in the forenoon. These recol-
lections are included in a letter which was written at Mr. Bleyer's dictation
by his nephew, Prof. Willard G. Bleyer. of the University of Wisconsin, at
Madison, where he resided. The date of the letter is October 3rd, 1921. Owing
to his advanced age, Mr. Bleyer was himself unable to write.

Mr. Bleyer, the uncle, recalls that the distinguished visitor was driven in
a carriage to the Newhall House, and from there to the fair grounds. It was
probably after his speech that he made the rounds of the fair grounds with
the president of the Wisconsin Agricultural Society. Elisha W. Edgerton.

George Richardson, a Milwaukee pioneer, who was a boy a1 the time of
Lincoln's visit, told the writer i in a personal reminiscence al the Old Settlers
Club in the fall of 1920) thai Lincoln walked over to the scene of the plow
ing contest, in the course of his rounds, the contest being held somewhere in
the vicinity of what is now about Twelfth and Clybourn streets, outside the
Fair Grounds proper, and thai his homely comments on the eontesl were
enjoyed by the by-standers quite as much as his more formal words a few
minutes before.

The address has until very recently been practically unknown. Prof.
Julius Iv oison. of the University of Wisconsin, writing in the quarterly

LINCOLN IN MILWAUKEE 159

of the State Historical Society of Wisconsin, the "Wisconsin Magazine of
History," Volume IV, Number 1, for September, 1920, says that the only
place in which he found it was in the C. S. Hammond & Company edition
of Lincoln's works, which was published in 1907, and in none of the other
biographies of Lincoln, so far as he knows. A page of the manuscript was
reproduced in connection with this article, the page being among Professor
Olson's treasured possessions.

On October 1, 1859, the "Sentinel" printed Lincoln's address in full
on the front page. It ran several columns. For this journalistic feat the
writer had been led to believe that the paper was indebted to Henry Bleyer,
as the writer had understood from Julius Bleyer, a brother of Henry and
a Milwaukee newspaper man, too, but the letter already referred to (now
in the collection of the Milwaukee Historical Society) explains that "the
manuscript was secured from Lincoln by a 'Sentinel' reporter" — obviously
not Mr. Bleyer — "and the speech was set up in the 'Sentinel' composing
room," of which another uncle of Professor Bleyer, Louis Bleyer, was foreman.

This letter also corrects another mistaken impression on the writer's
part (and this was generally shared because it was repeated in the press
at the time of Mr. Henry Bleyer's death), that during the Civil war, after
President Lincoln's Emancipation Proclamation had been issued, that Mil-
waukee negroes visited the "Sentinel" office and begged Mr. Henry Bleyer
for hits of the manuscript penned by their beloved Lincoln's own hand.

Professor Bleyer writes :

"Louis Bleyer kept the original manuscript and later gave it to my uncle,
Henry W. Bleyer. After Lincoln became prominent, Henry W. gave aw r ay
pieces of the manuscript to various persons, cutting it up for the purpose.
Another uncle, George, gave Lathrop E. Smith, of Beloit, the page of tin'
manuscript reproduced in the 'Wisconsin Magazine of History," while Smith
and George Bleyer were working together on one of the Beloit papers.

"The story about Henry Bleyer distributing some of the pieces of manu-
script to negroes from the steps of the 'Sentinel' office is incorrect. My
uncle (Henry) says that he recalls giving some pieces to some of the leaders
among the negroes in Buffalo, New York, after he moved to Buffalo in 1860,
but not to any negroes in Milwaukee."

The manuscript, Mr. Bleyer says, was in large part written in ink on
legal cap paper, "but apparently on the (rain Lincoln had written a page
about the importance of the steam plow, in lead pencil."

Referring to the page of the manuscript reproduced in the Historical
Society quarterly, Professor Olson says in his article that "a 'Sentinel'
printer" gave it to Mr. Smith that same year (1859), and ultimately it
came into his (Professor Olson's) possession.

The headline over the article in the "Sentinel" on the day after the
address was a single line of small blackfaced type — "Hon. Abram Lincoln's
Address." The introduction follows:

In another column we publish in full the very able address of Abram
Lincoln, of Illinois, before the Wisconsin State Agricultural Society. It is
in every sense a practicable and readable effort and will receive attentive

160 HISTORY OF MILWAUKEE

perusal. Yesterday ;i high wind combined with the dusl rendered the day

s >wha1 unfavorable bu1 there was ;i large attendance al the Pair Grounds

nevertheless. At 11 o'clock the plank auditorium a1 Brockway's was filled
with an expectant crowd waiting with commendable patience the appeal
ance of Abram Lincoln who bad been announced to deliver the address at
10 o'clock. It was qo1 Ear from noon when the distinguished gentleman
made his appearance and be was immediately welcomed with clapping of
hands and a stamping of feel <m the raised scats which caused the afon
mentioned Brockway to show considerable nervousness. Upon being in-
troduced Mr. Lincoln waited a few minutes for the applause to subside and
spoke as follows.

Just before the opening of the Wisconsin State Pair late in August,
1921, the .Milwaukee "Journal" ran a considerable portion of Lincoln's
address delivered at the Fair sixty-two years before, under title of "Here's
Lincoln Message to Wisconsin Fair in 1859," two lines of type across two
columns, the letters being half an inch high.

The address" in full can be found at the Public Library, so only two
excerpts will be given :

"1 presume 1 am not expected to employ the time assigned me in the
mere flattery of the farmers as a class. My opinion of them is that, in
proportion to numbers, they are neither better nor worse than other people.
In the nature of things they are more numerous than any other class, and
I believe then' are really more attempts at flattering them than any other,
the reason of which I cannot perceive, unless i1 be that they can cast more
votes than any other. On reflection, I am not quite sure that there is not
cause of suspicion against you in selecting me, in some sort a politician,
and in no sort a farmer, to address you.

"But farmers being the most numerous class, it follows that their interesl
is the largest interest. It also follows that that interest is most worthy
of all to he cherished and cultivated — that if there he inevitable conflict
between that interest and any other, that other should yield.

"hi all this, book learning is available. A capacity and taste for reading
c-ives access to whatever has already been discovered by others. It is the
key. or one of the beys, to the already Solved problems. And not only SO;
it gives a relish and facility for successfully pursuing the unsolved ones.
The rudiments of science are available, and bighly available. Some knowl-
edge of botany assists in the dealing with the vegetable world with all
growing crops. Chemistry assists in the analysis of soils, selection ami ap-
plication of manures ami in numerous other ways. The mechanical branches
of natural philosophy are ready help in almost everything, but especially
in reference to implements and machinery.

"The thought recurs that education— cultivated thought- can best be
combined with agricultural labor, on the principle of thorough work;

that careless, half-performed, slovenly work makes no place for such

a combination: and thorough work, again, renders sufficient the smallest

quantity of ground to man: and this, again, < forms to what musl occur

in a world less inclined to wars and more devoted to the arts of peace than

LINCOLN IN MILWAUKEE 161

heretofore. Population must increase rapidly, more rapidly than in former
limes, and ere long the most valuable of all arts will be the art of deriving
a comfortable subsistence from the smallest area of soil. No community
whose every member possesses this art can ever be the victim of oppression
in any of its forms. Such community will be alike independent of crowned
kings, money kings and land kings."

In the Sentinel art'cle, after the text of the address we find the following:

"At the conclusion of the address three hearty cheers were given for
the 'Kentucky boy' and the Secretary proceeded to read the awards of the
premiums. "

In the Daily News of the same date we read that the speaker occupied
an "elevated stand" — and the article does not contain much els-, the editor
going on to explain the reason for the brevity of the mention (tin article
also appeared on the front page) in these words:

"Mr. Lincoln's address was a written one and will doubtless be pub-
lished, hence we refrain from giving a synopsis id' it. .Mr. Lincoln
spoke about an hour and was listened to with attention by the large auditory,
lie is a man of ability and is possessed of a stentorian voice which could
be distinctly heard by every person in the vast assemblage."

The Daily News, which was democratic, made another mention of the
occasion on its editorial page. This was headed "In Questionable Taste"
and refers to the short speeeh made by Lincoln the evening before at the
Newhall House. Some of Lincoln's friends had gathered there after dinner
and insisted on his addressing them.

We read :

"There is some diversity of opinion as to the propriety of bringing black
republican speakers here to make political speeches under the auspices id'
the State Agricultural Society."

Peter Van Vechten gave some reminiscences of this Newhall House ad-
dress in an article written for the Milwaukee Free Press of February 12,
1911, by J. E. Moriarity. Mr. Van Vechten worked in his father's store
adjoining the NewhaU House at the time, and brought a box from the store
fin' the speaker to stand on. (This is corroborated in Professor Bleyer's
letter.) .Mr. Van Veehten's recollection as here given is that about fifty
persons heard this talk, but tin' Daily News, from which the foregoing
quotations were taken, was probably nearer right when it gave the number
as 250.

(Newhall House, which was located on the northwest corner of Michigan
Street and Broadway, was on January 10th, 1883, the scene of one of Mil-
waukee's greatest tragedies, when it was destroyed by tire and sixty-four
persons lost their lives. In Lincoln's day it was the largest and finest hole]
in the West, being of brick, six stories high and having 300 rooms, accord-
ing to the "History of Milwaukee," 1663 pages, published by the Western
Historical Company, of Chicago, in 1881. The hotel was built by Daniel
Newhall ami his associates in 1857 (p. 1426), and the property, including
building, site and furnishings, represented an outlay of $270,000. Messrs.
M. Kean and A. M. Rice were the landlords at the time of Lincoln's visit.)

Vol. 1—11

L62 HISTORY OF MILWAUKEE

A letter from \V. P. Powers, of Los Angeles, Cal., appeared in the Mil-
waukee Journal of September 4th. 1921, which throws considerable light
mi Lincoln's visit to Milwaukee. David J. Powers, mentioned in the letter
was the secretary of the Agricultural Society, under whose auspices Lincoln
spoke. The letter follows:

"In 1859 my father, David J. Powers, in arranging for the State Pair
al Milwaukee, invited Abraham Lincoln, a lawyer of Springfield, Illinois.
In dr|i\ .■!• the address.

"Mr. Lincoln had become widely known through the debates between
himself and Stephen A. Douglas.

"To the first letter of invitation, written in July, no answer was re-
ceived, and a second letter written a few- weeks later broughl the following
reply :

" 'Dear Sir: — Reaching I ie after an absence of nine days 1 find yours

of the twelfth. I have also received that of July 27th: and to lie plain. I
disliked to decline the honor you tendered me. Two difficulties were in the
way — first, I could not well spare the time from the courts: and secondly,
I had no address of the sorl prepared, and could scarcely spare the time
to prepare one: and 1 was waiting, before answering yours, to determine
whether these difficulties could lie surmounted. I will write you definitely mi
the first of September, if you can safely delay so long.

"•Yours very truly. A. LINCOLN'.'

"Upon receipt of the letter my father, reading between the lines, thought
In- saw the real reason for the stand-off when he remembered that he had
said nothing about compensation in either of the previous letters, lie there-
upon wrote him again, saying he had neglected to mention in his former
letters that there would he a compensation of .^loO, which appeared to strike
him favorably, as in a few days a letter came to the effect that he was
phased to say that he had so arranged matters in the courts that he could
come.

"He came and delivered the address and j| appears in some of the lives
of Lincoln, interested as he was in the absorbing topics, of tiie day. he was
little adapted to a talk to farmers, and the address nave slight promise of
the wonderful heights to wh'ch his genius later mi attai I.

"His address was largely devoted to the desirability of steam plows, a
want that is now so happily filled by the modern tractor of which he seemed
to have a vision.

"He was careful in his address to avoid anything of a political nature
hut in the evening at the old Newhall House, to a select company of those
of his own faith, he freely held forth on the suliject that was nexl to his
heart.

".My father said he had given tie- letter to the Illinois State Historical
Society, and it is now in the Lincoln Memorial Collection at Springfield,

Illinois.

"Now conies to the writer, the i nt crest ' ng part of this matter. At the
San Francisco Exposition in 1915, entering the Lincoln .Memorial room in
the Illinois Building, my attention was attracted to a frame over which

LINCOLN IN .MILWAUKEE 163

was the inscription, 'Letters of Abraham Lincoln previous to I860.' Re-
membering the story often told by my father, I intuitively looked at the
letters under the glass in the frame and to my surprise and delight the
first one I saw was addressed to D. J. Powers."

There is more to the letter, but the rest is of a personal nature and
has no special bearing on this particular subject.

At the time of Lincoln's visit Milwaukee had a population of about
forty-six thousand.. The edge of town was at about Twelfth Street, and the
stand from which Lincoln spoke was probably close to what is now the
corner of Twelfth Street and Grand Avenue, or perhaps a little to the north
of this spot.

Mr. Lincoln on leaving the grounds was driven about the city. Accord-
ing to Mr. Richardson's recollection, he attracted comparatively little atten-
tion, and Mr. Richardson himself, with others, did not stay for more than
a part of the address at the Pair, little realizing that they were in the
presence of a later president of the United States and one of the greatest
figures of all time.

On October 4th, following Lincoln's address in .Milwaukee, he gave an
address during the afternoon at Beloit and during the evening af Janes-
ville, both being political addresses.

In view of the manner in which the Milwaukee papers handled Lincoln's
speech, it is unlikely that he was at that time considered seriously as a
candidate for the presidency. This reminder is found in the Carl Schurz
essay, "Abraham Lincoln" (Houghton Mifflin Company, 1891):

"As late as April, 1859, he had written to a friend who had approached
him on the subject that he did not think himself tit for the presidency.
The vice-presidency was then the limit of his ambition."

Lincoln's visit to Wisconsin on the occasion of his address at the State
Fair at Milwaukee in 1859 was his third to this state.

His first visit was in 1832 during his participation in the Black Hawk
war. He was among the first to respond to the call of Governor Reynolds
for volunteers to repel the invasion of Black [lawk. It is an early testi-
monial to Ins leadership that at the age of twenty-three he was chosen
captain by his fellow militiamen. His power over men was shown when he
defended an old Indian who strayed into camp and was detained because
the men though! he was a spy, and they wanted blood.

Before Lincoln's company go1 as far as Wisconsin, however, it was mus-
tered out; and on the same day (May l2Sthi he re-enlisted as a private in
the Independent Spj Company and with that organization crossed the state
line near Beloit on June 30, 1832.

With the company Lincoln pushed north, but they did not come in con-
tact with the enemy, and no fighting was done. On July 10th they wen 1
'mustered out near Fort Atkinson, and returned home before the battles of
Wisconsin Heights ami Bad Axe, with which the Black Hawk war was
ended on August 2d. In all Lincoln spent about two weeks in Wisconsin
at that time.

The Black Hawk war episode was an important one in the life of the

1(1! HISTORY OF MILWAUKEE

future president, because ii broughl him to the notice of Maj. John K. Stuart,
the Springfield lawyer, which resulted in the latter's giving Lincoln en-
couragemenl and assistance in his law studies, and in his inviting Lincoln

in 1837 to become his law partner.

The record of Lincoln's second visit to Wisconsin to which reference is
made also in Professor Olson's article is found largely in the "Historj of
Washington and Ozaukee Counties," 1881, Western Historical Company,
Chicago. The visil is more or less shrouded in mystery, If Lincoln did
come to Wisconsin, and it is very likely that he did, in the ligh.1 of what
follows, then of course he visited .Milwaukee also.

On page 508 of the "History" we read:

"The lirst dwelling house buill in the village was erected bj Gen.
(Wooster) Harrison in 1835. It is still standing (1881), apparently in a
good state of preservation. It is a little story-and-a-half frame building,
gable end. the silk resting on the ground. A partition divides the lirst floot
into two apartments, and also the upper or half story. It was at this bouse
that the first votes of the town were polled. This old and time worn si mc
ture has become one of the sacred relics of the past, commanding a prom-
inent phi.ee in the history of the town of Port Washington, not only on
account of the relation it hears to the first white settler of tin' village, bu1
because it once served as a shelter to one of America's greatesl states
men. It may he of interest to mention the fact that the greal and martyred
president, Abraham Lincoln, during his days of roughing it, once walked
from Milwaukee to Sheboygan, and stopped a night in this old house. After
the defeat of the Merrimac by the Monitor, .Mr. Lincoln, in company with
some of his Cabinet officers, visited Fortress Monroe to gel a practical knowl-
edge of the fort. While viewing the works, desiring some information, lie
approached an officer, who proved to he ('apt. Berger, from Port Washing-
ton. 'Well, my man.' said Lincoln, 'where are you from.'' 'Porl Wash
ington,' replied the Captain. 'Por1 Washington— le1 me see: that is in
Wisconsin about twenty-five miles north of Milwaukee is it not.'' The Cap-
tain answered that it was. "1 stopped there over night once.' said the
President; 'jusl name over some of tin' men who lived there in the early
days.' The Captain proceeded to name over quite a number, finally men
tioning thai of Harrison. 'Harrison, that is the man!' said .Mi-. Lincoln. I
remember him well.' He then walked off to join Ids escort, Leaving Capt.
Berger very much elated to think that his town hail been honored h\ the
presence of so great a man."

Harry W. Bolens, ex mayor of Port Washington, and a well known journal-
ist, in an interview in the Milwaukee Daily News during the year of the
Lincoln centenary (1909), supplemented this story. He said that the visit
occurred some time between 1836 and L840. Lincoln also visited Sheboygan,

Mi'. Bolens said. L't In returned at once to l'ort Washington and stopped

there for two days, during which ii he rented quarters for a law office

from General Harrison, This was in the fall. It was Lincoln's intention
to return in the spring, hut Hoods prevented all travel in the Middle West

LINCOLN' IX .MILWAUKEE 165

during the following year, rains continuing till early fall, so Lincoln sent
his regrets to Harrison and remained in Illinois.

Professor Olson thinks that all this may he true. The records show an
abnormally heavy rainfall during 1836. Furthermore, Ann Rutledge died
on August 25, 1835, the great tragedy of Lincoln's life. He was driven
nearly msane with grief, Ave read in all his biographies. Friends urged a
change of scene, and his Wisconsin trip probably resulted, there being
some weeks at this period in his life which none of his biographers can
account for satisfactorily.

In this connection, biographers and lecturers on Lincoln call attention
to his great liking for William Knox's poem "0, Why Should the Spirit
Of Mortal he Proud?" He often quoted passages from it during these
dark days.

(The first stanza is as follows:

[

Oh, why should the spirit of mortal he proud?
Like a swift-flitting meteor, a fast-flying cloud,
A flash of the lightning, a break of the wave,
lie passeth from life to his rest in the grave.)

Carl Schurz, considering this great tragedy, writes in his essay on "Abra-
ham Lincoln" :

"In the meantime he had private sorrows and trials of a painfully afflict-
ing nature. He had loved and been loved by a fair and estimable girl, Ann
Rutledge, who died in the flower of her youth and beauty, and he mourned
her loss with such intensity of grief that his friends feared for his reason.
Recovering from his morbid depression, he bestowed what he thought a now
affection upon another lady, who refused him. And finally, moderately
prosperous in his worldly affairs, and having prospects of political distinc-
tion before him, he paid his addresses to Mary Todd, of Kentucky, and was
accepted. Bui then tormenting doubts of the genuineness of his own affec-
tion for her, of the compatibility of their characters, and of their future
happiness came upon him. His distress was so great that he felt li mself
in danger of suicide, and feared to carry a pocketknife with him ; and he
gave mortal offense to his bride by not appearing on the appointed wedding
day. Xow the torturing consciousness id' the wrong he had done her grew
unendurable. He won back her affection, ended the agony by marrying her,
and became a faithful and patient husband and a good father. Hut it was
no secret to those who knew the family well, that ins domestic life was full
of trials. The erratic temper of his wife not seldom put the gentleness of
his nature to the severest tests; and these troubles and struggles, which
accompanied him through all the vicissitudes of his life from the modest
home in Springfield to the White House at Washington, adding untold private
heartburnings to his public cares, and sometimes precipitating upon him
incredible embarrassments in the discharge of his public duties, form one of
the most pathetic features of his career."

Two years before Lincoln's trip through Milwaukee to Port Washing

166 HISTORY OF MILWAUKEE

ton and Sheboygan, a pioneer Norwegian, EQeng Peerson, traveled alone
from Chicago to Milwaukee on foot, over the Chicago Green Bay Indian trail.
This trail had for sometime been used by the half-breed who packed the
mail on his back between the two lake shore poets. Peerson found only
Solomon Juneau ami one other white man at Milwaukee at thai lino-.

If Lincoln actually made tin- trip, as it seems likely that he did. it is
strange that no record of it has come down to us. Quite likely he spenl
less time here than at Port Washington, but Milwaukee was the more im-
portant post and without doubt even for a brief visit Lincoln would have
come in contact with more whites in Milwaukee than at the post further
up the lake shore.

Henry Bleyer is quoted in the Milwaukee Pree Press in .Mi-. Molarity's
article as saying that Lincoln met with little encouragement to settle either
here or at Port Washington at that time, and so returned to Illinois. And
as success came to him later in his native state, there was little likelihood
of his leaving; so that Wisconsin lost its opportunity of numbering the
Great Emancipator among its famous sons, if it ever had the opportunity.

Milwaukee achieves connection with Lincoln once more in the controversy
which raged in 1916 and 1917 over the Bernard statue of Lincoln. The Mil-
waukee Sentinel took part in this controversy and is quoted as follows by
the Literary Digest under date of February Id, 1917, the article appearing
in the "Art World"' of June of that year under the title of "A Mistake in
Bronze," which fj-ives a hint as to its purpose:

"The question arises (says the Sentinel), is it realism at all! 1 Is it a faith-
ful presentment in bronze of the real Lincoln? That question is still fairly
capable of settlement, There are entirely credible and competent witnesses
now living who knew Lincoln in the flesh and remember perfectly well how
he looked — no difficult thing, for 'Old Abe' was a striking figure that, once
seen, was never forgotten.

"We have tried this test, by submitting to some who knew Lincoln in
life the appalling photographic cut of the production, which is supposed to
perpetuate for < Jincinnatians the appearance of Lincoln. The consensus of
usually indignant testimony is that it is fearfully and wonderfully unlike
Lincoln as they knew him.

"The sculptor seems to have evolved his conception of Lincoln out of

his inner consciousness, though he states that he was greatlj assisted by
Contemplating a man he met in Louisville, who was six feel EoUT and one-half
inches tall, who was horn not far from Lincoln's birthplace, and who had been
splitting rails all his life.

"The finished artistic result of these processes is one that, s,, far as our
own inquiries go, is calculated to stir to wrath and resentment those who
knew Mr. Lincoln in life and must be admitted to be competenl witnesses
as to his personal appearance.

"It is perfectly possible to combine good art with a respectable degree

of verisimilitude in these productions. If we are going to have statues of
Lincoln, a decent respect for tin' memory of 'Old Abe' seems in require that

thej resemble him, and are not Leaks of fancy that with a few alterations

LINCOLN IN MILWAUKEE 167

might do duty as figures of [chabod Crane, or Dominic Sampson, or St.
Simeon Stylites on his penitential pillar."

A noble statue of Lincoln, seated, occupies the crest of the Upper Campus
hill at the State University of Madison, in front of Bascom Hall (formerly
known as "Main Hall") where it dominates the vista between the great
elms over the beautiful lawns. A mile to the east is the State Capitol, under
whose great dome is housed the machinery that keeps this great Common-
wealth functioning in our democracy, and toward which the spirit of Lincoln
gazes steadily out of the bronze eyes. It is one of the shrines of the State
of Wisconsin. It helps to shape the ideals of the thousands of young men
and young women from this Nation and cither nations who are training them-
selves for citizenship in the shadow of this great memorial.

Adolph Weinman is the sculptor, the original of which it is the replica
being at Hodgensville, Ky., Lincoln's birthplace. It is the Lincoln whom his
neighbors knew and loved, the statesman who piloted a nation through a great
war and then gave his own life on the altar to heal the breach caused by the
four years of bloody warfare.

Weinman was born in Germany in 1870, but came to this country at an
early age and was educated in the public schools of New York. He was a
pupil of St. Gaudens, another of the outstanding sculptors of the immortal
Lincoln.

A personal reminiscence by a Milwaukee man of the nomination of Lincoln
at the convention of 1860 may be of interest. Amherst W. Kellogg, a resident
of Wisconsin since 1836, was an eye-witness. The following is from an inter-
view given by him to the Milwaukee Sentinel on October 23, L'21 :

When Illinois presented the name of Abraham Lincoln I was much surprised
at the demonstration that occurred: however, when Seward was nominated by
New York he seemed to awaken even greater enthusiasm. Salmon P. Chase
was Ohio's favorite son; Edward Bates was .Missouri's choice; Pennsylvania
presented Simon Cameron. On the first ballot Seward had more votes than
any of the others, but not enough for a nomination. Before the second
ballot was taken Simon Cameron withdrew his name and his votes went to
Lincoln, who then almost equaled Seward's vote.

With the third ballot the excitement grew intense; state after state turned
over to Lincoln and lie seemed likely to succeed ; but we who had been keeping
tab found as the last vote was cast that he was two votes short of the number
necessary to nominate. Then just before the figures of the ballot were an-
nounced Carter of the Ohio delegation got the floor and shouted: "Ohio
changes four votes from Salmon I*. Chase to Abraham Lincoln.''

With that such a wave of emotion swept over the vast audience as I have
never seen in all my experience; women threw up their parasols and men their
hats. Though we were packed in so we could scarcely move, Mr. Daggett
(S. S. Daggett, also of Milwaukee, who was at that time seventy years old)
danced up and down like a boy. One man standing beside us, down whose face
the tears were pouring in streams, cried out: "I can't help it! I can't help it!
I've been working for him a week and I didn't really hope for it." Another
old man near us began to shout at the top of his voice: •'Glory, Glory Halle-

168 HISTORY OP MILWAUKEE

lujah ! Now, Lord, lettesi Thou Thy servanl deparl in peace, for mil yes

have seen the redempt on of Egypt" (as Southern Illinois was then called).

Meanwh ; le the chairman of the convention, George Ashmun of Massa-
chusetts, moved thai the vote for Abraham Lincoln be made unanimous. With
that the enthusiasm broke out afresh and continued until the audience was
fairly exhausted.

Notwithstanding the impression made by Lincoln in his address at the
state Pair, the feeling of dismay which was common throughout the country,
as Carl Schurz rem mis us, dovibtless was shared by citizens of .Milwaukee

and Wisconsin when after Lincoln's election the Southern states s< ded and

war became imminent.

Mr. Schurz writes :

"Honest Abe Lincoln." who was so good-natured that he could not say
"no;" the greatest achievement of whose life hail been a debate on the
slavery question; who had never been in any position of power; who was with-
out the slightest experience of high executive dut'.es, ami who hail only a
speaking acquaintance with the men upon whose counsel anil cooperation he
was to depend. Nor was his accession to power under such circumstances
greeted with general confidence even by members of his party. While he hail
indeed won much popularity, many Republicans, especially among those who
had advocated Seward's nomination for the presidency, saw the simple '•Illi-
nois lawyer" take the reins of government with a feeling little short of
dismay. The orators ami journals of the opposition were ridiculing ami
lampooning him without measure. .Many people actually wondered how such
a man could dare to undertake a task which, as he himself had said to his
ueighbors in his parting speech, was "more difficult than that of Washington
himself had been."

The Gettysburg address is great, if short, hut the closing words of Lincoln's
second inaugural, Schurz says, are "like a sacred poem. No American presi-
dent hail ever spoken worils like these to the American people. Americans
never hail a president who found such words in the depths of his heart."

Let us consider Lincoln 's words :

Fondly do we hope, fervently do we pray, that this mighty scourge of
war may speedily pass away. Vet if God wills that it continue until all the
wealth piled up by the bondman's 250 years of unrequited toil shall he sunk,
and until every drop of blood drawn with the last shall be paid by another
drawn with the sword, as was said 3,000 years ago, so still it must be said.
"The judgments of the Lord are true and righteous altogether." With malice
toward none, with charity for all. with firmness in the righl as God gives us
to see the right, let us strive to finish the work we are in; to hind up the
Nation's wounds; to care for him who shall have borne the battle, and for
his widow and for his orphan ; to do all which may achieve and cherish a just
and lasting peace among ourselves and with all nations.

And then the closing scenes of the war. The fall of Richmond, with Lincoln

himself entering the citj on font, where the slaves crowded about him. kissing
his hands and his garments, while tears streamed down his care-furrow ed
cheek's. Following cdose on the heels of the news of Lee \ surrender, came llie

LINCOLN IN MILWAUKEE 169

stunning' news of Lincoln's assassination. And all the civilized world wept
beside his coffin. The judgments of those mourning nations of his worth and
greatness have never been reversed.

The "History of Milwaukee," page 736, says:

"The city was hushed in grief. Silently and sorrowfully the buildings,
many of them still gaily flaunting the joyous decorations of the week before,
were clad in the habiliments of woe."

11 was the saddest week in Milwaukee's history.

Mayor Abner Kirby issued a proclamation, the day, April 15th, being the
hist of his term. This is what he said.

Mayor's Office, April 15 — The joy of the Nation is turned into mourning.
The Chef .Magistrate of our country is reported to have been slain at the
hands of an assassin, and the life of our Secretary of State taken by a still
more infamous hand. Therefore, I, Abner Kirby, Mayor of Milwaukee, do
hereby recommend that all the dwellings and business places of our city forth-
with be clad ill mourning as a token of the deep and common sorrow that
prevails; and that the people, abstaining from all excitement improper for
such solemn occasion, postpone their ordinary duties today, and that in all
the churches, tomorrow, such services be performed as will duly express the
great and general grief. ABNEB KIRBY, Mayor.

Word of the assassination, which occurred on Pr'.day night. April 14th,
did not reach .Milwaukee until the following day.

Issuance of the foregoing proclamation was Kirby's last official act. for
John J. Tallmadge was inaugurated as mayor immediately afterward. Tall-
madge's first public proclamation, which appeared on Tuesday, April 18th,
announced the public funeral, set for the following Thursday.

Services were held in all the churches between It and Id o'clock. The
procession was scheduled at 11 o'clock, but rain interfered and the sun did
not come out till afternoon, so that the procession did not start until •'! o'clock.

There was a hearse, and the following well-known Milwaukeeans acted as
pallbearers: Hans ( 'rocker, Jackson Hadley, Alexander Mitchell (later United
States senator). Angus Smith, John Bradford, James S. Brown, Doctor John-
son. John W. Cary and Mortiz Schoeffler.

There wen 1 4,(10(1 persons in line, the procession being over a mile long,
while 40,000 more, with bared heads, lined the streets as the solemn pageant
passed to the accompaniment of dirges, tolling bells, muffled drums and the
firing of minute guns, the afternoon sun shedding its benign rays over all.

A great meeting on the Courthouse Square hail been arranged to take
place during the forenoon, but this too had to be postponed on account of
the downpour. Addresses were to have been made from three stands at
different parts of the grounds, three speakers being scheduled at each stand.
George II. Walker, founder of Milwaukee's South Side, was one of the
chairmen, and Senator Matt II. Carpenter was one of the speakers. These
eulogies had to be given indoors, meetings being held in the Plymouth Con-
gregational and the First Presbyterian Churches.

Milwaukeeans have a personal interest in the splendid Lincoln memorial
recently completed at Washington. Lyman II. Browne, for many years a

170 HISTORY OF MILWAUKEE

residenl of this city, informed the writer thai his brother-in-law, Fred Drew,
of Washington, I). C, was the contractor and builder.

Theodore <i. Joslin sonic time ago described the memorial in the Boston
Transcript, the article being reprinted in the Literary Digesl of December 20th,
1919. We read:

"A great axis planned scores of years ago is completed by the memorial.
At one end is the Capitol, containing the national legislative and judicial
bodies, which is a monument to the United States Government. A mile to
the westward, in the center of the axis, is the monument to Washington, who
established the Government. Terminating the axis is the new memorial to
Lincoln, who saved the Government."

The movement to establish the Lincoln memorial had its inception in
1867. The memorial, costing over two and a half million dollars, takes the
form of a monument symbolizing the union of the Nation, enclosing in the
walls of its sanctuary three memorials of the man. himself — one a statue 'of
heroic size expressing his humane personality; the others memorials of his
two great speeches, one of the Gettysburg address and the other his second
inaugural, each with attendant sculpture and painting telline; in allegory of
his splendid qualities evident in those speeches. William Howard Taft turned
the first spadeful of earth on Lincoln's birthday in 1H14.

CHAPTER XV
IMMIGRATION AND RACE ORIGIN

In the process of assimilation, as exemplified in sections of the Middle West,
where, during the last half of the nineteenth century emigrants grouped
themselves in great numbers, striking social situations have been evolved
which either have escaped, or have been deemed unworthy, the attention of
the essayist and fiction writer.

Every phase of American life, susceptible to literary treatment, has- been
explored to the fullest, The conditions, characters and complications of a.
quaint New England village, of a peaceful Dutch settlement in New York
Stale, or a German county in Pennsylvania; the race problem and Creole life
of the South, and the thrilling picturesqueness of the western frontier — all
have been treated by author and poet.

The home-hunting foreigners, who came to the north central west, may
have tended to that prosaic industrialism which leaves no surface indications
of romance or dramatic situations, and yet upon closer analysis they reveal
in unique setting and scenery, life's drama in climaxes as compelling and
touching as those enacted in other parts of the new world.

Where the foreigners are sparsely sprinkled among the natives the absorp-
tion is necessarily rapid, but where those of similar racial origin have settled
in numbers, they cling tenaciously to language and customs, and stand out in
stronger contrast to social order of the native.

The assumption that the transition stages from a raw emigrant to a
fullHedged American citizen are colorless, or that the collective newcomer
merely offers in subdued colors a reproduction of old world customs and
mannerisms, might be wholly true if the foreigners wholly isolated themselves
from the natives. But where, in the commingling of foreign and native born,
the amalgamation proceeds along social as well as economic and civic lines,
the element of conflict and heart interest become pronounced and appealing.

The clashes between foreign and native tradition, between old and new
world conceptions are bound to ignite the sparks of prejudice and hatred.
In the manifest course of human adjustment many situations are created
in which tolerance and the nobler impulses of man may come vividly into
play. The writer has here seen an unplowed held rich in material and setting
for the dramatist and novelist.

In thus directing attention to what seems to the author an unexplored, or
at least only partially explored field tor study and treatment, he is convinced
that much, in the inner struggles and outward movements of the emigrant,
during the transition period, constitutes an essential factor in American life,

171

THE n[.D MATHEW STEIN GUN SHOP ON MARKET SQUARE IN" THE LATEE

'40s -VXD KAK'I.V '50s
See "lil Town Pump to the left below

IMMIGRATION AND RACE ORIGIN 173

and is therefore worthy of permanent record. Admirat'on is aroused when
the progress of the emigrant is contemplated, when his preconceptions per-
ceptibly have yielded to openmindedness, when alienism has faded into a
sturdy loyally to American institutions, when the humblest and must unpromis-
ing lies linings are followed by useful service and valuable contributions to
the prestige, power and prosperity of the nation.

Racial Complexion. — It would be difficult to establish with any degree of
accuracy the racial origin of the population. That is, it would be practically
impossible to deal in exact figures, separating the native from the foreign
horn and at the same time trace the ancestry of the native born. Yet we may
venture appropriate figures based upon the various sources of information that
nave been at our command.

Before doing so. it may be well to ascertain the probable order and the
periods in which the different nationalities made the r appearance. Tin.'
Indian, the primitive man, was first joined by the French Canadian. Then
came the Anglo-American from the New England states and the so-called
Knickerbockers, Dutch descendants from New York state. The "New England
Society" and the "Sons of New York" flourished for several years as social
and patriotic bodies.

Tiie Easterners wen' followed in large numbers by the Irish and Germans,
with a sprinkling of Scandinavians. Hollanders, Bohemians and Austrians
In the period from 1S44 to 1878 the German immigration outnumbered all
other nationalities. During the latter part of this period the Polish immigra-
tion began to secure momentum, continuing for some years. While the emigra-
tion from Central Europe declined, the peoples from eastern and southern
Europe began to turn towards the United States and Milwaukee received a
goodly number of them.

Those coming from eastern and southern Austria-Hungary included Sla-
vonians, Croatians and Hungarians. The Slovaks and Serbs came somewhat
later. During the past thirty years there has also been a steady but some-
what meager influx of Italians, Greeks and Russians.

Composition of the Population. — Prof. Lawrence M. Larson, in his review,
remarks that "Milwaukee is a cosmopolitan city. She has drawn her citizen-
ship from all parts of the civilized world. In the old Third ward, once the
heart of the city, the Italian now (LUIS) reigns supreme; while in Kilbourn-
town the African and the Russian .Jew have inherited the earth. On the
South side of the city the Poles arc the strongest, numbering more than
90,000 and controlling two or three wards. The Scandinavian elements are
located principally on the south side. Greeks and Hungarians have their rep-
resentatives in the city, and occasional Asiatics may also be found. The more
distinctly American population is found in greatesl numbers on the East side
and in the southern part of the West side. But most numerous of all is the
German element. It is estimated that at least 200,000 Germans, native born or
of German parentage, live in Milwaukee.

"It is therefore inevitable," continues Professor Larson, "that the city
should display certain prominent foreign characteristics. On the religious side
these are particularly evident. Stronger than all the Protestant churches
combined is the Catholic church with its large German, Polish, Irish ami

171 HISTORT OF MILWAUKEE

[taliaii parishes. Of the Protestants more than half belong to the Lutheran
churches, mainly Germans and Scandinavians. The presence of these two
powerful organizations lias treated an interesting situation in the system of
elementary schools. About forty per rent of the total school attendance is
found in the parochial schools. Alongside of the public school system has
grown up therefore, a group of rival systems entirely independent of the
former. ' '

Language Difficulties of the Immigrants. — The first obstacle met with by
the newly arriving immigrants was the diversity of languages among them
The acquisition of the English language by foreigners was of course a neces-
sity, but it often proved a very difficult task for the older men and women.
The children, however, quickly learned to speak and write it. and families
gradually dropped the use of their native forms of speech, ami thus could co-
operate with their neighbors in affairs of business and government. The estab-
lishment of schools for the young was the chief agency in this amalgamating
process, and few neighborhoods were without a schoolhouse and teachers, even
in the earliest stages of settlement.

Thus was developed a community spirit of vital importance in the main-
tenance of our American form of government and its institutions. Americans
indeed have made language a more powerful nationalizing instrument, says

a recent writer, than even the English people themselves have I n able to

do in their own country. The same writer goes on to say that the old stock
of native born Americans have been largely replaced by the newly arriving
elements from foreign countries, now represented in our population; and
that the nationalizing processes have been of such a thoroughgoing character
as to produce a new type spoken in a purer language than that in use in the
country of its birth.

"Political and social institutions in the United States," continues the
writer above mentioned, "have a quality which speedily transmutes various
types into one type, the public school probably being the most powerful of
them. "

The German Immigration. —" When .Milwaukee was but a small cluster of
houses in the early thirties," writes II. E. Legler in his volume, "Leading
Events of Wisconsin History," "Germans had made their home in the village.

but it was not until a decade later that colonists began to arrive ii nsider-

able numbers from the fatherland. Political disturbances at I sent many

id' them over the ocean, and the low price of land and liberal laws of Wiscon-
sin attracted many of them to this territory. Between 1840 and 1848
pamphlets and books describing the resources and favorable climatic condi-
tions of Wisconsin were circulated in greal numbers in some parts of Germany,
and undoubtedly greatly influenced intending settlers to seek tin' golden
Northwest. In the Rhine region, in the Wupper valley and in the duchy
of Brunswick these guides for immigrants found especially eager readers.

".Milwaukee soon became known as the German Athens of America, but
the German population of Wisconsin was not confined to the chit' citj of
the territory. The wooded sections aloni;- the lake shore and In the inteii

attracted large numbers of h seekers. The early German settlers were

mostly of the Catholic faith, but In the early forties I'omerania and luanden

IMMIGRATION AND RACE ORIGIN 17.".

burg, as the result of religious contentions, lost many of their people, and
their leaders directed many of them to Wisconsin."

Prominent among the citizens of Wisconsin who were born in Germany
was Carl Schurz whose political career opened in this state when he was yet
a young man of twenty-seven. He settled at Watertown, Wis., in 1856, and
became prominent in the republican party of the state. He had received a
good education in his native country, and after his arrival began the study
of law. He was admitted to the Wisconsin bar in 1858, and began the prac-
tice of law in Milwaukee. In the Republican National Convention of 1860,
he was chairman of the Wisconsin delegation which voted for William II.
Seward for the presidential nomination. He was a member of the committee
appointed to notify Mr. Lincoln of his nomination. In 1861, he was sent as
minister to Spain, but lie returned In the United States in the following year
and was commissioned brigadier general. As a commander of division he
took part in the second battle of Bull Run. He was promoted to the rank
of major general and was present at the battles of Chancellorsville, Gettysburg
and at Chattanooga.

After the close of hostilities he resigned his commission and thereafter
became identified with .Missouri affairs. From 1869 to 1875, he was United
States senator from Missouri, and in 1S77 he was secretary of the interior
in President Hayes' cabinet. In 1881, he removed to New York City where
he became engaged in editorial work, and died there in 1906.

A most interesting study of Wisconsin's German element, by Kate A.
Everest, is printed in Volume XII of the Wisconsin Historical Collections. "In
the Western States many large German settlements were formed," she says,
"especially in Ohio, but they did not become centers of attraction, nor of
any political importance. The masses of colonists hail German sentiments, hut
not the German ideals. They would not suffer themselves to be directed by
their countrymen, especially since the leaders, who were often idealists and
free-thinkers, were men far removed from the general German sentiment ; but
the immigrants settled rather where business interests were most favorable.

"The general sentiment of later years is well expressed by Priedrich Kapp
and Carl Schurz. 'The well-being of the Germans,' says Kapp, 'does not lie
in separation from the American educational interests nor in fantastic dreams
of founding a German state in America — a German Utopia. A German

nation within the American they cannot be, but they can throw the rich
treasures of their life and thought into the struggle for political and human
interests, and their influence will penetrate the more deeply and create for
them a wider field of activity, the less peculiar they make it.' '

In a speech by Carl Schurz in New York he expressed himself as follows:
"Let us never forget that we as Germans are not called upon here to form a
separate nationality, but rather to contribute to the American nationality
the strongest there is in us. and in place of our weakness to substitute the
strength wherein our fellow Americans excel us, and to blend it with our
wisdom. We should never forgel that in the political life id' this republic
we as Germans have no peculiar interests, hut that the universal well-being
is ours also."

These sentiments were held and expressed by eminent writers and pub-

OLD CREAM CITY BASEBALL CLUB— 1869
Archie McFadden, M. Lumkin, I'.. C. Wells. \Y. II. Dodsworth, \V. ( . Smith, George Redding,

.1. II. \Y I. K. A. Smith. t . S. Norris.

OLD Rl FUS KING RESIDEN< i:
Northeast corner Mason and Van Buren Btreets. Built 1 > v Henry Williams, 1838

IMMIGRATION AND EACE ORIGIN 177

lieists many years ago and are still held by the clear-thinking men of our later
time. We honor the German element in our population, and that element in
turn forms a most valuable ingredient in the development of the "one hundred
per cent Americanism" of Wisconsin people.

Native versus Foreign Bern. — The attitude which obtained among the
Germans, and the reciprocal prejudice which the native and foreign born
entertained for each other, were some years later well expressed by Hugo
Miinsterberg, who said:

"The German immigrant can justly claim to be a respectable and very
desirable element of the American population ; he has stood always on the
side of solid work and honesty; he has brought skill and energy over the
ocean, and he has not forgotten his music and his joyfulness; he is not second
to any one in his devotion to the duties of a citizen in peace and in war, and
without his aid many of America's industrial, commercial, and technical
triumphs would be unknown.

"But all that does not disprove the fact that he is often somewhat unfit
to judge fairly the life which surrounds him. First, lie belongs almost always
to a social stratum in which the attention is fully absorbed by the external
life of a country, and which is without feeling for the achievements of its
mental life; he was poor in his fatherland, and lives comfortably here, and
thus he is enthusiastic over the material life, praises the railroads and the
hotels, the bridges and mills, but does not even try to judge of the libraries
and universities, the museums and the hospitals.

"On the other hand, he feels socially in the background; he is the 'Dutch-
man,' who, through his bad English, through his habits and manners, through
his tastes and pleasures, is different from the majority, and therefore set apart
as a citizen of second rank, if not slighted, at least kept in social isolation.
On the side of the German, the result of this, situation is often an entire
ignorance of the Anglo-American life.

"But there were more important factors — industry and civic virtues,
which, brought from Germany, helped to build up the land and the nation,
and it is unfair to stamp the German-American as a citizen of second rank
and thus to isolate him socially."

In placing an estimate upon the American the same writer says: "What
most quickly misleads is, doubtless, his consuming interest in money-making,
together with the sharp struggle for existence, the gigantic scale of his
undertakings, his hasty, impulsive movements, his taste for strong sensational
stimuli, his spoils politics, and the influence of corporations upon his legis-
lation. But is not all that merely the surface view? The American is not
greedy for money; if he were, he would not give away his wealth with such
a liberal hand, and would not put aside all the unidealistic European schemes
of money-making which exclude individual initiative, as, for instance, the
pursuit of dowries, or, on a lower level, the tipping system.

"The American runs after money primarily for the pleasure of the chase;
it is the spirit of enterprise that spurs him on, the desire to make use of his
energies, to realize his personality. And there is one other factor: in a country
where political conditions have excluded titles and orders and social distinc-
tions in general, money is in the end the only means of social discrimination,

178 HISTORY OP MILWAUKEE

iinil financial success becomes thus the measuremenl of the ability of the in-
dividual and of his power to realize himself in action. That the struggle for
existence is sharper here than in Europe is simply a fairy tale. In a country
where the greatesl enterprises are undertaken in the service of charity, and
where the natural resources of the land are inexhaustible, even the lowest
classes do not struggle for existence, but, seen from the Continental stand-
point, merely for comfort; of this the lyrical character of the discussions of
social problems here compared with their dramatic character in Germany
gives the fullest evidence.

"■But the most amusing misunderstanding arises when the American him-
self thinks that he proves the purely practical character of his life by the
eagerness with which he saxes his time, on the ground that 'time is money.'
It strikes me that, next to the public funds, nothing is so much wasted here
as time. Whether it is wasted in reading the endless newspaper reports of
murder trials or in sitting on the base-ball grounds, in watching a variety
show or in lying in bed, in waiting for the elevator or in being shaved after
the American fashion, in attending receptions or in enjoying committee meet
ings, is quite unessential.

"The whole scheme of American education is only possible in a country
which is rich enough not to need any economy of time, and which can there
fore allow itself the luxury of not asking at what age a young man begins
to earn his own living. The American shopkeeper opens his store daily one
hour later than the German tradesman, and the American physician opens
his office three years later than his German colleague of equal education.
This may be very good, hut it is a prodigality of time which the Germans
would he unable to imitate.

"Add to it tin' American's gratefulness and generosity, his elasticity and
his frankness, his cleanliness and his chastity, his humor and his fairness;
consider the vividness of his religious emotion, his interest in religious and
metaphysical speculation, his eagerness always to realize the besl results of
science — in short, look amund everywhere without prejudice, and yon eannol
doubt that behind the terrifying mask of the selfish realist breathes the
idealist, who is controlled by a belief in ethical values.

"Undeniably, every one of these characteristics may develop into an ah
surdity; gratitude may transform the capture of a merchant vessel into a
naval triumph, speculative desire may run into the blind alleys of spiritualism,
fairness may lead to tin' defense of the most cranky schemes, and the wish
for steady improvements may chase the reformer from one fad to another;
and yet it is all at bottom the purest idealism.

"Whenever I have written about America for my German countrymen,
1 have said: 'You are righl to hate that selfish, brutal, corrupt, vulgar
American who lives in your imagination; hut the true American is at least
as much an idealist as yourself, and Emerson comes nearer to representing
his spirit than do the editorial writers of the New York Journal.' If 1 had
to draw the American with a few lines, I should emphasize three mental

elements,

" 'All the essential features of his public life spring from the spirit of self

IMMIGRATION AND RACE ORIGIN 179

determination, which was developed by his separation from his mother
country; the features of his economic life, from the spirit of self-activity which
was developed by his pioneer life ; and the features of his intellectual life
from the spirit of self-perfection, which has partly a utilitarian and partly
Puritan origin.' Every one of these three strong tendencies involves dangers,
but essentially they are forces of purely idealistic poAver."

The Story of an Old Neighborhood. — The older section of the city known
as the Lower East Side was described in a paper before the Old Settlers' Club
some years ago by William George Bruce as follows:

"The section of the city now known as the lower Seventh and First
wards is not only one of the oldest but also one of the most interesting as far
as its earlier history is concerned. It possessed a community life seventy years
ago that was peculiarly its own, and was in its time the very heart of the
small city. While the upper and eastern part of the ward, known as Yankee
Hill, was the residence district of the better conditioned, the lower part was
the industrial and commercial centre.

"It was the home of the mechanic, the laborer, the small shop keeper, and
the small manufacturer. Everybody knew everybody else. The policeman
wore no uniform but lie was known by everybody in town. Every physician,
preacher and lawyer was known by everybody. The names and location of
streets were as familiar to everyone as the alphabet.

"To tell the story of this section means after all only to say something in
a fragmentary way of some of the people who resided there and who were
a part and parcel of its activities; to recall names that later figured in the
life and traffic of the city. Again, such a story must be told from the stand-
point of recollections and the vision and views of a child — a condition of life
as seen by a small boy and remembered as a man.

"My earliest recollections take me back as a four year old boy peering out
of the windows of my grandfather's old home on East Water Street near the
corner of Johnson Street, a two storied wooden structure with, a moss covered
roof, slanting towards the street. Large locust trees shaded the cottage which
sat back a respectable distance from the street and gave the immediate
neighborhood a village air.

"This section of the city was distinguished from the others in point of
nationality in that its residents were in the main German-born. The people
residing on the hill and who were known as Yankees, came from New York
and the New England states. That portion lying to the south of the hill and
known as the Third Ward was almost wholly settled by the Irish as they
landed here.

"The Know-nothing movement which had its inception in the East and
which swept across the country in early '50s found some expression here.
The Germans of this neighborhood were obliged to hear the cry 'Damn the
Dutch,' and the constant influx of both Germans and Irish gave the Yankee
element some concern. But, when these foreigners began to manifest their
thrift and industry, adding to the growth and development of the city, and
incidentally adding to the wealth of so-called Yankee element, the motto
'America for Americans' became more faint and finally died out.

JOHN POLLWORTH'S HOME RESTAURANT
Located ai No. 2 Grand Avenue and established in L846

WISCONSIN STREET
The dwellings i<> the ri^lii gave way ;>» ;i — i t « - for the Northwestern Mutual Life Insurance

i < • 1 1 1 1 • .- 1 1 1 \ Building.

IMMIGRATION AND RACE ORIGIN 181

"The Larger industries which clustered in the valley at that time were
Mabbett's lumber yard, Elmore's coal yard, Higby's elevator, Bertchy's mill,
the old Davidson ship yard and the Pierrou Pottery. It was the small indus-
tries, however, that thrived more actively. The machine had not yet come
into use as a potent factor in manufacturing products. Shoes were made by
the shoemaker who took the measurements of the foot, the tinsmith made
the pots and kettles, the cooper made washtubs, etc.

"The German market at the corner of East Water and Division streets,
now known as Juneau Avenue, was a bee hive in small trade. It was more
popularly known as the 'Green Market,' a designation which had its origin
from the green vegetables which formed the principal commodity. The good
housewives from all sections of the city came here to get the provisions, their
vegetables and dairy products.

"The hills now forming the handsomest residence districts in the First
and Sixth wards then were the choice grazing grounds for the cattle that fur-
nished the butter and cheese that was sold by the market women. The little
back yard gardens on the northside provided the cabbages, onions and lettuce
which was brought in wagon loads to the market before sunrise each morning.

"The market life, aside from its congenial commercialism, had its interest-
ing phases. The market men and women were not devoid of that human
interest which embraces the liveliest gossip and which concerns itself with
everything from the merry wedding bells to the solemn strains of a recpiiem.
It was the clearing house for the news of the day and when the good house-
wife carried home the day's provender in her basket she took with her also
the town gossip of the day.

"Many of the small vendors and hucksters of the Green Market later
became well to do business men and in course of time retired with a hand-
some competency. Their sons in many instances are now among the important
merchants and manufacturers of the city. Their daughters are the wives of
some of the most prosperous men in the community.

The Main Street. — East Water Street from Wisconsin Street to Juneau
Avenue was like the main street of a country town. There was the butcher,
the baker, and the candlestick maker; the small dry goods merchant, the
druggist and the hotel keeper.

At the corner of Biddle Street was Hoffmann's butcher shop. The owner
of this small shop was none other than John Hoffmann, later the head of John
Hoffmann Sons & Co.. the wholesale grocery house. Across the street was the
small retail grocery store of John Wellauer, who later with John Hoffmann:
founded the great grocery house above mentioned.

"Further down the street were John Poss, the butcher; Krauthoefcr, the
shoemaker; Boeshaar and Manschot, the cobblers; Stephen Hoff, the grocer,
the father of Stephen II. Hoff, later of Ilackett, Hoff & Thiermann ; Higler,
the second hand man, father of James A. Higler, manager of the Alhambra
Theater; Koch's barber shop, owned by the father of William Koch, a promi-
nent musician; Chaintron, the dyer; Gebhardt and Hubmann, the bakers;
Memminger's restaurant conducted by the father of the late Fire Chief Mem
minger; Wiese's drug store; Grosch's horse shoeing shop; Friedberg's notion

182 HISTORY OK U ILWAI'KEH

store, conducted by the father of Joseph Friedberg, later manager of the
Friend Bros. Clothing Co.; Mittendorf's milliner simp. etc.

"At the German markai a modesl booth in Yankee notions was conducted
by the mother of Bishop A. P. Schinner; Oscar F. Miller the late manager of
the Alhambra Theater was born and raised on Markel Street ; a curly headed
handsome lad raised in the same neighborhood, later Judge John C. Ludwig;
Hans .!. and Max Grove the show printers saw their boyhood days here; the
immediate relatives of Solomon Juneau resided here; the Geilfuss family from
which A. B. and Frank Geilfuss sprang, lived in Hi is vicinity, etc.

The Old Pierron Pottery. — There was a time when Milwaukee promised
to be a greal pottery center. Clay was brought in vessel loads across the lake
from Ohio and eastern points and loaded on the docks at the fool of Johnson
Street. Here it was taken to the Pierron Pottery, for a time known as the
Hermann Pottery, aud turned into jars and jugs. These were set out on the
streets and back yards to dry and were then placed into large kilns to be
burned into solid earthenware.

"At night the heavens would blaze in scarlet red from the heat which
shot forth from the great kilns as an emblem of useful industry. These kilns
were for years fed with the choicest maple wood brought in by the farmers
from the neighboring country districts.

"The interior life and activities of the pottery was intensely German in
character. The men who were gathered here had come from different portions
of Germany, but principally from South Germany. They possessed all the
prejudices of a divided Germany. The Bavarian who came from South Ger-
many had no particular love for the Mecklenburger who came from Northern
Germany. They differed in religion, in politics, and in their social views
They were known to each other as Hans, Fritz or Michel, or else as the Prus-
sian, the Bavarian, the Hannoverian, the Pommeranian, etc.

"They enjoyed their pint of beer during the several luncheon periods of
the day, denounced the money grasping Y'ankee and the corruption in Ameri-
can public life and incidentally praised the solidity of Germany's officialdom
and the beauties of their native villages.

"The pottery industry thrived until the competition from Akron and other
Ohio points became too strong, and what was once a thriving local industry
has been converted into a warehouse and distributing center for Ohio pottery."

Polish Immigration. -The immigration of Poles had its beginning in the

early '60s. A few families came and settled on the lower east side towards
the south. The tide of immigration secured its real momentum, however, in
the early '70s of the last century when a great number of Poles arrived daily.
The old Hoed Street Station was the scene of their coming.

William George Bruce, in an article published in one of the local news-
papers offers this description of the advent of the Polish immigrants: "We
deemed it one of the sights to behold these anxious men and women and
abashed children nestled among the boxes, bundles and bedding of an old
world household, awaiting transfer to a permanent abode. Usually a ricket \
express wagon took them to the southern limits of the city which up to this

IMMIGRATION AND RACE ORIGIN 183

time had only been sparsely populated. They were travel stained, poor and
ignorant, but they were hopeful, courageous and ambitious.

"The wooded lands south of Greenfield Avenue were soon transformed
into a vast area of cottages with high basements accommodating two families,
with gardens in the rear and some shrubbery and a rest bench in the front.

"Their life in a new world began. Everybody went to work. The men
dug sewer trenches, built streets, bridges and houses. The boys and girls
entered the factories and mills and stores. Many of the married women
went out to do a day's washing in addition to doing their daily housework.

"They imbibed the American spirit. Progress was in the air. With the
passing of time the rising generation performed more exacting duties in the
industrial and commercial life of the city. They entered the skilled trades.
Some of the young men entered the professions. Others went into the chan-
nels of trade, still others into the public service, until there are among the
present generation young lawyers, physicians, judges and representatives in
the city, county, state and national legislative bodies.

"The Poles also settled upon the east and the north sides of the city. The
colony on the south side is by far the larger. These several colonies, aggre-
gating a population of approximately one hundred thousand, note the progress
of the Polish-American by thousands of neat and cozy homes and the mar-
velous size and beauty of their churches."

Mr. Bruce, in discussing the tendency of the Polish element to colonize,
says: "If the Polish-Americans have colonized in certain sections of American
cities, it has been clone in response to expedience rather than from a desire
to foster isolation. Their colonies or neighborhoods not only manifest from
within an intense progress in the various activities that make for a modern
city, but they are an essential part of the community as a whole."

He adds: "There is a disposition on the part of those of other nationali-
ties to ridicule Polish names. In the days of political conventions it was not
uncommon to resort to laughter and jeers when the names of the Polish-
American delegates were read. I took occasion to remind one of these con-
ventions that these names were no more subject to laughter than were any
series of German, Irish, or Scandinavian names. These names had been in-
herited from honorable fathers and mothers, were borne by the families of the
present generations and hence were sacred to them. The convention there-
after indulged in no more laughter at the mention of Polish names. In his
home life the Pole may foster the traditions and the nobler impulses of a
mother country, but in his economic and civic life he is an American."

In discussing the advancement by the Polish-American element, the same
author says: "My evening walks frequently extend into the southern part of
the south side and when I contrast the scenes which attended the earlier
Polish immigration at the railway station with the thousands of clean and
comfortable homes, magnificent churches and schools, the business blocks on
Mitchell Street, Kosciuszko Park and the many beautiful streets which char-
acterize the Polish section, I am thrilled with the transformation that has
taken place. Here is the evidence, eloquently demonstrated, that the Polish
immigrants were industrious and thrifty, law abiding and God fearing, and

SiWl

. i- r' rir, -.- J ^"'*V~L^ S'|l'WiB'lF ln iYVI M I

"i 1 1,-..: nSn»^'' i ri|iMr,iiiii i

*H9

I!W B ffl B IMS

j^aJp is 1*1

Usi

8 fell

THE OLD MILWAUKEE HOUSE, WHERE THE FIRST PASSENGER ON THE UNDER-
GROUND RAILWAY ARRIVED IN SLAVERY DAYS
(From ;, wood cut in Milwaukee Under the < barter, published in L884)

IMMIGRATION AND RACE ORIGIN 185

that to tlic best of their ability, they arc making their contribution to the
progress of the city and to American civilizat'on as a whole."

While many of the Poles hail from Austria and Russia, the larger number
come from what was the grand duchy of Posen, formerly a part of Germany.
A number of Poles, specially those formerly residing on Jones Island, were
known as "Kashubes" who have their own peculiar dialect and customs and
came from a northeast section of German-Poland.

Monsignor Goral, in a chapter on the Poles in Milwaukee, says, "Whoever
is closely acquainted with the psychology of the Polish nation will readily
understand why it always has been, and still continues to be, the ambition of
the Poles to organize a parish and to have their own school and church when-
ever the numbers warrant it. It is admitted by all that at least ninety-five per
cent of the Poles are Catholics. There is probably no other nation on God's
earth that loves so fanatically and clings so tenaciously to its language and
national traditions as the Poles do. Woe to those that would ever dare to
conspire against this most sacred heritage of theirs!"

The Jewish Pioneers.-— The first Israelite to come to Wisconsin was Jacob
Franks who settled in Green Bay in 1704. He was an agent of the Canadian
Fur Company and became one of the enterprising men of that settlement.
Franks and Meyer Levi of La Crosse, concerned themselves in the erection
of the first sawmills in the territory then known as Wisconsin.

Isador S. Horwitz, who is the acknowledged historian of the Jewish element
in Wisconsin, says that the arrival of Jews in Milwaukee had its beginning
in the early '40s. The records of those years reveal a number of Jewish
names. Among the first and most prominent among them were 1 the Sehoyer
brothers. Gabriel Sehoyer, the older, conducted a mercantile enterprise on
East Water Street for a number of years.

In the year 5610. according to the Jewish calendar, or in the year 1S47, the
beginning for a Jewish Synagogue with ten members was made. The first
religious services were held on the Jewish new year, Rosh Hashona, and the
feast of Torn Kippur.

The synagogue was at first located at the home of Henry Neuhaus ami a
year later at the home of Isaac Neustadel. In 1849 the first regular Jewish
congregation was formed and located over a small store on Chestnut Street
conducted by Nathan Pereles. Gabriel Sehoyer became president of the con-
gregation and Solomon Adler its secretary. The congregation later erected
the Temple Emanu-El on Broadway and Johnson Street.

The first Jews to arrive here were of English and Holland birth and later
came the Bohemian and German. The Russian Jews who are represented in
larger numbers came at a later period and colonized in the area hounded by
Chestnut, Center, Third and Sixteenth streets.

The Jewish worshipping places are Emanu-El and B'ne Jeshurum (Re-
form), Beth Israel, Anshe Stard, Anshe Lebowita, Moshab Zkenim, Anshe
Ungarn, Degel Israel, Agudath Ahim and Beth Hamedrosh Hagodel (Ortho-
dox).

Italian Immigration. — The Italian population is estimated at nine thousand,
of which probably one-quarter is American born. The greater number live

186 HISTORY OP MILWAUKEE

in the districl bounded by Michigan Street, Broadway, the hike and the river.
They are mostly Sicilians who came from the Province of Palermo. The
Italians residing elsewhere "in the city come from south, central and north
Italy.

Fully seventy-live per cent of the Italians of the city are common laborers.
The number of skilled mechanics and small tradesmen is minor. (!. La Piana,
who in 1915 made a survey of the Italian population in Milwaukee, stales thai
many of those who had been farmers, fishermen and mechanics in their native
laud, had been obliged to resort to common labor in this country. Ee claims
that the difference in language and usage in a new country lias been respon-
sible for this condition.

This explanation, however, must be deemed insufficient. Some years ago
(1912) the editor of this volume met a distinguished Italian nobleman in
Rome who was much concerned in the progress of the 7,000,000 Italians who
had left their native land and were now settled in different countries of the
world.

"We have just held a convention here in Rome" said the nobleman, "of
delegates who came from all parts of the world for Hie purpose of advancing
the interests of Italians who had left their mother country.

"It is a pecular fact that our Italian emigrants are not sharing adequately
in the economic fruits of their adopted countries. They colonize, for in-
stance, in the American cities, and at the same time isolate themselves from
the life and activities about them. They continue to eat Italian food, drink-
Italian wines, and sing Italian songs. This is all very well. But they should
assimilate some of the customs, habits and ways of their new surroundings.

"Italians who live in America should become Americans, in England become
Englishmen, in Prance become Frenchmen, in Germany become Germans. They
should, as do other nationalities, find their way into the commercial, indus-
trial, professional and political activities of their adopted countries, and share,
adequately in the material and civic advantages afforded them.

"The object of this international convention, which was under the patron-
age of the Queen of Italy," said the nobleman, "was to stimulate our country-
men in distant lands to make for greater material and civic progress and thus
secure a more adequate share of the world's material blessings."

Skandinavian Element. — Among the immigrants who came to Milwaukee
in the '40s and '50s there was a liberal sprinkling of Skandinavians, particu-
larly of Norwegians. Upon lauding they lived for a time on the lower east
side. Later, as their numbers grew, they settled on the central and eastern
part of the south side. Many of them became identified with the marine
activities. They excelled as seamen and fishermen, and in some ef the me-
chanic arts. A number of them owned vessel property and became well to do.
They founded a number of churches, sonic of which have discarded the native
tongue, and employ only the English language in their sermons. When the
tide of Skandinavian immigration was directed to Minnesota it practically
ceased here.

Negro Population. The negro population compared with that of other
American cities has always been rather small. At no time did the number

IMMIGRATION AND RACE ORIGIN 187

exceed the three thousand mark. When the leading hotels some years ago
dispensed with colored help the population dwindled to even a smaller num-
ber. During the World war, when white labor was at a premium, several of
the larger manufacturing concerns brought several hundred negroes from the
South. Some of these have returned to their native states again.

Variety of Nationalities. — During the World war in 1918 a local patriotic
woman's committee made a survey of the city and located the foreign born,
and the districts in which they dwelled without, however, dealing in any
statistics or attempting to separate accurately the native from the foreign
born. They prepared an interesting chart showing the sections where the
foreign born resided indicating proportionately their race origin.

Aside from the native born, some twenty nationalities were represented
as follows: Albanian, Anglo-Saxon, Armenian, and Syrian, Austrian and
Hungarian, Belgian, Bulgarian, Chinese, Colored, Croatian, Czechoslovakia,
English, German, Greek, Hebrew, Holland, Irish, Italian, Polish, Roumanian,
Russian, Scandinavian, Scotch, Serbian, Slovene, Welsh, Dalmatia, Ukriane,
Macedonian, Turkish (thirty-one nationalities). Recording also the following
scattering nationalities: Arabians, Canadians, Finns, French, Lithuanian.
Spanish and Swiss (thirty-seven nationalities in all).

The Census Bureau gave out the following statistics regarding the country
of birth of foreign born white for Milwaukee for the year 1920:

Total foreign-bom white 110,068

England 1,968

Scotland 589

Wales 252

Ireland 1,447

Norway 1,852

Sweden Sli:!

Denmark 732

Belgium 109

France (incl. Alsace-Lorraine) 565

Luxemburg 164

Netherlands 528

Switzerland 931

Germany 39,576

Poland 23,060

Austria 5,906

Hungary 4, SOI!

Czechoslovakia 4,497

Jugo-Slavia 4.359

Russia 7,105

Finland 147

Lithuania 398

Portugal 7

Spain 43

Italy 4,022

188 HISTORY OP MILWAUKEE

Greece 1,815

Bulgaria 53

Roumania r 633

Turkey, Europe II

other Europe 283

Asia 386

Africa 14

Australia 37

Canada, French 22:;

Canada, Other 1,830

Newfoundland 26

Cuba and other West Indies 29

Mexico 36

Centra] America 4

South America 4-")

Atlantic Islands 4

Pacific Islands 8

At Sea 82

( 'ountry not specified 623

These figures are based on a population of approximately four hundred
and sixty-five thousand. Basing the population of city and county in round
numbers at one-half million, the proportion of nationalities will probably
undergo but slight changes. On the whole it may be safe, assuming that cities
like Cudahy, South Milwaukee and West Allis have large percentages of
foreign horn, to fix the entire foreign horn population at 125,000 and the native
horn at 375,000.

The census of 1920 fixed the citizenship of foreign-born white men at
50,856, the number of those naturalized at 27.44s, and those who had taken
out their first papers a1 12,454, leaving the number of aliens at 14,7:!1. with
1,953 unreported.

CHAPTER XVI
BEGINNINGS, DATES AND EVENTS

A compilation of dates relating' to the beginning' of things in the several
activities of men, the inauguration of movements, establishment of enter-
prises and institutions, events and occurrences was made in 1915 and am-
plified since then by John R. Wolf, a Milwaukee journalist, as follows :

Advertising.— March 15, 1890— First whole page ads published by Frank
A. Lappen.

Aeronautics.— .March 2, 1908— Aero Club; 1910— Aviator Art Hoxey at
State Fair; 1911-12-14 — Aviator Lincoln Beachey at State Far.

Allis-Chalmers Mfg. Co.— May, 1847— Established as Reliance Works by
Decker & Seville; 1860, bought by Edward P. Allis, Charles D. Nash and
John P. McGregor, and conducted under name of E. P. Allis & Co.; March,
1913, incorporated in Delaware.

Area.— 1910 Census — 14,585.8 acres; metropolitan district — city and im-
mediate environs, 112,826.6 acres; 1910—24.35 miles; 1900—21.5; 1880—15.

Art.— 18S6— Milwaukee Art Society; 1910— revived ; April 5, 1888— Lay-
ton Art Gallery opened; Feb. 17, 1890 — Carl Marr left for Germany; April
21, .1890— Art League organized; April 10, 1896— Carl Marr's "Flagellants"
presented to city by Mrs. Emil Sehandein. Later placed in lobby of Audi-
torium.

Automobiles.— May, 1899— First car operated by George L. Odenbrett;
1912 — Vanderbilt Cup and Grand Prix races.

Auditorium.— September 21, 1909— Opened.

Baseball Championship. — April 8, 1868 — Founded; 1887, annexed.

Bald Heads. — June :!0, 1889 — Neumueller's Park scene of a picnic held by
the Moonshiners, an organization of bald-headed men.

Bennett Law.— April 18, 1890— Bennett Law Democrats organized; March
14, 1890 — West Side Turners support law; May 2, 1890 — Wisconsin Lutherans
called convention to oppose Bennett Law.

Bethel Home.— August, 1868— Established by the Wisconsin Seamen's
Friend Society.

B'Nai B'Rith.— June 29, 1861— Gilead Lodge, No. 41.

Butterine.— April 20, 1915— First butterine factory.

Canal. — January, 18:58 — Milwaukee and Rock River.

Cemeteries. — 1850— Forest Home; Nov. 2. 1857 — Calvary ; 1859— Holj
Trinity; January 11, 1865— Union ; August, 1880— Pilgrim's Rest: April 1.
1872— Greenwood : September 6, 1894— Wanderers' Rest; June 5, 1909— Holy
Cross.

189

MRS. Mil. \\ AIM E II SMITE ffiLCKELBERG
First white yirl born in Milwaukee, 1835

BEGINNINGS, DATES AND EVENTS 191

Centenarians. — October 2, 1914 — ^\Irs. Louise K. Thiers, 100; December 25,
1914— Thomas Kelly, resident of the Soldiers' Home, 100; 1913— Mrs. Kath-
erine Orzechowski, 100.

Chamber of Commerce. — 1854 — Known as Board of Trade ; February 3,
1863, new building; November 18, 1880, present building at Michigan Street
and Broadway opened.

Churches. — 1835 — Methodist Mission, Rev. Mark Robinson first pastor,
place of worship, carpenter shop, Huron and East Water streets; May, 1841,
first church built on east side of Broadway, between Oneida and Biddle streets;
1848, first German Methodist Church, Rev. Casper Jost, pastor, built on Fifth
Street; 1849, Welsh Methodist Church built on lake shore at Huron Street;
March 25, 1865, Norwegian Methodist, Rev. A. Haagenson.

1836 — First Baptist Church, Washington Street, and First Avenue, Elder
Griffin; 1855, First German Baptist Church, Chestnut and Third streets; Rev.
Carl Kleppe.

1836 — St. Paul's Episcopal, Milwaukee and Wisconsin streets.

April 13, 1837 — First Presbyterian, Rev. Moses Ordway.

1837 — First Congregational Church; 1857, Welsh Congregational Church.

August, 1837 — First Catholic services held in home of Solomon Juneau by
Rev. Fleurimont Bonduel, March 19, 1844, Very Rev. John Martin Ileum con-
secrated bishop of Milwaukee; St. Mary's 1846; 1863, St. Stanislaus Church
established at Grove and Mineral streets by Father Bonaventura Buczynski.

1839— St, Paul's Lutheran; 1847, Trinity Lutheran.

1848 — Our Saviour's Norwegian Evangelical, Scott and Reed streets.

1841 — Unitarian.

1844 — Universalist.

April 19, 1846 — Corner stone of St. Mary's Catholic Church laid; conse-
crated September 12, 1847.

1847 — Evangelical.

1848— First Reformed (Dutch).

October 5, 1856— B'ne Jeshurum ; August 5, 1869— Temple Emanu-El ; 1900
— Sinai.

1862 — Trinity Evangelical, Fourth and Lee streets, Rev. William Geyer.

November 17, 1877 — Union Gospel.

September 6, 1878 — Lutheran Theological Seminary.

1889— -First Christian Science.

March 9, 1890 — Methodists celebrated semi-centennial.

City Hall.— February 24, 1894— Corner stone laid; December 23, 1895—
inaugural proceedings; cost of building and fixtures, $1,016,935; height of flag
pole, 393 feet; bell weighs 20,505 pounds and cost $4,000.

Clearing House — December 1, 1868.

Clocks. — 1906 — Street clocks removed by Mayor Becker.

Colleges.— September 14, 1848— Milwaukee College; 1895— Milwaukee-
Downer ; 1864 — Marquette University.

Comm'on Council. — 1851 — First meeting held in Spring Street Methodist
Church, Grand Avenue and Fifth Street.

Courts. — 1835 — Albert Fowler appointed justice of peace; 1836 — Court-

192 HISTORY OP MILWAUKEE

house sit.' donated by Solomon Juneau and Morgan L. Martin ; June 13, 1837 — ■
Federal Court opened by Judge William ('. Frazier; 1>,:!7 -Cyrus Eawley
first clerk of Federal Courf; July 7. 1848-J. S. Rockwell first United States
marshal; March 18, 1859 — Erasmus Foote elected first judge of Municipal
Court; election later declared unconstitutional and -lames A. Mallory, then
district attorney, appointed judge; 1872 — Courthouse, cost $1,000,000; June
29, 1889— Jury commission; April 19, 1910— Civil courts.

Dancing.— < Ictober, 1856 — First academy. Prof. L. W. Vizay; November
'iii. 1910 — People's dances. Auditorium.

Debate, Liquor.-- April 30, 1909— Rose-Dickie.

John Dietz, Cameron Dam Hero. — April 2s. 1905 Seventeen Milwaukeeans
sworn in to arrest Diet/: October S, 1910 — Captured.

Dime Museum. — December 31, 1889 — Closed.

Disasters. — May 7. 1875 — Steamer Schiller lost off England; Joseph Sehlit/..
Henry Friend. Herman Zinkeisen, Marcus Stein and .Mrs. Marie Millner and
chilli of Milwaukee lost; April 20, 181)3 — Waterworks crib disaster, fifteen
lost; March 1. 1N92 — Seven killed in wreck in Milwaukee road yards: Feh
ruary 4, 189.") — Three drowned when car ran into open draw at Kinnickinnic
bridge; May 29, 1914 — Mr. and Mrs. Henry Freeman saved from the steamer
Empess of Ireland, lost in St. Lawrence River.

Drama. — 1850-56 — Albany Hall, on site of Chamber of Commerce: March
24, 1S62, burned.

February. 1852 — Young's Hall completed; February 17. 1 S. V2. burned;
March, 1853, rebuilt: April 8, 1853, opened with the production of "The Czar
and the Ship Carpenter." by the Musical Society; June 21, 1859, burned.

1860- Academy of .Music: 1869, leased to Young Men's Association, became
first public library.

January 10, 1865 — Daniel Bandmann.

January .'51. 1865 — Music Hall dedicated: 1869, name changed to Academy
of Music.

October 21, 1868— Stadt Theater. Third Street, dedicated.

August 29, 1889— Bijou Opera House.

Augusl 17. 1871 — Grand Opera Eouse opened with production of "Martha"
by fhe Philharmonic Society.

April l(i. 1890 Booth and Modjeska played at Grand Opera House.

April 6, 1890— Ernest I'ossart. German actor, firsl appearance.

1891— Pabst Theater; 1890— Davidson Theater; 1909— Drama Club.

March 20, 1910— -Hedwig Beringer's golden jubilee at Pabst Theater.

May 21. 1915 Ludwig Ereiss silver jubilee. I'abst Theater.

Druids.- -Augusl 22. 1853 Walhalla Grove, No. 2.

Earthquake. — Augusl 31, 1> SS C

Eight-Hour Day. -.May 9. lsiio Carpenters' demand granted.

Epidemics.— Cholera. 1849 104 die; Ship fever. September. 1850—37
die; Smallpox. 1871 — 774 die; 1872-217 die: 1894-5 268 die; rioting during
removal of patients to isolation hospital.

Exposition Building.— September 6, 1881 Opened: June 4. 1905, burned

Famous Sayings. — 1898 — "There are some things worse than war: somi

BEGINNINGS, DATES AND EVENTS 193

things better than money." — Senator John L. Mitchell in debate on question
of declaring war on Spain after the destruction of the battleship Maine.

Father of Weather Bureau. — November 1, 1870 — Increase Allen Lapham.

Federal Building.— April 22, 1899— Opened.

Fire Department. — December, 1836 — First tire, Samuel Brown's residence.
Cherry Street, between Second and Third streets; 1837 — Volunteer Hook and
Ladder Co.; 1839 — "Neptune, No. 1," first fire engine; 1840 — Second com-
pany; 1844 — Third company; February, 1869 — Alarm system; March, 1874 —
Paid department established; February, 1878 — Relief fund established:
August 17, 1885 — Thomas A. Clancy joined Engine Co. No. 4; 1S.")8-1867 — .
Jobst II. Buening, first chief; December 2, 1877 — Fire insurance patrol; 1889 —
Henry Haerter, first fireman pensioned; September 4, 1889 — Mayor Brown
christened Cataract; 1885 — Fire and Police Commission; Thomas Shea. Gen
F. C. Winkler, Jacob Knoernsehild, Jerome R. Brigham; April 10, 1915 — First
fire engine placed on Jones Island.

Fires. April li, 1845 — First big fire burned block bounded by Broadway,
East Water, Huron and Michigan streets; August 24. 1854 — Block bounded by
Broadway. .Michigan, Huron and Fast Water streets, old Mitchell Bank, Tre-
mont House, United States Hotel at East Water and Huron streets, and four
livery stables on Broadway destroyed. January 18, 1851 — Block bounded by
Broadway. Erie, East Water and Chicago streets; March 20, 1860 — Twenty
stores on Wisconsin Street; January 1, 1863 — Camp Siege! barracks, three
soldiers killed; November 15, 1869 — Gaiety Theater, three killed; February
2, 1865 — Van Etta, Treedman & Co.'s tobacco factory; October 23. 1865
Block on Wisconsin Street between Broadway and Milwaukee streets; October
10, 1871 — Refugees from Chicago fire came to Milwaukee; January 10, 1883 —
Newhall House, northwest corner of Broadway and Michigan streets; 90 to
100 kiUcd; October 20, 1883— First Assistant Chief George M. Linkman
joined department; October 26, 1913 — Goodyear Rubber Co. Building, 380
East Water Street; nine firemen killed and seventeen injured; October 28,
1892— Twelve blocks in the Third Ward: started in Union Oil Co. store on
East Water Street and burned to the lake and the river; two firemen killed.
two women died from excitement; loss, $3,000,000 to $4,000,000; Milwaukee's
most disastrous fire: April 9, 1894 — Davidson Theater burned; Third Asst.
Chief August Janssen and eight other firemen killed; fifteen firemen injured;
March 28, 1895 — Grand Avenue, Landauer Bros, wholesale dry goods house,
loss $1,000,000; July IS, 1899— Hotel Grace, Park and Heel streets, one fire-
man killed and six injured; February 3. 1903 — Schwaab Stamp ami Seal Co.,
372-4 East Water Street; nitric acid gas caused death of Chief James Foley
Capt. Andrew White and Pipeman Edward Hogan and Thomas Droney; Asst.
Chief Thomas A. Clancy and twelve firemen overcome; February 24, 1905 —
Lieut. Charles Dressel killed by fall from hosecart; February 13, 1909 — H.
W. Johns-Manville Co.. Clybourn Street, fire firemen killed, one employe
killed and several firemen injured; January 3, 1910 — American Bridge Co.,
Seventeenth Street and St. Paul Avenue, four firemen killed; October 29,
1910 — Phoenix International Light Co., 317 Chestnut Street, one fireman

"iUir:.-.? _..:-£ •

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iliiU

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iia

TABLET ERECTED ON FIBST WISCONSIN NATIONAL BANE
BUILDING, CORNEB WISCONSIN AND MASOH STRJ ETS
The first white boy born in Milwaukee was Charles Milwaukee
Sivyer whose parents resided on the site now occupied bj the First
Wisconsin National Bank. Be died ai Los Angeles, California, in
October, 1921, at the age of eighty-five, and was buried in
Milwaukee.

BEGINNINGS, DATES AND EVENTS 195

killed; March 24, 1911 — Middleton Manufacturing Company, 354 Broadway,
fire firemen killed; March 19, 1914 — Windsor Hotel, one life lost.

First Bank Chartered. — 1839 — Wisconsin Marine & Fire Insurance Co.
(now Marine National Bank).

First Barbecue. — January 1, 1841 — Honor of Harrison and Tyler's election.

First Blacksmith Shop. — 1835 — D. W. Patterson.

First Block Pavement. — 1861 — West Water Street from Clybourn Street
to Grand Avenue.

First Brewery. — 1840 — Owens & Pawlett.

First Brick. — September, 1835 — Nelson Olin.

First Bridge. — Built by Byron Kilbourn across the Menomonee to connect
Chicago road and Kilbourntown (west side).

First Commissioners of Public Works. — May 10, 1869 — C. Latham Slioles,
Henry Millman and James Reynolds. In April, 1871, Mr. Reynolds resigned;
sm-ceeded by Jacob Velten.

First City Attorney.— 1846— Charles E. Jenkins.

First City Clerk.— 1846— A. H. Bielfeld.

First City Comptroller. — 1852 — Cicero Comstock.

First City Directory.— February 10, 1847 — Julius P. B. McCabe; April,
1881, A. G. Wright began publication of city directory.

First Electric Car.— April 3, 1890— Wells Street line.

First City Engineer.— May 20, 1869— Theodore C. Brown.

First Dam. — 1842 — Built on Milwaukee River for Rock River Canal Co.,
by Capt. John Anderson.

First City Treasurer. — 1846 — Robert Allen.

First Commissioner of Health. — April, 1S77 — Dr. I. II. Stearns.

First Commissioners of the Public Debt. — 1861-65 — Alexander Mitchell ;
1864-72 — Charles II. Larkin; 1871-86— Guido Pfister.

First Constable. — October, 1835 — Sciota Evans.

First Express Line. — 1852 — Arthur Flanders, over Milwaukee and Prairie
du Chien Road.

First Foundry. — 1842 — Egbert Mosley, Loring Dewey and Stephen New-
hall.

First German Settler. — 1835 — Wilhelm Strothman.

First Grocer, Wholesale.— 1845— P. W. Badgley.

First Hotel.— 1835— Triangle, East Water Street, Jacques Vieau; 1836,
called ( !o1 tage Inn.

First Lighthouse.— is: 18.

First Match Factory .—1844— R. W. Pierce.

First Marshal. — 1846-7 — Thomas II. Fanning.

First Mayor.- 1846— Solomon Juneau.

First Milwaukee Surgeon in the Philippines. — 1899 — Dr. John R. MeDill.

First Motion-Ficture Theatre.— July 10, 1906— Saxe Bros., N. E. Grand
Avenue and Second Street.

First Murder. — November, 1836. — Indian named Manitou killed by Joseph
Scott and Cornelius Bennett at southeast corner of Michigan and East Water

196 HISTORY OF MILWAUKEE

streets, murderers escaped from jail; Scotl hanged in Indiana: Bennetl never
found.

First Natatorium. — February 14. 1890.

First Newspaper. July 14. 1836 -The Advertiser, democratic, published
mi the sit' 1 of the Republican House by Daniel II. Richards; June 9, 1*17.
absorbed by the Evening Wisconsin, founded by William E. Cramer.

First Passenger Conductor. — November 21, 1850— Edwin Bridgeman of
the Milwaukee & Mississippi.

First Pier. — ls42 — Built by Horatio Stevens of New York, fool of Huron
Street.

First Planing Mill. — 1 84'^ — Robert Luscombe and John T. Perkins.

First Poet. — 1836 — Egbert II. Smith. Oak Creek.

First Postmaster. — 1835— Solomon Juneau; Augusl 7. 1*4:;. removed; suc-
ceeded by Josiah A. Noonan.

First President of the Common Council. — 1874 — II. M. Benjamin; served
until 1878.

First Sailing Vessel. — 177!) — British sloop Felicity, Capt. Samuel Robert-
son, vis ted Milwaukee.

First Steamboat. — June 17. 1835 — United State-.

First Survey of Lots. — 1834 — By William S. Trowbridge.

First Tannery. — 1 848^Pfister & Vogel.

First Tax Commissioner. -1869-72 — Matthew Keenan.

First Type Foundry. — December, 1856.

First Vessel Built Here. — 1836 — Sloop Wenona, by George Barger for
William Brown.

First Water Registrar. — 1872-4 — .Matthew Keenan (secretary board of
water commissioners i .

First Woodenware Factory. — 1844 — ('. E. Woolsey.

Five Times Mayor.— 1898, 1900, 1902, 1904, 1908— David Stuart Rose.

Flood.— November 2, 1858; March 23, 1865.

Flushing Tunnel.— September 8, 1884 -Finished; Sept ember 18, 1888, first
service.

Foundation.- -May 24, 1915 — Milwaukee Foundation organized at meeting
of Wisconsin Trust Company directors.

Gas Works.- Nqvember 12, 1852 — First jet lighted.

Gatherings.— June 8, 1880; August 26, 1889 -G. A. R.; June 17. 1888
First national skat tournament; June 20, 1889 Saengerfest, July 23, 1893
Turnfest; 1896 -Semi-centennial; 1898 Carnival; Augusl 3-7, 1909 Home-
coming; September 1910— American Health Association; Augusl 1. 1913—
Perrj Centennial; June 11. 1914 -Comptrollers.

German Association. Ma\ 8, 1880 Organized to proted immigrants.

Harugari. — February 18, 1855 — Guttenberg Lodge, No. 57.

Home for the Aged. September, 1878 Established by the Little Sisters
of the Poor.

Home for the Friendless. October, 1867.

Hospitals. -July. 1848 st. Mary's, at Jackson and Oneida streets; Augusl
:;. 1863 Milwaukee, established by the late Rev. William Passavant; Octo-

BEGINNINGS. DATES AND EVENTS 107

ber 15, 1877 — City (isolation), Mitchell Street and Nineteenth Avenue; August,
1880 — County; May, 1888 — Johnston Emergency Hospital.

House of Correction. — 1865 — Windlake Avenue.

House Numbers.— April 24, 1865— Property owners given ten days to
number houses under penalty of $5.

Humane Society. — December 5, 1879.

Illumination.— April 5, 1880— Streets lighted by electricity by Prof. C. II.
Ilaskins; February 28, 1890— $600,000 municipal electric light plant plans
before board of public works.

Immigration, Board of. — March, 1879.

Indians.— September 4, 1862— Fear of Uprising; October, 1844— Last
annual dance.

Industrial School for Girls. — February 11, 1875 — Michigan Street; April
15, 1875 — Jackson Street; 1878, North Point.

Infants' Home. — June 1, 1882.

Insurance, Fire—February, 1852— M lwaukee Mechanics; February 20,
1869 — Northwestern National; March, 1871 — Concordia.

Insurance. Life.— November IS. 1858— Northwestern .Mutual Life Insurance
Co. organized in Janesville : moved to .Milwaukee, March 7. 1859 — February
14, 1915, George W. Young, 50 years in its employ; October 1, 1915, occupied
new building on Wisconsin Street; April, 1910 — Old Line Life Insurance Com-
pany of America.

Inventor of Typewriter.— 1S68 — C. Latham Sholes.

Investigations.— March :;, 1905— Beef "trust;" March 0, 1905— Tenement
houses; October 2, 1911 ; Senator Isaac Stephenson; July Li. 1914 — Vice com-
mission.

Jenny Lind Club.— 1861.

Jitneys.— Fein-nary 6, 1915— First license issued to W. B. Putnam; May
I'. 1915. Robert Stauss killed; June 3, 1915, 1.0(1(1 licensed.

Journalism.— 1910 — School Founded at Marquette University by Rev. J. E.
i lopus, S. J.

Klondike Gold Excitement. — luly 15, 1891— News of discovery; Milwau-
keeans prepare to leave for gold fields.

Knights of Honor.— September 9, 1870— Milwaukee Lodge. No. 300.

Knights of Pythias.— September 9, 1870— Milwaukee Lodge, No. 1; May
21, 1890 — Wisconsin brigade, uniformed rank, organized; July, 1890 — encamp-
ment.

Labor.— February 20, 1887 — Federated Trades Council organized; August
14, 1887, received charter; March 7, 1890 — Eight-hour day, building trades.

Legion of Honor.— 1880— Six subordinate councils.

Library, Public— February 7, 1878— Established, taking over books of
loung Men's Association.

Library and Museum Building. 1898— Cost $(27,674.

Lincoln. April IS, 1865 — Funeral services in memory of President Lincoln.

Literary Workshop.— 1915— 420 Marshall Street.

Lynching. September (i. 1861— Marshal] Clark Lynched following murder
of Darbey Carney.

198 BISTORT OF MILWAUKEE

Man Girl.— May 4, 1914 — Ralph Kerwiniec discovered to be .Miss Cora
Anderson.

Marine.— 1S47 — Dry doffk, floating; slip. February, 1877, Wolf & David-
son; .May I, 1877— Life saving station; 1838 Lighthouse, fool of Wisconsin
Street; 1855— Lighthouse, North Point; November I, 1870 -U. S. Signal
service; January 5, 1890— Whale Club; 1908— Strike of lake seamen, fire-
men, oilers, watertenders, cooks and stewards against Lake Carriers' Asso
ciation; December 1 5, 1912 — Ligbtship, three miles off Wisconsin Street; May
l.'i, 1!H.">— Interstate Commerce Commission divorces lake-rail lines: order
effective December 1, 1915.

Marine Disasters. — June 17, 1852— S. P. Griffith burned; 322 lost: October
24. 1856— Steamer Toledo foundered off Port Washington; thirty lost: Sep-
tember 8, 1860 — Steamer Lady Elgin lost off Winnetka, III.: about 300
drowned ; April 9, 1868 — Steamer Sea Bird burned off Waukegan, III. ; seventy-
three drowned; October 14, 1872 — Steamer Lac La Belle foundered in Lake
Michigan; seven lost; September 15, 1873 — Steamer Ironsides foundered in
Lake Michigan; Captain Sweetman and sixteen others lost: September 9, 1875
—Bark Tanner wrecked; Captain Howard drowned; crew of nine saved by a
volunteer life-saving' crew, Henry M. Lee, X. A. Peterson. Burnt Oleson, Henry
Spark and John MeKenna, assisted by the revenue cutter Andy Johnson and
the tug F. C. Maxon; October 16. 1880 — Steamer Alpena foundered in Lake
Michigan; about 10H lost; March 19, 1885 — Steamer Lake Michigan crushed by
ice in Lake Michigan; no lives lost ; October 20, 1887 — Steamer Vernon found-
ered; twenty-two lost; October 30, 1888 — Explosion on tug Lawrence kills
Capt. John Sullivan and three others; May 18, 1894 — Schooner M. J. Cum-
mings lost off Milwaukee; six drowned: January 21, 1895 — Steamer Chicora
lost in Lake Mchigan; thirty-six drowned; September !), 1910 Car ferry
Pere Marquette No. 18 foundered in Lake Michigan: twenty-eighl lost; Octo-
er 8, 1913 — Explosion, cutter Tuscarora; November 7. 1913 — Storm on great
lakes: I'll sailors drowned and seventeen vessels lost.

Masonic.--.! uly 5, 18.43 — Milwaukee Lodge. No. 22.

Medical Society County. -1846-53, lapsed; November, 1879, revived.

Merchants' and Manufacturers' Association. March. 1861 Organized as
Merchants' Association. Later changed to Milwaukee Association of Com
merce.

Military. -1845— Washington Guards; Milwaukee (German) Riflemen;
1854, reorganized as the City Rifles; 1847— Milwaukee (German) Dragoons;
1848 Milwaukee City Guards; 1854 — Milwaukee Union Sarsfield Guards;
National Guards; 1855, reorganized as the Union Guards; July 16, 1855, again
reorganized as the Milwaukee Light Guard; 1856 Washington Artillery;
1857 — Milwaukee Light Guard Cadets; 1858 reorganized as Milwaukee
Cadets; 1861, changed name to Milwaukee Zouaves; July 13, 1861, mustered
into the 1". S. service as Company I!. Fifth Wisconsin Regiment; August .'!.
1864; mustered out; 1857 Black Yagers; entered U. S. service for three
months as Company I). First Wisconsin Regiment; mustered oul at expira-
tion of thai term; 1858 Montgomery Guards; July Pi. 1861, mustered into
C. s. service as Company P>. Fifth Wisconsin Regiment; mustered ou1 at

BEGINNINGS, DATES AND EVENTS 199

the close of Civil war; 1858 — Juneau Guards; 1858 — Milwaukee Cavalry
Company; 1859 — Green Yagers; October 10, 1861 — Second Wisconsin Bat-
tery; June 15, 1869 — Company A, Sheridan Guards; September 14, 1874 —
Company K, Kosciuszko Guards; June 20, 1879 — Company L, South Side
Turner Rifles; April 22, 1880 — Light Horse Squadron organized; April 25,
1 ss 4 — Sheridan, Kosciuszko and Lincoln Guards and South Side Turner Rifles
organized into Fourth Battalion, W. N. G. ; 1887 — Company I. Rusk Guard;
October 24. 1888, mustered into National Guard as Company E; January 19,
1889— Company F, Badger State Rifles; June 25, 1898— Fourth Infantry at
Oshkosh riots; July 26, 1898 — Company D, Scofield Guard; February 28,
1899 — Fourth Regiment mustered out at Anniston, Alabama.

Milk Famine.— July •"., 1914.

Milwaukee Lyceum. — January 10, 1839 — Lucius I. Barber, president.

Milwaukee to Liverpool. — July 21, 1856 — Schooner Dean Richmond sailed
with 14.0(H) bushels of wheat; arrived December, 29.

Monuments and Statues. — November 7, 1885 — Washington; (lift of Miss
Elizabeth Plankinton; July 6, 1887 — Juneau: Charles T. Bradley and William
II. Metcalf; November 15, 1887 — Ericson : Mrs. Joseph T. Gilbert; March 25.
1901— Elk: B. P. O. E.— June 19, 1905— Kosciuszko : Popular subscription:
June 28, 1898— Soldiers : Popular subscription; July 14, 1908— Schiller-Goethe :
Popular subscription; June 26, 1909 — Burns: James A. Bryden; August 11)21,
Baron von Steuben.

Music. — January, 1843 — Beethoven Society; E. I). Holton, President ; May
1, 1850 — Musical society; Jacob Mahler, president; 1840 — First music hall
built at Third and Chestnut streets by John Hustis; July 23, 1858 — Lieder-
tafel; John Marr, president; November 2D, 1877 — Arion Musical club; June
16, 1859 — Deutscher Maennerverein, originally the Catholic Young Men's As-
sociation: September 17, 1871 — Nunnemacher 's Grand Opera House (now
Pabst theatre); "Martha" presented by Philharmonic Society; March 29,
1905— "Parsifal," in English.

Museum, Public. — April 14. 1882 — Accepted collection of Wisconsin Natural
History Society.

Odd Fellows. — 1846 — Kneeland Lodge, No. 5.

Odotological Society. — August 25, 1878 — To protect and further interests
of dentists.

Orphan Asylums. — May !», 1848 — St. Rose's (Catholic); January 4, 1850—
Protestant; June 12, 1877 — St. Vincent's.

Paper Mill.— 1848 — North side of Menomonee River, block west of West
Water Street bridge; owned by Ludington & Garland; destroyed by a freshet
in 1864.

Parks.— June 1, 1864 — Quentin's park opened; April 4, 1865 — Juneau
park established; 1889— Park law authorized, $1,000,000 bond issue; 1889
Park Commission: Christian Wahl, Calvin E. Lewis, Charles Manegohl, Jr.,
Louis Auer and John Bentley.

Pfeil Funeral Pyre.— < >ctober 22, 1855.

Phonological Institute for Deaf Mutes. — January, 1878 — 594 National
Avenue.

200 HISTORY OF MILWAUKEE

Police Department.— September 10, 1855 Organized with Chief William
Beck and eleven patrolmen; chief's salary, $800; men, $30 a month; October
26, 1885 — John T. Janssea made chief. .May 7. 1921, Jacob G. Laubenheimer
made chief.

Thirteenth City (Census 1920)

13. Milwaukee 457,1 17

12. San Francisco 506,676

11. Buffalo 506,775

10. Los Angeles 576,673

9. Pittsburgh 588,343

8. Baltimore 733,826

7. Boston 748,060

6. St. Louis 772,897

5. Cleveland 796,841

4. Detroit 993,678

3. Philadelphia 1,823,779

2. Chicago ■ 2,701,705

1. New York City 5,620,048

Population.— 1915, estimated— 41 9,054.

Growth— 1850— 20,061; 1860—45,246; 1870—71,440; 1880—115,587; 1890
—204,468; 1900—285,315; 1910—373,857; 1920—457,147.

Press Club, English. — September 7, 11)10 — Silver jubilee; Theodore Roose
velt guest of honor: "The Big Stick" published, Harlowe Randall Hoyt, editor;
Fred W. Luening. associate editor.
Press Club, German. — 1887.

Postal Service. — 1835 — First post office, southwest corner East Water and
Wisconsin streets: April 13, 1915 — Louis Manz a letter carrier for fifty years:
aged < s <> years April 9, 1915; oldest letter carrier in the United States.

Pound. — May 12, 1865 — Thirty cows were reported in Caleb Wall's Seventh
Ward pound.

Railroads, Steam.— 1S47 — Milwaukee & Waukesha chartered: 185] — Mil-
waukee & Mississippi finished to Waukesha; 1854 — Finished to Madison:
1857 — Built to Prairie Du Chien; 1854 — Milwaukee & Watertown built from
Brookfield to Oconomowoc; 1854 — Line south from Fond du Lac. now owned
by Chicago & Northwestern; 1856 — Milwaukee >.y. La Crosse begun; I s ' 1 -
Reached La Crosse: 1866— Union depot, Reed Street; 1879-80 -West Milwau-
kee shops; December 19, 1886 — First train ran into new Tnion passenger
station, between Third and Fourth and Everett and Clybourn streets, a1 5:45
p. in., Sunday, June 24, 1889 — General passenger and freight departments
of the Milwaukee mad moved to Chicago; December 10, 1889 — Northwestern
depot, Wisconsin Street ; June 16, 1905 — Passes abolished.

Railways, Street.--. Inly 1859 — River and Lake Shore City Railway; May
30, 1859, first two cars operated with four horses each, from Fast Water
Street bridge to Juneau Avenue; one car's receipts first day were $38; March,
L865 Milwaukee City: 1874- Cream City; June 1, L874 West Side; April
17, 1890— Pittsburgh syndicate boughl Cream City; April 3, 1890 First
eh'. 'trie car. Wells Street : February 1. 1905 — Public Service Building planned;

BEGINNINGS, DATES AND EVENTS 201

February 11, 1905 — Henry C. Payne, president Cream City; October, 1905—
Milwaukee-Northern organized; October 28, 1907, first train to Cedarburg;
November 2, 1907, Port Washington ; September 22, 1908, Sheboygan ; February

I, 1915 — Railroad conrmiss : on rescinds order directing Electric Co. to sell
thirteen tickets for 50 cents; June 14, 1915 — U. S. Supreme Court upholds
Circuit Court order in thirteen-tickets-for-50-cents (coupon) case.

Real Estate. — May 22, 1905 — Railway Exchange (Herman) building, sold
for $400,000; March 3, 1890— Pabst Building site leased for 99 years.

Riots. — April 6, 1845 — Rev. E. Leahy attacked in Spring Street (Grand
Avenue) Methodist Church and at U. S. Hotel; May 8, 1845 — Bridge ; March
4, 1850— Residence of State Senator John B. Smith in Third Ward mobbed
by crowd which objected to a measure he had introduced in the Legislature
and which became known as "the blue liquor law"; June 24, 1861 — Bank;
May 4, 1886 — Bay View; five killed; March, 1889 — Chinese mobbed; August
22, 1893— Unemployed ; May 3, 1896— Street railway.

Roosevelt Shot.— October 14. 1912— Theodore Roosevelt shot by John
Schranck while leaving Hotel Gilpatrick.

Royal Arcanum. — December 29, 1877 — Alpha Council, No. 4.'!; February 2.
1878, Allen ( louncil.

Sane Fourth Commission. — 1911.

Schools. — 1835 — Private schools established; 1845 — Thirteen schools, four
public; 356 pupils out of 1,781 children of school age; 1885 — State Norma!
School; August, 1857 — Three high schools established; 1860 — abolished; No-
vember, 1859 — Normal class established; 1859 — Rufus King first superin-
tendent; 1879 — First kindergarten; June 7, 1904 — Frank M. Harbach, sec-
retary; March IS, 1890 — Supreme court decides against reading bible in
public schools.

Settlement. — 1789 — Jean Baptiste Mirandeau and Jacques Yieau arrived;
September 14, 1818 — Solomon Juneau located on the site of the Wisconsin
National Bank, northwest corner of Wisconsin and East Water streets; 1833 -
Morgan L. Martin of Green Bay became a partner of Juneau: 1834 — George

II. Walker located on Walker's Point, south of the Milwaukee River; 1835 —
Laid out as a village; 1835 — Byron Kdhourn bought a tract on the west side;
September, 1835 — First town meeting held at Juneau's home; May 4, 1835 —
Charles Milwaukee Sivyer, first white boy horn in Milwaukee; October 10,
1835 — Milwaukee H. Smith, daughter of Uriel B. and Lucy C. Smith, horn;
first Anglo-Saxon girl horn in Milwaukee; December 25, 1837 — Louis Bleyer,
son of Henry Bleyer, first German child horn in Milwaukee; September 12,
1844 — Aid. Henry Smith arrived from Stark County, Ohio, with his parents,
two. brothers and sister: January 31, LS46 — Charter adopted; .Inly 5, 1S69 -
Old Settlers' Club organized.

Slave Rescued. — 1S42 — Caroline Quarles; March 11, 1858 — Joshua Glover,
a runaway slave, rescued by abolitionists led by Sherman M. Booth, editor
of the Free Democrat.

Slot Machines.— March 22, 1905— Destroyed by Sheriff Cary; June 9.
1915, destroyed by Sheriff Melms.

202 BISTORT OF MILWAUKEE

Socialists.— 1<J10— Emil Seidel elected mayor; 1910— Victor L. Berger
elected congressman from Fifth District.

Soldiers' Home.— March"31, 1864^-Opened ; June 28, 1865 Greal fair raised

$110,000 iii ten days for new building.

Sons of Hermann. — April 20, 1848 — Milwaukee Lodge, No. 1.

Spelling, in Early Days— Minwaki, Minewaki, Maunawaukee, Meloaki, Me]
leoki, Meloaky, Milouaqui, Milwaukie, Milwalky.

St. Andrew's Society. — January 25, 1859— Alexander Mitchell, president.

Stockyards. — 1870 — Established by Milwaukee road.

Strikes.— .March 10, 1890— Switchmen ; .May 1.".. 1905— Molders.

Swimming record. — August 17, 1894— World's record, eighty yards: fifty
seconds, George J. W li it taker.

Tax, Income. — March 19, 1865 — Incomes for year: Alexander Mitchell,
$53,071; Guido Pfister, $42,221: Angus Smith. $30,000; 1913— Largest tax-
payer, Patrick Cudaliy, $9, 556.31! ; largest woman taxpayer, Charlotte Hartig,
$5,128; 1914 — Largest corporation tax. Schlitz Brewing Co., $103,852.

Titanic Victim. — April 15, 1912 — Capt. E. G. Crosby among the 1 . -"> 1 7
victims.

Telegraph. — January 17, 1848 — First dispatch sent to The Evening Wis-
consin from the Chicago Journal: "Chicago and Milwaukee united."

Telephone. — 1877 — John S. George, first subscriber; first exchange. 411
Broadway.

Traveling Men. — December 9, 1893 — Post IS. Travelers' Protective Asso-
ciation; June 29. 1895 — Milwaukee Council, No. 54, United Commercial Trav-
elers of America.

Turners. — July 18, 1853 — Turnverein Milwaukee.

United Workmen.— March 23, 1877— Schiller Lodge, No. 21.

Visitors.— 1679— La Salle; October 7, 1698— De St. Oosme; 1778— Charles
de Langlade: April 28, 1853— Ole Bull; April 28, 1853— Adelina Patti (at the
age of 13 i : September 30, 1859— Abraham Lincoln ; October 14, lsiiii Stephen
A. Douglas: January 23. ISlio Ralph Waldo Kmerson ; February .">. 1865
John B. Gough; 1865 — Artemus Ward: 1865 — Josh Billings; September 4.
1865. June 9, 1880— Gen. U. S. Grant; October 2, 1865— Gen. W. T. Sherman;
November 2. 1870 — James A. Garfield; January 2, 1872— Grand Duke Alexis;
September 12, 1878— President Rutherford B. Hayes; 1880— Henry Ward
Beecher; July 9, 1887— Earl of Aberdeen: October 6, 1887 Presidenl Grover
Cleveland and bride, Frances Folsom Cleveland: June 20, 1889 -June 28, 1899,
September 1. 1901, April 4, 1903, September 7, 1910, October 14. 1912 Theo-
dore Roosevelt; April 10, 1890 Rev. T. De Witt Talmage; January 12, 1890
Princess Engalitcheff ; March 9, 1890- George Francis Train: March 15,
L890— Bill Nye; 1890-1910— Nelly Bly; October 9, 1894 October lb 17. 1899
Presidenl William McKinley; October 21, 1896— Carl Schurz; January 11,
1898 Cheiro; February 9, 1898 James J. Corbett; February 10, 1899 Wal-
ter A. Wyekoff; October 26, 1900 James Whitcomb Riley; March I. 1902
Prince Henry of Prussia; April 10, 1903 -George Kennan; June 5, 1904

Mayor Weaver of Philadelphia, with liberty bell; October 26, L904 -Libert
Hubbard; November 3, 1904 -Gen. Nelson A. Miles: January 14. 1905

BEGINNINGS, DATES AND EVENTS 203

Melba ; March ](i, 1905 — Harry K. Thaw and wife, on their honeymoon trip;
January 25, 1905— Judge Ben. B. Lindsey; April 21, 1906— Admiral Robert
E. Peary: October 16, 1906— Sir Thomas Lipton; March 2, 1907— Edward
Payson Weston: May 29, 1907— Gen. Tamemato Kuroki ; October 16, 1907
— Sir Thomas Lipton; November 7, 1907 — Senator Benjamin R. Tillman:
April 21, 190S— Dr. Frederick A. Cook: February 9, 1909.— Admiral Robley
I). Evans; February 10, 1909— James Bryce; March 6, 1909— Count Joliann
von Bernstorff ; November 12, 1909— Opie Read; October 21, 1910— Karl Lid,.
knecht ; November 17, 1910 — Woodrow Wilson; December 8, 1910 — Charles
W. Eliot; February 20, 1912— Attorney-General Wickersham ; February 8,
1913 — Capt. Roald Amundsen; August 9, 1913 — Cardinal Gibbons; January
23, 1914— Miss Anne Morgan; 1912, 1915— William II. Taft.

War. — August 6, 1847 — Mexican war enlistments; April 15, lsiil — War
meeting called to order by Dr. Lemuel Weeks; April 25, 1861 — Seven com-
panies recruited and assigned to the First Wisconsin Regiment; April 23,
June 9, 1861 — Camp Scott, north side of Grand Avenue, between Twelfth and
Fourteenth streets; May 8, 1861 — Flag, gift of the women of Milwaukee,
presented to the First Wisconsin Volunteers by Mrs. George II. Walker; July
2, 1861 — First engagement at Falling Waters; George Drake first Milwaukee
soldier killed; February 13, 1862 — Milwaukee celebrates capture of Fort
Donaldson on February 12, 1862; October 19, 1862— State draft; November
1863 — National draft; October 19, 1861 — Milwaukee Ladies' Association for
the aid of military hospitals organized; February 27, 1865 — City enjoined from
paying bounties; 1S98 — Camp Harvey, state fair grounds, Spanish-American
war; July 28, 1014 — Many Milwaukeeans marooned in Europe when great
war broke old.

Waterworks. — October 24, 1873 — River supply; September 14, 1874, lake:
July 21, 1014 — Record consumption, 65,975,480 gallons.

Weather.— June 4, 1816 — Blizzard; June 17, 1816 — Snow storm; (known
as the year thai had no summer) ; January 1, 1846 — 35 to 40 below zero; June
2, 1866 — Tornado; May 2, 1875 — 25 below zero coldest May day in history of
weather bureau ; March in. 1881 — Record-breaking snow storm; .May 31, 1889
— Snow; June 23, 1892 — forty-one days' rain ended; May 18, 1894 — Snow;
May 24, 1901— Snow ; May 27, 1907— Snow.

Whisky Cases.— October, 1875— July, 1876.

Wisconsin's Birthday. — May 29, 1848 — Wisconsin admitted to the Union.

Woman's Industrial Exchange. — 18S2.

World's Fairs. — May 20, 1890 — Wisconsin commissioners to Chicago
World's Fair appointed; August 9, 1904— Milwaukee day; June 29, 1904—
Wisconsin building at St. Louis presented to the management.

Youngest Mayor. — 1906 — Sherburn Merrill Becker, aged 29 years.

Young Men's Association. — December 8, 1847 — J. II. Van Dyke, president.

Y. M. C. A.— December 22, 1876— Organized ; May 3, 1890— German branch
opened. Y. W. C. A.— September. 1892.

Zoo.— 1005.

PART II

INDUSTRIAL AND COMMERCIAL

HARBOR AND RAILROADS

BANKING AND FINANCE

CHAPTER XVII
THE ERA OF INTERNAL IMPROVEMENTS

Along in the middle thirties a great wave of enthusiasm swept over the
country in favor of public improvements. Building of railroads, canals, and
new towns everywhere were proposed. The legislatures of the older slates
were besieged with demands for new lines of communication, improvement
of country roads, building of bridges and establishment of stage lines. The
sentiment became so strong that the more conservative element of the com-
munities, both rural and urban, was overwhelmed and completely silenced
for some years while the fever lasted.

At the session of the Territorial Legislature of Wisconsin, held in 1837 and
the following years, the most important measures for interna] improvements
were discussed. "Numerous roads were ordered to be laid out, charters
granted for railroads that were never built, ferries were licensed and dams
permitted on unnavigable streams," writes Miss Kellogg in her "Story of
Wisconsin." Petitions to the national government were sent asking for the
improvement of harbors on Lake Michigan and for the rivers Mowing into
the lake, for lighthouses and mail routes. "Two large projects for water-
ways were vigorously promoted. These were the Milwaukee and Rock River
ranal and the Fox-Wisconsin Improvement. The former was promoted by
Milwaukee capitalists, the latter by those of Green Bay. Both projects se-
cured land grants from Congress and both became seriously involved in
political disputes. No work of importance was ever done on the Rock River
project: the canal at Portage and the water control of the lower Fox River
are the results of the Fox-Wisconsin improvement which, in 1872, was taken
over by the Federal government. In fact the navigation of either route was
possible only to light draft and small sized craft that could never compete
in modern times with the rail carriers."

Land Speciilation. — The internal improvement craze was accompanied by
an era of wild speculation in town sites. About the year 1836 the speculative
madness reached its height. Men besieged the land office and purchased tracts
of land from the Government at a $1.25 an acre which in a few days would be
regularly staked out and platted into town sites, exhibiting in the highly
colored drawings the public spirit and generosity of the promoters in provid-
ing public squares, church sites, and schoolhouse reservations. The prairies
of Illinois, the forests of Wisconsin and the sand hills of Michigan presented
an almost unbroken chain of imaginary cities and villages which as yet were
in a state of nature.

207

EAST WATER STREET, SOUTH OF WISCONSIN STREET, IX THE KAK1.Y FORTIES

■

A BUSINESS HOUSE (iN CHESTNUT STREET
Corner of Fourth si r>>.-t , occu] 1 bj Bauer & Steinmeyer until L8T<

THE ERA OF [NTERNAL IMPROVEMENTS 209

Often in these pictorial prospectuses could be seen a fi < > w i 1 1 i_f stream
winding its romantic course through the heart of an ideal city thus creating

water lots and wharfing facilities even though no stream existed on the
spot. But where a real stream, however diminutive, did rind its way to the
shores of the lake, no matter what was the character of the surrounding
country, some enterprising promoter would hasten to the nearest land office
and secure the tract at the Government price. "Then the desolate waste of
sand and Fens," says a historian of the period, "was suddenly elevated into
a nrghty city with a projected harbor and lighthouse, railroads ami canals,
and in a short time the circumjacent lands were sold in lots. Not the puniest
brook on the shore of Lake Michigan was suffered to remain without a city
at its mouth, and whoever will travel around the lake will find many a mighty
mart staked out in spots suitable only for the habitations of wild beasts."

Speculation in Milwaukee. — In a paper by Silas Chapman, read before the
"Old Settlers' ('lub" in IS]):;, he graphically described the conditions pre-
vailing at that time. "Speculation ran rampant." he said, "prices of every-
thing went upward, ami this speculat'on culminated in 1836 by platting and
throwing on tin- market lots, not only in cities and villages, but on mountain
tops and under water. It mattered not where the real estate was, it became
real to the speculator, and his credit if not his money was invested in it. It
was supposed to lie a fact that lots were platted and sold that were then and
are to this day under water. It was nearly true of lots in Milwaukee."
The land -where our city is now located has just been surveyed and
was an enticing field for speculation. The place was outs'de of civilization
and could only be reached by tramp boats on the lake. The land was
platted., the plats looked well on the map and the maps were ready. In all
nearly 5,000 lots were in the market."

"Then began the furious and reckless sale id' lots," continues Chapman.
"Sellers were as reckless as buyers, for everybody was a seller and everybody
was a buyer. There was no limit to the prices and expectation of prices.
Lots were sold for a given price with a guarantee that within a named period
they could be sold al a certain per cent advance. Mr. Juneau is said to have
sold lots with such guarantee, and afterwards, according to his ability, honor-
ably redeemed his pledge." Milwaukee recovered slowly from the madness
of 1836. "It has since kept its real estate at a fair but not at a speculative
value."

Canal Building. — "The movement toward establishing steamboat naviga-
tion," says E. B. Usher, in his "History of Wisconsin." "by the route then
uppermost in tin- minds of all southwestern Wisconsin, as well as Green Bay.
began early. It obtained a footing in 1834 by the chartering of tin' Portage
Canal Company by the Michigan Legislature." Morgan L. Martin, a leading
citizen of Green Hay. was chiefly instrumental in procuring the charter which
was to «Miable Daniel Whitney to build the canal. In 1838, Martin was elected
to the Wisconsin Territorial council which position he held until 1S44. and
was twice its president.

In 1845, .Martin was a delegate to Congress and during that time he pro-
cured tin' first grant of lands to aid "the improvement," and in the years
vol. i—: 4

WEST VVATEE STREET LOOKING NORTH FROM SPRING STREET, \<>\\ GRAND

\\ I.MT.
The original Caswell store and building to the lefl

THE ERA OF INTERNAL IMPROVEMENTS 211

from 1851 to 1853 he lent his powerful aid to the work. When the state failed
to complete the canal Martin devoted his whole energies and all the fortune
he had made af Milwaukee and Green Bay to render it a success. However,
in spite of these efforts, it may be said that no more complete extinction of
the great expectations and high hopes indulged in by the people of Wisconsin
in regard to canals and waterways could be imagined than the Fox-Improve-
ment Company was shown to be in its hugely disappointing results.

The Fox-Wisconsin Improvement. — From the time of the early explorers
the portage from the upper waters of the Fox River to those of the Wisconsin
River had been seen to be a reasonable possibility. The natural obstacles
were not great, as only a boggy plain but \\U miles in width separated the two
rivers at the site of the modern City of Portage. The Fox River, however,
was much broken by rapids, and until improvements could be made in its
channel the navigation of that river for boats of considerable size would he
impossible. For canoes and boats of light draft a limited communication
could be kepi up. The early explorers found it answered their purpose, and
it was across this portage that Joliet and Marquette, on their voyage for
the discovery of the Mississippi River in 1673, carried their canoes from the
Fox to the Wisconsin.

In IS06, the Illinois and Michigan canal to connect Chicago with the Illi-
nois River at La Salle was begun, about the time that the Territory of Wis-
consin was organized, and it was opened for navigation soon after Wisconsin
was admitted, as a state in the Union, in 1848. The people of Wisconsin, hav-
ing this example before them, began an agitation for an improvement of the
Fox River by Congress, and a canal to connect the two rivers at the ancient
portage. Tn 1846, a grant of land in aid of the project was made by Congress.
But the board of public works, having this enterprise in charge, soon ran the
state in debt, and in 1851 it was announced the work would have to stop on
account of the slow sales of land.

Work Continued by a Citizen of Green Bay. — At this critical juncture
Morgan L. Martin, a citizen of Green I lay, offered to do the work from Green
Bay to Lake Winnebago through the channel of the Fox River, the cutting
through the portage plain having already been completed. This proposal
was accepted by the Legislature and Martin began his task witli a large force
of men, being given state scrip as the work progressed, which was to be
redeemed from the proceeds of land sales and prospective tolls. Hostile
legislation interfered with this arrangement, but in spite of many discourage-
ments the Fox and Wisconsin Improvement Company, as it was called, sent
its first boat through on its passage from Pittsburgh to Green Bay in 1856.

A year or two previously Congress had increased the land grant to the
company, but as the enterprise still Lacked capital for its future operations,
the whole enterprise was foreclosed by creditors, and the corporate title was
changed to the "Green Bay and Mississippi Canal Company." In 1872 the
entire plant was sold to the United Slates government.

Subsequent Status of the Work. — "The Fox-Wisconsin improvement,"

said the late R. G. Thwaites in his 1 k, "Stoiw of Wisconsin,"' "cost tile slate

and nation millions of dollars but it has never been a complete success. The

212 HISTORY OF MILWAUKEE

lower Fox has by means of an elaborate system of locks been made navigable
for boats of a few feel draughl between Green Bay and Omro, bu1 the traffic
is slight, the chief advantage accruing to the thrifty manufacturing towns
of Neenah, Menasha, Appleton, Kaukauna and Depere, where splend'.d water
powers have been incidentally developed by the governmenl works.

"From Omro to Portage there is a slight spasmodic freighl traffic for small
flat-bottomed steamers of not over three feel draught. The canal at Portage,
fast falling into decay, is sometimes not opened throughoul an entire season
(1887). The Wisconsin River is clogged with shifting sandbars and wholly
unreliable for vessels of three feet draught except at high water. It is
seldom used now that logging on the Upper Wisconsin has I q greatly re-
duced in extent; and a government engineer lias made the assertion that the
only way to 'improve' it for a national waterway, is 'to either lath-and-plaster
the bottom or construct a canal alongside all the way from Portage to
Prairie du < 'hien.'

Concerning the general sentiment of the people regarding the Fox-Wis
cousin improvement Mr. Thwaites remarks: "In early days, there was no doubt
whatever in the minds of the Wisconsin public, that this projected improve
ment, apparently so feasible, could be easily constructed and the historic
streams be made to bear monster war and freight vessels through the heart
of the state, between the Great Lakes and the great river artery of the con-
tinent: but it is now the general opinion that the difficulties in tic way are
too great to be overcome, chiefly owing to the peculiar character of the
Wisconsin River, and 'improvement talk," so common in former years, is now
no longer heard in our legislatures and political conventions."

The Milwaukee and Rock River Canal. -A charter for the Milwaukee and
Rock River 'anal Company was obtained in 1838 from the territorial legis-
lature, as previous efforts to secure Congressional aid had proved a failure.
Congress, however, finally voted a land grant to the canal company, and its
promoters endeavored to procure financial aid from the territorial govern-
ment, but it was ultimately refused. In accepting the gift of land from Con-
gress it was stipulated that the territory was to conduct the sales therefrom
and to use tin' proceeds in completing the canal. "Iii accepting tin-- gift,"
writes Reuben Gold Thwaites, in his volume on Wisconsin, in the American

Commonwealth series. "The territory unwittingly 1 ame m effed a partner

in the undertaking, a condition of affairs leading to much popular discontenl
and legislative bickering, and ultimate disaster to the canal l s ll . upon
which some $57,000 hail been expended, chiefly in improvements to the .Mil-
waukee River.

"The territory fell heir to some of the canal bonds, which it repudiated.
although later the state itself paid them. When Wisconsin entered the Union,
the Federal Government claimed that she still was owing upwards of $10 1,0 (0
to the canal fund, and withheld this sum from the net proceeds due the
stale from the sale of public lands within her bounds. As to whether 01

not this canal, had it been completed as designed, would have proved a
valuable asset of the commonwealth, is still an open question in Wiscon
sin history."

THE ERA OP INTERNAL IMPROVEMENTS 213

Preliminary Steps in Construction.— During the year 1S.">7 a preliminary
survey of the proposed route of the .Milwaukee and Rock River Canal, and
an approximate estimate of the cost of the work, had been submitted by
Byron Kilbourn and Increase A. Lapham, both of whom were surveyors.
The cost was estimated to be about $800,000, and its length about fifty-one
miles. A charter was obtained from the Territorial Legislature dated
January 5, 1838, and work commenced July -t, 1839.

The object of the proposed canal was to connect the waters of the
Milwaukee River and the Rock River near Lake Koshkonong and thus to
form a waterway from the Great Lakes to the 'Mississippi. .Mi-. Kilbourn
was the president of the company.

The canal was tobe built by a private corporation, aided by the pro-

< ds of a Federal land grant held in trust by the territory of Wisconsin

in anticipation of Wisconsin being admitted as a state in the Union. The
congressional grant of lands had been secured the year before the work
began. A newspaper published in Green I lay called the improvement of
the Fox and Wisconsin rivers, to open connection with the Mississippi, as
the "Green Hay hobby,"' and the Milwaukee and Rock River Canal as
the "Milwaukee hobby."

Historical events of whatever character were regarded in those days
as good material for humorous accounts, and this occasion was no exception
in this respect. In his "Pioneer History," J. S. Buck relates that Mr, Kil-
bourn, at the head of a procession led by a brass band, arrived at the spot
where the "incision" in the earth was to be made. The work having been
performed in a satisfactory manner, the participants marched to the old
"American," at the corner of Third and West Water streets, then kept by
James Ward, where a dinner suitable for the occasion had been provided.

Canals Versus Railroads. — There is a very full discussion of the early
canal and ra'lroad enterprises of the '40s in the publications of tin 1 Wis-
consin State Historical Society (NIY, pp. 206), and in the article there
printed we find the following passage in reference to the Milwaukee and
Rock River Canal:- "While a bare beginning was made in building it, for
a number of reasons the project was soon recognized as -a failure." Argu-
ments were urged to bend the energies of the people in the direction of
railroad building. Even during territorial days agitation was begun to<
divert the Federal grant of lands from canals to railroads.

The Milwaukee Sentinel and Gazette, on October 23, 1841, published an
article on the subject, as follows: "The Milwaukee and Rock River Canal
has been regarded as a project of great importance, and is one which has
received the favorable consideration of Congress as well as the public gen-
erally. But the mere connection of Lake Michigan with Hock River will
not answer the end for which the wm-k was originated, until it shall be con-
tinued to tiie Mississippi; and then the immense expense of such a work ren-
ders its i struction impracticable; and, if constructed, that it should pay

the interest upon the money expended. While a railroad, besides offering
every facility of a canal for purposes of transportati< ould be built in

WISCONSIN STREET LOOKING FROM CORNER OF MAIN STREET AND BROADWAY

BEFORE CHAPMAN'S FIRST BUILDING w ^.S ERECTED.

The old Insurance Building in course "t construction, iboul 1861

THE ERA OF INTERNAL IMPROVEMENTS 215

one quarter of the time, and would be available at all seasons of the year.
a canal would be locked up by iee nearly half the time."

The .Madison Argus, in 1844, remarked upon the project, as follows: "A
canal is to be made from Milwaukee to the Rock River, and there it stops.
What is there at Roek River? Neither an ocean nor a lake nor
even a navigable river. There are neither steamboats nor flatboats run-
ning on Rock River anywhere in the neighborhood of the proposed termi-
nation of the canal, and the river will not admit of this kind of navigation
to any advantage." Instead, however, of the blessing the canal might
have been, says C. R, Tuttle in his "History of Wisconsin," "it proved a
curse and a blight upon the early prosperity of the territory, owing mainly
to the antagonisms that grew up between the officers of the canal company
and the territorial officers intrusted with the disposition of the lands granted
by Congress and of their proceeds, and to the conflicts between the benefi-
ciaries of the land grant, and some of the leading politicians of the time."

Growth of Wheat Production.— In the early part of the Civil war period
the slate of Wisconsin had become one of the principal producers of wheat
among the western and northwestern states, the effect of which was to
greatly enhance the growth and relative importance of Milwaukee which
had now become the state's chief port for the shipment of surplus products
of every kind.

"The impetus thus given to Milwaukee," writes Thwaites, "was such as
to assure her future as a great lake port. In due time she became a promi-
nent center for the influx ami distribution of immigrants from the eastern
states and from Europe, her manufacturing interests grew to large pro-
portions, and her commerce and population kept full pace with the growth
of the sturdy state of which she had early become the metropolis."

Effects of the War. — The war with its heavy demand for men to supply
the Union armies seemed to threaten a shortage of farm labor, a danger
which the South did not fear with its abundant supply of slave labor.
But the invention and perfection of the reaping machine during the few
years before the war prevented by its use a deficiency in grain production.
"The reaper is to the North," said Edwin M. Stanton in 18111, "what slavery
is to the South. By taking the place of regiments of young men in the
western harvest fields, it releases them to do battle for the Union at the.
front, and at the same same keeps up the supply of bread for the nation
and the nation's armies." The Commissioner of Agriculture, in his report
for 1862, asserts that owing to the absence of so many farm laborers at the
front, it would have been impossible to harvest the wheat crop for that
year had it not been for the increased use of mechanical reapers each of
which effected a saving of the labor of five men. "Notwithstanding the
enormous draft of recruits from our rural districts to fight in the armies
of the Union," says Thwaites, "agricultural operations could still not only
be carried on by the North, and in numberless instances by mere youths,
Imt the product itself was substantially increased."

Comparison with the Southern States. — Comparing the northern and
southern sections of the country at the time previous to the Civil war it has

MILWAUKEE'S ORIGINAL PENNY STORE— BARRE1 I-
245 Water Street— Built 1836 by father of Caleb Harrison

THE LUDIXGTON BLOCK CORNER WISCONSIN AND EAST WATEB STREETS,

IN THE i: \i:i.Y SEVENTIES.
sit,, of Pabsl Building, later known ;i* First Wisconsin Trust Company Building

THE ERA OF INTERNAL IMPROVEMENTS 217

been found, generally speaking, that in the South slavery and manufactures
excluded each other. The South lived almost entirely by agricultural indus-
tries, its capital was monopolized by agriculture. "Manufacturing industry,"
says Von Hoist, "did not accord with the longing for aristocratic leisure
which must characterize the free population in a community which owes its
specific industrial character to slave labor." Therefore the manufacturing
industries of the northern slates easily surpassed those of the southern states,
and this, indeed, was one of the determining factors in the greal ('ivil war of
1861-1865, which abundantly proved the superiority of the North in its ma-
terial resources over the limited advantages possessed by the South in the
prosecution of that unhappy war.'* Even the importance of cotton, claimed
to lie the "king" of agricultural productions, failed in the final test in com
parison with th? food producing power of the North.

THE FIRST sl'i: \u FLOUR MILL
Original Site, South Water street. Now located on Virginia Street

SKYLINE OE MILWAUKEE LOOKING NORTH
Taken from the south Bide

CHAPTER XVIII
INDUSTRIAL BEGINNINGS AND ACHIEVEMENT

The labors of the earliest artisans who came here were naturally confined
to the satisfying of local needs. Gradually, as the Land in the surrounding-
territory became settled the farmers required many thing's which these skilled
mechanics could supply. They could grind wheat into Hour, make a harness
and build a wagon, quarry stone and make brick, shoe a man as well as shoe
a horse, and turn raw products into usable articles.

Hut, the local artisans by no means met every need. The ships that
plied regularly between Milwaukee and Buffalo brought in many articles
of household equipment, wearing apparel and food products. The mechanics
required tools, every household needed pottery and hardware, cloth for wear-
ing apparel, and food products such as coffee, tea and spices.

But the same economic law which governs exports and imports of a
nation applied here in a diminutive way. The balance of trade had to be
kept at an equilibrium. The ability to buy was governed by the ability to
produce and market. The importations had to be met in gold or its equiva-
lent in agricultural or manufactured products.

The earlier exports consisted of furs, lumber and grain. It was not until
the production ability of the community had met both local needs and those
of a. surrounding territory and had reached a surplus that the exports of
manufactured articles found its beginning.

When it is contemplated that Milwaukee has, in a very brief period, risen
from most humble beginnings to one of the most important industrial centers
in the United States, we may well inquire into the causes that have led to
it. This development assumes significance when it is remembered that Mil-
waukee was reared within the shadows of a great world city, exposed to all
the absorbing power of Chicago the great metropolis of the Midwest.

Large cities do not as a rule spring up adjacent to each other, but usu-
ally, owing to the trend of commerce and the exigencies of distribution, leave
large areas of territory between them. Thus, it follows that every other
large city coming within the commercial zone of Chicago is located at a dis-
tance of several hundred miles from that city. Chicago becomes the veritable
hub with Detroit, Cleveland, Cincinnati, Louisville, Si. Louis, Omaha, St. Paul
and Minneapolis, all placed upon the outer rim and within a night's ride from
the great world city with its three million population.

Milwaukee is the only city, which lies within a distance of only eighty-
five miles and only a two hours' ride from Chicago, which has resisted the

219

LOOKING NORTH ON MAIN STREET, NOW BROADWAY, TOWARD MASOK

STREET, 1870.

i 'r U 1 * I % 1 " 2 *

; fl 1 1 » -v 3 - I- 1 15' II ?, t iff

NORTHEAST CORNER OF MILWAUKEE AND WISCONSIN STREETS 1871
AFTER A BIG s\o\\ STORM.

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 221

absorbing power that all great metropolitan centers possess, and has grown
to over a half million population.

Natural conditions and environment, more than accident, usually cause
the location of cities. Ft is true that three rivers and the promise of a fine
harbor primarily prompted the location of Milwaukee, but its subsequent
growth in population strength and rise as a producing center must in large
part be found in the character of the people who sought their homes here.

East and West Lake Shore Cities. — In order to demonstrate this statement
let us for a moment look at the east and west shores of Lake Michigan. On
the east shore may he found a series of small cities and villages while on the
west, or Wisconsin shore, are presented a number of important manufacturing
cities, including Kenosha, Racine, Sheboygan, Manitowoc, and Milwaukee.
True, the Wisconsin shore offers many tine harbors hut the Michigan shore
has been equally blessed with harbor possibilities.

Thus, the industrial development of the Wisconsin lake cities is due to other
causes besides favorable water inlets. Nor can it he held that a rich hinter-
land alone lias been the main cause for their growth. The interior of the
State of Michigan is fully as fertile as is the State of Wisconsin.

While favorable harbor entrances and a fertile back country have con-
tributed to the growth of the lake shore cities, it was in tin- main the enter-
prise of the population that availed itself of the natural advantages which
weic at their command.

Admitting all this, we must find the real cause of the power and prestige
of these Wisconsin cities in the industrial character of the earlier settlers
and of the subsequent immigration that added itself to them. Tin' new comers
were mechanics who came from both the old and the new world, while those
who settled on the east shore followed agricultural pursuits. This accounts
for the fact that nearly all the important manufacturing cities bordering on
Lake Michigan are located on the Wisconsin shore.

An Industrial Population. — The population that settled them not only
understood how to build houses and ships, make a plow and shoe a horse,
but they also knew how to tan hides into leather, saw lumber and grind
flour. There were butchers, bakers, and basket makers, bookbinders, broom
and brick makers, coopers, cobblers and cabinet makers, potters, printers and
paper makers, weavers, wagon ami wheelbarrow makers.

The young Yankees who came from the New England states and the so-
called Knickerbockers who came from New York, were in the main of the
commercial class. There were, however, many skilled mechanics among
them. The main body of the workmen came from Europe, including Ger-
mans, Austrians, English, Irish. Scotch, Bohemian and Dutch. The greater
number of the skilled men came from Germany. The Polish, Italian. Hun-
garians, Slavonians anil Croatians came at a later period.

These mechanics knew how to fashion useful things for themselves ami
their fellowmen. At first they worked, singly and alone, then they were joined
by an apprentice and a journeyman. With the passing id' time these groups
enlarged themselves and the backyard shed grew into a factory plant. Fur-
nace and engine, chimney and smokestack, engine and machinery came upon

222 HISTORY OP MILWAUKEE

the scene. Organization was introduced. The area of distribution was
widened. The era of quantitj production arrived. Greal industries became
a reality.

Thus, the mciili'st men in overalls, who stood a1 the workbench themselves,
who conceived and constructed their own enterprises, became the founders
of mighty industrial enterprises whose products now go to the four ends
of the world. They fashioned useful things— things thai were classed among
the necessities rather than the luxuries of Life.

The one factor which lent both stimulus and stability to these industrial
enterprises was the pride and sense of honor which characterized these work-
ers. They breathed their character into their products. Every article was
honestly made. The names that were behind them became synonyms for in-
tegrity and honesty.

Secret of Industrial Success. — The younger generation thai joined and
succeeded them availed itself of the precepts and policies that had been estab
lished. The sons of the founders went into the factories and worked through
the various branches of manufacture from the crudest labor to the most
skilled arts. Thoroughness became the goal of the recruits. "Start at the
bottom and work your way up," became the watchword of their elders.

But, the example set by the early founders was repeated again and
again through the years that followed. Men who began life as mechanics in
workshops and mills ultimately founded new industries, making small begin-
ings and rising to eminence and power as producers. A new idea, an im-
provement or an invention usually became the basis for a new industry.
Frequently, too, articles hitherto manufactured in the East could, it was
found, be manufactured more advantageously at home.

Tn this connection it is interesting to note many industries, specially those
dealing in textiles, which found their origin in the fact that wholesalers and
jobbers, who were buying and selling goods made elsewhere, themselves be-
came manufacturers. Usually the "nods were made in the industrial centers
of the New England states which adhered to fixed designs and styles. The
western jobber who sold in a competitive market sought a greater variety
of goods and the introduction of innovation and changes.

The traveling man, for instance, who sold goods in the lumber and
ging districts of Wisconsin, Michigan and .Minnesota, came home with practi-
cal suggestions as to the making of a glove, a si or a garmenl thai would

meet the need of climatic and industrial conditions more adequately.

Jobber Becomes a Producer. — The enterprising jobber in the Midwest
made his rceommeudat ions tn a conservative manufacturer in the East. The
latter was slow in recognizing innovations, with the result that the former
began to produce at home and found a ready sale tor tin' improved article.
In many instances the Milwaukee manufacturers, who aimed to make their
product more attractive and at the same time more utilitarian, met with
i • ■ 1 1 1 . j 1 1 able success.

These strokes of enterprise, together with the constant addition of new

lines of production, gave diversity to the industrial activities of th.- com-
munity. The clement of diversify also tended towards greater stability in the

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 223

economic progress of the community, steadying- the general output, and
keeping the workmen more uniformly employed. If the demand for one
product plant laid oft' men another added them.

The result was that there grew up in time a remarkable industrial con-
stituency. The number and quality of skilled mechanics became a factor
that lent momentum and efficiency to production and made the expansion
of manufacture a possibility. The manufacturers were enabled to compete
successfully, in many lines of production, with the manufacturers of other sec-
tions of the country.

Middle of the Last Century. — The status of the manufacturing interests
in 1856 is well told in a report made by the Board of Trade during the year
following-. It reads as follows:

""We have found more difficulty in arriving at a just estimate of the value
and extent of this branch of business than any other. A large class of manu-
facturers arc unwilling to give the amount of their business or other essential
particulars concerning it.

"But we have been able to gather sufficient accurate information to show
that there has been a large increase in manufactures over the year 1855, both
in value and variety.

Steam Engines, Boilers, Machinery, etc. — "Under this beading, we find
in the city some eighteen shops, employing from 12 to 100 men each, and
turning out an aggregate amount of $800,000 of work per annum. Fully
one-half the presenl capital was added the past year, and no less than six of
the establishments were new during the year 1856. Extensions and enlarge-
ments are contemplated for the present year to the amount of $300,000,
besides one or two entire new establishments.

Ale, Beer, Etc. — "There were in operation during the year 1856, in the
city, twenty-six breweries, manufacturing 75,000 barrels of ale and beer, the
larger portion of which was Lager beer. Of this amount, probably 30,000
barrels were sent from the city. The entire capital employed in this Imsincss
is little short of -$1,000,000. Enlargements and extensions were made during
the year to the amount of $25,000. The number of men employed is about
five hundred, at average wage of $8 per week. The increase over the pro-
duction of 1855 was nearly 50 per cent.

Brick Making. — "Notwithstanding the demand from abroad for the
beautiful .Milwaukee brick has been unabated, still the consumption at home
has been so great that but few have been exported. While we manufactured
20 per cent more— or 35,000,000 in 1S56— we exported only about 1,000,000.
Then- arc eight brick-yards in operation employing about 300 men. It is con-
templated to increase the manufacture the coming year to 40,000,(100. The
pressed brick of Milwaukee is not exceeded in beauty and durability by any
made in any other part of the world.

Flouring Mills. — "During the past year large outlays have been made
upon the mills of the city, causing them to remain idle a considerable portion
of the time. The aggregate amount expended upon them is $50,000, one-
third of which consisted in the construction of an immense steam engine and

,.j5> '■ ' -'■■■ ■ "i ^t^m v. »m\

,«** "

L-. !

THE OLD NEWHALL HOUSE
Destroyed by fire Janvary 10, 1883. Seventy-five lives lu>t. Albany Hall, for mam years

a model meeting place, to the left.

I III, REPUBLK AN HOI -I
i 'orner Third and i edar bI reel -

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 225

machinery for the Empire Mills. The total amount of flour manufactured
by the five mills, aside from custom work, was 116.000 barrels.

Miscellaneous Industries. — "During the past year the first eattle market
ever opened in the city was started by Layton & Plankinton. It was com-
menced in August, and they sold, to the close of the year about $60,000.
They anticipate a large increase another season.

"The beef packing- season is now over, and amounts to about the
same as 1855, or about 10,000 bbls. The pork packing is not yet closed, but
will evidently fall considerably below the amount packed in 1855. About
100 men men are employed in this business at $1.50 per day for the season.
"There has been a material increase in the manufacture of boots and shoes.
The whole amount manufactured the past year was $350,000, against $185,000
for the year before. There are 500 men employed at average wages of $7
per week.

'"The manufacture of clothing for the year 1856 was nearly double the
amount of 1855, and foots up at $600,000. The number of hands employed
by the wholesale house is over 450, at average wages of $7.50 per week.
"A want spoken of in the last Annual Report has been supplied by the
establishment of a Lard Oil Manufactory, which has been in operation for
several months.

"In the ship-building branch of industry the present winter has not
witnessed so much advancement. During the first months of 1856 the amount
of tonnage launched was 1,600 — one propeller and five schooners. About the
same tonnage will be launched during the coming season.

"There are many branches of industry that could be spoken of with
interest, would the limits of this report permit. It is a satisfaction to notice
that our manufacturers are so prosperous and successful. The advancement
has been beyond all expectation, and the future bids fair to outrival the past
history of our industrial city.

Table. — Showing the principal articles and their value manufactured
in Milwaukee, for the year 1856 :
Articles

Ale and Beer $ 750,000

Brick 350,000

Barrels 120,000

Boots and Shoes 350,000

Burr Mill Stones 30,000

Book Binding 25,000

Bread and Crackers 175,000

Brooms 10,000

Billiard Tables 45,000

Clothing 600,000

Cabinet Furniture 225,000

Confectionery 35,000

Carriages 30,000

Camphene and Fluid 30,000

Cigars and Tobacco 75,000

Vol. 1—15

THE ASTOE HOTEL

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 227

Cow Bells 1,000

Daguerrean and Photographs 50,000

Engraving and Lithography 20,000

Flour 696,000

Guns and Pistols 7,500

Glue 12,000

(Moves and Mits 8,500

Harness and Carriage Trimmings 150,000

Horse Shoeing and Smithing 55,000

Iron Manufactures of all kinds 1,500,000

Jewelry and Silver Ware 20,000

Job Printing 75,000

Lumber Planing 250,001)

Millinery 75,000

Maps, ( 'harts, &e 6,000

Piano Fortes 9,500

Paper 31,000

Patent Machines ; . . . 200,001 1

Pipes 9,000

Pork and Beef Packing 400,00(1

Rope 20,000

Root Beer 6,000

Railroad Cars 20,000

Rectified Whisky and Spirits 500,000

Stone and Earthen Ware 26,000

Sheet Iron, Tin & Copper Manufactures 250,000

Soap and Ca ndles 150,000

Ship Building 140,000

Safes 35,000

Stoves and Hollow Ware 35,000

Saleratus 30,000

Sleighs 90,000

Tanning and Wool Pulling 280,000

Turning, Wood and Brass 50,000

Vinegar 8,000

Umbrellas 3,000

Window Shades 3,000

Wool and Yam 35,000

Wire Screening 15.000

Total 1856 $8,057,000

Total 1855 5,590,000

Total 1854 4,633,000

Then and Now. — In noting the production ability of the city for 1S56 it
may be well to observe by contrast the figures presented a half century later.
They demonstrate the vitality which the city had assumed as an industrial
center. In naming the ten leading manufacturing cities of the United States

228 HISTORT OF M I I.WA I'K EE

the United States Census Bureau in L910 named Milwaukee as the firsl for
thai year.

The five leading' industries and the value of their production for 1910 was

as follows :

Iron, steel and heavy machinery $34,] 12,555

Leather anil tannery products 24,940,000

Beer and malted tonics 23,510,344

Packed Meats 21,650,000

Railroad equipment and supplies 12,931,000

Some idea of the volume the manufacturing interests had then assumed
may be formed from the following figures :

Number of manufacturing concerns 4,126

Number of factory employes 109,216

Amount of wages paid $ 65,853,152

Amount of capital invested 2:36,558.011

Value of total year*s production 329,526,667

A summary of Milwaukee industry and commerce during the year 1918
was as follows :

Total of all manufactures $741,188,557

Total Capital 392,644,414

Total Wages Paid 141,455,203

Total Number of Employes 1 Hi. 109

Ten leading manufactures in 1918:

Iron, Steel, Heavy Machinery 155,696,044

Packed Meat 68,200,000

Leather 45,000,000

Auto Accessories, Commercial Trucks 31,000,000

Boots and Shoes 30,100,000

Coal and Wood Products 30,100,000

Electric and Phone Supplies 29,233,000

Malt 21,000,000

Hosiery. Knit Goods 12,300,000

Soap 11. 475. 1 mi)

Agricultural Implements 10,800,000

Obsolete and New Industries.-- A study of the manufacturing activities of
the past half century reveals some interesting changes. Some of the indus-
tries which led in an earlier day have been reduced to minor importance while
others have disappeared entirely.

For instance, brick making- was a thriving industry in the '50s of the lasl
century. The cream colored brick made during that period attained great
popularity and led to the city's nickname of "Cream City." It was used
as a face brick for some of the best structures, and many of the older build-
ings of a substantial character, seen in Milwaukee today, were made of the
famous cream colored brick. But the industry declined gradually until the

kilns were redu I both in size and number. The cream color faded par

tially with time and exposure into a dusty gray and the brick lost its popu-
larity. Only mi i brick is now being made. The face brick employed in

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 229

modern l>u Idings and construction work usually comes from other sections
of the country. Willow basket weaving 1 , which was at one time a flourishing
industry, has practically gone out of existence.

The brewing of beer and ale was one of the earliest ami remained for
many years one of the most important industries, ranking third and fourth
in the value of annual output. In 1856 the city already boasted of having
twenty-six breweries and a capital investment in them of over one million
dollars. Gradually the number of breweries was reduced but those remain-
ing in the business increased their capacity from year to year until some
id' them were classed among the largest in the United States.

The rapid development of this industry may be accounted for in the fact
that while the brewers in most American cities produced for local consump-
tion only the Milwaukee brewers built up a national and even international
trade. Through ingenious advertising and efficient sales organizations the
output grew into enormous demands. Tin; slogan "The Beer that Made
Milwaukee Famous" became a national by-word and gave the city extensive
publicity as a beer producing center.

It created the impression in many sections of the country that beer
making was Milwaukee's leading industry, whereas its steel and iron indus-
tries, its machinery and engines, meat packing and leather products were
always in the lead. Those who chafed under the erroneous impressions which
had been gained throughout the country frequently boasted that the water
pumping machinery produced by Milwaukee factories pumped more water
throughout the United States in a single day than the beer produced by all
the breweries in a year.

Decline of the Breweries. -This by no means argued that the industry
or its owners were unpopular. Their product was locally sold in 2,200 saloons.
The brewers were regarded as public spirited men, who were concerned in
I he progress of the community and wdio gave liberally to civic, educational
and charitable projects. They had large property holdings in the business
section of the city and manifested at all times ciderpri.se in building up
and beautifying the city.

The annual production of beer had run into many millions of dollars in
value when the dry wave struck it and practically rendered the industry
obsolete. Buildings and machinery, constituting enormous investments, were
rendered idle and thousands of men were thrown out of employment. Some
of the breweries were dismantled, others engaged in the manufacture of near
beer and non-alcoholic beverages, still others were thrown open to other
industries. Those who were formerly engaged in the brewing industry are
gradually directing their energy and capital into other fields of production.

In an article discussing industries that arc no longer pursued in Milwaukee,
and at the same time describing some of the newer and somewhat unique
articles produced, a writer in the Sunday Milwaukee Telegram of February 12,
1922, says the following :

"Now that beer is out of the way and the spread of Milwaukee's fame
in that direction has ceased to be a jarring note to the ears of a certain part
of its citizenry, there arises a question as to just what has taken or is taking,

TIIK MEDFORD HOTEL
Third and Sycamore streets

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 231

or even will take the place of the foaming beverage, as a rallying product
of this tremendously industrious city.

"Some hard headed individuals point to the fact that Milwaukee is char-
acterized by its production of iron fabrication, leather, packinghouse spe-
cialties and textile goods. It is a fact that these products lead in Milwaukee
industries. More than that, the first three have led the brewing industry, in
value of product, for many years. Still, even when these industries stopped
brewing, there was no life to the cry: 'Milwaukee leads in iron goods,' or
'Leather is making Milwaukee famous,' or "The packinghouse product that
made Milwaukee made the world sit up!'

"Things like iron, leather or meat do not lend themselves readily to
tuneful slogans. The beer epigram was an inspiration. And, incidentally,
it cost several millions to tell the world about it.

"There must have been a little romantic flavor to the word 'beer,' to
make it the basis of so popular a cry. Perhaps some people thought the word
just a little naughty, and used it with a tinge of mischievous pleasure. At
any rate, the reaction of the epigram on many Milwaukeeans was quite
similar to that caused by flying a crimson scarf before a maddened bull. But
still it prevailed until Volsteadean days sheared it oft', as a waste page in a
ledger is removed.

"I 'pon what subject is Milwaukee now gaining fame? What do they
manufacture here that characterizes the town in such a way that the popular
mind will take to it. Is prestige and the value of free advertising to go.
just because beer is not?

"Things to Be Proud of. — Well, there are a number of things that appear
susceptible to segregated fame in connection with the city — things that might
be picked up ami singled out and parted from the hum of industry, ami
placed upon a pedestal before which America would stand in admiration.

"For instance there are tacks; there are birdcages: there are rimless silk
stockings which the girls wear; there are amazing fabrications in flowers;
there is tempting mayonnaise: there are beautiful mannequins; there are —
well, there are rye bread and there are sausages. And the greatest of these
is sausages !

"Sausages! Spicy, savory, tasteful sausages! Sausages for every race,
creed and personal preference ! Sausages given a zip by round black peppers ;
sausages which are given a flavor of garlic.

"Is it possible that this, to the average mind, humble and prosaic tid-bit
will mount upon a commercial steed and ride gloriously tilting through the
world with flaunting banners, emblazoned with its emblems, heralding the
fame of Milwaukee as the supreme master of the art of sausage-making?

"Will the flavor of romance achieve ascendency over the flavor of garlic?
It. looks as if it would, and as a matter of fact Milwaukee today is recognized
from coast to coast and from Canada to Mexico (and even into the interior
of those countries) as the monarch of the sausage kingdom.

"Amid the blare and confusion of hundreds of Coney Island resorts, the
shouts of waiters for 'Milwaukee sausages' burst above the clang and clamor
of orchestrion and 'leedle German band.' At Revere beach, in staid Bos-

tl MM

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 233

ton, the 'hot dog' purveyor who gets the cream of the business is able to
bark 'Milwaukee frankfurts!'

"The Cliff House in San Francisco echoes the fame of Milwaukee as
sausage producer par excellence. Forest Park Highland at St. Louis is a
big consumer of this Milwaukee product. And along the beaches at Venice
and Santa Monica, at the Minnesota State Fair in the Twin Cities, on Belle
Isle at Detroit, and at Atlantic City, the prestige of the Milwaukee sausage
iias become a watchword with vendors, in season, and the one-time fame of
Milwaukee on the playgrounds of the big cities is being superseded by a
more substantial, if more pungent and less 'heady,' reputation for excellence.
It is extremely unlikely that an anti-'hot dog' amendment will ever be placed
upon the federal constitution.

"Both Chicago and New York City are large consumers of Milwaukee
sausages and in thousands of markets and delicatessens in those cities
preference of the trade for the Milwaukee product is manifested by proud
placards denoting its presence in stock.

"And in this connection — literally — the fame of Milwaukee rye bread
is not to be sneezed at. Milwaukee rye bread is a standard preference in
hundreds of cities. How many people here know that big shipments of
'Milwaukee rye' are made every day in the year to New York, Washington;
Philadelphia, San Francisco, Chicago, St. Louis, Los Angeles, Seattle and
intermediate points?

"It is a fact, nevertheless. Rye bread and frankfurt sausages make a
particularly appetizing combination, especially with mustard added. It ap-
peals to the masses, and the masses are responsible for slogans and epigrams
becoming a part of ordinary speech.

"It all comes to conclusion of fact that Milwaukee excels in industrial
effort. If the government suppresses the manufacture of an excelling beer
which the populace acclaim by giving credit to the city, the spirit of
supremacy manifests itself in another direction — the preparation of excel-
ling sausages and rye bread.

"Milwaukee is bound to be noted for something. Away back in the early
days Milwaukee was known nationally as the 'Cream City.' This was not
on account of the creamy frothiness of the beer made here, as some have
believed in later years. It was on account of a certain type and color of
building brick made here. And the name continued until the certain kind
of clay with which the bricks were made ran out and Milwaukee's brick
industry shrank to an unimportant place.

"Milwaukee used to produce great quantities of pottery — the clay was
brought here from Ohio. But many years ago the potters went to the clay
hanks and Milwaukee subsided as a pottery center.

"Right after the Civil war Milwaukee was quite a center for the manufac-
ture of coffee essence. This article, besides being a popular substitute for
coffee, winch was scarce then, made a great hit with the 'kids' as a means
of fooling parents, teachers or friends with the fiction that tobacco was
being 'chawed.' The public preference for coffee, however, wrecked the
business and several essence factories in .Milwaukee were closed. One of

234 HISTORY OF MILWAUKEE

the lasl ones was operated by the grandfather of Walter Bummel, the North
Side rea] estate man.

"Milwaukee has produced and still is producing many oddities of manu-
facture which are somewhat interesting for her citizens to know, and many
achievements of invention are marked to the credit of the city in the far
readies of the commercial world.

"Leads in 'Hobbies.' — It requires something to eat or drink, perhaps, to
inspire a general recognition of a certain production, in a line or a sentence.
Commercial oddities, however, crop out here and there in an interesting man-
ner. The product may not be as unusual as some feature of its production,
but the feature emphasizes notices.

"Who would think to inquire, for instance, if Milwaukee was the Leading
producing city of America for toy horses.' If such inquiry were made, never-
theless, it would be found that Milwaukee, for nearly 50 years, has I u

manufacturing' and selling more toy horses than any other city in the United
States, and perhaps the world as well.

"Who would imagine that from every quarter in the United states and
from Europe come orders for a certain make of artificial flowers, used for
show-window adornment and clothing display, and — even as window dis-
plays for the most fashionable florists in the large cities.?

"The fame of the art flowers of Milwaukee is abroad throughout the
country and a large portion of the outside world. They are the product of
the artistic efforts of a woman who started making a few at a time some
years ago, but who enlarged the scope of her work as the demand for perfect
imitations of posies grew. These flowers are made with a secret waxing
process and are said to be so exact in reproduction that frequently mistakes
are made winch lead to much amusement.

"The story is told of a woman who went into one of Chicago's fashionable
stores for a nosegay anil ordered a selection from a salesman. The eroupine
was laid down momentarily beside a cluster of imitations of a similar flower.
When tlie salesman picked them up again the customer objected.

'No, not those,' she said. 'These are the ones I selected,' pointing to
the imitations. After some indignation had arisen by the salesman's persisl
ence that the bouquet he held was the right one. she was asked to Eeel the
imitations, and did so. Her surprise was equaled by her astonishment.

"Bird houses! A lot of wooden cages and houses for domestic and wild
birds, does not sound very important. But it is important in Milwaukee, for
there is one manufacturing plant which turns out nothing else.

"In Hie bird store world .Milwaukee is of the highest Standing. The
maker of Milwaukee bird houses started in business while a youngster at
School. He made a little wooden cage one day and showed it 1" some of his
chums. 'Aw. that's punk,' said one of the Imy spectators. 'Better chop it
up for kindling.'

"Apparently this was what the young manufacturer needed, for instead
of becoming discouraged, he persevered in his efforts to make a perfeel cage
and eventually became a specialist in that line. Today there come to him
orders from all parts id" tl unilry and bis trade is a large one. Incidentally.

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 235

and having nothing to do with the story, this bird house builder related
recently that he had been informed that the boy who jeered at his first effort
was convicted of a forgery in an Eastern city and now serving time.

"Though the bird houses are diminutive as a workman's task, compared
to a real house, the volume of output from the bird house factory is greater
than many a millwork concern which manufactures for the construction of
human habitations.

"In fineness and skill in the manufacture of delicate instruments for gaug-
ing, Milwaukee is at the fore, also. A number of concerns manufacture gauges
of miscroscopic measurement capability, and during the war the government
found that Milwaukee was a valuable possession, indeed, in the production of
this class of instruments.

"A pair of specialities, whose coupling seems somewhat incongruous, is
mayonnaise and mannequins. There are several large makers of mayonnaise
and other dressings, one specializing in 'Thousand Island dressing' a product
that is distributed all over the United States. The volume of business that
this line of industry develops is so large as to be astonishing, running into
several hundreds of thousands of dollars a .year.

"The making of mannequins is an industry of comparatively recent origin,
but it is rapidly increasing, largely because of the superior production attained,
which, in turn, is due to a high quality of workmen procurable in Milwaukee.

"In a modest way Milwaukee aspires to be a silk hat center, and one
large hat manufacturer distributes this (in the West) infrequent article of
apparel to many parts of the country. In fact, it is probable that much of
this product is used to dislodge French or English importations.

"People who light their gas stoves by pressing a button connected with
a. Hash lighter, probably do not know that the device was born and bred in
Milwaukee and is, even now, largely manufactured here. Yet it is perfectly
true. Another common device that is 'Milwaukee' is the automatic lubricator,
in a variety of forms for various uses. This device was developed here and is
still a large factor in manufactured products.

"Refrigerating machinery, electrical appliances, wheelbarrows, iron
'washers,' boat propellers, locomotives, cigar boxes ('cedared'), heavy dig-
ging, hoisting and conveying machinery, magnetic separators, herringbone
gears and battleship fire control devices are some of the oddities of Milwaukee
manufacture.

"Growth of Enterprises. — 'There is a great romance in Milwaukee in-
dustry,' said William George Bruce, long secretary of Milwaukee's merchants'
and manufacturers' organizations. 'It lias its incept inn in the lowly condition
which existed when many of our present industries were founded. It lies
in the transformation of back yard shacks into great factories — from the
tumble down huts where sonic gritty man with real vision, started fashioning
with his own hands some article which would be useful to mankind. Those
were the days when the apprentice was the boss' chum. Then came the step
to quantity production, scientific organization and distribution on a systematic
scale.

MILLED HOTEL AND THEATRE AND TIIII.M) STREET, LOOKING NORTE

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 237

" 'Today those little enterprises have forged ahead and into huge in-
dustrial mnts of tlie city. Romance? I'll tell the world it is.

" 'Then there is the interesting phase showing how Milwaukee came to
lean toward manufacture. In early days the wholesale district, east of the
river and south of Wisconsin Street, was a large, important factor of the city.
These houses handled Eastern manufactures. There came a time when the
trade in the Middle West demanded special attention in adaptations of manu-
factures to meet local needs. The Eastern makers did not respond. One by
one, the wholesalers turned to producing the goods wanted here, and grad-
ually the wholesale business quarter shrunk to what it is now.

" 'Milwaukee is a wonder city. It has grown and thriven as no other
city in the world, in the usually destructive shadow id' a huge metropolis —
Chicago. Every commercial advantage exists in Chicago, and nature itself
conspires to defeat large cities in the shadows of a metropolis. Yet Mil-
waukee has increased, though Chicago's roots reached out to deprive it of
nourishment.

" 'The vision of the pioneers of industry who settled here lias proved
correct. The initiative of a later generation has made it a great center. The
cause is something besides geography, and 1 have concluded that it is what I
may describe as "production ability" of the population. For Milwaukee is
a great factory town, and commercial interests are secondary.

" 'We manufacture so much here that we do not know all that we make.
I recall a worsted maker here, who tried to sell his cloth directly to tailors.
He was unsuccessful. But one day a tailor sent a rush order to his cloth
dealer in New York for an additional piece from a cei'tam bolt. The tailor
was surprised a week later to receive his cloth from the worsted maker. He
had supposed his purchases were imports.

'We have been selling that "import house" for years;' the manufacturer
said to the tailor. 'And I tried to get you to buy direct. But you wouldn't.
And it cost you a great deal more the way you got it.'

" 'It did, but it won't any more,' replied the tailor.

" 'And I know that it didn't." "

Paper making also was an industry fostered many years ago, and while
it never gained any considerable proportion and in fact led a somewhat pre-
carious existence, it had to give way to the more favorably situated paper
mills in northern and central Wisconsin.

The same may be said of some of the woodworking industries. While
the manufacture of sash, doors, and blinds and the designing and building
of interior wood work grew to magnificent proportions other woodworking
industries declined. Boxes and barrels, and particularly the former, how-
ever, are still produced on a large scale, but the manufacture of such things
as ax handles and household utensils is no longer carried on.

One of the old time industries somewhat unique in character, consisted
of pottery making. The kilns were located in the very heart of the city.
and the product consisted of jugs, mugs and jars which went into the econo-
mies of the household. The raw materials, namely the clays, came in ves-
sels from Ohio ports. The competition of Ohio potters who had ready access

238 11ISTOKV OF MILWAUKEE

to clays, ii is said, eventually caused the decline of the industry here. Today
the plant is still a jobbing house for pottery made in other states.

Individual Enterprise -and Location.- In noting the industries thai •

flourished here and then declined it would be difficult in every instai to

assign the causes for such decline. It is commonlj assumed thai industrial
enterprises secure a better footing in certain Idealities than in others because
of definite advantages, such as ready access to raw materials, proximity to
markets and favorable labor conditions. This claim might be urged here, but
the writer fears that it, does not hold good entirely.

The iron industries may flourish best near the supply of ore and the fuel
beds, coupled with a favorable center of distribution, but this does not
apply too all other industries. The cotton for instance, which is grown in
the South is largely manufactured at the New England mills. .Many other
industries might be enumerated where individual enterprise ami energy
rather than location 'and environment have led to success.

Thus, in noting some of the industries in Milwaukee which have become
obsolete through unfavorable conditions, it may be well to point to the fact
that many new industries have since come into existence through the sheer
force of individual foresight and industry. The stability of an industry is
also aided by the momentum it has acquired and the prestige thai has
been achieved. Certain centers in Ohio that created pottery industries be-
cause of their proximity to clay beds now draw their raw materials from
other states and even from foreign countries. Their plants and organiza-
tions have become highly developed, and their trade connections and reputa-
tion firmly established. Proximity to the supply of raw materials is no
longer an essential factor.

Thus, there are today large and flourishing industrial enterprises in Mil-
waukee whose success is largely if not wholly due to the enterprise and in-
genuity of their projectors. When the knitting industry, for instance, was
projected some years ago there were sceptics who held that the East enjoyed
advantages in the way of access to materials, skilled labor and distribution
facilities not at command in the midwest territory.

But, today the knitting industry in .Milwaukee has assumed enormous
proportions and its products have found a market in all parts of the coun-
try. Individual enterprise, ingenious production, successful advertising and
marketing overcame the advantages usually credited to location. The in-
herent ability of .Milwaukee to produce wisely and market Successfully is
well demonstrated in tin' many new industries which have sprung up during
the past quarter of a century. While the older industries have steadily grown
in proportion and stability they have also amplified themselves in point of
variety ami in the newer things evolved with the progress made in the
mechanic arts ami the science of production.

With the advent of electricity, and its application to the uses of man.
there also sprung into existence a number of plants making a great variety

of electrical apparatus ami devices. Inventive genius also made its ,

tribution and evolved improvements which found universal recognition.

"Milwaukee now ranks as the fourth largest candy manufacturing center

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 239

in the United States, while from the standpoint of per capita output it is
the largest. There are now more than twenty candy manufacturing plants
in the city, including two chocolate manufacturing concerns,"' says Alva H.
Cook, an authority on the subject.

"During the year 1920, Milwaukee's confectionery output amounted to
$18,659,115, but the 1921 output is valued at a lower figure because of the fact
that candy prices declined during the year, while the volume of production
was smaller. The candy factories here employed during the last year between
3,000 and 4,000 people, representing a wage expenditure of nearly $3,000,000.
The capital stock of the manufacturing confectionery houses totals more
than $8,000,000.

"Despite the fact that Milwaukee candy factories employ more than
3,000 people, there never has been even a hint of labor trouble here, largely
because of the fairness shown by the manufacturers, who strongly believe
in a spirit of cooperation between employer and employes."

The evolution of the automobile, too, found expression in many new
plants producing accessories and parts. The efficiency manifested here has
made. Milwaukee one of the largest producers in this field of industry. While
the production of pleasure cars has never gained great importance it has at
least a good start. In the meantime the building of 1 rucks has made consid-
erable progress. Whether or not the city will ever become an automobile
center it remains that it has received sufficient momentum in the production
of accessories to promise even greater activities in this field in the future.

But, a long array of industries, which did not exist twenty-five years ago,
have risen to importance and have attained a demand for their product cov-
ering a wide area.

Inventors and Inventions. — C. Latham Sholes was the inventor of the
typewriter. He germinated the idea which was developed into the modern
typewriter and which has become an indispensable instrument in the field
of intercommunication and record keeping. Mr. Sholes' device was crude
in construction and incomplete in operation, but it embodied the principles
which later on led to the development of the finished machine.

Arthur L. Morsell, a leading .Milwaukee patent attorney, tells the story
of this remarkable invention as follows: "While the Sholeses, father and
son, were not the first inventors of the broad idea, they developed the same
into a really practical and commercial machine. The first patent taken out
for a typewriter in which the Sholes family figured was one issued to Sholes,
Glidden and Soule on June 23, 1868. Another patent Mas issued July 11,
1868, to Sholes, Glidden and Soule. On August 29, 1871, C. Latham Sholes
obtained another patent covering an improvement on the machines patented
to Sholes, Glidden and Soule in June and July, 1868. Subsequently, in 1876,
Sholes and Schwalbach, and in 1878, Sholes, Sholes and Glidden obtained
other patents for improvements in typewriting machines.

"These patents of Sholes, Glidden and Soule (Sholes, Sholes and Schwal-
bach having come into the control of Remington & Sons of Ilion, New York),
formed the basis that, in connection with excellent mechanical workmanship
and extensive and persistent advertising, has placed machines of the gen-

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MILWAUKEE MANUFACTURERS' HOME BUILDING

Foot of Mason Street

Ml NOMINEE \ \l.l.i:> MANUFAI I I RING I I Mil:

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 241

eral class covered by these patents in extensive use. The typewriter is one
of the important inventions of modern times. As a substitute for handwrit-
ing it is a great labor saver, not only for the individual who would himself
write, but enables him to divide the work with another. In giving oppor-
tunity for wider business transactions with more accurate results and in
providing employment for young women, it is the chiefest instrument of the
age, and Milwaukee, as will be seen, has contributed largely to the develop-
ment of this wonderful invention, and has had, and is entitled to, an important
and honorable part."

The invention of a system of temperature regulation by Prof. Warren
S. Johnson has proven a beneficent contribution to the welfare of mankind.
The thermostatic control of temperature enables the saving of fuel wher-
ever artificial heat is employed. The system is installed in thousands of
schoolhouses, hotels, office buildings, hospitals, horticultural hothouses, re-
frigeration plants, etc., in this country. It has not only proven a fuel saver,
but also a conserver of health. The system has gone into general use through-
out the United States. It may also be found in many foreign countries. Some
of the most sumptuous palaces of Europe, including those of many royal
families, as well as hospitals, schools and .hotels, are equipped with it.
During the earlier part of this century a body of scientists of Germany sub-
jected the invention to the severest test and declared it a permanent con-
tribution to the well-being of the human race. Among the noted buildings
equipped with the Johnson thermostat and temperature regulation in Europe
is the Peace Palace^ located at the Hague, Holland, erected by the late Andrew
Carnegie. On the whole, Professor Johnson was a remarkably prolific inven-
tor having invented several electric, pneumatic, horologic and thermatie de-
vices of the greatest utility.

The old Allis Works have used to advantage hundreds of patented de-
vices, beginning with Edwin Reynold's improvement on the Corliss engine.
The late W. D. Gray's inventions in the line of milling machinery also con-
tributed very greatly to the success of the original Allis Company. Other
manufacturing plants in the same line in this city are likewise to a great
extent dependent upon patented devices, so it is unquestionably true that
Milwaukee's success in the line of iron, steel and heavy machinery is due,

in a siderable measure, in patented devices. The leather industry, judging

from the many patents taken out in this field, has also been greatly benefited.

The endless railway rail was the product of the inventive thought of a
former Milwaukeean, A. von Hoffmann, now a resident of St. Louis. The air-
brakes which are now used generally on railroad cars throughout the world
are the invention of Niels A. Christensen. A standard concrete mixer, which
amassed a fortune for its inventor is the invention of the late Thomas L.
Smith of Milwaukee. Stephen V. Moore, now deceased, a poor man. was
without sufficient funds to pay for his application for patent, and the fees
were advanced for him. He invented a machine for carving wood, particu-
larly adapted for use in carving furniture. He made a fortune out of his
United States patent, and obtained $15,000 cash for his English patent.

Henry II. Cutler, one of the original organizers of the Cutler-Hammer

242 HISTOEY OF MILWAUKEE

Company of this city, a stupendously successful company, lias taken out
patents on various types of electric controllers which perhaps have a larger
sale than any device of n similar character now on the market. Thus a
whole manufacturing directory might be catalogued.

The boat motor invented by Ole Evinrude and known as the Fvinrude
motor has met with great success. It consists of a portable motor which
can be attached to small boats providing ready propelling power. The motors
have found recognition in all parts of the world.

Other inventions which have proven their utility and value are the uni-
versal bolter by J. F. Harrison, saw mill set works by W. II. Trout, single roll
crushers-convex by R. C. Newhouse, hydrocone by W. M. White, high speed,
low head hydraulic turbine by F. Nagler, brazed steam turbine blading by
C. E. Search, electrical machinery by B. A. Behrend, retarded relay electrical
machinery by II. W. Cheney, governor by J. F. Max Patitz, a so-called island
light by William W. Rumsen, and a carburetor by E. <i. Hodge.

Diversified Production. — One of the elements of strength which attaches
to the industrial activities of the city is found in the diversification of its pro-
duction. Serious conditions have arisen in manufacturing centers where pro-
duction has been confined to a few lines only. In time of a depression in these
lines unemployment leads to migration of labor and the dissolution of plant
organization.

It has been a peculiarity of Milwaukee's industrial field that while many
of the plants have grown to enormous size and output, many smaller industries
covering a large variety of output have come into existence. Nor. are the
larger plants confined in the production to a limited number of articles.

The advantage which has accrued here is that while certain articles may
for the time being command a limited sale other articles of production may
command a fair market. Labor that may be rendered idle in one branch of
industry may find employment in another, and while labor is not readily
shifted from one to the other, it nevertheless follows that a part of the labor
forces is constantly employed.

Another phase of industrial stability is found in the fact that .Milwaukee

factory plants deal in the main with the useful and the n< ssarj things

of life. Few industries are engaged in the production of luxuries. Bence, a
greater steadiness of output.

It will not be altogether out of place to mention here the progressive and
humane attitude of the employer towards his employes. The manufacturers
have been able to maintain efficient working organizations because they have
paid good -wages and accorded fair treatment. In times of depression they
have managed to distribute the days of labor among those most deserving and
in greatest i d.

Notwithstanding the changed relations from the old time employer and Ins
few journeymen to the monster plants, many employers have succeeded in

remaining in personal touch with their men and in demonstrating a practical
and helpful interest in their material and moral welfare.

Exceeded the Billion Dollar Mark. — In the year 1920 the maximum figures
in the value of production was reached. The increased cost of material and

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 243

labor, together with an intensified production, no doubt, tended to swell the
figures over those of previous years. At the same time these figures included
the normal increase as well, and it must be assumed that if the war had not
come the growth for that period would have continued at the rate of former
years.

The figures are stupendous. The billion dollar mark was exceeded by a
handsome margin. The statistics compiled by the Commercial Service Depart-
ment of the First Wisconsin National Bank for the year 1921 show a return
to normal figures. (See statistics beginning with page 247.)

Where Industrial Milwaukee Excels.— As already stated, the industries of
the city enjoy both stability and momentum in that they deal with a diversified
list of articles which go in useful channels of life and must be regarded as
necessities rather than luxuries. It is equally interesting to point out where-
in, or in what branches, the production is notable or excels. The following
provides instructive reading in this direction :

Iron and Steel — Milwaukee is one of the largest steel casting centers and
has turned out some of the largest steel and grey iron eastings made in the
United States.

Machinery — Has some of the largest machinery construction shops in the
world. Is a large producer of water pumping, ice-making and refrigeration
machinery. Has exported more excavating machinery than any other city
in the country.

Engines — Has turned out large Diesel engines, the largest gas engines,
Uniflow engine and a majority of the gas engines built in the United States.

Traveling Cranes — Has the largest and best equipped plant for the manu-
facture of electric traveling cranes and hoists in the United States.

Mine Hoists — Constructed the largest mine hoist units in the world, now
building one still larger.

Car Works — The third largest locomotive and car works in the United
States, the largest owned by a railroad corporation.

Gears and Controls — Milwaukee leads the country in the manufacture of
herring-bone gears for power transmission and gasoline locomotives for min-
ing and plantation use. Furnished the electric firing controls for many
battleships in the United States Navy and most of the automobile electric
controls vised in the country.

Refrigeration Machinery — Is an important center for the construction of
ice-making and refrigeration machinery.

Enameling — It is one of the largest tinware and enameling producers in
the world.

Saw Mills — Manufactures 75 per cent of the heavy saw mills machinery
made in the United States.

Boat Motors — Makes more outboard, detachable rowboat motors than any
other city in the world.

Motorcycles — Milwaukee leads the world in the manufacture of highest
quality motorcycles.

Automobile Accessories — One of the largest general automobile accessory
manufacturing centers in the United States.

THE HOTEL \\ 1st o\si\

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT 245

Leather and Shoes — Milwaukee manufacturers a more varied line of
leathers than any other city in the United States. Is one of the leading shoe
manufacturing cities in America. Its tanneries are among the greatest in the
world.

Temperature Regulation — Was the pioneer in temperature regulating de-
vices and leads the world in the manufacture of this line.

Rubber Tires — Maintains one of the leading rubber tire manufacturing
plants in the United States.

Dyes — Has since the war built up the second largest dye industry in the
United States.

Trunks and Grips — Is one of the three largest trunk and grip manufac-
turing centers in the United States.

Clothing — Stands as the eleventh city in the production of clothing.

Candies and Chocolates — According to population, makes more candy and
chocolates than any city in the United States.

Delicatessen — Sends fresh rye bread daily to nearly all sections of the
United States. This applies also to a large variety of fine prepared meats.

Dairy Capital — Is the metropolis of the greatest dairy producing state
in the Union.

In bringing to a close this chapter, which must be regarded as the most
important in noting material progress, the reader is brought to the inevitable
conclusion that Milwaukee is primarily a monster factory town. Moreover,
its future must be found in industrial production. It cannot in the nature of
things become a successful rival to the world metropolis to the south, either
as a great financial or commercial center. Its operations in commerce and
finance will always be important and will continue to grow, but Milwaukee's
future clearly lies in the industrial field.

As a producing center it has acquired stability and prestige. Its products
have demonstrated their utility and value, its markets are established, and
its reputation is fixed. The industries are capable of producing efficiently and
marketing advantageously. Their future is assured. Just as they have in
the past made an ever growing contribution to the material progress and
economic stability of the nation so they will continue to grow, and expand
and prosper and thus promote the advancement, the well-being and prestige of
the City of Milwaukee.

THE TOY THEATRE A.ND CHINESE RESTAURANT

INDUSTRIAL BEGINNINGS AND ACHIEVEMENT

247

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HISTORY OF MILWAUKEE

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CHAPTER XIX
COMMERCIAL RISE AND EXPANSION

The earlier records dealing with the activities of Milwaukee do not always
clearly distinguish between trade, commerce and industry. The figures relat-
ing- to production and distribution are not only imperfect, as might be
expected, but frequently too interwoven to afford accurate deductions.
Then, too, the business man of the last century was less inclined to submit
figures regarding his operations than is the modern business man who, through
tax laws and governmental regulations, has been taught to lay all his cards
on the table. Besides the old-time merchant was less thorough in the keeping
of his business accounts.

Those who were inclined to occasionally summarize the trade activities
of the community, in order to demonstrate economic progress, preferred to
speak in terms of imports and exports. The figures here employed were
designed to demonstrate commercial importance without any attempt at
showing what the trade balance in favor of or against the community might be.

It is an economic law in international trade that nations cannot buy more
than they can sell. This applies to communities as well. Yd some of the old
time records would go to show that Milwaukee usually imported much more
than she exported. This, of course, cannot be true. The constant growth
and development of the city would prove that the products of its labor were
advantageously marketed and that it bought wisely, and kept expenditures
well within its means.

The commerce of Milwaukee had its earliest beginning in the fur trading
engaged in between the Indians and the white men. The latter were the
French who came from Canada to gather the trophies of the savage man and
carry them back to the marts of civilization. The consideration usually con-
sisted of trinkets and articles that appealed to the fancy and appetites of the
Indian until money became a medium of value and enabled him to purchase
what lie pleased. When civilization brought its general commercial parapher-
nalia, giving the Indian his choice of purchase, he began to appreciate the
value of money and exacted it.

The young Yankees who came from the New England Slates and the young-
Knickerbocker coming from New York State were decidedly commercial in
their inclinations. They soon outnumbered the few French Canadians who
had arrived before them. They were not only traders but builders ;is well.
In the course of time they constructed mills and warehouses, ships ami road-
ways and railroads. They also became the founders of banks and insurance

257

EAST WATEE STREET NORTH OF WISCONSIN STREET

COMMERCIAL RISE AND EXPANSION 259

enterprises. They became the land speculators as well as the constructors
of their time.

Imports and Exports. — A report made by Secretary Andrew J. Aikens of
the local Board of Trade in 1856 is interesting not only in that it reveals the
character of the imports and exports of that period but also because it deals
with the comparative value of the two factors.

Articles Imported at the Port of Milwaukee, for the year 1858

Lumber, joists, etc., feet. . .84,000,000

Lath, pieces 18.382,000

Shingles 21.0(1(1.(1(10

Shingle bolts, cords 7,24-9

Wood, cords 2,000

Bark, cords 3,628

Square timber, feet 339,000

Railroad iron, tons 19,846

Coal, tons 20,000

Horses, number 5,000

Salt, barrels 94,277

Salt, sacks 180.000

Plaster, barrels 8,800

Oats, bushels 150,000

Com, bushels 250,000

Barley, bushels 10,000

Potatoes, bushels 20,000

Sugar, hhds 9,072

Sugar, barrels 38,508

Molasses and syrup, barrels 18,243

Codfish, boxes 7,107

Coffee, bags '. 28,440

Mackerel, barrels 4,266

Dried apples, bushels 105,675

Dried peaches, bushels.... 14,582

Apples, barrels 33,790

Tea, chests

Raisins, boxes

Candles, boxes

Glass, boxes

Nails, kegs

Axes, boxes

Candy, boxes

Starch, boxes

Rice, tierces

Tobacco, pounds

Soap, boxes

( )il, barrels

Saleratus, boxes

White lead, kegs

Cheese, pounds

Steel, tons

Bar iron, tons

Cider and vinegar, barrels.

Alcohol, barrels

Oranges, boxes

Lemons, boxes

Prunes, pounds

Spices, pounds

Nuts, pounds

Pipes, boxes

Wooden Ware, doz

21,519

16,317

22,503

46.720

117,720

7,120

16,572

14.000

2,000

2,952,000

33,47:1

9,000

13,153

48,000

1,347,000

210

6,539

5,201

10,000

14.790

27,300

200,000

240.000

600,000

10,000

25,000

Comparative Value of Imports

Total. 1854 .+11,124.000

Total, 1855 18,649,832

Total, 1856 27,974,748

Articles Exported from the Port of Milwaukee During the Year 1856

14.000

I leer, ba rrels

12.000

Oats, bushels

White fish, barrels ....

500

Barley, bushels

20.400

580

THE OLD I'l.AXKIXTuX HOUSE,
Grand Avenue between Wes1 Water and Second streets, which was razed to give place t<>

the Plankinton Arcade.

THE NEW PLANKINTON HOT] I.
Corner Wesi Watei and Syca streets

COMMERCIAL RISE AND EXPANSION

261

Malt, bushels ' 32,250

Grass seed, bushels 10,300

Cranberries, bushels 1,464

Flour, barrels 213,451

Pork, barrels

Beef, barrels

Vinegar, barrels .

Lime, barrels

Lard, barrels

Beans, barrels
Whiskey, barrels .

Peas, barrels

Tallow, barrels
Provisions, barrels
Corn meal, barrels

12,000

5,200

546

5,900

•j .Slid

220

8,000

2,000

500

Bacon, boxes . . . .

! loap, boxes

Fish, boxes

Packing barrels .
Ashes, casks

Hides

Pelts

Wool, pounds . . .

Brick

Broom corn, bales.

Hops, hales

Pig iron, tons

Ship knees

Staves

Comparative Value of Exports

990

3,100

1,700

12.700

260

25,550

26,305

850,000

5(10,000

1,500

500

200

300

800,000

1854 $ 7,709,571

1855 17,329,531

1856 20,274.301)

"By the above it will be seen that the ratio of increase on imports has
been about 50 per cent on the year 1855, while the increased exportation is
somewhat less. The same circumstances that explain the deficiency of east-
ward bound produce on the railroads, will explain this want of a larger
increase. Besides the rates of freights for the last three months of navigation
were unprecedentedly high — ranging from fifteen to thirty cents per bushel
for wheat from Milwaukee to Buffalo.

"The tables of imports and exports will be defective until Congress makes
some requirement of inland ship masters and ship owners in regard to reports
made at the Custom houses. Every steamer, propeller and vessel should be
compelled to give a duplicate copy of the bill of lading to the collector of each
port. The board should take some action in the matter, and see if such a law
could not be passed.

"The Lake Commerce now amounts to .$700,000,000, and seems to us is of
sufficient importance to attract the attention of Congress. The imports and
exports for the year 1856 amount, as given above, for the Port of Milwaukee,
to the sum of $48,000,000. This docs not represent the entire traffic of the
city by many millions of dollars. We estimate that the entire imports and
exports by lake and railroad, amount to $75,000,000 or about one-fifth of the
entire commerce of Lake Michigan.

"As soon as our railroads are all in operation from the lake to the Missis-
sippi River, the traffic will at once double or treble its present extent. Not
only shallwe drain a vast and new region of its products, but we shall receive
their supplies of eastern merchandise at our docks and forward it over our
various and diverging lines of railway.

■J.

P
55

COMMERCIAL RISE AND EXPANSION 263

"Speculations upon the future prospects, however well founded, are not
the purpose of this report, and we leave them for a simple record of what
Milwaukee has done in the past."'

Jobbing and Wholesaling. — The early trader was followed by the local
small merchant. He bought from the producers in the East and sold direct
to the consumer. The local producer usually sold direct but frequently also
to the retailer.

But, the commerce of the community soon demanded an additional agency
of distribution and the wholesaler came into being. He bought from pro-
ducers everywhere and sold to the retailer, both at home and elsewhere. He
either bought his goods outright or received them on consignment.

It may here be stated as a remarkable fact that the wholesale trade grew
rapidly in volume and in the widening of its zone of operation. This fact, too,
verified the prediction made by some of the pioneers that Milwaukee was well
situated to become a great distributing center. The ships that entered the
harbor increasing in numbers came from all parts on the Great Lakes and
brought a great variety of commodities. With the constant development of
the rich agricultural territory to the west of the city there came also increased
trade possibilities. This was clearly foreseen by those concerned in securing
a substantial commercial footing. The farmers travelled long distances to
sell their products in Milwaukee and to make their purchases. The horse and
wagon method of transportation was slow and the volume thus transported
was meagre. They could supply their own needs only in the ratio that they
were able to dispose of their own products. Upon his prosperity depended the
prosperity of the merchant.

The problem became clear. Transportation facilities must be provided.
Just as the ox-cart gave way to the horse and wagon so the horse and wagon
must be superseded by the steam railway in reaching the larger distributing
centers of the state. The zone of trade must be widened.

Thus, with the advent of the railroads the wholesale trade began to take
definite form. While there were those who engaged in the export of grain,
hides, wool, fish, flour, meats, etc., there came upon the scene the wholesalers
of groceries, dry goods, hardware, drugs, clothing and boots and shoes.

Status in 1858 of Wholesale Trade. — The status of the wholesale trade in
1856 is well stated in a report made by the Board of Trade, as follows:

"Tlie penetration of the interior of the state by railroads, and the tapping
of the great Mississippi Valley in the early part of the year, have given a new
impetus to the wholesale business of Milwaukee; and though the trade fur the
last year has been such as to astonish even those engaged in it, there is
abundant reason to believe that it has but just begun, and that the future will
see it increase in still greater ratio.

"During the present year, the Milwaukee and Mississippi Railroad will
be opened to Dubuque and Galena, and also to Prairie du Chien. By either
of these routes merchandise can be delivered from Lake Michigan to the
Mississippi River with less railroad transit than any routes now in existence
from the lake to that river.

.-K

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THE PFISTEB HOTEL

COMMERCIAL RISE AND EXPANSION 265

"By the lines of propellers now running between this and the lower hike
ports, the merchants of this city procure transportation at the least possible
tariff of freight of any port on the lake, so that the wholesaler here is able
to sell to the more western houses at rates of advance on New York, Boston
and Philadelphia prices, little more than cost, insurance and transportation.
"We have made diligent inquiry for the amount of wholesale trade done in
The city for the past year, in the principal branches of business. The increase
upon former years has been limited only by increased capital. We find that
our merchants have had more good orders than they could fill, and that
double the capital invested would double the sales for the present year.

"A number of heavy houses have been opened in different kinds of trade
the past year, and we learn of several to be opened this year by merchants
from eastern cities.

"There are engaged in the various wholesale branches of trade, 150 mer-
chants, besides a larger number who do a heavy retail trade with 11 ountry

lying on the railroad lines.

"Below we give the result of a careful collection of figures, showing the
amount of sales for the year 1856 :

Groceries (twenty houses) * 3,401,

Dry Goods (eight houses) 1,830,000

Furniture 450,(1(10

Crockery 280,000

Drugs and Dye Stuffs 750,000

Wines and Liquors 856,000

Clothing 500,000

Boots and Shoes (125.000

Iron, Hardware and Stoves 2.200,000

Salt and Coal 550,000

Lumber (sixteen yards) 2,505,000

Not enumerated 3,000,000

Total wholesale trade $16,942,000

"Among the houses included in the above table are eighteen whose sales
are over two hundred thousand dollars each; eight that sell over three
hundred thousand dollars each: three that sell over four hundred thousand
dollars each; and two that sell over five hundred thousand dollars each.

"During the present year our railway connections will open up a region
of country to our wholesale merchants, populated by 500,000 inhabitants — or
nearly as many as were supplied by this city durin<_i' the year 1856. We may
then safely estimate that the wholesale trade of the city will double in the
course of the next two years."

For a number of years the Milwaukee wholesale trade area was free from
outside competition, except such competition as came from the eastern
markets. But, Chicago began to extend her trade territory and became a
strong rival. Later St. Paul. Minneapolis and Duluth merchants not only

iz ,-

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v. —

3 /

COMMERCIAL RISE AND EXPANSION 267

secured trade within a certain radius of these cities but invaded the Milwaukee
territory as well. Even cities like Green Bay, Eau Claire, and LaCrosse en-
tered the wholesale field in certain commodities.

But, be it said to the credit of the Milwaukee merchants that they met
competition on all sides. They continued to multiply their numbers and to
extend their trade area far beyond the borders of the state. While certain
wholesale lines are restricted in their trade area by freight rates, others have
entered every state in the midwest and have even extended their business
relations to the Pacific Coast.

Thus, monster grocery, hardware, dry goods and drug wholesale institu-
tions have become established whose annual trade volume runs into large
figures. Moreover, the jobbing trade has amplified itself in many other lines,
including clothing, furniture, machinery, coal, building materials, crockery,
household utensils, etc., forming on the whole a large factor in the commer-
cial activities of the metropolis.

The enterprise and energy of the jobbers and wholesalers may be noted
in the annual trade extension journeys which were planned and carried out
under the auspices of Merchants and Manufacturers Association and its suc-
cessor the Milwaukee Association of Commerce. They were inaugurated about
the earlier part of this century and were organized upon a well planned basis.
They are dealt with elsewhere in this volume.

The Retail Trade Interests. — The retail trade interests of Milwaukee
present one peculiarity seldom found in American cities, or at least not empha-
sized in the same degree, namely a decentralization in store location.

What is here meant is this: Every city has its downtown retail trade
center where the larger department stores are located and where the various
trade interests are grouped. They meet every human want in food, raiment
and household paraphernalia, and thus concentrate the retail trade activi-
ties within a given radius, or in a central section of the city.

In .Milwaukee this tendency is not true in the same degree that it is true
in the average American city. Large department stores and a great variety
of trade interests may be found at a distance of one and two miles from the
heart of the city. While the downtown retail district is large and important
it has its rivals in the centers that have grown up in both the northern and
southern sections of the city.

The merchants in these several sections manifest the same enterprise and
energy that is manifested by the downtown merchants. Through local busi-
ness men's organizations they promote all the conditions that tend to bold
and increase trade. They maintain well stocked shelves and advertise
liberally.

For the downtown merchants it may be said that a more keen, progressive
and public spirited body of men cannot be found anywhere. They realize to
the fullest the opportunities at their command, aim to serve the public
efficiently and concern themselves in all that makes for the welfare of the
community. Many of the more important merchants give liberally of their
time ami means in fostering civic, educational or charitable projects.

11 is sometimes remarked by strangers, who sojourn in the city, thai its

268 BISTORT OF MILWAUKEE

downtown streets do not, during nil hours of the day, manifest the same
crowding and bustle thai is observed in other American cities. This state
ninii is unquestionably true, and is in pari accounted for in the somewhal
decentralized character of its retail trade activities. Again, ii must be remem-
bered thai Milwaukee is an industrial rather than a commercial or financial
center.

In this connection the question, whether the retail interests draw an ade-
quate share of trade from outside of the city, may be asked. The answer
must be in the affirmative.

The merchants have from time to time advanced their individual trade
interests as far as this may be dime consistent with the interests of the city
as a whole. This statement requires an explanation.

.Modern retail trade promotion, as exemplified in many American cities,
contemplates various devices, methods and agencies, fostered individually
and collectively, to attract customers from the outside. They include excur-
sion trains from interior points, special bargain days, rebating of railroad
fares, free lunches, etc.

When some of these promotional efforts were engaged in by the Milwaukee
merchants it was found that the socalled country merchants, namely the re-
tailers in the cities and villages affected, raised serious objections. They were
not inclined to see their trade diverted to the metropolis without a struyjrle.
The retaliatory weapon was in their own hands, and they threatened to use
it if organized trade extension efforts were not discontinued. They boughl
their stocks from the jobber and manufacturer of the metropolis and could
readily shift their patronage to Chicago or other markets.

Here it became clear to the Milwaukee merchant that the producing in-
terests of the metropolis were primary. Their output must not lie lessened.
The payroll supported the community and gave vitality to its retail trade.
The manufacturer believed that it was more important to the community as
a whole to hold tiie patronage and good will of an entire state for Milwaukee
made products than to secure added trade for the retailer. The latter readily
shared in this view and desisted in all trade methods likely to incur the ill
will of the upstate merchants.

The policy adopted by the Milwaukee Association of Commerce in dealing
with the subject, may he summed up in the following: Loyalty to community
interests implies support for the local merchants. The latter is a citizen, an
employer and a taxpayer who is entitled to the patronage of the community.
If the customer requires anything which the local merchant cannot supply then
such customer is warranted in going to the larger center for his purchases. All
things equal, the local merchant is entitled to the preference.

Thus, the customer in the inland city is advised to support his local mer-
chant, and to extend his patronage to the merchant of the metropolis only
when the former is unable to supply his needs. Price, quality and personal

prefere: of course, guide all purchases, bul consistent with thes,. Eactors

the integrity and welfare of the home town should receive first consideration.

CHAPTER XX
HARBOR AND MARINE INTERESTS

The Indians, who, in a primitive day, came down the three streams later
known as the Milwaukee, Menomonee and Kinnickinnie rivers, found these
converging into a waterway which emptied in a beautiful inland ocean.

They were lured into the blue waters of the bay. Their canoes were rocked
by the waves and their bronze visages were cooled by the breezes that traveled
over the broad expanse of the sea. They were fascinated by that mysterious
horizon to the East which separated water and sky. The land which skirted
the lake with its high bluffs, receding into a valley to the West which was
traversed by the main river, rose again beyond that river to a magnificent
eminence.

'I he spot that commanded a view of this valley and at the same time
afforded a view of the blue waters of the lake, with its distant horizon, was
indeed desirable for human habitation. The savage instinct yielded to its
allurements. An Indian village was reared.

'I he earlier explorers noted the spot in their chronicles, and the traders
who came after them landed here to carry on their negotiations with the
Indians of that day. As navigators they found that nature had here pro-
vided a harbor which was readily accessible, and upon whose shores a peaceful
tribe of Indians had taken up their habitation.

While the Indian was drawn to this spot by instinct the white man came
by design, lie sought the treasures of the savage for the comforts of the
civilized man. lie continued to come with each season in increased numbers.
He saw the commercial advantages of a natural landlocked harbor. Com-
munication with the outer world was confined to the vast waters which
stretched out to the north and the east.

The harbor had attracted the aborigine, it had brought the Caucasian.
The harbor had prompted an Indian abode, it gave impetus to a white man's
village. The harbor afforded commercial relations with the eastern centers
of population, and became the great incentive for the rearing of a city.

Until 1850 the only communication which Milwaukee had with an outer
world was via the Great Lakes. It brought supplies to the city through the
means of water transportation and sent the products of the state on to the
East in the same way. The small wooden vessels that came to its shores not
only brought those earlier pioneers who founded the village but also the
immigrants who later formed the bulk of the population and enabled it to
pass from the rural to the urban stage.

269

ul.D T1MIC SCHOONEB ENTERING THE MILWAUKEE BAY

TIIK ( Al;i-'Kl;l!V oli.W'll IIAYKN OF THE GRAND TRUNK LINK ENTERING

THE HARBOB

HARBOR AND MARINE INTERESTS 271

The First Vessel Arrivals. — Solomon Juneau, Milwaukee's first permanent
white settler, chartered two vessels to bring stores for the trading post and
to carry away the furs he had accumulated. The first of these made its
appearance in 1823 and anchored in the hay. It was a small schooner with
a. carrying capacity of thirty tons, bore the name of "Chicago Packet" and
was commanded by Captain Brittain. During the same year came the " Vir-
ginia" with a capacity of 180 tons, followed by the "Aurora," sailed by Capt.
David Graham who brought a cargo of supplies form Green Bay. The land-
ings were usually made on the lake front in the vicinity between Wisconsin
Street and the present harbor entrance. The second vessel that arrived, how-
ever, entered the river.

The men of that day soon realized that an inner harbor must be provided.
A petition for a survey of the river was sent to the War Department at
Washington. The authority to proceed with the survey was granted in 1835
but owing to the slow means of communication the work could not be imme-
diately undertaken. Besides, the Government had made no provisions for
employing and compensating the engineers.

The support of the National Government had to be sought. Byron Kil-
bourn communicated on January 2D. 1836, with Senator Louis F. Linn of
Missouri, then a member of the Committee on Commerce, of the Tinted States
Senate. In Ins letter Kilbourn describes the rivers and their outlet into
the bay.

"This bay," says Kilbourn. "will form a safe and easy entrance into the
harbor when constructed. The liar al the mouth of the river is narrow;
indeed it is peculiar in this respect and different from most of the rivers mi
the lakes."

Here it should be explained that the "bar" referred to consisted of a
narrow strip of land later known as Jones Island. This strip of land which
is now a peninsula was then virtually an island. The natural outlet spoken
of was located at a point east of what is now known as Greenfield Avenue.
What constitutes the present harbor entrance was then a submerged sand bar.

But, the survey which was conducted by Lieutenants Center and Rose of
the United States Topographical Engineer Corps was accompanied with the
recommendation that a "straight cut" be made 3,000 feet north of the
"natural outlet." That meant that the old natural harbor was abandoned
and that the present harbor entrance was determined upon. In ls:>7 the
Government engineers decided upon the construction of two piers at a cost
of $92,183.54.

Era cf Wateroorne Commerce. — The encouragement given by the National
Government in enabling the entrance of vessels to the inner harbor aroused
considerable interest. Newspapers in the Last began to discuss the great
possibilities of the Milwaukee harbor and gave glowing accounts of the
commerce likely to result with this improvement. The ships, too, that trav-
eled between the several ports, including Detroit, Buffalo, Cleveland, .Mil-
waukee and Chicago came in for liberal praise. "The majestic steamer
Michigan sailed westward," etc., wen' some of the phrases employed.

The local people soon caught the spirit of enterprise. They saw a future

272 HISTORY OF MILWAUKEE

in their proximity to the lakes and in their ability to bring ships into the
several rivers. Solomon Juneau Imilt a wharf on the river hank adjacent
to his first house which stood near what is now known as the corner of East
Water and Wisconsin streets. Private enterprise as well as Government aid
were well warranted for the open navigation season of 1836, from April 14th
to November 14th. saw 314 vessel arrivals.

That year, too, in the winter saw the construction of the first vessel in
.Milwaukee. It was built on the Milwaukee River near Division Street, now-
known as Juneau A venue, by Capt. George Barber. Her capacity was ninety
tons and her name Solomon Juneau. The timbers for this vessel were
secured in the immediate vicinity which prompted the citizens to make an
effort in securing some of the eastern builders to locate a shipyard on Mil-
waukee River. The Solomon Juneau met with a mishap in 1839 by run-
ning oil the beach SOUth of the old harbor. She was. however, safely released

hut was years later lost on Lake Ontario.

While the Solomon Juneau was the first vessel to he planned and placed
under construction, the Wenona was the first to he completed. She had a
tonnage capacity of only thirty tons and was used as a lighter. Yet. she
deserves the distinction of being the first craft built in Milwaukee. Further
enterprise in the direction of ship building was manifested when the sum of
$45,000 was subscribed for the purpose of constructing a steamboal to ply
between Milwaukee and Chicago.

In the spriny of 1837 the James Madison then known as the Largesl steamer
on the Great Lakes arrived. She brought 1.00(1 passengers and 4.000 barrels
of freight. In June of the same year there arrived also the first steamboal
owned by Milwaukee men. She was known as the Detroit and was in com-
mand of Capt. John Crawford. During her short five months' career she
always landed at the foot of Wisconsin Street, she was lost off Kenosha in
November, 1838.

Byron Kilbourn, in 1837. caused the construction of a river steamboal with
a tonnage of fifty tons. This boat was largely built in a competitive spirit
againsl the east side. The fact that she was a steamboal was an achievement
for the west side and designed to overshadow the schooner Solomon Juneau,
a sailing vessel. The cast siders, however, said that •"she was an old scow
with an engine that was about seven mule power and her course about as
gyratory as a hen that has eaten salt, and that her commander was scpiint-
eyed, and never knew which way he was steering."

Another steamer was Imilt by Kilbourn during the following year and
records show that the trustees of the wesl side village passed resolutions
urging him to refuse to land passengers <>n the rival hank. While these small
river steamers stimulated rivalry between Juneau Town and Kilbourn Town,
it is not recorded that any gross discrimination was entered into. More river
steamers followed to hecome husiness competitors to each other. They prac-
tically went out of use when the harhor was fully opened.

A more pretentious venture was a steamboat named Milwaukee built at
Buffalo for Solomon Juneau ami George II. Walker, They sacrificed some
valuable land in order to raise the monei for this the firsl real steamboal to

HARBOR AND MARINE INTERESTS 27:3

be owned by Milwaukeeans. On July 9, 1841, this proud craft steamed into
the Milwaukee River but struck a sand bar and was held fast. The old chron-
icles stated that she "mocked her owners" by her inability to float. During
the following year she was sold to Detroit parties and the same chronicles state
that all that Juneau realized from his venture was "a quantity of the ship's
bedding and furniture."

The first warehouse was built in 1838 by G. D. Dousman at the foot of
East Water Street. Three years later there was shipped from this ware-
house Milwaukee's first export cargo of wheat consisting of 5,000 tons. In
the same year the first lighthouse was built by the Federal Government and
placed at the foot of Wisconsin Street.

Government Aid Is Sought. — While the lake navigation of that day had
its discouragements in delays and losses caused by storms, the navigators
remained courageous and ambitious of success. The citizens, too, were zealous
in encouraging lake commerce and to that end sought the improvement of
the harbor at the hands of the Federal Government.

A meeting of citizens was held at the Milwaukee House on March 6, 1840,
to formulate plans for petitioning Congress to improve the harbor. The
men who figured prominently at this meeting were George A. Tiffany, II. X.
Wells, George J). Dousman and William A. Prentiss.

The event of the meeting was an address by Col. Hans Crocker in which
he enumerated facts and figures regarding the Village of Milwaukee designed
to impress Congress with its commercial progress. Colonel Crocker stated
that Milwaukee had a population of 1,600, that it maintained twenty-two dry
goods and grocery stores, an iron foundry and a machine shop; also that two
stage lines penetrated the agricultural districts to the south and the west.
The river which was navigable the entire length was not readily accessible
to all the craft that sought entrance, but that, notwithstanding that fact, in
a few years the waterborne commerce of the village had experienced an enor-
mous increase. In 1835 two steamboats entered the bay and in 1839 there
was a total of 179 vessel arrivals.

A petition was sent to Congress asking for a liberal appropriation for
harbor improvement. Various towns joined in the petition and when Con-
gress manifested dilatory tactics there was much indignation on the part of
the lake towns.

This indignation was intensified on the part of the Milwaukee people
through an accident which occurred in the bay due, it was alleged, to the
negleet of the Government. A boat was upset by getting caught in a buoy
line and two men were drowned. The Courier remarked: "Two more citizens
have found premature graves in consequence of the cruel injustice id' Congress
in not making appropriations for our harbor."

The catastrophe was followed by an indignation meeting in which a com-
mittee consisting of W. A. Prentiss. L. J. Farwcll, Hans ('rocker, L. 1'. Can
ami A. Finch, Jr., drafted resolutions "favoring the raising of funds by
private subscription for the construction of a harbor." Subsequently plans
were submitted by 1. A. Lapham, L. II. Carlton and B. H. Edgerton. Public
projects id' this character, however, are somewhat slow of realization. The

Vol. 1— IS

THE KTNNICKTNNIC BASIN LOOKING SOUTH
A portion of the . lours Island area seen tn the I'll

Till-: STEAMEB ( HRISTOPHEE COL1 MBUS PASSING THROUGH I^I;»»_VI»NX .%'S BRIDI

HARBOR AND MARINE INTERESTS 275

citizenship had evidently come to the conclusion that the improvement of the
harbor was a matter of Government concern and not a private undertaking'.
In the summer of 1S42 the Sentinel and Parmer, the enterprising newspaper
of that day, offered to loan the Government $20,000 wherewith to begin the
improvement. It was assured that the Government would ultimately raise
the sum out of the sale of public lands.

In the spring of 1843 Congress appropriated the sum of $30,000 which
caused much rejoicing. The struggle in Congress had been an intense one
owing to the fact that the southern statesmen were hostile to expenditures
for public improvements in the western territory. When the news of favor-
able action arrived the town went wild with delight.

About this time the commercial importance of the village was again
demonstrated in facts and figures. It was shown that the imports had in-
creased from $588,950 in 1835 to $1,805,277 in 1841. The exports proved even
more illuminating. In 1835 there wen' shipped 125,000 pounds of furs,
25,000 pounds of "merchandise and sundry articles."' 5,000 pounds of hides
and 3,500 cords of wood at a total value of $2(i,145. In 1839 there were
exported 100 barrels of flour, 25 barrels of pork and 5,000 pounds of shot
and lead. The latter was brought over land from Fever River, later known
as Galena. The total value of these shipments aggregated the sum of $43,568.

Milwaukee's subsequent importance as a wheat shipping center had its
beginning in 1841. It was then that 5,000 bushels of wheat were shipped
by Holton and Goodall to the East via the Great Lakes. During the same
year there were shipped 30,000 pounds id' copper and 1,738,175 pounds of
lead. Tlic latter was valued at $75,546. The total exports for the year were
estimated at $28(5,777.

On May 22d an industrial parade under the leadership of Marshal L. II.
Cotton, was held. This festive event included a float picturing a shipyard

at work and a blacksmith's forge in action. The speech of th icasion

was delivered by Hon. Jonathan E. Arnold in front of the Milwaukee House.
The parade and (he speech drew "enthusiastic cheers from the throngs of

S] tators. " Public dinners were engaged at the Cottage Inn and other

taverns.

The German-American residents conducted a separate parade and demon-
stration led by Dr. Francis Iluebschmann and Rev. Father Kundig. The
records also show that a Reverend Schmidl and Messrs. Loth, Luther, Wiesner
and Winter served on the committee on arrangements. "The body moved
from the Wisconsin House to the Catholic Church where it was joined by
French and Irish citizens, and thence proceeded to the Milwaukee House
where all united in a general body."

The congressional action which caused this jubilant expression was ap-
proved March 3, 1843, and read as follows: "For the construction of a,
harbor at the most suitable situation at or near .Milwaukee, in the Territory
of Wisconsin, to be made under the survey id' an officer to lie appointed by
the Secretary of War, for the said half of the calendar year (ending December
31, 1843) $15,000, and for tin- said fiscal year (ending June 30, 1844) $15,000."

The joy expressed, however, proved to be somewhat premature. In the
judgment of the leading citizens the "straight cut" where the harbor en-

276 EISTOEY OF MILWAUKEE

trance is now located was the more direcl and practical. The Government

engineer was reticent and no1 over friendly to Milwaukee. He led il iti-

zens in believe that he would ignore their judgment altogether. Indignation
meeting's followed, protests were sent to Washington, and for a time great
turmoil prevailed. With the passing of another year the projeel was com-
pleted to the satisfaction of the citizens.

Then opened the period when the municipality spent money for the im-
provement of its harbor. The enterprise of the individual citizens began to
assert itself in the construction of docks and warehouses, and the National
Government, recognizing the growing commerce of the port, gradually
■granted appropriations for harbor protection.

The local Chamber of Commerce later asserted its influence in maintaining
the harbor upon a high plane of efficiency. Government support came, from
time to time, with increased liberality, and competent engineers were assigned
to carry out the needed improvements.

Milwaukee's Grain Trade. — Milwaukee made her debut as a grain ship-
ping port in the spring of 1841, when the late E. 1). Ilolton. then a member
of the firm of Ilolton & Goodell, shipped a cargo of 4,000 bushels of wheat to
a Canadian port on the schooner Illinois. No doubt small driblets of grain
went to Chicago by lake previous to that time, but the cargo above noted
marked the beginning of the grain trade to the lower lakes and thence to tide-
water ports, a trade which eventually won for .Milwaukee the proud distinc-
tion of being the greatest primary wheat market in the world.

This nattering title was achieved in 1862, when the total receipts of wheat
reached the aggregate of 15,613,995 bushels and the shipments 14,915.680
bushels. The total receipts of all kinds of grain during the same year
amounted to 16,451.789 bushels and the shipments to 15,174,794 bushels. Chi-
cago, which was Milwaukee's only rival as a wheat market, received 13,978.116
bushels in 1862 and shipped 1:5,809,898 bushels.

Milwaukee's wheat trade reached high tide in 1ST:! when the total re-
ceipts of that grain aggregated 28,457,937 bushels and the shipments 24,991,266
bushels. The total receipts of all kinds of grain in 1873 amounted to 32,567,565
bushels and the shipments to 27,124,194 bushels.

Beginning with 1875, owing to various causes, but mainly to the develop-
ments of markets at St. Paul. Minneapolis ami the head of the lakes. Mil-
waukee's wheat receipts began to fall away steadily. On the other hand.
the receipts of other grains began to increase, hut it was not until 1892
that the total receipts of all kinds of grain exceeded the record of 1875.

Since that time, with the exception of two or three years, the combined

receipts of all grains increased annually. The record of tin- year 1914 id'
76,654,300 bushels represents the largest amount of grain received during any

one year in the history of the city.

In 1920 wheal represented only 12.9 per cent of the volume of all kinds
id' grain received at .Milwaukee, whereas, in 1873, when wheal receipts were
at high tide, it made up s7. 1 pel- cent of the volume of all kinds of grain. In
1862, when .Milwaukee became famous as a wheal market. 9ll.il per cent of
the total grain r ipts consisted of that product.

HARBOR AND .MARINE INTERESTS 277

Naturally the total shipments of grain from this market have kept pace
with the receipts, minus, of course, the amount consumed by local millers and
others. The course of grain shipments has undergone a great change, however.

In the early days of Milwaukee's prominence as a grain market, the bulk
of the outgoing surplus went forward by way of the lower lakes; but rail
routes gradually made inroads on the sum total of grain shipments, until in
late years shipments by way of the lower lakes, except on railway line
steamers, have been nominal in character.

The change was largely the result of rail rate manipulation, the ex-lake,
or the rate between the lakes and the seaboard, being maintained at a point
which, coupled with other insinuating advantages, made it more profitable for
shippers to consign grain products by way of all-rail routes. Since 1880 ship-
ments of grain from upper lake ports by way of the Great Lakes, and Erie
Canal have declined over 85 per cent. Shipments from Milwaukee by way
of the lower lakes during 1914 were larger than during any -year since WOO.

Report of Milwaukee's First Harbor Commission. — Rendered February 17,
1842, by Messrs. I. A. Lapham and F. Randall, who were appointed by the
trustees of the Town of Milwaukee to make a survey relative to the commerce
of the Town of Milwaukee and the commerce of Lake Michigan.

To the President and Trustees of the Town of Milwaukee : In compliance
with the requirements of the resolution of your board, appointing the under-
signed to collect information in relation to* the Imports and Exports of this
town since its first settlement in 1835, and such other facts, as may be im-
portant with reference to the application for an appropriation from Congress
for the construction of a harbor at Milwaukee, we have attended to that duty,
and now beg leave to submit for .your consideration the result of our in-
quiries :

As a more ready means of obtaining the desired information, a printed
circular, giving an appropriate form, and requesting that it might be filled up,
was sent to the principal business men (amounting to eighty-six in number),
and from most of them, full and satisfactory returns were received; a state
ment of the amount of these returns, with a suitable addition for those who
neglected, from sickness or other cause, to make return of their business, is
herewith communicated, marked A.

A copy of this statement was sent on the 12th hist, to Col. J. J. Abert,

"of the Topographical Bureau, in answer to his letter directed to thi Hector

of the Port of Milwaukee, accompanied by a letter calling his attention to the
subject; a copy of which is herewith communicated, marked B. This letter
and statement, in order to secure their being brought properly before the
Bureau, were inclosed with a letter (marked (') to our delegate in Congress.

The whole amount of business each year, in the sha | £ Imports and

Exports, is shown in the table marked I). The grand total being nearly six
millions and a half of dollars.

We have also received the statements of the business done at one of the
towns in this county (Prairieville), and a table of the result for the past year
is inclosed, marked E. The commerce of this town is of course done through
the Port of Milwaukee.

The Register of the Land Office has obligingly furnished at our request, a

HARBOR AND MARINE INTERESTS 279

statement of the proceeds of the sales of public lands, in this district, which
with the amount received at Green Bay, for land in this district before the
establishment of the land office at this place, amounts to about one and- a half
millions of dollars.

From this statement we can safely say that this portion of our country
has paid at least its due proportion toward the support of the General Gov-
ernment, and is therefore as much entitled to consideration as any other part
of the country. Five per cent on the amount we have paid for lands alone
would be more than sufficient to construct the work we ask for, and this is
no more than is now granted, as a permanent fund, to several of the states.

From the general statement, marked A, a great many facts may be seen
which show the growing importance of our place from a commercial point of
view, and the high character of the surrounding country in agriculture. It
will be seen that the amount of merchandise, lumber, shingles and salt im-
ported has been increasing with a gradually augmenting ratio — while the im-
portation of agricultural products which are now mostly supplied from our
own soil — as flour, pork, etc., has been gradually diminishing until they are
now taking their places in the tabic of exports.

The very great excess of 1841, over those of former years, occasioned by
the introduction of several new articles of trade (especially lead, shot and
copper), and by the rapid increase of the agricultural products, cannot fail
to strike every one, and it goes far to prove, what is believed by us all,
that our commerce is yet only beginning to be developed. We will not, how-
ever, stop to enumerate all the inferences that may be drawn from the facts
collected by us, as they will readily occur to intelligent persons, upon in-
specting the statement herewith presented.

The experiment now made, in the transportation of the valuable mineral
products of our western counties, has shown that Milwaukee may, and soon
will, be made the outlet of most of that trade, even during the present unim-
proved state of the roads — and when greater facilities, which are now being
made for transportation across our territory shall be completed, the amount
of business of this kind which will be done here, can hardly be calculated.

Another subject has engaged our attention, which in importance we be-
lieve to be inestimable. We allude to the information in the accompanying
paper marked G, in which we have enumerated all the losses of life and prop-
erty, on Lake Michigan, so far as we have been able to ascertain the facts,
since 18-'J4, which may be considered as the commencement of navigation
upon this lake. We can say with truth that we are astonished at the result
of our inquiries on this subject. We may state as the general result, that 118
lives have been lost — or fifteen each year. That $1,052,450 worth of prop-
erty has been destroyed or lost — being $131,556 per annum. That eighty-nine
vessels, including several steamboats, have been more or less injured or lost
being eleven each year.

These are facts, not mere conjecture, and to show that we have confined
ourselves to facts, we give the name of each vessel injured, the nature of the
injury, and the year in which it happened; so that if we have exceeded the
bounds of truth, the means of detection and exposure are before you. We

280 BISTORT OF MILWAUKEE

will nut pretend to say thai none of these accidents would have occurred, and
all this loss of life and property been prevented, had there been harbors Eor
shipping, lint when it is renjembered thai the lisl is Ear from being complete,
we may with safety suppose thai a very considerable proportion mighl in
that way have been saved. We might enlarge upon the various considerations

suggested by our inquiries, lml it is uru ssary. Enough has been elicited

to show the pressing necessity of harbors on Lake Michigan and the prominent
importance of one at Milwaukee.

1)
A statement of the aggregate amount of Imports and Exports, at the Porl
of Milwaukee, for each year, from the firsl settlement of the town, up to
January 1, 1842, made by I. A. Lapham and F. Randall, in pursuance of a
resolution of the trustees of said town:

Years Imports Exports Total

1835-136 $ 588,959 .+ '26.145 $ 615,095

1837 641.235 47.745 688,980

1838 783,458 47,690 831,148

1839 866.710 43,568 910,308

1840 1,147,803 53,828 1,200,631

1841 1,805,277 286,777 2,092,054

$5,833,472 $505,753 $6,338,216

Statement of the amount and value of the exports and imports, at the Town
of Prairieville (Waukesha), Milwaukee County. Wis., for the year 1841:

T. Exports

Flour. 7.(10(1 barrels $35,750

Pork, 250 barrels 2,250

Hides. 12,000 pounds 840

Total value of exports $38,840

II. Imports

Merchandise $20,000

Lumber, 100,000 feet 1,400

Salt. 600 barrels 1,500

Irons. 35.000 pounds 2,800

Total value of imports +25.700

Total amounl of exports ami imports $64,540

HARBOR AND .MARINE INTERESTS 281

A statement of the loss of life and property on Lake Michigan, much
or all of which might have been avoided or prevented by the construction
of suitable harbors at the most prominent points; made by I. A. Lapham and
F. Randall, in pursuance of a resolution of t he trustees of the Town of
Milwaukee, Wisconsin Territory:

1834. — The navigation of Lake Michigan may be considered as having been
commenced in this year; only three steamboats and a few sail vessels having
landed at Chicago; and the amount of life and property lost was probably
not very great when compared with the next year. The Town of Milwaukee
was not then in existence. Although there doubtless were many more, we
have been able to ascertain, witli certainty, only two accidents within this
year :

The schooner Prince Eugene was driven ashore near the mouth of C4rand
River, nearly opposite Milwaukee. One man, the captain, lost.

'1 lie schooner Juliett, with a valuable cargo, was driven ashore near St.
Joseph. The expense of getting her off was $1,500.

1835. — The brig Austerlitz, attempting to land passengers in a small boat,
it was swamped (or tilled with water by the waves), by which accident four
men were drowned.

The brig Austerlitz was afterwards driven ashore, during a severe storm,
having on board a full cargo of valuable merchandise, which, with the vessel,
was entirely lost. Two lives lost by this accident.

The schooner Bridget was sunk at sea — all hands and passengers lost.
The number of persons on board not known, but supposed to lie twelve.

The schooner Chance was also sunk while at sea in this year, and the
number of persons drowned was nine.

The steamboat Newberryport was driven ashore at Chicago, and proved
a total loss.

The schooner Swan (Captain Gilbert), was lost, with all on board, supposed
to be twenty.

The schooner Hoe went ashore at four different times during the year.
No lives lost.

The steamboat Pioneer was driven ashore at the south end of the lake.
Total loss.

The schooner Marengo went ashore opposite Chicago. Cargo and vessel

lost.

The schooner Erie Packet — driven ashore in a gale and totally lost.

The schooner Post Boy was upset, with ten persons on board ; of whom
only two escaped.

The schooner Adelade went ashore twenty miles from Milwaukee, and was
wholly lost.

1836. — Four men were drowned in the early part of the year, near the
mouth of the Milwaukee River.

A gale occurred in October, in which nine vessels were more or less injured
or destroyed.

1. Tin' schooner Martin Van Buren sustained a hole stove in her stern
and sunk.

THE MENOMINEE RIVER COAL DOCK (T.N I J 1.
Vessel unloading coal

A LAKE COAL ( \l;i:in: OF THE LARGER TYPE UNLOADING AT A MENOMLNEE

l;l\ II; COAL DOCK

HARBOR AND MARINE INTERESTS 283

2. The schooner General Harrison, with a hole stove in her side, was
driven ashore very much injured.

3. The schooner Celeste was driven ashore and filled with water; her
main mast "gone by the board," and otherwise much damaged.

4. The schooner Erie was driven ashore, her fore and top-mast gone, and
her hull not very much injured.

5. The barque Detroit broke from her fastenings, and dropping an anchor,
which was dragged some one hundred and fifty rods, finally rode out the
storm with but little damage.

6. The schooner Sea Serpent parted her cables and was driven ashore
near Michigan City, and was entirely knocked to pieces.

7. The brig North Carolina went ashore thirty miles from Chicago, and
was thrown upon the beach "high and dry."

8. The sloop Clarissa Harlow was driven ashore near New Buffalo, on
the east side of the lake.

9. The schooner Chicago parted her cables, and was driven ashore with
immense velocity.

Several other vessels (one dismasted) were reported to have been seen
passing Chicago, and if so they were undoubtedly all blown ashore.

All the vessels lying at Chicago pier, were more or less injured — the
harbor being then in an unfinished state.

Several lives were lost during the gale, but the number not ascertained.

The schooner Wave was driven ashore at three different times during the
year; no material damage done, except loss of time of vessel and crew and
cost of getting her off.

The cost of getting vessels off from the shore, varies from one hundred to
fifteen hundred dollars, according to circumstances.

The schooner Agnes Barton lost her main-mast while lying at anchor.

The schooner Ocean was driven ashore at Milwaukee, but little damaged.

1837. — The steamboat Detroit, which had been engaged in -the trade
between Milwaukee and St. Joseph, after having several times been much
endangered and once actually grounded at Michigan City, was finally, in
November, driven ashore and totally lost at Southport.

The steamboat Champlain was driven ashore at St. Joseph, and wholly

lost.

The Harbor Steamboat at Milwaukee, used to convey passengers and
freight between the town and vessels lying in the bay (unable to enter the
river), was driven ashore and lost at the mouth of the river.

There is an annual loss to community at Milwaukee, id' 25 cents for all
passengers, and 10 cents per barrel bulk, or $10 per ton, on all freight passing
to or from hike vessels at that place; occasioned directly by the want of a
harbor.

The schooner Sea Serpent having I n re-built at Michigan City, was

driven ashore and lost, at the mouth of the Milwaukee River.

The schooner Owanungha was driven ashore at the south end of the lake.

The schooner America, driven ashore near the mouth of the Muskegon
River, in Michigan, and with her cargo was totally lost.

■2M BISTORT OF MILWAUKEE

The seho r Wenona wenl ashore near Milwaukee.

The schooner J. S. King went ashore al the mouth of the St. Joseph.

Such was the force of the storm, thai she was driven over ;i sand bar, which
is entirely ahove water in*calm weather!

1838.— Captain Powell killed in the Milwaukee Bay, on board of a vessel.

The schooner Julietl was thrown upon a rock at the 'them extremity

of the lake, and much damaged. The cargo was thrown overboard, to save
the vessel and the lives of the persons on board.

The steamboat Taylor was driven ashore and totally lost at Michigan
City.

The schooner Illinois was ashore twice this year, but not materially
injured.

The schooner White Pigeon was driven ashore at Michigan City.

The brie; John Kenzie went ashore at Michigan City, and proved a total
wreck.

The bri<j Queen Charlotte, one of the trophies of Perry's splendid achieve-
ment on Lake Erie, was driven ashore near Chicago this year and lost.

The schooner Virginia was driven ashore at the south end of the lake.

1839. — Four men were drowned at Milwaukee, in attempting to land from
the steamboat De Witt Clinton, lying in the bay, in a gale; and several others
very narrowly escaped the same fa*te.

The schooner Solomon Juneau was driven ashore near the Milwaukee
River.

The schooner Van Buren was driven ashore at Milwaukee.

A gale occurred in November, in which five vessels (two of them steam-
boats) were injured or destroyed :

1. The schooner Thomas Jefferson driven against the pier at Chicago,
and much injured. Two lives were lost by this accident, and many more
would have been lost, but for the timely assistance of the citizens id' Chicago.

'_'. Tin' schooner Victor was blown by the Chicago pier, and was only
secured, with her crew, from destruction, by the almost superhuman exertions
of her captain.

3. The schooner Virginia, which had just been got off shore, was again
beached near Michigan City.

4. The steamboat Vermillion broke her shaft near the Manitou Islands,
and was driven, by the gale, to St. Joseph. One of her passengers became
deranged, from fear, and jumped overboard, she was out id' sighl of land
three days, without wheels.

.">. The steamboat Kairport was driven back to Chicago, by the gale, not
having been able to reach Milwaukee Hay.

The brig Neptune was this year driven ashore on the uninhabited coast

of M tchigan, north of Grand River, and proved a total loss. 0u1 of twenty-five

persons on board, only three were able to reach the nearest settlement: the
others having perished on the way, from cold, fatigue, and hunger. Of tile
three persons saved, one lost both his legs, the others, each one leg, from
freezing.

HARBOR AND MARINE INTERESTS 285

The ship Milwaukee was driven ashore, having on board a cargo of wheat,
which was much damaged.

The schooner (belonging to Leavenworth) went ashore, a total

wreck.

A man was drowned in the Milwaukee Bay, while engaged in supplying
wood to steamboats.

Two wood scows were driven ashore, at Milwaukee; one of them, and a
considerable quantity of wood, totally lost.

1840. — Mr. L. Robbins was killed by accident, on board the Harbor Steam-
boat, at Milwaukee, while engaged in unloading vessels lying in the bay.

The schooner Marsh went ashore at the mouth of the Milwaukee River.
Total loss, vessel and cargo.

The schooner Milwaukee, and the sloop Clarissa, driven ashore at Mil-
waukee.

1841. — Four persons drowned near Milwaukee by the swamping of a boat,
viz.: R. Young, A. Brown, - - Pinney, and I. S. Skinner.

The schooner Post Boy again upset, and sunk, and with crew, passengers
and cargo — all lost — twenty persons thus found a watery grave.

The steamboat Milwaukee, in attempting to enter the Milwaukee River,
got fast on the bar, and laid there until driven in by the gale in October —
thus materially interrupting the business connected with the navigation of the
lake.

Two wood-scows, and a large amount of wood lost at Milwaukee.

The schooner Horner was driven ashore near Racine, (twenty-five miles
from Milwaukee) and was totally lost.

In November a gale occurred which did much damage to the shipping viz.:
1. The schooner Jefferson was driven ashore at Chicago.
'2. The schooner Drift was driven ashore at Chicago.

3. The schooner Wave was driven ashore at Chicago.

4. The schooner Dolphin was driven ashore at Racine

5. The schooner McFarlane was driven ashore at Racine.

6. The schooner Manitowoc was driven ashore at Southport.

7. The schooner Memee was driven ashore at Milwaukee.

8. The schooner Wenona was driven ashore at Milwaukee.

9. The sloop Black Hawk was driven ashore at Milwaukee.

10. The schooner Henry Norton was driven ashore at Milwaukee.

11. The brig Francis Mills, and

12. The brig Osceola, were driven about at the mercy of the wind but
not materially damaged.

13. 'I lie brig Winslow which was heavily laden with merchandise, while
discharging her cargo at Milwaukee, was obliged to put to sea. and was
driven ashore seventeen miles north from Chicago, and was with her cargo
wholly lost. This occurrence, by which about $50,000 worth of property was
lost, is directly chargeable to the want of a harbor at Milwaukee, which
could be constructed with the amount lost by this one accident!

It is supposed that several other vessels were driven ashore on the Easl
side of the lake, of which we can obtain no definite information.

286 IIISTOKY OF MILWAUKEE

The steamboal Dlinois entered the Milwaukee Bay in September in a gale,
and having no wood, was compelled to lie a1 anchor three days until the
storm abated— although she dragged her anchor some distance, she came
off finally with but little damage.

The detent inn of vessels ill 1 ll is way, is a very greal drawback upon the

navigation of Lake Michigan. A large steamboal may have on board some
five hundred to eight hundred passengers, and their time and expenses, ami

tin- expenses id' the officers and crew, forms a pretty considerable item to
he charged against the traveling and trading community. — Prudenl navigators,
knowing that if they leave the port there is no safety for them, are compelled
to lie by two or three days waiting for fair weather; while, it' there were
safe harbors at convenient distances, which could lie made in a storm, thej
would not hesitate to pursue their voyage.

The schooners Dolphin, McParlane, Manitowoc, were got off shore after
the November gale, and were each driven ashore a second time and lost.

The schooner Drift was also got off and upset ; one man being lost. Vessel
and cargo also lost.

The schooner Milwaukee also got off, and while on a voyage to the Manitou
Islands, with provisions from Milwaukee for the men there engaged in
supplying wood to steamboats, was driven across the lake and beached on the
Michigan shore, late in fall. In consequence of this loss, serious apprehensions
are entertained for the fate of the unfortunate islanders, who depended upon
this cargo for their winter's supply of provisions.

The steamboats Madison, Chesapeake and Missouri, three of the largest
and most powerful steamboats in the world, were ashore on the west side of
tin' lake during this year. They were not however materially damaged.

Recapitulation. — From the foregoing statement, it appears that the number
of lives lost on Lake Michigan was:

In 1834 1

In 1835 53

In 1836 4

In lS.'W 1

In 1830 33

In 1840 1

In 1841 25

Total 11s

Making a total of 118 lives lost, or about fifteen each year, since the
commencement of the navigation of Lake Michigan, in 1834.

We have, with the assistance of several persons well acquainted with
the history of the different vessels hist or damaged, and of the amount id'
freight, &C, injured or destroyed on each, formed an approximate estimate of

the amount of property destroyed on Lake Michigan during each year, the

result of which is as follows :

HARBOR AND .MARINE INTERESTS 2S7

In the year 1834 amount of loss $ 37,500

In the year 183-5 amount of loss 178,500

In the year 183(3 amount of loss 298,750

In the year 1837 amount of loss 171,400

In the year 1838 amount of loss 78,000

In the year 1839 amount of loss 111,800

In the year 1840 amount of loss 31,(100

In the year 1841 amount of loss 145,500

Total $1,052,450

Showing a grand total of more than a million of dollars, being over
•$131,000 yearly, and enough each year to construct two harbors.

From the foregoing statement it appears further, that the number ol'
vessels lost or injured has been :

In 1834 2

In 1835 11

In 1836 15

In 1837 !)

In 1838 8

In 1839 13

In 1840 3

In 1841 28

Total 89

Showing a yearly average of eleven.

In these statements, it will he perceived that we have included only those
cases about which we have obtained definite information, and we do not
hesitate to say that were all the facts ascertained, this list would be very
materially enlarged.

Besides the actual loss and damage, there have been many hair breadth
escapes of which we have no account. If from the superior skill of the
captain and crew or from the greater strength of the vessel, she is able to
endure the storm, we seldom hear anything of the circumstance, although
the actual danger might have been as great as in other cases where accidents
did really happen. The enumeration of those would till a small volume.

Major Judscn ar.d the Randolph Report. — The movement which led to
the first study of the ultimate possibilities id' Milwaukee's harbor had i1s
inception with the creation of a special harbor committee by the City Council.
This committee was headed by Alderman Frederick C. Bogk who displayed
unusual zeal and energy in bringing expert engineering service into play
and in providing the municipality with a comprehenisve harbor plan.

.Ma.j. W. V. Judson, then the resident United States engineer, manifested
a. deep interest in the harbor and made the statement that "Jones Island
is the key to .Milwaukee's future harbor development." He discussed the
subject as follows :

"Ports of the composite class to which .Milwaukee belongs need harbors
which are adapted to perform two functions. In the first place, being ports

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HARBOR AND MARINE INTERESTS 289

of general importance, such as Chicago, Duluth, Superior and Manitowoc.
they must compete among themselves for tonnage to be transhipped from
lake to rail and vice versa. As to such tonnage it is of the greatest impor-
tance that vessels coming to the wharves shall experience the least possible
delay. A very few cents, or even a fraction of a cent per ton imposed upon
this tonnage through avoidable delays will by at least that much increase
the cost to the consumer or producer in the region tributary to the port.
This certainly means that a portion of such ports must be comparatively
free from bridges and tortuous channels and be prepared to do through
business at a minimum of expense. If any economies are neglected, as at
Chicago, for example, the through business of the port declines.

"Jones Island the Key. — To perform'the second function, to-wit, to serve
the needs of local commerce and local industries, ports of this class must
possess great extension of dock frontage, alon<i- which factories and ware-
houses may be built. The manufacturing establishments, jobbing houses,
etc.. will not, of course, use their docks to the same extent as will those en-
gaged exclusively in the transportation of business. The dock is a mere
auxiliary to the manufacturer or .jobber. It is not so important in this case
that the vessel shall secure great dispatch as that commercial or industrial
plants shall be conveniently near their consumers, labor supply, etc. Further-
more, the dockage for local trading vessels should be located near the center
of the town. Tortuous channels and bridges may be endured by these in-
terests. In fact, it is absolutely necessary to use the interior channels for
local industries by reason of the great extent of dock frontage required.

"Jones Island is the key to the future greatness of Milwaukee as a port
to serve through commerce. It is complementary to the inner harbor, which
is, or can be made, so well adapted to the use of local commerce and local
industries. If there were an outer harbor at .tones Island there would be
less congestion in the inner harbor, as the latter would be relieved of the
vessels engaged in through commerce. And if the wharves for through com-
merce were on Jones Island, there would remain a greater extension of dock
frontage on the interior rivers to serve local needs. That the development

of .Jones Island would 1 f the greatest benefit to the region Lying west

of Milwaukee itself, and to nearly every one resident thereat, cannot for a
moment be doubted. "

The Bogk committee in making its report to the Common Council pre-
f; il the same with the following paragraph: "The proposition id' con-
verting Jones Island into a useful municipal dock and wharf and thereby
adding to the city's transportation facilities, both water and rail, has had
the serious attention of your special committee. We find, upon a thorough
investigation, that the project bears many phases which deserve the most
careful consideration. Aside from the advantage to be derived to the city
as a commercial and shipping proposition, which is generally admitted, we
find that the physical, legal and financial consideration involved must be
set forth before an intelligent judgment can be formed. In fact, the final
determination to proceed with the project must rest primarily and solely
upon the feasibility and the utilitarian advantages to be derived from such

Vol. 1—19 .

290 HISTORY OK MILWAUKEE

project. Both factors, we believe, have I □ established in this report. Every

phase is discussed with candor and with such thoroughness as was within
the grasp of your committee."

The committee which-in addition to Alderman Frederick C. Bogk con
sistcil of Alderman Osear Alpeter, Max Grass, 1'. II. Connelly and L. IL
Tarrant, submitted an exhaustive report to the council, summarizing its
arguments and recommendations in the following twenty points:

1. Increased transportation facilities are absolutely necessary to growth.

2. No prospect of more railroads unless we build them ourselves, and
not much prospect of improved conditions on the part of present railroads.

3. Lake transportation necessary to maintain parity as between Chicago
and the East.

4. Inner harbor, though great, cannot be extended so as to care for our
growing needs.

5. Jones Island has natural advantages. "The key to our future great-
ness." Who shall hold the key?

6. Will provide directly more and needed facilities for water and ulti-
mately for railroad transportation.

7. We need more harbor room, docks, warehouses, storage houses, ele-
vators, earferry slips, team tracks, storage tracks.

8. Good investment.

9. Docks now monopolized by railroads.

10. Systematic, efficient building, and the working out of a greal plan.
cannot be done by individuals, but only by the city.

11. The Government will assist, if we begin, spending large amounts
in Milwaukee.

12. Jones Island the only suitable location and area.

13. Our responsibility for the future and its needs, we must provide for.

14. Opportunity is passing; we are not getting our share.

15. No legal obstacles.

16. No engineering or physical obstacles.

17. Finances can be provided.

18. When private capital cannot or will not act for public good, then it
becomes the duly of the municipality to act.

l!t. Property is cheapest now.

20. It is a good thing, grab it, and do it now.

Thereupon the council appropriated the sum of $5,000 for a survey and
report on the harbor and Isham Randolph, a well known engineer, was
employed. This reporl laid the basis for the development of Jones Island
and the utilization of the Kinnickinnic basin. The realization of this plan
involved considerations which were no1 readily overcome. Delays were en
countered in the acquirement of Jones Island and in complying with the
Legal and financial requirements connected with such acquirement.

With the advent of the Milwaukee Harbor Commission the subject was
approached from a new and broader angle and the II. McL. Harding report
followed in 1920. This study dealt with the entire harbor problem in the

HARBOR AND MARINE INTERESTS 291

light of changed conditions and was that year adopted unanimously by the
common council.

Concentrating the Harbor Traffic— With the passing of the small wooden
schooner and the advent of the large steel vessel there also came about changes
in the character of the harbor traffic. The larger ships could not be afforded
the extreme depth in all parts of the three rivers. Again, they were obliged
to seek the well-equipped terminals for their cargoes.

The constant growth of the traffic on the streets paralleling the river
in the business section of the city, and the location of manufacturing plants
in increasing numbers on dock property, rendered, in many instances, the
location of terminals impracticable. On the one hand some dock property
had become obsolete, owing to changed conditions, while on the other their
use for commercial or industrial purposes had rendered them too costly
for terminal purposes.

With the introduction of more bridges and the regulations governing
the opening and closing hours, the movement of large craft about the channel
has become more cumbersome and at the same time more hazardous.

All this lias led to the thought that some day the inner harbor traffic
must be concentrated to the more readily accessible points and that the
undeveloped areas near the mouth of the harbor must be developed.

The time which elapsed between the earlier conception of the plan and
its final formulation also developed the difficulties which would eventually
have to be encountered. The island was privately owned and had to be
acquired by the municipality if the contemplated improvements were to be
made. It was in part owned by fishermen who lived on the island and in
part by the Illinois Steel Corporation.

About this time the municipality was confronted with the problem of
locating its sewage disposal plant. The various sites which had been under
consideration had been objected to by the citizenship. The location of the
plant in the northern end of Jones Island Mas deemed most practical, and
consequently an area having 1,000 feet of lake frontage was chosen.

The city administration then conceived the idea of creating a so called
harbor commission consisting of nine members, citizens who were familiar
with the physical and commercial conditions attending the harbor. This
body served in an advisory capacity to the common council.

The harbor possibilities were then subjected to close study and the formu-
lation of plans which utilized all the natural advantages afforded in the
land and water areas involved, were worked out. The acquisition of the
island and the control of the basin was determined upon. Every successive
recommendation to that end was adopted by the common council, and the
citizens loyally supported the bond issues that were submitted. Members
of the common council, especially President Cornelius Corcoran, became
strong champions of a comprehensive harbor plan and the steady and un-
hindered development of the same.

Through the efforts of President Corcoran and Mayor G. A. Hading the
municipality secured the riparian rights of the lake frontage from Wisconsin
Street south to the mouth of the harbor.

292 HISTORY OF MILWAUKEE

Subsequently the city condemned the north half of -I ;s Island to a

point opposite Greenfield Avenue, and also took steps t< lemn thai part

of the island lying south down to Wilcox Street.

Harbor Needs Winter TVIooring- Facilities. — .Mdwaukee harbor found itself
greatly in need of a place where a fair-sized fleel of vessels could be moored
for the winter without the possibility of being disturbed during the closed
period. This shortcoming of the port had never been more apparent than at
the elose of the season of 1919, when the Harbor Master was called upon to find
berths for forty-three of the larger class of coal and ore carriers. The task was
a difficult one, but the fleet was finally provided for. Eowever, si. me of the
steamers had to be shifted about during the winter. This involved considerable
expense. Vessel-owners seek to avoid trouble of this nature when they assign
craft to winter quarters, and this explains why .Milwaukee's winter fleets have
been so insignificanl in recent years. The assignments of cargoes to Milwaukee
by the coal administration at the (dose of last season lefl many owners im choice
l»ut to lay up their vessels at this port.

There is seemingly miles of water frontage in the harbor where vessels could
be moored for the winter with reasonable surety of not being forced to move,
but some property-owners are averse to allowing large craft to lie alongside
their docks for so lone' a period. Other points lack mooring piles, ('are was
also taken to keep channels clear so that fire tugs would be able to navigate
freely in times of stress. This latter necessity prevents vessels from lying
abreast where channels are narrow.

Aside from the advantage to navigation interests, a winter mooring basin
would be profitable from a business point of view, because of the large amount
of money required to tit out vessels in the spring. Kinnickinnic Bay, when
properly deepened will provide winter berths for fifty or more large vessels.
The Harbor Commission had this in mind when it planned for the enlargement
of the inner basin behind Jones Island.

Jones Island Condemnation. — The Common Council, on Monday, duly 7.
1913, passed a resolution requesting the Harbor Commission to make imme-
diate recommendation as to what lands on Jones Island should, in its judg-
ment, first be taken in prosecuting the proposed inner harbor improvement, the
COSt of Such lands not to exceed ihe sum of $50,000.00, the amounl of a bond

issue ordered by the Common Council for that purpose.

The matter was taken up by the Harbor Commission on Friday, August 15,
1913, when the secretary presented a draft of a communication recommending
the condemnation of certain blocks, as platted, i'ii the southern extremity id'
the island. Action was deferred, however, until the members of the Commis-
sion and Committee on Harbor had made personal inspection of the premises

involved. Tins was accomplished on August l!'. 1913.

At a meeting of the Harbor Commissi n Friday afternoon. September

4. 1913, it was decided that a conference be had with representatives of the
Illinois Steel Company, which corporation is the owner id" most of the land on
Jones Island, and the secretary was ordered to make arrangements Eor the
same.

HARBOR AND .MARINE INTERESTS 293

A conference was had on Friday afternoon, October :!, HUM, two repre-
sentatives of the legal department of the Illinois Steel Company appearing'
for that corporation. The Jones Island situation was discussed in its every
phase, with a view to opening the way to the acquirement of the island in whole
or in part. The representatives of the steel company gave the city officials to
understand that their company would not stand in the way of the proposed
improvement, Tint that it wished to retain sufficient land in the outer or inner
harbor area to admit of the enlargement of the present works, should the com-
pany so desire at some future time.

In response to a growing sentiment in favor of acquiring the whole of
Jones Island in one proceeding, the Harbor Commission submitted a request
to the Common Council on Monday, October I-'!. 1913, that it direct the Hoard
of Estimates to provide the sum of $250,000.00 in the budget for 1914, for the
further acquirement of Jones Island property. At the same time the commis-
sion submitted a recommendation in accordance with the resolution passed by
the Common Council July 7, 1913, that blocks 185, 186, 1ST and 188 of Jones
Island, as platted, be condemned. The former communication was referred to
the Committee on Finance and the latter to the Committee on Harbor.

The Board of Estimates having meanwhile included the sum of $250,000.00
in tin' budget for 11114 to be applied to the acquirement of Jones Island prop-
erty and making other harbor improvements, a resolution was introduced in
the Common Council on .Monday, January 5, 1914, to the effect that the whole
of Jones Island he acquired by the city. The resolution was referred to the
Committee on Harbor anil also the Hoard of Public Land Commissioners, who
rendered a favorable report at a meeting of the Common Council on Monday.
February 2, 1914, whereupon the resolution was adopted unanimously.

At the same meeting tiie first formal step in the condemnation pr dings

was taken by the introduction of a resolution formally authorizing the con-
demnation of the property.

Fishermen Plead for Consideration. — One of the problems involved in the
transformation of Jones Island into a shipping center is the disposition of the
fishermen who uow occupy the land and maintain sheds and small mooring
piers for tugs and launches along the river frontage. The Harbor Commission
has given the matter serious thought, for the reason that the fishing business
occupies an exclusive field and is one of the pioneer industries of the city. It
is also the main support of a small colony of people who will be compelled to
remove elsewhere if another base of operations cannot be established in Mil-
waukee harbor. The further fact that the fishing business has a favorable
bearing on the food supply of the city also counts in favor of its retention,
although it must be admitted that in this respect it would render more efficient
service if it was conducted in a less isolated location than it is at present.

The magnitude of the industry can best be uiiderst 1 by a study of the

following figures showing the total catch of fish and the valuation of the same
during the past eight years. The figures were obtained from the records of
the State Conservation Commission at Madison, Wis. No record of the Jones
Island catch was kept prior to 1909:

A SCENE IN THE COAL RECEIVING CENTER OF THE MENOMINEE RIVER AKKA

MOUNTAINS OV COAL IN THE MENOMINEE YALLKY
A vessel in process of unloading

HARBOR AND MARINE INTERESTS 295

Year. Pounds of Pish. Value.

1909 1,614,990 $ 96,571.00

1910 1,693,838 68,708.70

1911 1,535,524 100,619.25

1912 1,658,544 91,161.75

1913 2,328,340 125,527.40

1914 2,003,670 106,629.40

1915 1,913,865 102,006.90

1916 1,370,460 101,554.40

Total 14,119,231 $792,778.80

Average yearly catch, 1,764,904 pounds.
Average yearly return, $99,097.35.

A delegation of Jones Island fishermen appeared before the Harbor Com
mission on Thursday afternoon, September 10, 1917, and presented their claims
for consideration in connection with the development of the island. The peti-
tioners represented the owners of fifteen tugs and nine gasoline launches, which
constitute the fishing fleet operating out of Milwaukee Harbor at the present
time. The object of the petitioners was to secure from the commission some
assurance that they would be permitted to continue their business on the island
under reasonable regulation and rental.

Mr. Cornelius Tamms, spokesman of the delegation, stated that there are
about 175 men directly engaged in the fishing business and that about an equal
number make a livelihood in selling fish. He said if the fishermen were forced
to leave the island most of these people would have to move away from the
city. He promised that during the progress of preliminary operations on the
island the fishermen would shift about and double up so as not to interfere with
the work of the contractors. Mr. Tamms favored the construction of a slip 600
feet in length with two-story sheds or warehouses on each side, the lower stories
to be used for drying nets and the upper floors for storing extra nets and
supplies. For such facilities Mr. Tamms said the fishermen would be willing to
pay a reasonable rental.

Chairman Bruce informed the delegation that in formulating its plans for
the future use of Jones Island the Harbor Commission would take the needs of
the fishermen into serious consideration, and that meanwhile they would not
be disturbed any more than was actually necessary.

On the day following, Friday, September 11, 1917, the same delegation of
fishermen attended the meeting of the Common Council Committee on Public
Buildings and Grounds, where the assessment of benefits and damages in the
Jones Island condemnation was being considered. Members of the. Harbor
Commission who were present, repeated the assurances given the fishermen at
the commission meeting the day previous, whereupon the fishermen withdrew
the objections they had intended to present and the assessment was favorably
reported upon.

The Harbor Commission of 1911. — In response to agitation on the part of
public officials, and manufacturing and shipping interests of the city, in favor

296 HISTORY OF .\l IIAY.U'KKK

hi in

niter hai bor developmenl on the lake side of whal is known as Jones Island,
the ( 'iiiiiiiiiiii Council, on Monday, September 25, 1911, adopted a resolution
authorizing the mayor to appoinl ;i commission of nine members, to be known.
as the Harbor Commission, whose duty it should be to make a careful survey
of thr present and future needs of the city in the Line of barbor facilities,
miii! tn in vest i gal e all proposed plans and suggestions, and report its findings
tn the mayor at as early a date as possible.

Iii pursuan f the resolution, the mayor, on Monday, October 23, 1911,

appointed as members of the commission, M. A. Beck, \V. P. Bishop, William
George Bruce, K. G. Butler. Robert Clarke, Edward Cornillie, Capt. -T. J. Mc-
Sweeney, Prank J. Weber, and A. L. Worden. K. G. Butler. Robert Clarke
and A. L. Worden declining to serve, the mayor, on Monday, November 2().

1911, appointed Carl C. -Toys, Win. Selilosser and ('apt. < >. X. Anderson to
the vacancies.

The commission was formally organized on Wednesday. November 22.
1911, luit did not begin active work until Tuesday. February 13, 1912, the
Common Council having meanwhile made financial provision for the prosecu-
tion of the investigation. The first act of the commission was to eleel Herman
Bleyer as secretary.

On May 27, 1H12, the commission rendered a preliminary report to the
Common Council recommending the early acquirement of Jones Island and
the deepening and docking of Kinnickinnic Bay fur inner barbor purposes,
the outer harbor plan being rejected. It also recommended that conditions
in the Menomonee and Kinnickinnic rivers be improved in accordance with
the recommendations of United States engi rs.

At this stage of the investigation the legality of the Harbor Commission
was challenged on the ground that the appointment to its membership had
not been confirmed by the Common Council, in obedience to tin' rules of that
body. The i- mission thereupon ceased its activities. The secretary, bow-
ever, continued the work inaugurated by it up to that time.

The Harbor Commission created by act of the Common Council of the City
of Milwaukee, August 1!'. 1D12. was simply advisory in capacity and had no
authority to carry out what it planned. Its function was to study the shipping
needs of the city and make recommendations to the Common Council looking
to improved harbor facilities. The definite purpose of the Harbor Commis-
sion was to promote harbor development along progressive lines, with an

eye to the betterment of present adverse conditions and to till' probable needs
of the city in the ultimate future.

The following were the members of the Committee mi Harbor of the

Common Council in 1912, when the Harbor Commission was created: Alder
man Edward A. Wittig, chairman, Frederick C Bogk, George T. Grede, Harry
Dempsey, Arthur Urbanek.

While the members of the committee were named ex-officio members of
the Harbor Commission by the resolution creatine- the latter body, the com-
mittee as a whole or in part met with the Harbor Commission mi only one
or two occasions.

In April. 1914, the Common Council committees were reorganized, and the

HARBOR AND MARINE INTERESTS l!!»7

old Harbm- Committee abolished, its duties being- transferred to the Commit-
tee on Public Buildings and Grounds. Prom that time on committee connec-
tion with the Harbor Commission was disregarded.

The following- citizens served on the original commission up to the time
of its disqualification: Messrs. William George Bruce, W. P. Bishop, M. A.
Beck, J. J. McSweeney, Edward Cornillie, Carl C. Joys, 0. N. Anderson, Win.
Schlosser.

The Harbor Commission was reorganized in pursuance of a resolution
adopted by the Common Council on .Monday, August lit, 1912, authorizing
the mayor to appoint nine citizens of the City of Milwaukee to act in an
advisory capacity to the regular Harbor Committee of the Common Council
regarding the development of shipping facilities and the best means of pro-
viding for future requirements of a like nature. The terms of the first ap-
pointees to the commission were fixed as follows: Three for one year, three
for two years, and three for three years, the mayor being empowered to
appoint three members of the commission annually thereafter. The com-
missioner of public works and members of the Harbor Committee of the
Common Council were constituted ex officio members of the commission. The
commission was required to report its findings to the Common Council once
each year, or as often as the urgency and importance of the proposed work
dictated.

The initial appointments to the commission were made by the mayor, and
dulv confirmed bv the Common Council, on Monday, October 14. 1912. They

were as follows: William G 'ge Bruce, Walter P. Bishop and Carl C. Joys

for three years; Fred J. Schroeder, Fred C. Reynolds and Conrad Trimborn
for two years, and Jesse B. Whitnall, William C. Starke ami (apt. Henry
Leisk for one year.

In order to provide the commission with a secretary, it having no author-
ity to create a salaried position, tin- Common Council, on Monday, September
30, 1H1:!, passed an ordinance creating the position of secretary of harbor sur-
vey work within the Department of Public Works, and in conformity with
the ordinance the commissioner of public works, on Tuesday, October 15,

1912, appointed Herman Bleyer, secretary of the first Harbor Commission,
to the position.

The first report of the reorganized commission was rendered .May 12,

1913. It urged the early acquirement of Jones Island by the city, on the
ground that it afforded the only remaining opportunity for the municipality
to acquire water frontage capable of comprehensive terminal development.
Acting upon this recommendation the Common Council provided for a bond
issue of $250,000 in the budget for 11)14 for the purpose of securing the island.

The following citizens served on the reorganized Harbor Commission for
various periods, from its inception up to July 1, 1920, when it was superseded
by tile Board of Harbor Commissioners : William George Bruce, W. I'. Bishop,
Carl C. Joys, Pred J. Schroeder, Pred C. Reynolds, Conrad Trimborn, Jesse
B. Whitnall, William C. Starke, Henry Leisk, John C. Davis, I). W. Chipman,
John S. Stover, Frank Tilley, William F. Quick, R. II. Pinkley, Harry M.
Stratton, L. J. King, Bennett Larson, John F. Jackson.

MILWAUKEE RIVKR— (iRAIN ELEVA TOKS

MENOMINEE RIVER— COAL SHIPPING CENTKK

HARBOR AND MARINE INTERESTS
Personnel of the Harbor Commission

L'!l!l

1912
William George Bruce, chairman.
W. P. Bishop.
Carl C. Joys.
M. A. Beck.
Win Schlosser
John J. McSweeney.
E. A. Cornillie.
0. N. Anderson.
Frank J. Weber.
Herman Bleyer, secretary.

1913
William George Bruce, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall.
William C.Starke.
Conrad Trimborn.
Herman Bleyer, secretary.

1914
William George Bruce, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall.
William C. Starke.
Conrad Trimborn.
Herman Bleyer, secretary.

1915
William George Bruce, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall.
William C. Starke.
D. W. Chipman.
Herman Bleyer, secretary.

1916

William George Bruce, chairman.

W. P. Bishop.

John C. Davis.

Carl C. Joys.

Fred C. Reynolds.

Henry Leisk.

Jesse B. Whitnall.

William C. Starke.

D. W. Chipman.

Herman Bleyer, secretary.

1917
William George Bruce, chairman.
W. P. Bishop.
Carl C. Joys.
John C. Davis.
Fred C. Reynolds.
Henry Leisk.
D. W. Chipman.
John S. Stover.
Frank Tilley.
Herman Bleyer, secretary.

1918
William George Bruce, chairman.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
John S. Stover.
R. H. Pinkley.
Harry M. Stratton.
William F. Quick.
Frank Tilley.
Herman Bleyer, secretary.

1919
William George Bruce, chairman.
Henry Leisk.
Fred C. Reynolds.
R. H. Pinkley.
Harry M. Stratton.
L. J. King.
Bennett Larson.
William F. Quick.
Frank Tilley.
Herman Bleyer, secretary.

3 ifl HISTORY OF MILWAUKEE

1920 L921-22

William George Bruee, chairman. William George Bruce, president.

1 [enry Leisk. Fred < '. Reynolds.

Fred ('. Reynolds. R. II. Pinkley.

li. II. Pinkley. I >ennet1 Lai son.

Harry M. Stratton. G.J. DeGelleke (sue Led by

I lennel t Larson. ( '. F. Ringer i .

L.J. E0ug. Herman Bleyer, secretary.

William F. Quick. Changed from commission to Board

John F. Jackson. of Harbor Commissioners.

I lerman I Sleyer, secretary.

Board of Harbor Commissioners. The Board of Harbor Commissioners
was created by the Common Council on Monday, June 1. 1920, under author-
ity granted by Chapter 289, Laws of Wisconsin, 1919. The membership of
the Board is confined to five qualified electors of the City of .Milwaukee with
terms of office extending over three years. The resolution creating' the board
fixed July 1, 1920, as the date of the beginning of the terms of its members,
and provided that the initial appointments to the hoard should be for one.
two and three years, all successive appointments to he for three years.

Agreeable to the action of the Common Council, the mayor, on Monday,
June 14. 11)20, made the following appointments, which appointments wen
continued by the Common Council on the same day:

Term Expires

G. J. DeGelleke July 1. 1921

Henry Leisk July 1. L922

R. II. Pinkley July 1. 1922

Bennett Larson July 1. 1923

William George Bruce July 1. 1923

The hoard formally organized on Thursday. July 15, 1920. William George
Bruce was elected president for a term of one year, and R. II. Pinkley, \ ice
president, for a similar term. Herman Bleyer was chosen secretary.

On January IS. 1921, Fred ( '. Reynolds was appointed a member of the
board in place of ('apt. Henry Leisk. it having been determined thai the latter
was disqualified under the law for service on the hoard, being a residenl of
Wauwa'tosa. C. F. Ringer was chosen in H'21 to succeed Mr. DeGelleke.

The Hoard of Harbor Commissioners, under the law authorizing its ere,,
tion, is empowered to make plans for the improvement of all waterways of
the harhor. to provide for and supervise the construction and equipment of
docks, wharves, warehouses, etc., and railway connections to the same, sub-
ject to approval by the Common Council, and is given jurisdiction over all
publicly-owned docks and public lands abutting on public waterways, and
the dock lines of the various channels in the harhor.

The Milwaukee River Problem. — The Milwaukee Harbor Commission en-
tertains the belief thai some day the city will have to determine upon the

final disposition of the Milwaukee River. Will this part of .Milwaukee's inner

harhor become obsolete, or will it he wise, even with a declining commerce,
to maintain the navigati fficiency of the channel.' The commission pro

HARBOR AND MARINE INTERESTS 301

poses to solve the problem before it assumes acute form and before the econ-
omies of the situation force the solution. On the one hand the navigation
service of the river must be dealt with, and on the other the cost of dredging-,
the building of draw or bascule bridges, and their maintenance and operation.
Hence the question, does the commercial utility of the river warrant the con-
tinued expense of maintaining the same as a navigable stream?

A study was made by a local engineer's society several years ago which
answered this question in the negative. Landscape artists have devised elab-
orate plans for converting the river surface into a great boulevard, or to
narrow the stream into a canal and to boulevard both banks. The municipal-
ity is harassed over the problem of introducing stationary bridges and thus
obviating the great cost of building bascule bridges and operating them.

The United States Government is in absolute control of all the navigable
waters within its domain and jealously guards every inch of water surface
and combats all encroachments upon the same The Milwaukee River is a
navigable stream of no mean importance. The annual tonnage carried north
of Grand Avenue exceeds 700,000 tons. This is a large tonnage when con-
sidered in the light of the fact that the United States has spent millions of
dollars in river and harbor improvements followed by a smaller tonnage or
by absolute failure.

The tonnage which goes up the Milwaukee River north of Grand Avenue
consists in the main of coarse bulk' such as coal, sand anil stone. Whether
this tonnage will diminish, as time goes on, remains to be seen. With the
concentration of the port activities nearer the harbor entrance, namely, on
and about Jones Island, the Kinnickinnic Basin and the Menomonee River,
one thing becomes clear, namely, that the .Milwaukee River has seen its besl
days as a navigable stream and that ils service will lessen rather than in-
crease in the future.

If, on the one hand, the municipality finds that the cost of river main-
tenance is too high compared with the commercial utility that is secured and
on the other hand Uncle Sam will not surrender the river, then one practical
solution which will meet both exigencies may be open.

Tin' introduction of a type of lighters or barges that may navigate up and
down the river without compelling the opening and closing of bridges is in
order. Such barges, if successfully devised would, it is believed, obviate the
maintenance of draw and bascule bridges and at the same time permit the
introduction of the stationary type of bridges at a greatly reduced cost of
construction.

North of Grand Avenue there are now six bridges — Oneida, State, Chest-
nut. Cherry, Walnut and Ilolton. Five of these would have to be raised from
an average of eight feet of vertical clearance over water levels to at lasl
twelve feet if they are to be rendered stationary. The Harbor Commission
inaugurated a careful study of the whole subject with a view of reaching
a solution of the navigation problem as applied to the Milwaukee River north
of Grand Avenue.

Railroads Own Steamboat Wharfage. — Practically all of the wharfage in
Milwaukee Harbor suitable for warehouse and transhipping purposes is owned

302 HISTORY OF MILWAUKEE

by railway companies. The exceptions arc the docks of the Goodrich Transit
Company, those of the Chicago, Racine & Milwaukee Line, and some ware-
houses belonging to the E. H. Abbot estate on the north side of Milwaukee
River, near the harbor entrance. In the case of the two steamboat lines just
named, however, the wharves are devoid of railway connection. The Good
rich warehouses are on ground leased from private parties, and the Chicago,
Racine & Milwaukee Line occupies modern fire-proof warehouses on the -Mil-
waukee River east and west of Broadway Bridge. The Abbot warehouses
are managed by an agent for the estate and are not under lease to any rail-
road or steamship line. Freight intended for rcshipment or local delivery
is discharged at these warehouses by steamers of various lines, subject to a
charge for storage. The warehouses have connection with the < 'hicago &
Northwestern line only.

The Chicago, Milwaukee & St. Paul Railway Company is the largesl
single owner of Milwaukee dock property. Virtually all of the desirable
frontage in the Menomonee Valley suitable for the warehouse transhipping
trade, or 27 per cent of the entire river frontage in that zone of the harbor,
is owned by this road. Its holdings on the Menomonee River and Kneeland
Canal represents 32.2 per cent of the dock facilities on these channels. On
the South Menomonee and Burnham canals the same company's holdings
amount to 22.1 per cent of the entire frontage. Some of the railway's river
property in the Menomonee Valley is under lease to parties engaged in the
coal and salt trade, and to others requiring yard room for handling coarse
freight, such as lumber, wood, ties, etc.

One grain elevator, with a capacity of 1,650,00(1 bushels, situated on the
South Menomonee Canal, is also owned by the Chicago, Milwaukee & St. Paul
Railway Company. In fact, no other railroad has access to this immense
manufacturing and grain and coal receiving district.

The Chicago, Milwaukee & St. Paul Railway Company owns the only piece
of warehouse frontage in the upper shipping zone of the Milwaukee River.
This property was used by lower lake steamboat lines in the early history
of the city. It is now under lease to the Pabst Brewing Company which
devoted two large warehouses to its bottled beer shipping industry, which
made use of railway transportation exclusively and there was no provision
for handling freight on the river side of the warehouses. The same road owns
the best warehouse property in the harbor zone of the Milwaukee River — on
the west front of the river, north and south of the entrance to the .Menomonee.

The Chicago & Northwestern Railway Company owns two elevators and
a warehouse in the lower harbor zone. One elevator wilh a capacitj of L,500,-
000 bushels is situated on the Milwaukee River jusi east of Broadway Brid
The other elevator faces ELinnickinnic Bay, opposite Jones Island, and has
a capacity of 1,350,000 bushels.

The F. & P. M. Railway Company owns ISO feet of warehouse property
in the mercantile section of the .Milwaukee River. It lies just north of Buffalo
Street bridge, on the west hank «\ the river, and is the landing place of the
I'ere Marquette Line steamers. The Milwaukee Electric Lighl & Railway
Companj is the owner of 800 feel of dock property on the Milwaukee River.

HARBOR AND MARINE INTERESTS 303

It represents the sites of power houses on the west bank of the river, north
of Chestnut Street bridge, and some vacant frontage on the east bank of the
river between Martin and Oneida streets.

The railway ownership of property on the Milwaukee River, between
Racine Street and the harbor entrance, is divided as follows: Chicago, Mil-
waukee & St. Paul, 6.12 per cent; Chicago & Northwestern, 5.04 per cent;
F. & P. M. Railway, 0.6-4 per cent; Milwaukee Electric Light & Railway Com-
pany, 2.88 per cent. Total, 14.68 per cent.

The Chicago & Northwestern Railway Company owns considerable water
frontage in the Kinnickinnic zone of the harbor, but none of it is, as yet,
available for shipping purposes. The F. & P. M. line owns 425 feet just west
of the Chicago & Northwestern Railway bridge, on the north bank of the
Kinnickinnic River, which it uses as a carferry terminal.

The Milwaukee Electric Light & Railway Company owns 300 feet adjoin-
ing the F. & P. M. property, which is used for storing coal and transferring
the same from rail to barge. The holdings of the Chicago & Northwestern
Company represent 11 per cent of the entire developed and undeveloped
water frontage on the west shore of Kinnickinnic Bay and in the Kinnickinnic
River. The Illinois Steel Company has an ore dock and trestle 1,400 feet
in length reaching from the point of the old harbor entrance south along the
inner front of the neck of land leading to Jones Island proper. This com-
pany claims the greater portion of Jones Island and the submerged land
known as Kinnickinnic Bay.

The Milwaukee Gas Light Company owns 2,270 feet of valuable dock prop-
erty, the greater portion of which lies on the Menomonee River. The Menomo-
nee River frontage is leased in part to the Y. & O. Coal Company. The
Milwaukee River frontage of this company is situated just west of the Chicago
& Northwestern Railway bridge, near the harbor. It is used as a drying yard
for material used in filtering gas and also as a site for gas purifying tanks.

Amount Expended for Bridge Repairs and Maintenance. — The following
table shows the amount expended by the City of Milwaukee during the years
named, for bridge repairs and maintenance:

1853 * 8,878.15 1868 45,991.46

1854 13,053.70 1S69 50,625.58

1855 9,243.66 1870 92,494.72

1856 26,217.04 1871 79,059.54

1857 40,270.87 1872 77,404.63

1858 7,744.09 1873 83,543.30

1859 1 874 29,641.86

1860 7,436.75 ]875 43,698.91

1861 9,860.34 1876 12,265.54

1862 9,539.83 1877 33,995.52

1863 1 5,960.06 1 878 50,616.85

1864 13,118.55 1879 39,143.41

1865 8,998.73 1880 51.909.47

1866 71,396.25 1881 57,922.52

1867 53,542.67 1882 138,829.90

THE OLD .infix A. MX SIDEWHEEL STKAMK1

— ^-

in u

VIEW OF THE OLD GOODRICH DOCK ON THE MILWAUKEE RIVER, BETWEEN
SY< A.MORE AM) i l.\ BOURN STREETS

HARBOR AND MARINE INTERESTS 305

1883 82,258.08 1903 215,546.26

1884 156,307.31 11)04 341,685.8Q

1885 57,065.74 1005 124,034.13

1886 149,315.1)4 1906 94,179.30

1887 55,946.71 1907 389,742.40

1888 $ 44,780.83 1908 645,796.20

1889 46,277.48 1909 377.013.70

1890 58,261.2s 1910 415,518.49

1891 112,767.49 1911 190,581.50

1892 109,349.21 1912 175.62S.74

1893 117,077.73 1913 130,750.06

1894 387,378.25 1914 136.368.17

1895 206,448.16 1915 123,172.54

1896 93,230.64 1916 124.207.19

1897 79,709.25 11)17 153,665.25

1898 60,228.69 1918 135,658.58

1S99 60,864.84 1919 246,075.37

1900 60,921.66 1920 279,728.77

1901 130,880.62

1902 181,645.86 Total $9,309,373.12

These figures include not only river bridges, but all stationary bridges

and viaducts over streets, valleys and railway subways.

Amount Expended for Dredging and Docking. — Following is a record of

the amount expended by the City of Milwaukee for dredging and docking,

during the years named. The sum includes th jst of the original '"Straight

Cut."

1 853 * 1874 40,935.34

1854 3,050.00 1875 20,522.07

1S55 1,521.63 1876 17,063.10

1856 736.S1 1877 14.S46.35

1857 *72,763.57 1 878 21 ,923.06

1858 1879 25,665.96

1S59 1880 31,243.32

1860 7,186.86 1881 14,216.15

1861 981.60 1882 22,171.62

1862 1,722.91 1883 18,645.18

1863 5,416.44 lss4 15,111.89

1864 12,316.91 1885 24,21 7.08

1565 9,960.43 1886 23,977.26

1566 9,073.95 1887 14,576.2s

1867 21,165.67 1888 $ 31,010.75

1868 8,227.97 1889 23,694.94

1869 *44,4S9.s;i 1890 27,081.88

1870 *S5,s55.s:i 1S91 23,829.33

1S71- *56,026.50 1892 25,400.83

1872 *68,974.36 1893 37,194.63

1873 21,501.09 1894 35,590.88

Vol. 1—2

306 HISTORY OF MILWAUKEE

1895 21,560.82 1909 48,946.44

»1896 30,721.77 L910 37,921.43

1897 31,989.53 1911 25,699.64

1898 *19,598.67 191-2 30,000.00

1899 16,145.17 1913 66,189.7 1

1900 14,473.58 1914 53,527.10

1901 19,971.86 1915 40,956.78

1902 21,538.21 1916 42,067.46

19(13 18,626.23 1917 19,020.64

1904 1 9,058.02 1918 27,216.46

1905 17,921.69 1919 25,960.00

1906 31,237.27 1920 32,395.66

1907 *181,137.39

1908 9,493.86 Total $1,843,265.68

There are six years in which extraordinary expenses are shown — (*) 1857,
1869, 1870, 1871, 1872, and 1907. The figures for 1857 include Milwaukee's
first investment of $50,000 in the "Straight Cut." The expense in the next
four years enumerated was augmented by payments in liquidation of the
Ilasbrouck claim growing out of the construction of the "Straight Cut," and
in 1907 the expense included the sum of $142,724.30 which was awarded to
owners for land taken for a turning basin in the Kinnickinnic River and for
widening the river.

There is no record of dredging and docking expense in 1853 and 1858,
and possibly no river work was done in those years. There are no records
of 1859 extant.

The expenditures enumerated above do not take into account tin- amounts
spent on the greater harbor project during the past few years.

Milwaukee's Lake Freight Tonnage for the Past Thirty-One Years

Year Inbound Tons Outbound Tons Total Tons

1890 1,706.973 655.149 2,362,052

1891 2,155,311 761,167 2,916,478

1892 2,181,730 838.741 3,020.471

1893 1,926,604 735.233 2,661,827

1894 2,160,706 718,889 2,879,605

1895 2,238.401 826,651 3,065,055

1896 2,328,196 1,118,301 3,446,497

1897 2,656,889 1,093,457 3,750,346

1898 2,753,243 1,357.44:: 4,110,686

1899 2.720.097 1,226,423 3,946,520

1900 2,630,348 1,072,892 ::. 703,240

1901 3,031,163 1,006,434 4,037,597

1902 2.579.157 1,014,965 3,594,122

1903 3,935,816 1.135.952 5,071,768.

1904 3,895,255 1,032,912 4,928,167

19ii5 4.197.5:13 1,256,874 5,454,407

HARBOR AND MARINE INTERESTS

307

1906 5,013,304 1,190,720 6,204,024

1907 6,091,333 1,604,669 7,696,002

1908 5,027,416 1,314,529 6,341,945

1909 5,619,155 1,395,350 7,014,505

1910 6,563,345 1,500,739 8,064,084

1911 6,061,164 1,445,329 7,506,493

1912 6,456,160 1,316,804 7,772,965

1913 7,225,887 1,649,344 8,875,231

1914 6,546,478 1,942,487 8,488,965

1915 6,444,367 1,683,334 8,127,698

1916 6,616,116 1,308,783 7,924,899

1917 5,744,662 1,075,230 6,819,892

1918 5,475,340 1,611,210 7,086,550

1919 5,591,434 1,411,557 7,002,991

1920 4,792,868 1,068,638 5,861,506

Milwaukee's Lake and Rail Freight Tonnage for the Past Twenty Years

Year Lake Rail Total

1901 4,037,597 6,034;869 10,(172,466

1902 3,594,122 7,187,595 10,781.717

1903 5,071,768 6,947,511 12,019,279

1904 4,928,167 6,767,972 11,696,139

1905 5,454,407 7,899,817 13,354,224

1906 6,204,024 8,414,620 14,618,644

1907 7,696,0:i2 9,155,717 16,851,709

1908 6,341,945 8,356,774 14,698,719

1909 7,014,505 9,389,223 16,403,728

1910 8,064,084 10,326,515 18,390,599

1911 7,506,493 9,924,538 17,431,031

1912 7,772,965 9,545,420 17,318,385

1913 8,875,231 13,347,806 22,223,037

1914 8,488,965 14,274,251 22,763,216

1915 8,127,698 13,097,561 21,225,259

1916 7,924.899 15,452,251 23,377,150

1917 6,819,892 14,279,726 21,099,618

1918 : 7,086,550 14,262,459 21,349,009

1919 7,002,991 11,753,968 18,756,959

1920 5,861,506 13,407,299 19,268,805

Status of Proposed Harbor Development. — A rather long and complicated
legal procedure put the island into the city's hands in 1917 at a cost of
about $500,000. The condemnation was made in conformity with the bound-
ary limitations established by the original plat, which represented a total
acreage of 49.34 acres, 36.1 acres of which were condemned. The remainder
the city already possessed. In the official appraisal two prices were fixed,
$5,227.20 per acre for submerged land, and $8,712.00 per acre for dry land.

308 HISTORY OF MILWAUKEE

There were at the time of condemnation 339 buildings of all kinds and con-
ditions on 31 1 /-) acres of 1 his land.

"The island could no1 be used without firsl changing its irregular shape
and increasing its area," said K. A. Kaiser, senior engineer of the Harbor
Commission. "Steps were then taken to remedy these conditions and as ;i
starter an ordinance was passed by the Common Council on September 22,
1919, establishing a new inner harbor line on Jones Island, reaching from
the south pier of the harbor entrance to Greenfield Avenue extended. On
November 18 of the same year a contract was lei for the construction of
1,375 feet of -pile and timber revetment along this newly established dock
line. The south end of this revetment was placed on the south limit of the
city's property, which is the old harbor entrance, and thence it extends
northward.

"The revetment consists of a single row of round piles spaced three feel
apart with sheet piling driven behind it, and secured by wales, binders and
tie-rods to anchor piles, driven about 30 feet back from the face of the dock.
The dock is so designed that it can readily he converted into a permanent
concrete structure by the addition of extra piles ami a concrete cap. It is
impervious to the passage of dredged material and provides for water 30 feel
in depth. The cost was $99, 4S7.

"Along the outer frontage of Jones Island, aboul 700 feet from shore, it
was planned to build a bulkhead or revetment to retain the fill for the en-
largement of the island and on February 24, 1920, the Common Council pro-
vided for the construction of 2,250 feet of bulkhead, at a cost of $215,863.

•'This bulkhead is of heavier type than the inner revetment; it consists
of two parallel rows of closely driven round piles of variable distances apart,
depending upon the 'depth of water in which it is constructed. As a general
rule the width equals the depth of water. These rows of piling are hound
together by wales, binders and tie-rods, and the space between is filled with
stone, carried above the tops of the piles to a height of about 7 feet above the
water. The lakeside of the bulkhead is rip-rapped to three feet below water

level.

"The lake frontage north of the harbor entrance as far as Wisconsin
Street, about 5,000 feet in length, was not included in the Randolph plan,
because the city, at that time, had in mind to use this area for park purposes.
Later, however, the Government refused to permit this to be used for park
purposes, and set il aside as a proper held for outer terminal development.
To complete the riparian rights for the entire area, the city had to condemn

a number of lots in the Third Ward.

"A story is connected with the condemnation of these lots, the motto of
which is: 'Look before yon fill, especially when condemnation is in view.'
The city, in this case, had to pay for property which had been made at its
own expense and without cost to the beneficiaries. The city received these lots
at a cost of $17,650.

"To protect the filling which was being deposited north of the harbor
entrance, a rubble-mound bulkhead was built, made up of quarry run stom-
as a core, and large stone for covering. Work was begun on this bulkhead in

HARBOR AND MARINE INTERESTS 309

May. 1917, and it was built at an expenditure of $319,304. It is proposed to
develop this frontage for piers and warehouses to be devoted to the passenger
and freight business of the port.

"In January, 1919, an appropriation of $5,000 was made to engage en-
gineering service for the purpose of drafting plans for harbor improvement.
Important changes from the situation which existed in 1909 when the Ran-
dolph plan was submitted, caused the Harbor Commission to seek new plans,
or a modification of the old plan. As, for instance, the large lake frontage
north of the harbor entrance was not utilized in the plan of 1909 and the
selection of the north 1,000 feet of Jones Island for the Sewerage plant was
exceedingly disadvantageous to the general harbor plan.

"H. McL. Harding, a leading terminal engineer of New York City, who
had executed plans for a number of important harbors of the country, was
engaged to prepare plans for the future development of the port. The en-
gagement was authorized by the Common Council on May 5, 1919.

"The plan is not intended to construct at once the entire system of wharves,
piers and slips outlined in the plan. This is to be a project of progressive
development, the most important units will be built and equipped as neces-
sity requires.

"Tlie plan shows that the lands in the old harbor entrance and those
south thereof as far as Wilcox Street are necessary for harbor development
under this plan. The ore and stone docks of the Illinois Steel Company, are
located on the west side of this peninsula and these facilities are reached by
tracks crossing the lands which an' necessary for the harbor project as laid
out. Provision, however, has been made in this plan for the extension of the
steel works, eastward, on lands to be filled in, which will add about 100 acres
to the steel plant, as compared to 4:! acres required to lie taken by plan. At
present, condemnation proceedings are pending with reference to this land.

"The dredging in the Kinnickinnic River along the west side of Jones
Island and filling in behind the bulkhead on the outer side id' the island, to
an elevation of 6 feet above lake level, amounted to 430,000 cubic yards.

"So far there have been 19 old hulks and wrecks of vessels removed from
the bottom of the water area to be dredged, west of Jones Island. These
wrecks, including schooners 100 feet Long, tugs, dredges, scows, floating dry
docks, launches, and skiffs, were deposited there at various times between
1872 and 1911. These wrecks were removed by the contractor who is doing
the dredging, and were broken up by the use of dynamite and loaded onto
a wrecking barge and then deposited at the foot of Greenfield Avenue, where
the general- public scrambled for the wood. Trucks loaded with this wreck-
age could be seen there daily.

"After having acquired the lands south of the old harbor entrance, which
is Greenfield Avenue extended eastward, it will be possible to develop the
great inner Kinnickinnic Basin and also acquire, by filling, a large tract of
valuable land. The material from the basin, which is about 1,500,000 cubic
yards, considering dredging to 25 feet, would be removed by hydraulic dredge
and deposited behind a bulkhead in tin' Lake, which would be built in the
extension of the present lake bulkhead. It will require 3,800 feet of bulk-

HARBOR AND MARINE INTERESTS 311

head to reach the scmth street line of Wilcox Street and 600 feet more to
close in to the shore along the south street line, or a total of 4,400 feet,

"With the Kinnickinnic Basin developed, many large vessels could moor
there for the wilder and relieve this situation which has been a serious one
so far. This basin could be filled every fall with these large coaldaden ves-
sels, which could afterwards be taken to the river docks and unloaded as
needed, thereby lessening the possibility of a coal shortage in the winter
season. It is estimated that 40 or 50 vessels could find room in this basin.
The revenue from these vessels could be applied against the expense of dock-
age maintenance, etc.

"The fill from the basin and the remainder of material at the north end
of the island in the Kinnickinnic River will be sufficient material to level
up the entire area between the basin and the lake bulkhead and give about
113 acres of land in addition to the 37 acres now being filled in, or a total of
150 acres.

"As soon as the Government builds the outer breakwater which will pro-
tect the harbor, the piers shown on the east side of the peninsula can be built
successively as needed, and in accordance with the best practice. The slips
as shown south of the harbor entrance are 1,000 feet in length. Those north
are 700 feet with widths of 250 feet, This width of slip permits free move-
ment of the vessels in docking and gives ample room for lighters or barges to
tie alongside of the vessels, to load or unload, without disturbing the vessel
docked on the opposite side of the slip."

The Future Harbor Project. — When the Milwaukee Board of Harbor Com-
missioners urged the acceptance of its plans by the common council in 1920
and again when it urged the condemnation of Jones Island south to Wilcox
Street in August, 1921, it outlined its future plans and policies in a brief
from which the following extracts are taken :

A comprehensive study of Milwaukee's harbor possibilities leads to the
inevitable conclusion that the peninsula known as Jones Island affords the
primary basis for practical development and the ultimate key to a ultilitarian
port. In connection with the Kinnickinnic Basin it affords a complete land-
locked harbor, and at the same time such outer harbor facilities as the future
may demand. The island area, with its contemplated enlargements, will en-
able the establishment of such terminal facilities as will be required by the
constantly increasing and exacting demands of a modern lake commerce.

The question as to whether the entire island will be required to realize the
city's best opportunities and possibilities in providing for a future lake com-
merce has been raised. The answer must be in the affirmative. It is the pur-
pose here to demonstrate that the entire island area, as outlined by the plans
laid down by both Mr. Isham Randolph and Mr. H. McL. Harding, two
eminent terminal engineers, will be required to ensure Milwaukee's future as
a serviceable lake port, and enable the construction of such facilities as will
render the harbor efficient for the handling of a future lake commerce.

In support of the Harbor Commission's contention that the Jones Island
area, to be utilized for harbor and terminal purposes, must extend south to
Wilcox Street, the following facts and arguments are here set forth:

312 HISTORY OP MILWAUKEE

Water Frontage and Land Areas. J< s Island has »i lake frontage from

the mouth of the harbor to Wilcox Streel of 6,900 feet, and a frontage on
the inner or river side of 5,750 feet. On the north end of the island L,000 feel
has been reserved for the sewerage plant, thus reducing the water frontage
mi the outer side to 5,900 feet, and on the inner side to 1,480 feet. After
straightening the inner dock line and filling in the lake to a bulkhead line
approximating 700 feet from the present shore, the total island area will be
166 acres.

The total inner harbor area employed at present for shipping purposes
approximates 217 acres. Here it should be added that the tracts of proper
size and suitable for water and rail transshipping purposes are no longer avail-
able. The industrial and commercial enterprises which have located about
the river fronts cannot he displaced to accommodate water shipping interests.
Thus, all the dock property having rail facilities is being utilized and more
cannot 1 btained.

Furthermore, the future of Milwaukee's present barbor facilities is not
definitely assured. Practically all river frontage is privately owned and
there is nothing to prevent the owner of I he best water frontage now in
existence from building upon it and using it for factory or like purposes.

Milwaukee's Future Water-borne Commerce. — When it is remembered
that .Milwaukee's water-borne commerce increased about 260 per cent dur-
ing the twenty-five years preceding the war. and applying this ratio of
increase to the future, it will become clear that the present dockage will have
to be materially increased. No doubt, with increased commerce, the pres-
ent facilities will lie subjected to more intense use. In the ease of coal business.
this is bound to lead to serious congestion of some of the channels. It is
not a good advertisement for a port to have an ordinance on the statute books
forcing vessels to anchor behind the breakwater ami await their turn at the
docks.

Here it should also be remembered that the Milwaukee River is destined
ultimately to go into disuse, except for barge traffic. The time will arrive
when the Municipality will no longer submit to costly bridge maintenance
in the face of a diminishing commerce north of Grand Avenue. In pail this
will apply to the more remote sections of other harbor channels.

On the other hand the large vessels will seek docks most conveniently
accessible, and which can be reached without navigating through bridge
openings and around river turns,— docks where cargoes can be discharged
or received with a minimum loss "id' time, labor and expense.

What applies to ordinary channels of trade applies also to lake commerce.
The lake port that affords the most economical conditions for the handling

id' freight will draw the lake business. The element of time is an important
one in the movement of vessel property which represents large investments
and heavy operating expenses. Expeditious arrivals and departures constitute
important factors in the conduct id' water-borne commerce.

Increased Facilities Not Unreasonable. For the reasons outlined, and
as years progress, much of .Milwaukee's inner harbor facilities will have
become inefficient or obsolete; therefore it would be fallacious to entertain

HARBOR AND MARINE INTERESTS 313

anything like comparisons between present shipping frontage and acreage
with the frontage or acreage proposed to be added by the new harbor plan;
nor can it be denied that in the main the proposed new harbor area, under
modern utilization, has a potentiality for service far beyond thai of a like
area in the present harbor. Exception in this respect must be made in the
matter of coal dockage, however, as Milwaukee's present coal handling fa-
cilities are of the very best.

The Harding plan adds about 280 acres to the shipping area of the harbor.
Of this area about sixty acres will be taken up by railway tracks and road-
ways. The. plan adds fifty-five acres to the coal facilities of the port, or an
increase of about thirty-seven per cent over the acreage at present employed
in the trade. The new coal acreage will have to be worked intensively in
order to keep pace with the growth of the coal trade, which, it is figured,
will he more than doubled in the next tw. nty-five years. The prospect is
that Jones Island will eventually hi' devoted to coal handling' exclusively.

Thus, with a prospective increase of 26(1 per cent in Milwaukee's lake
commerce in the next twenty-five years, it must be admitted that the increased
facilities provided by the Harding plan are in no wise unreasonable.

Public vs. Private Interests. — In estimating the interests of the city as
a whole in the creation and maintenance of an efficient system against the
interests of a private corporation there can he hut one line of reasoning:
Which of the two is id' greater importance to the material welfare of a whole
community?

The harbor interests on the other hand, however, affect the welfare of a
larger constituency. While the water shipping interests distribute a payroll
of over $'J,(iliO,0Oil annually and $250,000 in the purchase of supplies, they
affect the entire industrial life of the city and to some extent the state.

The item of fuel alone is so vital as to overshadow the interests of any
one private institution. Wisconsin does not produce an ounce of coal. All
coal must lie shipped in from a long distance and the element of economical
water transportation becomes a vital factor in keeping the factory furnaces
ablaze and in warming the homes of the people. Here it becomes highly
essential that the port he kept upon a basis of the highest efficiency. The
import of 5,000,000 tons id' coal will in a comparatively few years he increased
to 10.000,000 tons. To bring this quantity of fuel in at the most advantageous
transportation cost involves an economy that will readily mean millions in
actual saving, and winch concerns the workingman's home as well as the
manufacturing plants.

Why More Dock Room is Absolutely Necessary. — Milwaukee is a great
coal distributing center, and ample provision must be made for the growth
of this important trade. It is impossible to move coal out by rail as fast
as it can be received by water, hence reasonable storage space is absolutely
essential to the coal business. In normal times Milwaukee receives approx-
imately five million tons of coal during the season id' navigation.

Ahoid half of this coal moves out by rail to interior points or to suburban
industries. To ensure the needs of this trade during the closed winter season
it is necessary to have close to three million tons of coal on the dock when

O
-
<
■-

«
O

-
-

HARBOR AND MARINE INTERESTS 315

navigation closes. In the same ratio, when Milwaukee's coal receipts ag-
gregate 10,000,000 tons, which they eventually will, the stock required to
tide over the winter season must aggregate 6,000,000 tons.

The area necessary to handle this large additional amount of coal can be
found only on Jones Island peninsula. All water frontage on the several
channels of the inner harbor suitable for receiving and shipping coal is now
occupied. Business is conducted at a disadvantage in some instances. In
the Menomonee Valley district some yards are compelled to dock vessels
in narrow slips extending from the main channels. This confines such yards
to the use of the smaller-sized vessels carrying from 5,000 to 6,000 tons.

Small-sized vessels are growing fewer in number on the Great Lakes every
season and the time will come when this class of carriers will be able to com-
mand a premium freight on coal delivered to docks located in slips. When
terminals are provided nearer the harbor mouth, large vessels will no doubt
also discriminate against coal delivered to docks remote from the lake, be-
cause of the heavy tow bills in navigating the narrow river channels.

Tow Bills in the Inner Harbor Burdensome. — The tax imposed on the earn-
ings of coal and grain carriers by tow bills is necessarily reflected in freight
rates demanded to and from the port. Large craft require two tugs to assist
them in moving up and down river channels, as the danger of damaging bridges
or docks is very great. It has been estimated that tow bills and loss of time
in going to and from receiving docks mean a loss of 5 cents per ton to the coal
carrier. This is a serious handicap to the business of a port and must event-
ually result in a loss of business, as a differential of this amount runs up into
big figures when millions of tons of freight are involved.

With ample outer and inner terminals on the Jones Island peninsula Mil-
waukee will be able to overcome to a great extent the burden at present
imposed on the carrying trade by tow bills and loss of time in port. For this
reason the surrender of any of the water frontage embraced in the Harbor
Commission's plan would mean the sacrificing of a valuable economic ad-
vantage.

Milwaukee to Marseilles. — Someone has picturesquely_said that an Amer-
ican Mediterranean will wash the shores of Wisconsin. This is practically
true now and will, with the passing of time, become absolutely true. A water-
borne commerce from Milwaukee to Marseilles, from Chicago to Liverpool,
from Sheboygan to Stockholm, sending the products of the great Mid-West
directly to the markets of Europe promises to become an assured fact within
a comparatively few years. It involves the construction of a deep waterway
from the Great Lakes to the Atlantic Ocean, via the Welland Canal and the
St. Lawrence River — a project that is at once feasible, practical and desirable.

During the World w T ar substantial vessel cargoes were carried directly
from the ports of Chicago, Milwaukee, Cleveland and Toledo to ports of
Europe. The thoughtful man will here ask why we do not constantly send
cargoes abroad during the open season of navigation. If you can send one
ship from Lake Michigan to Europe why not send many ships? On this
question hinges the answer to the inquiry.

The immediate answer is that the ships which the ports of the Great Lakes

316 HISTORY OF MILWAUKEE

have been able to semi to Europe were doI large enough to prove profitable
in norma] times. Again, it is easier for a vessel to go down stream on
the St. Lawrence River than to plow its way back up stream.

The size of ships and their cargoes, together with the depth of the water-
ways constitute the controlling factors. A ship carrying a cargo of 1,000
tons will have a draft or water displacement of 13% t'eet depth. The present
Welland ("anal and the locks and canals paralleling the St. Lawrence River
have a depth of fourteen feet, just deep enough to carry a vessel of the size
named.

But, a 4,000-ton cargo is a small cargo. During the World war, when
shipping facilities on the Atlantic Ocean were taxed to the utmost and freighl
rates ran sky-high, it paid to send even the smaller ships to Europe, lint,
in normal times the unit must be larger. Ships must carry from 8,000 to
15,000 tons in order to render the trips profitable. Thus, a deeper water-
way must he provided, and the most direct, natural and utilitarian route is
by way of the Welland Canal and the St. Lawrence River.

The peninsula of land which separates the lakes Erie and Ontario con-
sists entirely id' Canadian territory. Just ten miles west of Niagara Falls
the old Welland Canal was due- many years ago and has rendered excellent
service in permitting certain types of ships to pass from one lake to tl ther.

The present Welland ( 'anal cuts across twenty-five miles of land, is equipped
with seven locks, and lowers and raises ships 325 feet which is the water level
difference between lakes Erie and Ontario.

The Canadian Government began the construction of the new so-called
Welland Ship Canal some five years ago which in part utilizes the old canal
and in part takes a new course. This new canal, together with the locks will
he considerably wider, longer and deeper than the old.

Note the difference. The present Welland locks are 14 feet deep. 30 feet
wide, and 240 feet long. The New Welland locks will be 30 feet deep. 80 feet

wide, and sou feet long. These several locks will have a lifting capacity of
4b 1 » feet each, rivalling the great locks of the Panama Canal.

Locks with similar dimensions will be built in connection with the St.
Lawrence River, thus enabling the larger sized ocean freighters as well as
tin' larger lake vessels to pass through them.

Why the Saint Lawrence Route?- By consulting a globe instead of a Hat

map, it will be found that the route from Milwaukee to Liver] 1 via the

St. Lawrence River is more direct than the route via New York City. In
fact, it is over four hundred miles nearer. When it is considered that Mil-
waukee lies within the latitude of Rome, Italy, it is found that the I'.ritish
Isles and Central Europe are considerably to the northward. The route via
the Great Lakes, the Welland ('anal ami the St. Lawrence River runs in a
northeasterly direction and is, therefore, the most direct route that could be

ehosen, between Wisconsin and the leading ports of Europe.

But the MilwaukeeanS adhere to another and more COgenl argument in
favor of the direct all-water route. The freight now shipped from the west-
ern lake ports destined for Europe is transferred at Buffalo to tin' rail
lines or to barges. From there it is carried to New York City, where it is

HARBOR AND MARINE INTERESTS 317

subjected to another handling. Here it is finally loaded into the ocean
freighters and carried to Europe.

The extra handling- of grain involves an enormous expense. It is esti-
mated that by eliminating this extra handling fully $200,000,000 annually
will be saved to the producers of the West on grain alone. The country
raises 1,000,1 mid, in hi bushels of wheat. Two-thirds is raised in the lake region.
One-half is sent via the lakes to Buffalo where it is transferred to the rail
lines or into tow barges for destination to the port of New York.

When the world's production will have caught up with the world's de-
mands there will be a trade rivalry of the most strenuous character. The
countries that can bring their products expeditiously and economically to the
coast cities will enjoy an advantage over those that cannot. If .Milwaukee
transforms her lake port into an ocean port she can ship from her very door
to the markets of Europe.

When the Rivers and Harbors Bill was passed in 1919, Senator Lenroot
of Wisconsin secured the insertion of a clause which provided that the United
States and Canada get together, establish the engineering problems involved,
ascertain the cost to be met and the commercial utility to be attained.

Thereupon the several states bordering on the Great Lakes, with the ex-
ception of New York, organized private and public bodies to make propa-
ganda for the project. The states of Wisconsin, Michigan, Minnesota and
Illinois created public deep waterway commissions while the states of Indiana.
Ohio and several of the western states, including the Dakotas, Nebraska.
Kansas, Wyoming and Idaho formed organizations of business men under
the leadership of the governors and commercial bodies.

How Will Milwaukee Benefit? — It will make Milwaukee an ocean port.
With the development of Jones [sland and the lake frontage between Wis-
consin Street to the harbor Milwaukee will be amply equipped to receive ocean
ships. The harbor entrance is deep enough and with terminals now planned
it will lie able to receive the water-borne commerce from all parts of the
world.

This port will enable Milwaukee to make her imports direct instead of
making them through the Port of New York. It will enable immigrants to
land on the Wisconsin shores and be near the farm sections of the Mid-West
instead of becoming lost in the congested cities of the East.

(In the other hand, Wisconsin's products, both farm and factory, may
be shipped directly to the various ports of Europe, to the east coast of South
and Central America and to Africa. This will prove a tremendous advantage
in a competitive sense as it will eliminate the costly rail haul to the Easl
and tin' trans-shipment expense.

Wisconsin normally has an export trade of thirty millions in factory prod-
ucts and as much more in farm products. By securing a direct market ami
eliminating unnecessary freight charges the volume of trade can, no doubt,
be doubled. When the world gets back to normal production, the products
of the Mid-West will face a stronger competition which will only be met by
tin' advantages involved in reaching the high seas expeditiously and econ-

318 HISTORY OK .MILWAUKEE

omically. The Port df Milwaukee will then prove the most ; ssible and

serviceable on Lake Michigan.

But, after summing up the concrete arguments why tin' city should possess
itself of the entire water frontage embraced in the comprehensive harbor
plan evolved by the Harbor Commission, there still remains the broad con-
tention that it is the imperative duty of the municipality to protecl its future
by availing itself of every advantage presented by a most wonderful natural
situation.

Water fronts such as Milwaukee is favored with are a priceless heritage
which should be safe-guarded in the interest of the people. Let it not be
said, fifty years hence, that those of this period of commercial enlightenment
were so blind to the needs of the future as to permit one of the finest natural
harbor situations in the world to be encroached upon by selfish interests and
thus rendered useless to posterity.

W. G. B.

CHAPTER XXI
THE COMING OP THE RAILROADS

Along in the thirties the people had begun to long for the appearance
of the "iron horse" of which they had heard remarkable tales from the East.
As early as 1825 the first railroad had been opened in England. In that year
George Stephenson, the famous engineer, had run a train of a dozen or more
cars, some loaded with coal and others with passengers, from Stockton to
Darlington, in England. Descriptions of this event filled the newspapers
of the clay, and the news of its success was the inspiration of railroad building
in this country. The people everywhere saw in the railroad the promise of
better conditions in transportation, and became possessed with the desire to
see them built throughout the land.

In Illinois, a vast system of railroad construction was undertaken in 1836,
a period since known in the histories as the "Era of Internal Improvements."
The disastrous results which followed is of more interest to the people of
that state than it is to those of the neighboring communities. Among the
old settlers of the Western states the coming of the railroad was long antici-
pated as the fulfillment of their fondest hopes for the future prosperity of
the region in which they dwelt. People had heard of the railroads building
in the East and a few had actually seen and traveled upon them. In 1852,
the Michigan Central railroad had been extended from its former western
terminus at New Buffalo, in Michigan, to Chicago, soon to be followed by
other lines from the East. Milwaukee was connected with Chicago by the
Chicago and Milwaukee railroad in 1856, and its influence on lake navigation
soon began to be felt.

It was said by Lord Bacon that "there are three things which make a
nation great and prosperous, a fertile soil, busy workshops, and easy trans-
portation for men and goods from place to place." This saying was placed
as an inscription on one of the great World's Fair buildings erected in Chi-
cago in 1893. Without a doubt the greatest advantage that any city can
enjoy is its transportation facilities, and by this is meant freight transporta-
tion as well as passenger traffic. Without industries a city is without life;
without railroads and canals industries are strangled in embryo. "Com-
merce is one of the most beneficent among the activities which have engaged,
or can engage, the abilities and energies of man," wrote George P. Stone,
formerly secretary of the Chicago Board of Trade. "The demands of com-
merce for constantly increasing facilities for rapid and economical exchange
of commodities, are imperious and resistless. There is no alertness so sensi-

319

FIRST RAILWAY DEPOT IX MILWAUKEE L851
Milwaukee and Mississippi Railroad, corner Fowler and Second Streets

OLD LAKE SHORE DEPOT
Chicago and Northwestern Railway About 1865

THE COMING OF THE RAILROADS 321

tive and swift as that of commerce; there is no vigilance equal in intensity
and constancy to commercial vigilance."

"When railroads were first talked of in the thirties and forties, people
and communities were ready to "go broke" to assist new railroad enterprises,
and it actually happened that towns, counties and cities voted for the pur-
chase of stock and bonds to assist them far beyond what seemed to be their
power of ultimate payment. In these days the statement seems hardly cred-
ible when we consider the state of public sentiment in regard to them, when
railroads, their projectors, financiers and officers are subjected to disparage-
ment and every form of hostile criticism.

Changed Attitude of the People. — "Immediately after the Civil war," says
Legler, in his history of Wisconsin, "railroad extension was carried on in
the state at a remarkable rate. The attitude of the railroad magnates toward
the people grew so arrogant that in a message to the Legislature Governor
Cadwallader C Washburn declared with emphasis that 'many vast and
overshadowing corporations in the United States are justly a source of alarm,
and the Legislature cannot scan too closely every measure that comes before
it which proposes to give additional rights and privileges to the railways
of the state.' He further recommended that the granting of passes to the
class of state officials who, through their public office, have power to confer
or withhold benefits to a railroad company, be prohibited."

"The farmers considered themselves aggrieved by discriminations in rail-
road charges," continues Legler in his volume. "The hard times of 1873-4
were popularly accredited to the dominant party. William lv. Taylor, a
democrat, was elected governor. The pendulum of polities made the sweep
to the other end of the are, and the passage of the famous 'Potter law' fol-
lowed at the next legislative session. This was a drastic measure, limiting
transportation charges and regulating prices for freight, creating a railroad
commission and making stringent provision for general regulation of railroad
traffic. The railroad officials openly defied the provisions of the law, and the
presidents of the two leading railroad corporations of the state served formal
notice on the governor that they would disobey them." Governor Taylor
responded in a proclamation that "the law of the land must be respected and
obeyed." Long litigation followed which attracted attention all over the
country on account of the important principles involved, namely, the power
of the state to control corporations of its own creation. "The railroads were
beaten in the state and federal courts, and were compelled to acknowledge
submission."

Early Railroad History. — A passage of the early railroad history of Mil-
waukee has come to light recently through an interview with Edwin II.
Abbot, printed in the Milwaukee Journal in its issue of January 16, 1!*'J1.
This interview is transcribed here in full because of its interest to the student
of our history.

The recent sale of the Abbot dock property, near the harbor entrance
to the Hansen Storage Company, and the visit to Milwaukee of Edwin 11.
Abbot on that and other business, recalls a chapter of great interest in Mil-
waukee's railroad history.

Vol. 1—21

} f)

)

:.)

THE COMING OP THE RAILROADS 323

Mr. Abbot, who is now a resident of Cambridge, Mass., although for nearly
thirty years a Milwaukeean and largely interested in the growth and de-
velopment of Wisconsin, through his large financial interest in the Wisconsin
Central railroad, is still a holder of Milwaukee real estate ; among other items
the Colby-Abbot Building.

In speaking of the manner in which the dock property, just transferred,
came into his possession, Mr. Abbot said:

"The clocks were known in the old days as the Shea & George docks,
and, if I remember rightly, were built somewhere about 1886 fir 1887. I
purchased the property, some 840 feet of waterfront, in 1889, for the Wis-
consin Central for $325,000.

Project Joint Terminal. — "The Northern Pacific had leased the Wisconsin
Central, in which Charles Colby and I were heavily interested, with the inten-
tion of using it as an entrance to Chicago. Villard and Oakes wanted to
bring the Central into Milwaukee. Its nearest approach to the city was
Waukesha. Having leased it, and having purchased terminals in Chicago,
on which the Grand Central station now stands, they wanted to swing the
entire Wisconsin Central and Northern Pacific business down through this
city. It would have been a tremendous thing for the development of Mil-
waukee.

"As a part of the plan, I was authorized to spend $1,000,0011 in picking
up property, at the then market price, which would he needed later. We
took an option on the Milwaukee Northern road and the stock of Angus Smith,
and there was an understanding arranged with .Mr. Rhinelander, of the Mil-
waukee, Lake Shore and Western, by which both of those roads, now parts
of the Milwaukee and Northwestern systems, respectively, were to use the
new terminal which we were planning.

"The idea was to enter the city from the north, striking the end of Jack-
son Street and tunneling under the property along the east side of that
street until we came out on the slope across from the present post office build-
ing and there our passenger station was to he located. The four roads were
all to use this tunnel entrance to Milwaukee.

"The plan was of course kept secret. I bought certain parcels of land
in advance, which would have been difficult to acquire later, this dock prop-
erty among others. It was an important link in the scheme, as we planned
to cross to Jones Island at that point and then, turning to the natural land,
cross the Northwestern tracks into the Chase Creek district, where I bought
twenty-three or twenty-four acres for yard purposes ; then run south to the
main line of the Wisconsin Central and into Chicago. There they had bought
something like four hundred acres of land, covering the only available entry-
way.

"That was our plan, and it was a great one, but Villard and Oakes went
under in the crash of '93 and the Northern Pacific went into the hands of a
receiver. That killed it.

"When the Northern Pacific failed, I determined to break the lease and
regain control of the Wisconsin Central. I petitioned the United States
circuit court to intervene in the Northern Pacific foreclosure proceedings

The First Kate Table or the Milwaukee \ Mississippi
Rail-Road, (Now the Chi. Mil. ft St. Paul Kv.)

(SSSffii

,<2>7V,

JmL

R AT E TA B L E .

Resolutions adopted by the Board of Directors of the Mil
wauliee and Mississippi Rail-Road Company, Deo. 1850.

Resolved, That the following Rules be adopted relative
to passengers — to be conspicuously posted in each Pas-
senger Car:

There is to be no free list: no persons whomsoever snail
be entitled to a free passage on any train, except by order
of the Board, or by a free pass, singed by the President
of the Company, or Superintendent of the mad; and ex-
cept also in cases of persons on Company business —
which exceptions will be specially communicated to each
Conductor.

The following low rates shall he established for Passen-
ger Fare, until otherwise ordered, viz :

. o

r -n\

Milwaukee, - -
.Spring Street Road
Chase's Mill, 7
Wauwatosa, -
Blanchard's, -
Underwood's, -
Elm Grove, - -
Dixon's Road, -
Power's Mill, -
"Few's Road,
Plank Road, -
Fox River Cottage
Waukesha, - - -

10
15
20
25
30
35
45
50
55
60
66

5 <

5 %

C Z\n

'< - sIS

_ w a

sl<S

(£ fc-'lPL,

1016)20 25f80|85|46|S0S5|80

65b

5110 15 20 25|35i40!45j50 55165
5 L '

10l5 20p|35[40455Q60

5fl015pS^)!3ffi404 - 5B5

5| I 5|10|20}25 303540^6

66155
78)65

25 201510 5
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408513025 2015
45 ; 40l35 30 25(20
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10 5 .515

20 15 10 5 JO
3025 2i»15 1i)

ec**-:

Note. In cases of l'aesengqfci being .taken up between any of hi?^

(be aforesaid [Kiints, the fare will be the* same as if taken at the \fa~~,'J

point back of tliflt at which such paesengern may be received. /rTN'**

Children under ten years of ai;e, at half the above rates. vw^/

' DAILY FREE DEMOI 'HAT KT I NT-'wll.WAL'Iil'E."

AN OLD-TIME SCHEDULE OF RAILROAD RATES

THE COMING OP THE RAILROADS 325

and succeeded in having the lease canceled for nonpayment of rent, bringing
young Mr. Brandeis, now on the United States supreme bench, here from
Boston as my attorney.

"The land which I had picked up, in furtherance of our plan for a joint
entry into Milwaukee, was disposed of from time to time. At the request
of the company I took this dock property off its hands and have held it
ever since. With its sale to the Hansen Company about the last trace 'of the
Northern Pacific-Wisconsin Central plans for a Milwaukee entrance vanishes.

"We had figured on this water frontage as a most available site .for a
carferry terminal, as it is the first dock- property after entering the Mil-
waukee harbor, with no bridges to pass and with 375 feet of open water in
front of it, because of the junction of the Milwaukee and Kinnickinnic rivers.
I still expect some day to see it put to such a use."

Two warehouses, one brick and the other frame, stand on this property,
which adjoins the city's incinerator plant on the west. One of these houses
is used by the Milwaukee, Chicago & Michigan City line of steamers, re-
cently organized by Milwaukee interests, and the other is used by the Hansen
Company for the storage of automobiles, for manufacturers and dealers,
and other wares.

First Locomotive Built in Milwaukee. — The pamphlet published at the
time of the "Diamond Jubilee" in June, 11121, contains an account of the
first locomotive built in Milwaukee in October, 1852. This account was com-
piled by George Richardson, the librarian of the Old Settlers' Club in Mil-
waukee.

This locomotive was called the Menomonee for in that day all locomotive
engines bore names just as ships always do. The Menomonee was buill
at the shops of W. B. Walton & Company, and when it was completed and
ready to be moved to the tracks where it was to operate, Mr. Richardson
had an important part in the task which was indeed a formidable one. lie
was at that time an employee of John Miller, colloc[uially i known as "Long
John." He relates as follows: "Much has been recently said and written
in a local controversy as to the identity of that particular locofSdtive, to
which should attach the credit of being the first one built in the State of
Wisconsin.

The Locomotive Leaves the Shop. — "My interest in th'.s matter," con-
tinues Mr. Richardson, "attaches not only from a motive of fact, but from a
motive of personal pride, and the latter condition arises from the fact thai
I am — so far I know — the only person now living who had anything to do
with Milwaukee's first locomotive before if was put into active service. It
is true that my connection with Milwaukee's first locomotive was not over
important, as I now consider it, hut was such as to give me the right to claim
connection with it, and to vouch for the absolute truth of all 1 may say
relative thereto, from a personal standpoint.

"During the years 1852, 1853 and 1854, I was employed by John Miller
('Long John' he was called by reason of his great size, six feet nine inches
in height). Mr. Miller was a1 that time Milwaukee's heavy moving eon-
tractor, and he it was who moved Milwaukee's first locomotive from the

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THE COMING OF THE RAILROADS 327

shop where it was built and placed it on the tracks of what was then the
Milwaukee & Mississippi Railroad, now the Chicago, Milwaukee & St. Paul
Railroad.

"The locomotive was built at the works of W. B. Walton & Company,
known as the Menomonee foundry, and located at the southwest corner of
Reed and South Water streets. The first locomotive differed from all alleged
drawings of it recently published in some of the Milwaukee papers, and also
from the alleged drawing of it in the possession of the Milwaukee Old Set-
tlers' Club, inasmuch as it was what is .known as 'inside connected,' that is,
the machinery, cylinder, etc., was all underneath the boiler, except the parallel
rods connecting the two pair of driving wheels. Recently published drawings
claiming to represent the first engine show the cylinders and machinery as
being located on the outside, as locomotives of today are built. This is a
mistake. If such, however, is in existence, this controversy may be the
means of bringing it to light. I recollect this engine as plainly as though
I had seen it but yesterday, and I remember that on its dome or sand box
on top of the boiler was the following:

MENOMONEE LOCOMOTIVE WORKS,

No. 1

JAMES WATERS, Engineer;

W. B. WALTON & CO., PROPRIETORS.

On the side of the boiler was this word :

'MENOMONEE'

Locomotive Crosses the River. — "On October 15, 1852, 'Long John,' with
his crew of a dozen men and several yoke of oxen, began laying temporary
tracks from a point at the foundry near which is now located the scales of
Seeboth Brothers, and thence to Reed Street, on Reed to the bridge over the
Menomonee River — then a float bridge. No trouble was experienced until
the bridge was reached. At that time Reed Street was just about wide
enough for ordinary wagons to meet and pass, and the locomotive and its
tracks occupied the whole street. At the bridge all the power of men, block
and tackle, as well as oxen, was needed to enable us to get the locomotive up
the incline. The engine's weight was about twenty-six tons, and under it
the bridge barely escaped sinking, but it was safely landed on the north side
of the river and placed on the track, located about seventy-five feet away
from the bridge, and here my connection with it ceased."

From the Milwaukee Sentinel of October 14, 1852, is quoted the following
comment: "The Menomonee is the name of the splendid locomotive just
built by the Menomonee foundry for the M. and M. R, R. company. The
Menomonee leaves the foundry for the track today. It was designed and built
under, the superintendence of James Waters, to whose skill it bears ample
testimony. The next engine, now nearing completion, is to be called White-
water. ' '

Again, the Sentinel of October 16, 1852, says: "The new locomotive, the
Menomonee, now fairly launched from the Walton & Company's foundry
yesterday, commenced its march toward the railroad track."

:;-js HISTORY OF MILWAUKEE

This "march" of the Meno] se is described above. Also, the follow

ing from the Sentinel cm October 25, L852:

"The locomotive Menomonee, built by Walton & Company, at the Me-
nomonee foundry, the first-one manufactured there, was pu1 in motion on
the track on Saturday (October 23), and performed to the complete satis-
faction of all concerned. We note the fact with no little pride thai here in
Milwaukee has been built the first locomotive west of Cleveland."

The Chicago, Milwaukee & St. Paul Railroad. -As early as 1836 a meeting
was held in Milwaukee, of which Samuel Brown was chairman and Byron
Kilbourn, secretary, to consider the feasibility of building a railroad from
Milwaukee to the Mississippi River. A resolution was adopted to petition
the Legislature to pass an act incorporating a company for such a purpose.
In the year 1836 there was great activity in every branch of business through-
out the country but the following year the panic of 1837 prevented the further
consideration of any such enterprise. Some influential citizens favored the
construction of canals rather than railroads, having the example before them
of the great Erie Canal which had been completed in 1825. But the fad that
canals could not be operated throughout the entire year gave the advantage
to the railroads as the proposed means of transportation.

However, all plans either for railroads or canals had to be abandoned
until the times became more propitious in which to launch new projects,
and it was not until 1847 that a bill passed the Territorial Legislature au-
thorizing the construction of a railroad from Milwaukee tit Waukesha though
in the following year its provisions were extended to allow of its construction
to the Mississippi River. At the same time its capital which at first was limited
to $100,000 was increased to an amount necessary for the extension of the
road beyond Waukesha.

The sum of $100,000 of the stock having 1 n subscribed as required by

the act, an election of directors and officers was held May 10, 1849, thus com-
pleting the organization of the Milwaukee & Mississippi R. R. Company.
Byron Kilbourn was chosen for president, Benjamin If. Bdgerton, secretary,
and Walter P. Flanders, treasurer; the directors were as follows: Lemuel
W. Weeks, Edward D. Holton, Alexander Mitchell, Erastus B. Wolcott, Anson
Eldred, James Kneeland, John II. Tweedy. E. D. Clinton.

In his report to the stockholders in 1850, Mr. Kilbourn gave a liistorj of
the company from the beginning, including the vicissitudes through which
it passed in its efforts to secure a charter. In the course of his report \f
said: "It is of the first importance that this undertaking be in the hands
exclusively of the people of Wisconsin, and as generally diffused through
the body of fhe community as possible, so that everj citizen may feel that
in its success his individual interest is to be promoted. In tin- hands of such

owners its sui ss is far more certain than if held as a monopoly in the hands

of foreign capitalists for their benefit alone, and to whom the people of

Wisconsin would be required forever to pay tribute."

A suitable corps of engineers was appointed id' which the president. Mr
Kilbourn. was designated as the chief. His qualifications for this task were

no doubt suggested by his early experience as a young man in canal building

THE COMING OF THE KAILROADS 329

when lie was a resident of Ohio. It should be remembered also that Mr. Kil-
bourn was at that time serving as mayor of Milwaukee then a rapidly growing
town of 15,000 inhabitants.

The surveys for the new railroad were begun under the immediate super-
intendence of Jasper Yliet, I'.. II. Edgerton, and, at a later period, Richard
P. Morgan. "About four-fifths of the whole number of stockholders," says Mr.
Kilbourn in his report, "were farmers and mechanics in towns and villages
of the interior, and the remainder consisted of laborers, mechanics and busi-
ness men in the City of Milwaukee."

After the charter of 1847 had been secured and the organization of the
road completed, there came a pause, owing to the cessation of interest on the
part of the public. "It was a great undertaking for that day," said E. D.
Holton in a historical address made in 1858 before the Chamber of Com-
merce in Milwaukee; "we were without money as a people either in the city
or country. Every man had come to the country with limited means, and
each had his house, his store, his shop, his barn to build; his land to clear
and fence, and how could he spare anything from his own individual neces-
sities? Some wise men looked on and shook their heads, and there were
many croakers.

" P. ut in the minds of those who had assumed the undertaking there was a
sober, earnest purpose to do what they could for its accomplishment." And
so for an entire year after tin' work had commenced in 1849 the grading
was carried on and paid for by orders drawn on the merchants, "payable
in goods, — by carts from the wagon-makers, harnesses from harness-makers,
by cattle, horses, beef, pork, oats, corn, potatoes and flour from the farmers,
all received on account of stock subscriptions, and turned over to the con-
tractors in payment of work done upon the road. A large part of the work
done from here to Waukesha was performed in this way."

Put the payments for iron rails and rolling stock could not be made
on any system of barter and a large amount of cash must be provided. At
a meeting of stockholders at Waukesha in the spring of 1850, most of whom
were farmers, the question before the meeting was how to secure the sum
of $250,000 for the purchase of iron to reach from Milwaukee to Whitewater?

It was during this meeting that Maj. Joseph Goodrich of Milton arose ami
said: "See here; I can mortgage my farm for $3,000 and go to the East
where I came from, and get the money for it. Now, are there not loo men
between Milwaukee and Rock River that can do the same? If so, here is
your money, T will be one of them." The 100 men were found who put up
the required amount of mortgages. These, however, at first could not be
sold, but the bonds of the City of Milwaukee could be negotiated, and the
city came forward promptly and issued $234,000 in aid of the road. The iron
was at once purchased, and the success of the Milwaukee & Mississippi rail-
road was thereby assured.

The road was completed to Prairie du Chien, April 15, 1857, seven and one
half years from the time that ground was first broken for its construction.
Meantime a number of other railroads were incorporated which, through
various mergers, eventually became a part of the original Milwaukee & Missis-

CHICAGO & NORTHWESTERN* DKI'oT

DEPOT OF THE CHICAGO, MILWAUKEE & ST. PAUL RAILWAY

THE COMING OF THE RAILROADS 331

sippi railroad. By 1863 the road had become known as the Milwaukee & St.
Paul railroad. "The present Chicago, Milwaukee & St. Paul Railway Com-
pany," says a writer in the "History of Milwaukee" of 1881, "grew out of
the organization formed May 5, 1863, for the purpose of purchasing all tin-
roads which had thus far been formed," though it was not until February,
1875, that the present name of the system was adopted.

Mileage Owned and Operated in 1921. — Owned, 10,158.6 miles; owned
jointly with other lines, 51.36 miles; lines operated under trackage rights,
400.14. Total, 10,613.10.

Capital Stock.— Authorized, $350,000,000 consisting of $233,725,101) com-
mon and $116,274,900 non-cumulative preferred; issued December 31, 1920,
$233,686,200, consisting of $117,411,3(10 common and $116,274,9(10 preferred.
Shares, 100.

Officers. — H. E. Byram, president ; B. B. Greer, vice president in charge
of operation; R. M. Calkins, vice president in charge of traffic, Chicago; R. J.
Marony, vice president, assistant treasurer and assistant secretary, New York;
II. B. Earling, vice president, Seattle; E. D. Sewall, vice president, Chicago;
E. W. Adams, secretary, Milwaukee; A. G. Loomis, treasurer, Chicago; A. C.
Hagensick, assistant secretary, Milwaukee; F. B. Simpson, assistant treasurer,
assistant secretary and transfer agent, New York; Walter V. Wilson, comp
troller; J. Welch, assistant comptroller; C. F. Loweth, chief engineer; Burton
Hanson, general counsel; H. H. Field, general solicitor; J. T. Gillick, general
manager, lines east, Chicago; Macy Littleton, general manager, lines west,
Seattle.

Executive Committee. — John A. Stewart, William Rockefeller, Samuel
H. Fisher, H. E. Byram, P. A. Rockefeller, Edward S. Harkness.

Directors. — J. Odgen Armour, Stanley Field, Burton Hanson, Chicago;
Samuel McRoberts, New York; A. J. Earling, W. E. Griswold, Edward S
Harkness, George G. Mason, New York ; H. E. Byram, Chicago ; M. N. Buekner,
Donald G. Geddes, Samuel L. Fisher, William Rockefeller, New York. Prin-
cipal office and address, Chicago. Financial and executive office, 42 Broadway,
New York.

The Chicago and North Western Railway. — The great forward movement
in railroad construction occurred during the fifties. The year 1855 especially
was an epoch-making period in the history of Milwaukee, for it was in the
early months of that year that the Chicago and Milwaukee railroad was
completed which connected Chicago with this city, and which afterwards
became a part of the great Chicago and North Western railway system, the
pioneer line of the Northwest. This railroad has played a most important
part in the progress of Milwaukee, and has aided in a remarkable manner
its great industrial and commercial growth, affording it at all times trans-
portation facilities second to none and contributing vitally to its develop-
ment into one of the greatest manufacturing centers and shipping marts in
the West.

"The Chicago and North Western line," says a writer in the .Milwaukee
Sentinel, in its issue of January 1, 1921, "opened the way for this city to be-
come the gateway to the productive and great manufacturing field covered by

332 BISTORT? OF MILWAUKEE

the Pox River Valley, the famously rich iron and copper country in Northern
Wisconsin and the upper peninsula of Michigan, the vast lumber resources,
agricultural and dairy products of the Badger State, and the grain bell of the
Dakotas and Northwest, by providing terminal facilities in the city which
have always kepi a stop ahead in the march of progress. This is strikingly
illustrated especially by the great terminal facilities of the Chicago and North
Western railway in the City of Milwaukee at the present time."

Brief Description of Terminal Facilities.— "First and Eoremost," con-
tinues this writer, "is the Butler yard, which was i ipleted in L912, and

which was a part of the terminal facilities of the new line built thai year
across Wisconsin from Milwaukee to Wyeville. This yard covers an area o
i24!i acres, lias a capacity of 2,130 cars per day. and also has repair tracks for
240 additional ears. Butler Yard is located on what is known as the Mil-
waukee belt line of the Chicago and North Western railway, which provides
interchange freight service at Milwaukee without the necessity of bringing
the ears into the business district."

Some of the great industries of .Milwaukee may be mentioned, for ex-
ample: leather, cooperage, rubber, vinegar, lumber, machinery, electrical sup-
plies, glass, packing house products, cement, coal and grain. The Chicago
and North Western railway has built connecting lines to the various plants,
yards and premises of these various industries to facilitate the transportation
of the raw materials as well as the finished products, to be shipped to numer-
ous destinations. Many of these plants now "rank among the largesl of
the'r kind in the world. "

The terminal facilities of the Chicago and North Western railway in Mil-
waukee are given as follows: Third Ward, South Side, Bay View, St. Francis,
Cudahy, South Milwaukee, Becher Street, Russell Avenue. Dayton Park,
Lincoln-National Avenue, (West Allis)-North Greenfield, (North Avenue and
Dake Shore Junction )-Lindwurm. "These facilities." says tOie writer above
mentioned, "afford direct connection between the central terminal and prac-
tically all the great manufacturing plants and districts in the City of Mil-
waukee. "

Between .Milwaukee and Chicago the Chicago and North Western railway
is provided with a trunk line of four Macks, and at various points diverging
lines to principal cities throughout the state and in the Northwest, as well as
ear ferry service across Dake Michigan to ports on the east coast where they
connect with lines to eastern territory.

" Ninety eight passenger trains arrive at and depart daily from the Lake
Front station located at the fool of Wisconsin Street," it is said. The heavy
street traffic in Milwaukee caused by this movemenl of passenger traffic is
plain to the observer. The present commodious passenger station of the
North West, in was completed during the year L890. Thus frequent com
munication is maintained with Chicago, Madison. Pond du Dae, Oshkosh,
Green Bay, Minneapolis, St. Paul, Duluth, Superior, Sioux City, Omaha,
Denver, Salt Lake City and the many important cities of the Pacific Coast.
The present North Western system is able by its connecting lines to reach
practically every point throughout the Greal West.

THE COMING OF THE RAILROADS 333

Conditions in the Pioneer Period.— "In 1835," says this writer, "there
was neither a mile of railroad built nor a corporation chartered to build a
line in Northern Illinois or Wisconsin. Milwaukee was then but a small vil-
lage, looking for its commercial prosperity to come by way of boats on Lake
Michigan, and they were few and far between." One of the oldest of the
constituent parts of the North Western system was the Galena and Chicago
Union Railroad, completed from Chicago as far as Elgin in 1850. This road
had been chartered as far back as 1836, and had been fourteen years in ac-
complishing this short distance, — forty-two miles.

The rails of the old Galena road were what were known as "strap rails,"
consisting of an iron plate 2% inches wide by % inch in thickness, laid on
an oak ribbon, which in turn was laid flat-wise on timbers or ties about six
inches square, and firmly secured by spikes. A better form of rail was about
that time coming into, use called the "edge-rail," one of the earlier forms
in the development of the T-rail, but the company was not able to stand
the greater cost of these rails. On that point the president of the company
in his report regarding the plans of construction said that owing to the condi-
tion of the money market the company was prevented ''from getting iron
and engines in the East, or to purchase edge-rails for their road ; and that
hence it has been decided that strap-rails (flat or plate rails) would have to
be used."

Engines and Rolling Stock. — The first engine in the service of the Galena
road was called the "Pioneer," and in fact this was the only engine in use for
many years. In the early days of railroading all engines had names given
to them just as all vessels bear names by which they are distinguished.
When in the course of time the railroads acquired possession of large num-
bers of engines the names, as we find them in the older histories and the
recollections of the pioneers, form an interesting and picturesque feature of
early railroading. The old Pioneer lias since become a famous curiosity and
was exhibited at the World's Fair in Chicago, in 1893, and at St. Louis in
1904. This engine was built by the Baldwin Locomotive Works in Phila-
delphia ; it had cylinders ten inches in diameter with an eighteen-inch stroke,
it had but one pair of driving wheels of 4 ] L . feet diameter, and weighed ten
tons. John Ebbert was appointed the engineer to take charge of and run
this engine, and did so for many years. He had the satisfaction of exhibiting
the engine at the Chicago World's Fair, and there told its story many thou-
sand times. Mr. Ebbert died in 1899 in his eighty-sixth year.

There is a letter in the possession of the Evanston Historical Society, writ-
ten by A. Z. Blodgett who was an employee of the old Chicago and Milwau-
kee railroad in which is given an account of the first trip made from Chicago
to Milwaukee, May 24, 1855. The train consisted of five Hat cars tit ted up
with seats around the sides to accommodate the invited guests numbering
some two hundred persons. "We stopped the train about where Zion City
is now," he writes, "and cut pine trees and put them in the stake sockets
for shade." This outfit he rather humorously called an "excursion train."

The Milwaukee Sentinel, in its issue of Friday, May 25, 1855, prints a
notice of the arrival of the train from Chicago, as follows: "The train

THE STOCK VARUS AT WEST MILWAUKEE— MENOMONIE VAI.LKV

THE COMING OF THE RAILROADS 335

from Chicago brought up a good load. This is to be a popular and paying-
route from the start. We are indebted to Conductor Hibbard for New York
papers of Tuesday (22d), St. Louis papers of Wednesday (23d), and Chicago
papers of yesterday morning, received at 2 o'clock yesterday afternoon."

Operation of Trains. — The old wood-burning locomotives used on the rail-
roads of the fifties were objects to arrest the attention of the beholder as they
arrived at the station, or dashed by on their "path of steel," leading their
trains of coaches. The smokestacks on those old-time engines were fear-
some things to look upon while pouring forth volumes of smoke and sparks
sent through them by the exhausts from the cylinders. The smokestacks
were shaped like a balloon often having a breadth as great as the top of
the boiler itself, and the puffing of the engine was such a terror to horses
and cattle that a stampede usually took place in the adjoining fields and
roads when the engine came in sight. The terror was greatly heightened by
the clanging of the engine bell and the blast of the whistle. The passing
or arrival of a train was an event calculated to try the nerves of any person
but those long accustomed to its appearance. Up to the year 1856 wood
alone was used for fuel, but in this year coal began to be used. However,
the great smokstacks of the early type of engines continued in use for many
years and it was only by degrees that coal displaced the use of wood as fuel.
When coal burning engines came into general use, requiring smokestacks of
reduced size, it seemed to those who had become familiar with the older type
that there was a distinct loss of dignity in their appearance. The names
bestowed upon the engines of the Chicago and North Western line after it
came into existence were generally associated with some historic personage
or event. For example, there were such names as Algonquin, Mohawk, Wood-
bine, Tiger. Moose. Blackhawk, Shabbona, etc.

It is related that the old Indian chief, Shabbona or Shaubena, after whom
one of the engines was named, was often to be seen in his old age in the Chi-
cago depot standing alongside of the engine while passengers were leaving
the cars, and pointing to the engine in the view of the passing throng he
would exclaim, "Shabbona, — me!"

Growth of the Railroads. — In the early days of railroading it was not cus-
tomary for the employes of the railroad to wear uniforms as is now the
universal practice. Every conductor, brakeman, and others at the stations,
wore such clothes as pleased him best. If we should suddenly return to the
conditions in this respect then prevailing the sight of "plain clothes men"
on duty would astonish the beholders. It is related that on the eastern roads,
the New York ( lentral for example, it was usual to see the conductor in a
silk hat and frock coat passing through the train taking fan's or collecting
tickets and at the stations giving the signal to start by waving a red silk
handkerchief. In fact the conductor of a train was the personage who in
the eyes of the public represented the glory and power of the entire railway
system, and to whom due homage was rendered by travelers and the resi-
dents along the line. Trains were known to the regular patrons of the rail-
road by the name of the conductor, and passengers exchanged greetings with

33G HISTORY OF MILWAUKEE

him and his associates od the most intimate terms of respect and neighborly

familiarity.

Last Days of the Galena and Chicago Union Railroad. — When the Galena
and Chicago Union was chartered in 1836 the initial name of the corporation
■was taken from the larger and at thai time the more important City of
Galena. The charter provided for a railroad from Galena and Jo Daviess
County to the town of Chicago, and fixed the capital at $100,000. It also
provided that "if at any time, after the passage of this act. ii shall be deemed
advisable by the directors of the said corporation to make and construct a
good and permanent turnpike road upon any portion of the route of the rail-
road, then the said directors are hereby authorized and empowered to con-
struct a turnpike."

At the time of the "Great Consolidation," June :>, 1864, the Galena and
Chicago Union railroad and the Chicago and North Western railway became
united in one great corporation, under the name of the latter, though the
Galena road was the older of the two. Other railroad corporations had al-
ready been merged with the North Western system, as well as in the Galena
system. "The union of the Galena corporation with that of the North West-
ern," says Dr. W. H. Stennett, in his historical account of this event, '"was
much more than a seven days' wonder. It was talked about from the Atlantic
to the slopes of the Missouri River, and opinions were as varied about it as
were the people that gave them. It is believed that this was the first really
important railroad consolidation that had taken place in the United States."
Thus the extinction of the old Galena road became an accomplished fact. It
had become a highly prosperous system and it was the most important unit
in the consolidation. It was then "the leading railroad of the West."

Railroad Connection with Chicago. — The Chicago and Milwaukee railroad
and the Milwuakee and Chicago railroad had already consolidated the year
before the great consolidation, under the name of the former. After .May 2.
1866, the corporation was leased to the young giant among the railroads of
the West, the Chicago & North Western Railway.

The Michigan Southern & Northern Indiana Railroad completed its line
to Chicago, February 20, 1852, and on May 21st in the same year the .Mich-
igan Central did likewise. Thus on the opening of these lines, and that be-
tween Chicago and Milwaukee, the latter city was placed in full communica-
tion with rail routes to the East.

Telegraphic Communication.— On the evening of January 15, 1848, the
first telegraphic message between Chicago and Milwaukee was sent and an
answer received, the message and reply being as follows: "J. J. Speed "s
respects to the intelligent, liberal, hospitable people of .Milwaukee. Long may
their noble city be as now, the pride of the lakes, and the home of enterprise,
prosperity and happiness." The answer came immediately: "The people of
Milwaukee thank Col. Speed for his friendly salutation and for the manner
in which he sends it. Milwaukee tenders to Chicago the right hand of friend
ship: once united may they never be divided." This, it will be observed,
was seven years before the two cities had been connected by rail.

It was usual in those days to se1 the poles supporting the wires along

THE COMING OP THE RAILROADS 337

country roads, as it is at present in many cases, rather than along the right
of way of railroad lines which indeed did not exist as yet. A country road
passing a few miles west of the north shore from Chicago to Milwaukee is
known to this day as the "old Telegraph Road," owing to this usage.

Chicago & North Western Railway. — Mileage by States: December 31, 1920,
Illinois, S24.53 miles ; Wisconsin, 2,160.12; Michigan, 510.90; Minnesota, 650.30;
Iowa, 1,632.55; North Dakota, 14.28: South Dakota, 1,230.45; Nebraska,
1.100.S0; Wyoming, 278.35; second track, 278.35— total, 8,402.28 miles.

Capital Stock: Authorized $200,000,000 in $100 shares, of which $169,963,-
596 was issued up to December 31, 1920, as follows: Preferred stock and scrip,
$22,398,955; common stock and scrip, $147,499,641; special stock outstanding,
$65,000 — total capital stock and scrip (outstanding, $167,617,249; owned by
company, $2,346,347), $169,963,596.

Officers: Marvin Hughitt, chairman of hoard ; William II. Finley, president,
Chicago; Samuel A. Lynde, vice president and assistant secretary, New York;
Marvin Hughitt, Jr., vice president in charge of operation; A. C. Johnson, vice
president in charge of traffic; John D. Caldwell, secretary and assistant treas-
urer, Chicago; Arthur S. Pierce, treasurer and assistant secretary, New York;
James B. Sheean, general counsel; Lewis A. Robinson, comptroller; Charles D.
Brandriff, general auditor; Frank Walters, general manager; Walter J. Towne,
chief engineer; G. B. Vilas, general superintendent; Frank J. Berk, general
purchasing agent, Chicago.

Executive Committee: Marvin Hughitt, Chauncey M. Depew, Oliver Ames,
Edmund D. Hulbert, D. P. Kimball, W. K. Vanderbilt, Chauncey Keep, W. H.
Finley.

Directors: C. M. Depew, S. A. Lynde, New York; D. P. Kimball, Gordon
Abbott, Boston; Marshall Field, Chicago; Childs Frick, L. I. Roslyn, New
York ; Marvin Hughitt, E. D. Hulbert, Chicago ; William K. Vanderbilt, New
York; H. C. McEldowney, Pittsburgh; Oliver Ames, Boston; F. W. Vanderbilt,
H. S. Vanderbilt, New York ; C. H. McCormick. Chauncey Keep, W. H. Finley,
James B. Sheean, Chicago. Chicago office, 226 Jackson Boulevard; New York
office, 111 Broadway, Manhattan.

Vol. 1—2 2

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CHAPTER XXII
BANKING AND FINANCE

A banking institution is primarily an integral and essential part of the eco-
nomic life of the community. Its intimate relation to the industrial and com-
mercial activities, its function as a conservator of integrity and stability,
and its services to the general public, render it at once an indispensable factor
in the material progress and welfare of a modern day.

Its assets, therefore, embrace more than the cash and securities in its vaults;
its function is greater than the service rendered to borrower and lender; its
influence wider than an immediate touch with its clients. These assets include
also the character and efficiency of its directorate and official heads. They
must stand as guardians of the financial stability and material advancement of
a whole community.

The banker not only sets standards in business methods but he must up-
hold the ideals of business honor and rectitude. He must not only protect
the solvency of his own institution, foster promptness and the orderly relations
between himself and his customers, but in his capacity of financial adviser
must hold his customers to wise and safe policies. He must, when the occasion
arises, stand against the speculative tendencies of his client, protest against
enterprise born of unwarranted confidence, and counsel a course of action
that shall ensure security as well as steadiness of purpose in the path of
development and growth. He must serve as a barrier against ruin as well as
a guide to success.

The community may be likened to the family. What makes for the wel-
fare of the smaller unit applies to the larger. The necessities of life precede
comforts and pleasures. The farm must be productive, the factory must be
busy, the mine must yield its treasures. Trade and transportation must be
moving. Production and the exchange of products must continue.

The collective community like the individual family must be afforded a
livelihood. There must be wages and profit. Food, housing and clothing are
primary; comforts and pleasures secondary. Education and morality must
be fostered simultaneously with material advancement. One is dependent
upon the other. The increment of profit and wage must be garnered. It forms
the capital which must give vitality and zest to labor, to constructive enter-
prise, to commerce and trade.

What may concern the material welfare and progress of the community
as a whole must necessarily concern the bank. The interests of the community
and the bank are mutual and reciprocal. It follows then that the banker
must at all times manifest a lively and active interest in the movements
making for community advancement. Wherever he can, by his presence, his

339

340 BISTORT OF MILWAUKEE

counsel, bis assistance, promote the material and moral progress <>t' bis com-
munity, he should do so.

Early Banking Days. — The Territory of Wisconsin was established by a<-t
nf Congress, April 20, 1836, and at the firsl session of the new Legislature
three banks were incorporated, as follows: the Miners' Hank of Dubuque
i then under Wisconsin for governmental purposes), the Hank of Mineral
Point, and the Hank of .Milwaukee. The charters of the three hanks were alike
but in this sketch the latter will be noticed especially.

At that time .Milwaukee was a little more than an Indian trading posl and
local hanking facilities did not exist. The capital stock of the hank of Mil-
waukee was to be $200,000 in shares of $100 each. The commissioners named
to take subscriptions to the stock were as follows: Rufus Parks, Horace ( !hase,

James Sanderson, Giles S. Brisbin, Sylvester W. Dunbar. G 'ge Bowman,

Jesse Rhodes, Cyrus Hawley, and Solomon Juneau. These men were to be
the first directors until a regular meeting of the stockholders should elect a
board of directors (limited to seven) to manage its affairs.

The first meeting of the commissioners was held at the office of Rufus
Parks. January 5, 1837, and S. W. Dunbar was elected president. The sub-
scriptions were slow in coming in and in the course of the following year but
sixteen shares had been subscribed for, with payments of $10 made on each
share. By the end of the year the entire remainder of the unsold shares i l.itM
were taken by Francis K. O'Farrell, who had been appointed fiscal agent.
However, dissatisfaction arose because O'Farrell made no other payment than
appeared in a bookkeeping entry. He was authorized to procure necessary
blank books, stationery, an iron safe, etc. Mr. Juneau made the first deposit
and his example was followed by others.

O'Farrell did not long retain the confidence of the board. At a meeting
held in February, 1838, he was required to lay before the board all books.
papers and funds belonging to the bank which he failed to do. The public
was warned not to pay him for stock or notes discounted. Thereupon O'Far-
rell retired and his purchase of stock was declared forfeited.

In 1839 the charter of the bank was repealed by the Legislature and what
residuary value remained was sold to Joseph ami Lyndsey Ward and Alexan-
der Mitchell for a trifling sum. "Little mischief was done by the bank." says
the writer of an article under this head in "The History of Milwaukee." pub-
lished by the Western Historical Company, in 1881, "as it never got enough
together to make a fair start. The times were unpropitious, the panic of l s '17
left no money for the speculative purposes of wildcat banking. The history
of this bank, however, shows what might have been done had times been flush,
and what sort of machinery it was through which the 'red dog' banking of
early 1 imes was done.

Paper Money Issues.- A great deal of the paper money of the '30s, '40s

and 'oils was in the for f bills issued bj banks which in a large number of

eases failed and left their obligations nine, lee 1. This kind of currency

acquired the epithet "wildcat." a term applied to all the issues of this char
acter. It was said that John Wentworth, publisher of a paper in Chicago, firsl
applied the name to the issues of the state banks, and in his paper he printed

BANKING AND FINANCE 341

a picture of the ferocious animal. Wentworth, in season and out, denounced
the evil system of irresponsible banking prevailing in those times.

The bills of the wildcat banks were usually engraved in an inferior style
and were often counterfeited. Judge Henry W. Blodgett of Waukegan is
quoted as remarking that it was not difficult to detect the counterfeit bills
"because they were so much better engraved than the genuine." On one
occasion a certain storekeeper, having some wildcat money offered him in pay-
ment of a bill of goods, exclaimed, "Oh, see here, can't you give me something
else? If you've got any good eastern counterfeits, I'd rather have them."

The bills of the wildcat banks were generally at a discount among eastern
banks at from ten to twenty per cent. But little coin was in circulation;
occasionally would be seen silver pieces from the United States or Mexican
mints, or a little gold and silver brought by immigrants from foreign coun-
tries. Very little American gold was in use. What gold coins there were con-
sisted of English sovereigns and half-sovereigns and the French "Louis d'or."
The silver money was principally made up of Mexican coins which became
much worn in use.

"Thompson's Bank Note Reporter" was the authority as to the value and
genuineness of all money in circulation, whether of metal or paper. Prior
to 1835 practically the only subsidiary coinage in use was the silver coins
just referred to supplemented by traders' scrip which was good for mer-
chandise. The towns issued scrip good for taxes, merchants issued scrip
good for the kind of goods in which they dealt. Of all this paper some was
good and the rest ranged downwards in all degrees of badness to utter worth-
lessness.

It was a saying in the "wildcat" times of hanking, when every kind of
financial heresy was rampant in the land, that "illegal hanking honestly con-
ducted was better than legal banking dishonestly conducted." Throughout
the middle decades of the last century the business of the country was con-
tinually menaced by the widespread practice of "wildcat hanking." The
idea of regulating the hanking business by law was a favorite one with legis-
lators, and there were laws in every state, all ;it variance with each other
and all honestly intended to regulate the business of banking. The situation,
however, was not much helped by these attempts to place a curb upon specu-
lative individuals who found in the conduct of banks a profitable channel for
their operations.

This state of things continued until the period of the Civil war, when the
National Banking Act was substituted for the discordant state laws, and
since that time the entire business of banking has been greatly improved,
and the tendency is constantly towards a higher standard of safety in ac-
cordance with the practice of sound principles of finance.

About this time the Michigan legislators conceived a "brilliant idea" which
it was believed would remedy the evils caused by the specie and currency
famine; and they passed what was known as the "Real Estate Banking Law."
Real estate, it was contended, was plentiful, and what could be better than
land on which to base an issue of currency? Michigan bankers were author-
ized to make issues based on land mortgages, and the country soon became

312 HISTORY OF .MILWAUKEE

flooded with this new variety of wildcal currency. The bubble soon burst,
however, and the people looked to other schemes of financial relief which
were promptly supplied. "Some of the speculators of Illinois," said John
Wentworth, "thought they would try the Michigan system, with state bonds
substituted for lands. Money was borrowed and state bonds purchased. The
most inaccessible places in our state were sought out for the location of banks
and bills were extensively issued. The consequences of this system were
quite as disastrous as those of the real estate system of Michigan.

The Panic of 1837. — We are now approaching the period of the severest
panic ever experienced in this country, that of the year 1837. In tracing the
causes of this famous panic we must momentarily take a wider view of con-
ditions as they existed in the years preceding.

Andrew Jackson occupied the presidential chair from 1829 to 1837, and
the country generally was in a highly prosperous condition. In 1836 the
United States was out of debt and had a surplus of nearly forty millions of
dollars, largely derived from the sales of public lands. These sales had been
increasing at a tremendous rate for some years previously, and as payments
were accepted by the Government in the currency of the time it began to be
feared that the banks, which were the sources of issue of the paper money,
would not be able to redeem their bills. The treasury surplus bad been largely
deposited with the banks throughout the country, and the banks bad soon conn-
to regard these deposits as sufficiently permanent to make use of the funds
in an unwise expansion of loans.

About this time a proposal was made in Congress to distribute the treasury
surplus as "loans'" among the states, and accordingly a bill was passed on
June 23, 1836, to that effect. The spirit of speculation by this time had almost
reached its climax, and President Jackson, "in his own inconsiderate and
thoroughgoing manner," (as Yon Hoist expresses it), endeavored to check
the speculative rage. On his own responsibility President Jackson issued his
famous "Specie Circular," under date of July 11, 1836, in which he forbade
the acceptance by the agents of the United States of anything but gold and
silver in payment for public lands. After this circular had been issued it
was but a question of time when the bubble would burst. "It was barely
deferred," says Larned, "till Jackson went out of office, in the spring of
1837."

The effects of the panic after the deluge broke were appalling. The
banks began to suspend payments of their obligations in specie, failures
among mercantile houses rapidly followed and the distress became wide-
spread. Trade relations were almost suspended, bankruptcies came in
avalanches, and factories were closed throwing thousands out of employment.
Almost the entire business community was engulfed by the financial storm.
The wild speculative madness of the previous years now began to abate leav-
ing a waste of wreckage Oil every hand.

Writing of conditions throughout the country the German, Professor Her-
mann vim Hoist, in his valuable work. "Constitutional History of the United
States." commented thus: "The farmer, the manufacturer and in. •reliant,
instead of paying their debts, bought lands. The country merchant bought

BANKING AND FINANCE 343

lands and paid the city merchant, as well for his old debts as for his new
purchases in this new currency, upon the strength of valuation which de-
ceived himself as well as his creditors." A writer in the North American
Review gives the following description: "All property seemed for a while to
have lost its value. In some of the new states it was difficult even for the
wealthy to obtain money for the daily uses of life. We have heard of farm-
ers, owning large and well stocked farms, who could hardly get money enough
to pay the postage on a letter. They had scarcely any currency, and most of
that which they had was bad. In the commercial states, matters were but
little better. Failures were almost innumerable. Trade had fallen off, and,
when prosecuted, was hazardous."

Recovery from the Panic. — "The outlook at the opening of navigation in
the spring of 1838 was much brighter than in 1837," writes J. S. Buck in his
"Pioneer History of Milwaukee." "The great financial cloud which had
covered the country was broken, and the sun of prosperity began to shim'
once more upon the western shore of Lake Michigan. People began to take
courage; the hard winter was past and a new lease of life seemed to have
come to all. An unusual cheerfulness and vivacity of spirit was exhibited
throughout the whole community. Hope in the ultimate success of the young
hamlet grew stronger, causing all to feel sure that the night of commercial
disaster was past, and the dawn of the morning of prosperity had come.

"Every one was at work; new buildings were commenced in all the differ-
ent parts of the city, immigrants began to flock in, new farms were opened
here and there by the hardy sons of toil who quickly made the wilderness to
blossom as the rose, all of which helped to make the country self-sustaining.
Roads were opened south and west, new locations for town sites were selected,
to the building up of which the owners put forth all their energies, each
claiming for his particular location advantages superior to any possessed by
the others, and all seemed bright and fair."

Alexander Mitchell. — This gentleman, whose success in business has made
the city famous, came to Milwaukee from Aberdeen, Scotland, in 1839, as
secretary for the Wisconsin Marine and Fire Insurance Company's Bank,
George Smith, president; and at once commenced to lay the foundation for a
life business, the growth of which has been wonderful, says J. S. Buck in
his "Pioneer History of Milwaukee." Mr. Mitchell, who for executive and
financial ability and business integrity, has had no superior west of New
York if he has had there, at once took the lead of the banking business in
the West, supplying the whole country with a currency equal to gold. And
though often subjected to "runs," his bank never failed to pay or redeem its
bills, throughout all the commercial panics under which our country has
suffered for the last thirty years.

"This famous bank," continues Mr. Buck, "was first opened in a small
frame building standing upon Broadway, between Wisconsin and Mason
streets, west side, about the center of the block, in May of that year, Mi-.
Mitchell giving his personal attention to the business, acting not only as its
secretary, but as cashier and teller also. Here he remained until the spring
of 1840, when he was joined by Mr. David Ferguson, who became his able

:;il HISTORY OF MILWAUKEE

cashier, and the office was removed to the north side of Wisconsin Street, near
the alley, in a small one-story frame house built by Mr. Juneau. Here il re-
mained until the spring of 1842, when his increasing business necessitated a
second removal, which was made to the old Lowry mansion, northwesl corner
of Broadway and Wisconsin Streel where the [nsurance Building mm stands.
Here a new and commodious office was fitted up where be remained until
L846, when the still increasing business necessitated a third removal to the
lot upon the southeast corner of Eas1 Water and Michigan streets. Upon this
site a suitable building was erected, into which the office was removed. At
or about this time Mr. Smith withdrew his interest, Mr. Mitchell becoming
sole proprietor. Here the business was conducted until August. 1853, when
the whole square was burnt. So rapid was this fire that .Mi-. Mitchell's
clerks had barely time to place the money and effects of the bank in its
securely built vaults, before the flames reached the building. This tire was
scarcely extinguished before the ground was alive with men clearing away
the debris, such was the energy of Mr. Mitchell; and. Phoenix-like, a new-
building quickly appeared, of vastly increased dimensions, in which the busi-
ness of this pioneer bank was thenceforth conducted until it was pulled down
to make room for a new and costly structure.

"Such, in brief, is the history of this famous bank and banker: but it is
not as a banker alone that Mr. Mitchell has been prominent, lie was also
one of the most successful railroad presidents in the country, never failing to
accomplish whatever he undertook, as the success of the Chicago, Milwaukee
& St. Paul Railroad fully demonstrated, it having become under his manage-
ment one of the most powerful corporations in the country, extending its
long arms into Iowa, Minnesota, and Illinois, clear through to the Pacific
coast.

"Mr. Mitchell twice represented his district in Congress, with much
ability; his knowledge of and experience in money matters being of greal
value in settling financial issues of the day. He was also a prominent member
of the 'Old Settler's Club,' taking a deep interest in its affairs, and felt a just
pride in belonging to that early band of old settlers who made the first marks,
and performed pioneer work in this Queen City of the Lakes.

"In person Mr. Mitchell was of medium height, stoutly built, had a keen,
expressive eye, a voice (dear and musical; witli the Scotch accenl strong, very
reticent with strangers, hail few intimate friends, seeing at a glance all thai

was being enacted around him. decided quickly, read a man like a 1 k. and

was seldom or never deceived."

Wisconsin Marine and Fire Insurance Company. — "It was near the firsl
summer days of 1839 thai Alexander .Mitchell first saw Milwaukee," said Dr.
.lames I). Butler at the annual meeting of the Wisconsin State Historical
Society, held January 5, 1888, a condensed account of which is printed in the
Collections of the Society, Volume XI, page 4".7 : ami from which the follow-
ing is substantially quoted.

He came thither to serve as secretary of an insurance company, so called.
The first proof discoverable of his presence in that village of perhaps twelve
hundred people, and which Contained no frame house more than five years

BANKING AND FINANCE 345

old, is a ten-line advertisement in the Advertiser of June 15th. In this he
notifies the insurance stockholders that a payment of $10 on each of their
shares must be made on the first of August, at the company's office in Mil-
waukee.

On the 13th of August the Sentinel printed the following notice: ••Insur-
ance : The Wisconsin Marine and Fire Insurance Company have commenced
business in Milwaukee, and are ready to enter into contracts of insurance at
low rates of premium. The Company will also receive money on deposit, and
transact other moneyed operations in which by their charter they are allowed
to engage."

Such, with an office outfit costing $280, was the birth of an institution
that for more than a decade was the only bank in Wisconsin, which for a
generation held in its vaults a third of the Milwaukee deposits, and which
gave to Alexander Mitchell a colossal fortune as well as more than national
fame as a financier. Accordingly, the rise and progress of this establishment
will reveal to us where lay the strength of the financier whose career is here
commemorated.

Fundamental Principles Adopted. — The Wisconsin Marine and Fire Insur-
ance Company was in fact a bank, with all which that name implies, yet it
shunned the name of "bank." It was a concern ingeniously devised by
George Smith, a Scotch farmer who had reached Chicago in 1834, with the
intention of purchasing farm lands. Friends of his in the banking business
in the old country soon joined him, and turned his mind towards banking.
But all parties in Illinois were crying, "Down with the banks!" The name
"bank" was everywhere spoken against in those times of "wildcat" hank-
ing, and a banker was as hateful as a mad dog. Many of the settlers had
been driven AVest by the collapse of eastern banks, and all of them had in
their pockets "rag money" of western institutions which was not worth the
paper it was printed on.

The necessity of the people for a circulating medium was Smith's oppor-
tunity. An insurance charter granted him in Illinois, while denying banking
privileges in bulk, conferred some of them in detail. He procured certificates
of deposit properly engraved with promise of payment on demand. These
papers he put forth as banks do their notes, and never failed to redeem his
issues the moment they were presented for payment.

George Smith's Removal to Milwaukee. — His success in Illinois turned
Smith's eyes toward new-born Wisconsin. In that territory the Legislature
met at Madison for the first time, in December, 1838. In the legislative coun-
cil there was then Daniel Wells, a Milwaukee friend of Smith. To him Smith
betook himself. "I know," he said, "the name of bank is as hateful in your
region as that of a king in a republic. The name is a bugbear they detest,
but the thing is a boon they need and will welcome. I will sugar the pill and
it will prove sweet and of sovereign virtue to your body politic. Get me then
a charter with franchises as like a bank as you ran, but call it what you will."
Wells drew up a bill modeled, as he informed the council, on one that hail been
enacted in New York for forming a corporation in Utica. The bill became
a law.

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FIRST WISCONSIN NATIONAL HANK BUILDING, EAST WATKK AND
MASi IN STREETS

BANKING AND FINANCE 347

The act allowed the company, besides insuring on ship and shore", to re-
ceive money on deposit, give certificates, loan on the same terms as indiv duals,
and employ its surplus capital in the purchase of stock or in other moneyed
operations, "provided nothing- herein contained shall give banking privileges."
Smith's charter was approved by the governor on the last of February, 1839.
Early in May, subscriptions to its stock were invited in Milwaukee, and $101,-
300 was at once subscribed. It was voted that the salary of the secretary of
the new-born nondescript should be $1,10(1. To fill the secretaryship Smith
had a Scot ready in Chicago whom he had just imported, namely, Alexander
Mitchell.

Early Life of Alexander Mitchell.— This young Scotchman was born near
Aberdeen in Scotland in 1817. He was the son of a farmer and never attended
any school except that of his native parish. Some years later he was employed
in a bank at Peterhead where he became familiar with banking practice. In
these years of juvenile training some signs of his characteristics must have
been manifest, for he had scarcely reached his majority when on the recom-
mendation of a law firm of Aberdeen he was invited to America by George
Smith, with the promise of a position there.

Thus in 1839, this young Scotchman, nut yet twenty-two, and 1 hanks to
ruddy cheeks and a mild blue eye looking still younger, appeared to a Milwau-
keeans too young and inexperienced to be trusted with the management of a
bank; but Smith had measured his man more justly. From first to last Smith
left everything in the hands of his young lieutenant and lie quickly proved his
worth and ability. "This Caledonian stripling, whose nationality was be-
trayed in every word of his tongue," said Doctor Butler in his address, "was
as reticent and taciturn as if he wished to hide his origin. His spruce but not
costly attire, and particularly a very long-tailed dress-coat and pantaloons
of Scotch plaid, were a theme of sportive remark. He lodged in his office,
swept it himself, and was his own factotum. He went little into society and
was seldom seen abroad."

Among his callers he was always found at his post, and "what is more,"
continues Doctor Butler, "with insight into the standing of every man as
well as the value of all property, no less than if he had been to the manner
born. One secret of his apparent •omniscience' was the fact that he boarded
at the house of Smith's friend Wells, whose knowledge extended over the
whole region and back to its settlement, and whose judgment equaled his
knowledge."

To save appearances the Smith Insurance Company issued a few policies
against accidents by fire and flood, but its principal dealings were of another
nature. Multitudes of new arrivals in the country were then seeking farms
west of Lake Michigan. Homesteads ought to have been free to such a
yeomanry. Payment was required by the Government for every acre, and
that in advance, for the homestead laws were not enacted until 1862. Such
payments could not be made by settlers, but if they were once masters of
their land their labor would soon double its value. In a biography of Galusha
A. Grow, speaker of the House of Representatives in Lincoln's time, "true
statesman, patriot in so large a sense that today we are reaping a harvest

348 HISTORY OF MILWAUKEE

which tie helped to sow and largely cultivated.'" the writer says thai "he did
historical work which should make him proportionately honored."

The Homestead Laws of 1862. — To the Eoresighl and persistence of Grow
we owe, in great part, "the* settlement of the Par West with genuine homes,
the peopling of vast tracts with earnest homesteaders who eould give that

invaluable element, personal interest, to the task of breaking open thi i

tinent, and the retention to such people of a considerable part of the domain
which, in 1850, was in so large a measure not only new possession lmt entirely
unassimilated, " says his biographer.

Much of the business of Mitchell's hank soon took the form of assistance
extended to these prospective homeseekers. When the lands were selected
by the incoming settler. Mitchell offered to purchase the land from the i»n
ernment and give him a contract to deed the title at the end of "our years at
a moderate advance on the cost. Owing to this liberal arrangement on the
pari of the bank hundreds were enabled to make a start in lite which would
otherwise have been impossible. "Their debt to him in this regard," says
Doctor Butler, "is still held in grateful remembrance at many a farmer's
fireside."

Another branch of the Mitchell business which soon became gigantic was
issuing certificates of deposit." About six months after he opened his office
that is, in March, 1840, the amount in circulation was less than $5,000," says
Doctor Butler in his address. "But within ten years it had run up to a full
million, and for years after it still grew. These certificates had the similitude
of bank notes and bore on the left an Indian, and on the right a goddess
pointing to a shield. They promised payment mi demand, and they never
failed to be paid on presentation."

Many of the competing banks which issued "promises to pay" claimed
to he based on solid foundations because required by law to keep a certain
large percentage of specie on hand for redemption purposes and were Ere
quently inspected. The specie so held often did duty in other banks than the
one to which it belonged. The reserve of one bank was so manipulated that
it often performed a similar function in ten banks. The inspector would see
it one day in "Bank A" but it would be spirited away to "Bank B" before
the bank official could arrive there: and so through all the bank alphabet
it still outstripped the inspector.

Those who took the first Mitchell certificates made many trials to gel
Specie for paper. As early as 1841, some id' the paper money issued by tie-
bank turned up in Laporte, lud., where no convertible paper was then in
circulation. A hundred dollars worth of these issues were gathered up by
incredulous holders and a messenger dispatched to Smith's Chicago redemp-
tion office. The prompt return of the messenger with the specie, dollar "or
dollar, seemed a "miracle" to the holders which vastly increased the faith
in Milwaukee paper. Thus confidence was established anil this paper was
more and more sought for.

Growth of the Banking Business. -Between 1840 and 1850 the population
of Wisconsin increased from 31,000 to 300,000. It was admitted as a slate into
the Union May I'll, 1848, and most of this marvelous increase took pi. while

BANKING AND FINANCE 349

it was yet in its territorial condition. An article in the Encyclopaedia Britan-
nica, on this point, says: "At the census of 18-40, with the exception of a
few thousand French-Canadians, the population was made up of American-
born pioneers from the Eastern states, and in the southern portion of the terri-
tory of a sprinkling of men from Kentucky, Virginia and farther south. Be-
fore the next census was taken the revolutionary movement of 1848 in Ger-
many, led to the emigration of thousands from that country to Wisconsin, and
there was an increase of nearly 900 per cent in the population from 1S40 to
1850. * * * The German element predominates markedly in Milwaukee."

Thus while in proportion to population the need of banking facilities in 1841
was double what it had been in the year before, each of the nine years fol-
lowing added an equal increment to that need. But the Mitchell business grew
faster. The hour had come and also the man. He saw his opportunity and
made the most of it. His deposits which in 1840 were but $6,000, within a
dozen years had been augmented to a million and a half. Within fourteen
years the institution in which he as clerk had been paid less than a hundred
dollars a month was all his own. Smith was bought out, all the shares and
prestige of the establishment, all had become Mitchell's.

Vicissitudes of a Banker's Life. — "Let it not be supposed," says the writer
of the article in the Wisconsin Historical Society's Collection, "that our
banker, though 'monarch of all he surveyed,' had been walking a primrose
path. There were many so-called 'runs' which rushed upon him like torrents
or cataracts. Panics, fomented by distant rivals or neighbors who hoped to
rise by his ruin, would seize depositors. Then steamers would suddenly land
crowds, all calling for coin. Still larger swarms from the country would
throng in. In 1849, Chicago and Detroit combined to crush the only for-
midable opposition their bankers encountered in the Northwest.

"Whatever Mitchell certificates the conspirators could accumulate were
concentrated for payment in Milwaukee on the day after Thanksgiving of
that year, simultaneously with the announcement that Smith's bank, the
Chicago fountain of all the Mitchell monetary streams, had shut up. The
report appalled Wisconsin depositors like thunder from a clear sky. But
Mitchell denied its truth, hurried swift riders to Chicago, so that Smith
expressed specie by both land and lake, while Mitchell paid up all comers I ill
banking hours were over, and then had his cashier, David Ferguson, keep on
paying till bed-time.

"Even at this crisis money came in as well as went out. People laughed
at their own fright when they learned that Smith's bank had been (dosed on
no week day but Thanksgiving. The raid blew over leaving nine-tenths of
the certificates outstanding. Nothing heightened his prestige more than
these cyclones, which proved him to be invincible."

Milwaukee Banks. — Although the First Wisconsin National Bank is now
only a little more than two years old, in tracing its history we must go back
to the Farmers' and Millers' Bank, which was chartered in 1853 with a capital
of $50,000. E. D. Holton was the president and II. II. Camp was the cashier.

In 1863 when the National Bank Law went into effect, the First National
Hank was formed. It was a reorganization of Die Farmers' and Millers' Bank.

THE MARSHALL & II.SI.KY HANK

BANKING AND FINANCE 351

On April 4, 1870, the Home Savings Bank was opened for business. This
remained in existence for only a few months, for on October 27, 1870, it
merged with the private banking firm of Moritz von Baumbach & Company,
thus forming the German Exchange Bank. In August, 1879, the German
Exchange Bank merged with the Bank of Commerce which had been organized
in June, 1870. The new bank took the name of Merchants' Exchange Bank.
This bank was absorbed by the First National on January 1, 1894. In the
'60s, the Houghton Brothers and Samuel McCord organized the private bank
of Houghton, McCord & Company. In 1875 the name was changed to Houghton
Brothers & Company, while in 1893 the Houghton Bank was reorganized as
the Central National, with George G. Houghton as president and Herman F.
Wolf as cashier.

The Central National was consolidated with the Wisconsin National in
1898. The latter had been organized with $1,000,000 capital in 1892. Fred-
erick Pabst was the first president. In 1908 when L. J. Petit was president,
the capital was doubled. Mr. Petit remained as president until July, 1919,
when the Wisconsin National merged with the First National. Fred Vogel,
Jr., the president of the First National, resigned at the time of the merger.
Oliver C. Fuller, the president of the Wisconsin Trust Company, was chosen
president of the First Wisconsin National Bank. Mr. Fuller heads the First
Wisconsin National Bank, First Wisconsin Trust Company and First Wiscon-
sin Company, the three financial institutions which comprise the First Wiscon-
sin group. The vice presidents of the bank are Walter Kasten, II. O. Seymour,
Edgar J. Hughes, Herman F. Wolf, Robert W. Baird, Henry Kloes, J. M.
Hays and August W. Bogk.

The First Wisconsin National Bank occupies the spot on which Milwau-
kee's first white boy was born in 1836. On the same block but on the site of
the Trust Company Building, there is a tablet erected to Solomon Juneau, who
began trading with the Indians here in the early days.

The oldest bank in Wisconsin is that of Marshall & Ilsley. It began in
1847, when Samuel Marshall opened a brokerage business here. In 1849 he
went into the banking business with Charles F. Ilsley. This bank was incor-
ported and has been in existence ever since. John H. Puelicher is the pres-
ident.

The Second Ward Bank was established in 1855 with a capital of $25,000.
This became the Second Ward Savings Bank in 1865. It is frequently re-
ferred to as the Uihlein Bank because it is owned largely by the Uihlein
family.

Following the passage of the State Banking Law in 1853 a good many
institutions were organized in Milwaukee. The Bank of Milwaukee which
later was made the National Exchange Bank was established in 1855. J. W. P.
Lombard is the president and William M. Post the cashier. The Marine Na-
tional Bank which is still in existence was established in 1856, with a capital
of $50,000. Washington Becker is the president.

The Plankington Bank, which was organized in 1877, failed during the
panic of 1893.

The Marshall & Ilsley Bank is the oldest bank in continuous existence in

352 BISTORT? OF MILWAUKEE

the Northwest. Seventy-five years ago, on April 21, 1847, Samuel Marshall
opened a banking office in a small store on Eas1 Water Streel under the name
of Samuel .Marshall & Company. Seventy-five years a long time when
measured by the life of a business fir r of an individual a short time when

measured by the extent of civilization. How few there are lel't to tell of.
those days when Milwaukee was an infant city of one year, when Wisconsin
was still a territory. Those were days of young men ami of small beginnings.
Mr. Marshal] was twenty-seven years old, a Quaker of sound judgment and
high principles, a man of integrity.

The first advertisement of his firm as it appeared in the Daily Sentinel and
Gazette, May 3, 1S47, is illustrative of the type of business Air. Marshall ami
.Mr. W. J. Bell, his partner at that time, were carrying on:

SAMUEL MARSHALL & CO.
Exchange Brokers. Milwaukee, Wis.
Land Office .Money. Uncurrent Hank Notes, ami
Certificates of Deposits, bought and sold ou liberal
terms. Sight Exchange on New York for sale in
sums tn suit purchasers. Collections on New York,
Buffalo, Cleveland and Detroit, made on favorable
terms. Deposit accounts kept. Office, 196 E.
Water Street.

In 1S4D, Charles P. Ilsley became associated with Mr. Marshall and shortly
afterwards, the firm name was changed to Marshall & Ilsley. Five years later,
in 1854, the capital of Marshal] & Ilsley had grown to $25,0 mi. The bank had
been prospering along with the city which now contained 25,000 inhabitants.
Not only was Milwaukee growing rapidly, but people were pouring into the
whole state and a pressing need for banking facilities became widespread.
One of the first duties of the newly formed legislature, therefore, was to
frame a general banking law. Doubtless, not many persons realize that in
those days the referendum was already an integral pari of democratic gov-
ernment, for the people had incorporated in their state constitutions a clause
which provided that no banking act could become a law until it had first been
passed by the people themselves. A referendum on the question, "Bank or
no Rank" was held in 18.11. when a large majority voted for hanks, and in
1852, after the Legislature adopted a carefully drawn banking act. it also had
to be submitted to the people before it could become a law. The law under
which all the banks of Wisconsin, except the national banks, are doing busi-
ness today is based on that act, which may be called "essentially, preeminently,
and peculiarly a people's law."

In 1888 the bank was incorporated under the Wisconsin state Banking Law
as Marshall & Ilsley Bank with a capital of $200,000. This was increased in

1895 to $300, , in 1905 n. $£ ,000, ami in HUT to $1,000,000. The increase

in deposits for the last thirty years shows that the business of the bank has
steadily grown. Tim deposits were:

1890 $2,545,516.00

1900 3,923,366.77

BANKING AND FINANCE 353

1010 8,617,488.47

1920 22,862,472.5S

In 1901, Mr. Marshall retired as president to be succeeded by Mr. Ilsley who
held this office until his death in 1904. Succeeding presidents have been
Gustav Reuss, 1904-1908; James K. Ilsley, 1908-1915; John Campbell, 1915-
1920; John H. Puelicher, 1920-

The rapid growth of the bank from its inception, necessitated continual
moving into larger quarters. The various offices, each considerably larger
than the one before, have been located on East Water Street and on Broad-
way. In 1906, a branch bank was erected to care for the south side business.
The present building of the bank was completed in 1913. It was designed not
only to furnish a fitting and convenient home for the bank, but by its strength,
dignity and architectural beauty, to be a fitting monument to its founders,
Samuel Marshall and Charles F. Ilsley.

The bank is carrying out the ideals of its founders. Its aim is to serve well
the community with which it has grown. Each succeeding group of officers
has recognized that solidity and substantiality combined with character and
integrity are the elements which make for the longest life and the greatest
usefulness in business ; and each group has steadfastly held to these basic
considerations in planning for the growth and development of the business.
The bank has grown as the community has grown — solidly and substantially
— and today stands as an evidence of the spirit of those who gave and those
who are giving their lives to a community service of high character.

The Marine National Bank of Milwaukee dates its ancestry back to May
7, 1839. when the Wisconsin Marine and Fire Insurance Company was organ-
ized by George Smith and Alexander Mitchell.

That company was empowered by its charter to receive deposits, issue
certificates, lend money and do an insurance business. George Smith was
president and Alexander Mitchell, secretary. Their certificates of deposit
resembled bank notes and circulated throughout the country the same as
currency, and while notes issued by other institutions frequently depreciated
in value or became utterly worthless, those of the Wisconsin Marine and Fire
Insurance Company were always redeemed on demand in gold coin. The
total amount outstanding in 1840 was about $42,000 which increased gradu-
ally until in 1852 there was outstanding $1,470,235.

It is a well known fact, and within the recollection of pioneer citizens
still living, that the "Mitchell Bank" currency, as it was known, enjoyed
the prestige throughout the entire Northwest of being the only currency in
circulation during the period named that was considered safe to accept and
hold over night without fear of depreciation.

In 1853 a charter was taken out by Mr. Mitchell under the banking laws
of Wisconsin and the word "Bank" was added to the name. Again in 1880 the
charter was renewed for twenty years or until 1900.

Mr. Mitchell died in 1886 and being the sole owner of the bank bequeathed
the capital stock in equal shares to his son John L. Mitchell, David Ferguson,
and John Johnston, who became officers of the bank, remaining such until
1893.

Vol. 1—2 3

354 HISTORY OP MILWAUKEE

At the time of Mr. Mitchell's death the capital of the hank was $100,000.
the surplus $2,158,000, which was a fund really representing a sum due to
Mr. Mitchell carried outside of the deposits, while the general deposits

amounted to $6,000,000. *

In 1887 the capital stock was increased to $500,000, and the deposits and
general business of the hank grew steadily until the panic id' 1893 fell mi tin 1
country, when the bank was found to have a substantial amount of slow and
uncollectible loans, making it necessary to suspend payment and have a
receiver appointed. Mr. Washington Becker was made receiver and within six
months, after overcoming what appeared almost insurmountable obstacles,
fresh capital of $500,000 was raised and the bank resumed with Mr. Becker as
president, John L. Mitchell, vice president, and John Johnston, cashier. Win n
the charter expired in 1900 the deposits, which aggregated $7,870,000 at the
time of the suspension, had been fully liquidated with interest.

In July, 1900, The Marine National Bank of Milwaukee was organized
under the national laws with a capital of $300,000 and began business, assum-
ing the deposit liabilities of the old hank.

Washington Becker became president, John L. Mitchell and John Johnston,
vice presidents, and Arthur II. Lindsay, cashier. The deposits w T ere then
$1,693,000. In 1906 the capital was increased to $500,000 which remained
unchanged December 31, 1921. The earned surplus on that date amounted to
$1,000,000, while the deposits were $8,756,000.

The officers are: Washington Becker, president; Arthur II. Lindsay, vice
president; Edward II. Williams, cashier; George W. Moore, assistant cashier;
George D. Prentice, assistant cashier; Thomas J. Durnin, secretary.

Directors: Washington Becker, president; Thomas Daly, vice president
Old Commercial National Bank, Oshkosh, Wis.; Francis E. Dewey, president
Edward Dewey Company; Stephen II. Hoff, president Haekett. Hoff <x Thier-
mann, Inc.; Alfred F. James, president Northwestern National Insurance
Company; Arthur II. Lindsay, vice president; Edmond J. Lindsay, president
Lindsay Brothers, Inc.; Samuel McCord, capitalist; Herbert A. Viets, presi-
dent Fuller-Warren Company.

National Exchange Bank. — January 2, 1922, marks the sixty-seventh anni-
versary of the founding of the National Exchange Bank of Milwaukee.

Organized in December, 1854, as the Bank of Milwaukee, by C. D. Nash.
it began business the following month and continued until March, 186"), when
it became the National Exchange Bank. During these sixty-live years, the
bank has had but three presidents. Mr. Nash served until 1892 when he was
succeeded by Charles Ray who retired in 1900. Mr. Hay's place was taken by
J. W. P. Lombard, now the active head of the institution.

A glance at the list of officers and' directors from the date of the hank's
organization to the present time, — sixty-seven years filled with remarkable
changes, — shows that men prnniinent in the business life of Milwaukee have
been connected with the National Exchange. The directorate included : CD.
Nash, 1865 1892; John Bradford, 1865-1878; John Plankinton, 1865-1888; S. S.
Daggett, 1865-1868; J. II. Van Dyke. 1865-1909; R. \Y. Peake, 1868-1869;
Edward I'. Allis, 1869-1878; F. J. Blair, 1878-1890; W. G. Fitch. 1879 L891;

BANKING AND FINANCE 355

Grant Pitch, 1888 to date; G. D. Van Dyke, 1890-1899; George R. Nash, 1890-
1893; Charles Ray, 1890 to date; J. W. P. Lombard, 1891 to date; Samuel
M. Green, 1893-1901; J. E. Friend, 1893-1912; Charles Allis, 1900-1901; Henry
F. Whitcomb, 1902 to date ; Frederick W. Sivyer, 1902-1903 ; W. D. Van Dyke,
1909-1910; F. L. Pierce, 1910-1919; Lawrence Fitch, 1910 to date; Harry J.
Brown, 1912 to date, and Frank R. Bacon, 1919 to date.

Vice presidents who have served the National Exchange Bank are : John
Bradford, 1865-1879; John Plankinton, 1879-1888; W. G. Fitch, 1888-1891;
Charles Ray, 1891-1892; J. W. P. Lombard, 1892-1900, and Grant Fitch, 1906
to date.

Second vice president: Charles Ray, 1890-1891, and J. W. P. Lombard,
1891-1892.

During the sixty-seven years of the life of the National Exchange Bank,
the bank has had but three cashiers. They are: W. G. Fitch, 1865-1888;
Grant Fitch, 1888-1906, and William M. Post, 1906 to date.

The list of assistant cashiers includes: Abbott Lawrence, 1882-1886;
Grant Fiteh, 1886-1888; George R. Nash, 1888-1889; Frederick Fasten, 1889-
1892 ; William M. Post, 1900-1906, and G. W. Augustyn, 1913 to date.

The National Exchange Bank, then the Bank of Milwaukee, opened for
business in a three-story brick structure at Detroit and East Water streets.
This was a most pretentious structure in the days before the Civil war. After
several years in this location, the bank moved into a new five-story building
at 86 Michigan Street, in the heart of Milwaukee's financial district. This
banking house soon became too small and in 1887, the bank was moved to
its present location at Michigan and Broadway, up to that time the site of the
Newhall House, Milwaukee's famous hostelry which burned with the loss of
scores of lives. The bank's capital has grown to $500,000, with surplus and
undivided profits of over $700,000.

Through the period of the Civil war and the troublesome reconstruction
days that followed the end of the struggle between the North and South,
and through financial panics which wrecked many larger banks and made
paupers of millionaires, the National Exchange Bank has been of service to
the community in precisely the fields which at present identify it — the fur-
thering not of speculation but of commerce, and the furnishing of assistance
to the individual merchant, business man and country bank.

Second Ward Savings Bank. — Three score and ten years ago the founda-
tion was laid for the Second Ward Savings Bank. From that day to this
the corner stone policy has been to provide a sound and conservative bank-
ing service for the Milwaukee and Wisconsin public, under the direction and
management of men of wide business experience and conservative judicial
minds.

On December 26, 1855, by formal articles of partnership, the old firm of
Wilmanns, Jacobs & Company was reorganized to conform with the new state
banking statute of April 19, 1852, and took the chartered name of "Second
Ward Bank." This name in those days was more significant than it is today
as the Second Ward embraced all of Milwaukee west of the river fortifications.
The partners were Messrs. Augustus A. Wilmanns and William H. Jacobs.

THE SECOND WARD SAVINGS BANK
Located at the intersection of Wesl Water and Third

itreeta

BANKING AND FINANCE 357

In about 1866 a further reorganization was effected under the corporate
name of "Second Ward Savings Bank" and the controlling interest fell to
Messrs. Joseph Schlitz, Valentine Blatz, William H. Jacobs and Phillip Best.
Mr. Jacobs was cashier and active manager until his death in 1882. He was
succeeded as cashier by Mr. C. C. Schmidt, who was succeeded by W. L.
Cheney in 1912. Mr. Cheney was cashier until his death in 1916. Mr. G. L.
Weigle was then made cashier and is still in that position. At the death of
Mr. Best in 1869 his interests were acquired by Capt. Fred Pabst and Emil
Schandein. At the death of Mr. Joseph Schlitz, in 1875, his interest fell to
Mr. August Uihlein. Mr. Blatz continued as president until his death in
1894, when Mr. August Uihlein became president. After the death of Mr.
Schandein and Captain Pabst in 1900, their stock interests were acquired by
Mr. August Uihlein. At the death of Mr. August Uihlein, in 1911, Mr. Joseph
E. Uihlein, the present incumbent, became president.

Except for a few years, under the early partnership arrangement when the
headquarters were on Chestnut Street, near Third, the main office has been
located from the beginning at Third, West Water and Cedar streets. The
present banking building, constructed in 1 912, is the third structure occupied
by the bank on the same site.

In 1873 a branch known as the Sixth Ward Branch was established at
Third Street and Reservoir Avenue, and in 1874 another branch known as
the Ninth Ward Branch was established at Vliet Street and Central Avenue.
Both of these branches were rebuilt in 1912 and are now known as the Ninth
Ward Branch, Twelfth and Vliet streets, and the North Side Branch, Third
and North Avenue.

With the advent of the new structures in 1911-12 came an enlarged or-
ganization and the aggressive policy of developing a commercial as well as
a savings banking business. At present the bank is on about a 50-50 basis.
That is, about half of its deposits are savings and half commercial.

In this policy of progress the securities business was also included, and a
bond department was organized in 1911. In January, 1920, the business of this
department was turned over to the Second Ward Securities Company, a cor-
poration organized for the express purpose of dealing in securities. It is
controlled by the identical stockholders of the bank.

The capital which was originally $25,000 has been consistently increased
to meet the needs of an enlarged business. It was raised from $200,000 to
$1,000,000 in 1909, and is backed up today with a surplus of $1,000,000 in
addition to liberal undivided profit and contingent reserves.

It took about thirty years (to 1880) for the deposits to reach a million
and another thirty years (to 1910) to reach ten million. In 1920 the deposits
passed the thirty-five million mark. The latter figure represents the bank
balances of some fifty thousand (50,000) clients, of which about forty thou-
sand (40,000) are savings depositors. This makes the Second Ward Savings
Bank the second commercial bank and the first savings bank in the State of
Wisconsin.

The bank has an imbroken dividend record of twenty-five years. It has
withstood the shock of three United States wars. It has weathered the
financial storm of four major panics. It is now emerging from the economic

358 HISTORY OF .MILWAUKEE

crisis of the World war in the enviable positi ujoyed by few banks — with

a large surplus, and Liberal reserves.

Second in Commercial importance, first in Savings, unexcelled in personal
service, the Second Ward'Savings Hank and the Second Ward Securities
Company boasl of their unmarred history, and look to the future with thai
assurance of continued success and usefulness to the community which sueli
a record justly inspires.

American Exchange Bank. — The American Exchange Bank had its incep
lion in the fad that the southern section of the city was without an adequate
financial institution to render immediate service to the business interests lo-
cated there. While the retail interests, which had in an earlier day grown
up in the northeastern part of the south side had been drifting westward, the
manufacturing and small jobbing interests continued to grow.

The need, therefore, of an efficient hanking institution to serve not only
for the business interests that had grown up in this section of the city, but
for the general public as well, became apparent.

Thus, the German-American Bank, which later became the American
Exchange Bank was founded by Emil Durr, who had for years been identified
with the lumber business and later with the United States Gypsum Company,
and who became its president. Charles F. P. Pullen. formerly a hanker at
Evansville, Wis., became the organizer, cashier and manager of the institution,
associating with him F. F. Riedel, also an experienced banker.

The charter was issued in 1892 and the bank was opened at the northeasl
corner of Reed Street and National Avenue, where a branch of the present
bank is still maintained. Owing to the large German population in this sec-
tion of the city, business expediency suggested the name of the German-
American Bank. The original capital stock was $100,00(1 and the opening
deposits aggregated $160,000.

In January, 1900, the capital stock was increased to $200,000. Edwin
Reynolds, who was then the general manager of the E. P. Allis Company,
became the president of the bank. During the same year a branch bank was
opened at the corner of Kinnickinnic and Lincoln avenues, with F. F. Riedel
as manager. It was known as the Bay View Branch.

A second branch, known as the Mitchell Street Branch, was opened in
1906 at the corner of Mitchell Street and Third Avenue. Mr. Henry J. Mill-
man, who was then connected with the Western Worsted .Mills, became the
active manager. The opening of this branch was followed by an increase in
the capital stock to $250,000.

During the following year Edwin Reynolds, owing to ill health, retired
from the presidency, and was succeeded by Jesse B. Whitnall, who served until
L915. Edward A. Farmer was then chosen.

During the years of 1 !'l 7 and 1918 the bank engaged in an important de-
parture. The main bank was moved down town and the old hank location
became a branch. At the same time the capital stock was increased from
$250,000 to $500,000. During this period, too, the old name was discarded and
the name American Exchange Bank was chosen.

New hank quarters were opened in the Plankinton Arcade on Second

BANKING AND FINANCE 359

Street. d"'gnified and modern in appointment, and in keeping with the demands
of a first class financial institution. Safe deposit vaults for the use of the
patrons of the bank were provided and a bond department was established.

Inasmuch as the banking laws no longer permitted the addition of new
branch banks the Bay View branch became an independent institution and is
now known under the name of the Bay View Commercial and Savings Bank.
The National Avenue and the Mitchell Street branches were retained and are
now operated as branches of the American Exchange Bank. Early in the year
1921 the Mitchell Street branch was housed in a new and commodious home,
constituting the most imposing bank structure in that section of the city.

In December, 1919, Edward J. Kearney was made the president of the
bank. He is of the firm of Kearney & Trecker Company of West Allis, and
enjoyed a high standing among the industrial and commercial interests of the
city. Thus, his active connection became a distinct asset to the bank. About
this time the capital stock of the bank was increased to $1,000,000, made neces-
sary by its increase of 68 per cent in its deposits.

Speaking prospectively of the American Exchange Bank it should be
stated that it has secured a long term lease on the northeast corner of Grand
Avenue and Second Street, upon which site it will erect a modern bank struc-
ture within the next year or two.

The growth of the bank has been a steady and substantial one. "While its
capital stock was increased within a comparatively few years from $250,000 to
$1,000,000, its deposits have grown with equal steadiness having now reached
the $8,500,000 figure.

National Bank of Commerce. — The Germania National Bank opened for
business July 1, 1903, with a capital of $300,000. The first board was com-
posed of the following nine directors: William Berger, Louis W. Bunde,
George Brumder, Herman Felir, Willibald Hoffmann, George P. Mayer, Alfred
G. Schultz, Frederick M. Wilmanns, Frank P. Ziegler. George Brumder was
the first president and held this office until the time of his death, May 9,
1920. June 9, 1910, Wm. C. Brumder was elected president of the bank. In
1918 the old name was discontinued and the title National Bank of Com-
merce was adopted. In July, 1919, the capital of the bank was raised from
$300,000 to $1,000,000 and the number of stockholders increased from 65
to 400.

In January, 1920, Mr. Brumder severed all his active business connec-
tions. He retired from the presidency of the bank and was succeeded by
Herman Fehr. At that time the number of directors was increased to thir-
teen and all of those who then constituted the board are still active.

The first statement to the Comptroller of the Currency in 1903 showed
total footings of $900,000. The quarters were very small and the entire
official and working force consisted of five people. From this small be-
ginning, the business has grown steadily and at the last statement call the
footings amounted to about $10,000,000. Additional space has been taken
on from time to time. The number of employes now exceeds sixty people.

Building up of a bank is due to the confidence placed in it. Only by giv-
ing good service and satisfaction can a bank retain and continue to enjoy

360 HISTORY OF MILWAUKEE

the confidence and patronage of its customers. The bank is thoroughly
equipped to handle the business of its clients promptly and to extend every
accommodation consistent with sound banking. Bond Departmenl was added
in 1912.

The present Board of Directors consists of: Wm. Berger, Prank P.
Blumenfeld, Geo. P. Brumder, Wm. C. Brumder, Louis W. Bunde, Herman
Pehr, Albert T. Friedmann, Wm. J. Krauthoefer, Ceo. P. .Mayer, Arthur
E. Munkwitz, Alfred G. Schultz, Herman A. Wagner, Chas. II. Whiffen, and
Frederick M. Wilmanns.

The West Side Bank of Milwaukee. — A State Bank, was organized in
April. 1893, and opened for lmsiness on .May 10, 1893, the premises occupied
being then known as Doctor Senn's Block. This location is known as historic
ground to the old settlers of Milwaukee. It was on this site that the first
brick building in the City of Milwaukee was erected by John Hustis. and
known to the old settlers as The Hustis Block, the pride of early Kilbourn-
Town, this being the name of the settlement on the west side of the river,
before its consolidation with the settlement on the east side of the river.
then known as the original Milwaukee.

The first Milwaukee newspaper, the Milwaukee Advertise]-, owned and
published by Alonzo Richards, was printed on this same site that is now
occupied by the West Side Bank Building.

The West Side Bank was originally a branch of the Merchants Exchange
Bank, of which the late Rudolph Nunnemacher was cashier and manager.
When the Merchants Exchange Bank and the First National Bank were
consolidated, early in 1894, the West Side Bank incorporated as a separate
institution, with a charter from the State, as a State Bank, the National
Banking Laws at that time not permitting branch banks.

Due to conservative management, the West Side Bank is today one of the
soundest and financially strongest institutions of the city, which is clearly
demonstrated by a perusal of its annual statement.

The first officers elected on July 1, 1894, were as follows: President, Adam
Gettelman ; vice president, Oscar J. Fiebing; cashier, George Koch: assistant
cashier, Alfred G. Schultz.

In 1903 Alfred G. Schultz, assistant cashier, resigned, to become cashier
of the Germania National Bank, and ('lias. J. Kuhnmuench, who had been
connected with tin' West Side Bank, since its opening on May It). 1893, be-
came assistant cashier.

Oscar .1. Fiebing resigned as vice president in October, 1910, owing to
continued illness, and George Koch was elected vice president and Chas. J.
Kuhnmuench, cashier. Herberl Feerick, connected with the bank since 1895,
became assistant cashier. So that the officers today are: President. Adam
Gettelman; vice president, George Koch: cashier, Charles J. Kuhnmuench;
assistant cashier, Herberl Peerick.

The capital on duly 1. 1894, was $100,000. This was increased to $200,000
on May Id, 1911, and to +400,000 on May 10. 1920. Today, the surplus is
+200,000. and undivided profits approximately $175,000. Deposits arc ap-
proximately $3,000,000.

BANKING AND FINANCE

361

The original Board of Directors elected to serve on July 1, 1S94:, was as
follows : George Koch, A. C. Zinn, Adam Gettelman, Oscar J. Fiebing, Geo.
P. Mayer, F. L. Schmitt, Chas. Pittelkow, Fred W. Schroeder, and H. J. Kill-
ilea. The present board is as follows : George Koch, Adam Gettelman, Victor
Schlitz, V. J. Schoenecker, Otto J. Schoenleber, <T. A. Schwalbach, and Walter
A. Zinn.

Consolidated Statement of Milwaukee Banks

RESOURCES

NATIONAL

Loans

Bonds and

Securities

Real Estate
Fur. & Fix.

Cash & Due
from Banks

Totals

First Wis. National

$ 77.519.04fl.39t
6.234.8S6.37
6,158,561.52f
5,281,016.02t

$ 6,282,790.70
2,341.9 IN 78
2,273,384 12
1,610,936 30

$3,477,333.79

$18,506,352.19

2,763,893.72
1.313,933.33
2,197,616.29

$105,785,523.16
11.340 728 87

Natl. Bank of Com

National Exchange . .

20,153.20
150.000 00

9,775.032.47
9.239.56S61

STATE

American Exchange

8,S63,227.49t

1,710,119.32

1,442,642.17

1,252,595 881

508, 24 1.33

565,2,88 17

80,000 00

806.3H, 96

1,103,661.51

1,563,323 39

50.173 30

10,035 96

81,920.00

221,512 93

10.000 00

317,086 96

45,538,61
537,930.71
187,484.58

106.339 80

2,975.762.41

591,484 22

189,841.40

61,844.15

10,897 93

2,111,424 99
753,438.10
355,389.64

6,839.651.03
55,049.45
780,994.19
158,065.15
128,624.11
254,588 32

1,248,050.43

216,350.57

22,793.90
35,504.45
32,853.12

1.6(1 1,037.30
585.686.05
277,683.58
189.291.28

1 1,903.48
210,842.42

15,986.65
189,497.73

15,153 48
170,466,30

68,247.24

114.751 37

1,171.103 77

240,759.50

477,245.14

101,119.05

1,799.39

312,221.51

245,891.77

210,440.48

6,154,465.66

99,318.50
204.666.16
110,066.48

62,760.01
667.982 SO

203,675.80

11,7S9,276.S7

Bav View Conil. & Sav. . .
City Bank

1,806,003.50

1,484,776.24

635,064.81

K:i-l Siilc Kink . .
Holton Street

16.289 19
6,982 56

28.894 72
5,641 69
2,000.00

11,363.97

43,000.00
555,620 It

41.303.91
150,000.00

25.000.S4

1.013,933.01

112.969 21

1,3 11,796 37

Laytun Park State

Lincoln State

Marshall & Ilsley. . .

Merch. & Mfrs

513,026 67

271.707 37

356,477.30

19,579,877.96f

1,411,186.80

2,278,403 851

938,325.70

20,795.00

121.541.89

1.223,423.68

538,803 16

620,568.47

27,585,364.28

2,284,734.43

3,095,490 39

Milwaukee Coml. . . .

1,126.289.74
33,492 32

Mitchell Street

906,284.17
1,623.594 88

11.279.95
78,347.66

28,468.72
500.000.00
10,732.30
20,482.14
23.7X7 69
6,293.24
10,417 80
32,979.90

3,341,210 62
2,701,272 41

Park Savings

1.378.712.72

20,318.905.76

502.283.01

1,973,011.56

33,813,022 45

667, 3S3 26

675,660.90

1,681,803.39

Vliet Street ....

473,342.57
427,374.09

765.261 89

West Side Bank

2,903,983 22

l,355,026.84t

3,836,972.20
2,839,73297

$166,415,118.54
$150,407,452.22

$33,259,173.56

$35,903,415.21;

$5,572,875.75

$3,227,652.39

$41,836,858,49
$54,529,909.68

$247,084,026.34

82 1 1.(11,8,429,55

LIABILITIES

NATIONAL

Capital Surplus and l'rohts

Circulation

Reserves

Deposits

First Wis. National

Marine National

$ 6,0011.000 1111

500,000.00

1,000,000 on

$ 3,488,158 29

1,051,845.06
346,540.25
719.801 50

$2,515,795.00
500,000.00
292,800.00
305.100.00

$23,622,483.07 1*

762,340.57*
1,898,792. 84*t
1,036,171.871*

$ 70,159,086.80
8,526.534.24
6,236,899.38

National Exchange. . . .

500,000.00

6,678.495 24

STATE
American Exchange

1,000.000.00

200,000 00
lOO.ooo 00
300.00(1 00

50,000.00
100,000.00

50,000 00

50,000.00
50,000.00

11)0,000 1)0
1,000, 000. 00

130,000.00
400,000 on

100,000,00

377,573.10
92,857 27

10,431 79

30,000.00

8,718.06

20,355.64

12,969 2]

44,103.81

152 7.;

23,635 36

7,567.01

6,83 1 38

1,656,150 18

62,331 89

185,112 15

16,895.11

297.35

88,786 1 1

52,301.23

107,523.45

1,500,853 37

17.57 1 83

54,048.62

15,(191 72

20,0011 (III

372,726.18

1 1 1,860.67

1,792,795 43t*

4,000 (in

26,516.65

68,519.611"

10,613.09s
8,932.76*

8,618,908.34

City Bank

615,733.66

East Side Hank.. . .

934,644 61

Holton Street

22,531 88*
3.800 Oils
5,296 04*

8,866.50*
3,510.40

3,360,720 961*

1 1,956.70

298,967. 82f*

1,225,160.68

Italian Mutual

120,280 16

Kilbourn State

1.144.492 28

472,369.65

Lincoln State

510,223.69

Marshall & Ilsley. . ..

21,, MIS, 493. 14

2,077,445.84

Merch .V- Mfrs

2,211,110 12

Milwaukee Coml..

1,009,394.63

s Is

205,000.00*

38.726 15

2,500.00

576,815.64*

32,394.97

Mitchell Street

50,000.00
200,000.00

211(1.1 inn 00

1.1)00.0011 00

100,000 00

50,000 00
50,000 00

loi i.i ion 00
400,0

100,000.00

2,997.12 1 18

Second Ward Sav

311.735.353.44
510,808.43

Teutonia Ave

Union Bank

Vliet Street

West Side Hank

1,600.00
66,179.09*

2,606,67
81, 26(1 66
52, 234. 1ST

1,576.154.77

633.991.08

502 144.78

2.979,985.36

2,572,638.12

$ 13,880,000 00
$ 12,980,000.00

$10,536,696.35
$ 9.247,331 54

$3,613,695.00

$3,622,095 00

$33,980,547.88
$ 8.508.071.58

$185,073,087.11
$209,710,931 13

t Rediscounts. * Bills pay

able, bonds borrowed.

■ it her liabilities ai:

d unearned discounts iiicludeil s ( liiar.mt.y fund.

362 HISTORY OF MILWAUKEE

Bank Officers and Directors, in hanks Located in the city and county of
Milwaukee serving with the beginning of the year 1922:

First Wisconsin National Bank. — Officers: Oliver ('. Fuller, president;
Walter Kasten, vice president; II. 0. Seymour, vice president; Edgar J.
Hughes, vice president; Heriflan F. Wolf, vice president; Roberl W. Baird,
vice president; Henry Kloes, vice president; J. M. Hays, vice president;
August W. Bogk, vice president; A. 0. Casper, cashier; Win. K. Adams,
assistant vice president; F. K. McPherson, vice president; Fred R.'Sidler,
assistant vice president; George C. Dreher, vice president; A. V. I). Clark-
son, assistant vice president; Oscar Kasten, assistant cashier; Frederick
Wergin, assistant cashier; Franz Siemens, assistant cashier; Oeo. E. Fleisch
mann, assistant vice president: L. K. Houghton, assistant cashier; II. 6. Zahn,
assistant cashier, E. R. Ormsby, assistant cashier; Win. ( '. Haas, manager
Foreign & Savings Department; Herman W. Eskuche, assistant manager
Foreign & Savings Department; William Zimmer, assistant manager Foreign
& Savings Department; R. E. Wright, manager Commercial Service Depart-
ment, S. R. Quaden, auditor. Directors: Isaac D. Adler, Dr. C. E. Albright,
Robert W. Baird, John I. Beggs, Fred C. Best, L. O. Bournique, Robert Camp,
Michael F. Cudahy, Walter Davidson, Herman W. Falk, Otto H. Falk, Adolph
Finkler, Oliver C. Fuller, Fred T. Goll, Howard Greene, Edgar J. Hughes,
J. P. Hummel, Walter Kasten, Harry Landauer, George P. Miller. II. J. Xun-
nemacher, Gustave Pabst, Ludingtou Patton, L. J. Petit, Charles F. Pfister,
Fred C. Pritzlaff, Louis Schriber, H. O. Seymour, Frederick L. Sivyer, Clement
C. Smith, Henry M. Thompson, Edward A. Uhrig, George I). Van Dyke, John
C. Van Dyke, Fred Vogel, Jr., Herman F. Wolf.

Marshall & Ilsley Bank.— (Founded 18-47). Officers: J. II. Puelicher,
president; John Campbell; vice president: G. A. Reuss, vice president and
branch. manager ; F. X. Bodden, vice president; J. H. Daggett, vice president
and manager Bond Department; John E. Jones, cashier; II. .1. Paine, assistant
cashier; Jos. C. Moser, assistant cashier, A. B. Nichols. Jr., assistant cashier:
C. R. Jeske, assistant branch manager; Chas. F. Ilsley, assistant cashier; Albert
S. Puelicher, assistant cashier. Directors: J. 11. Puelicher, John Campbell,

G. A. Reuss, J. K. Ilsley, William S. Marshall, J. H. 'IV ly, Jr., Robert X.

McMynn, Julius 0. Frank, A. P. Woodson, Albeit F. Gallun, Win. W. Cole-
man. Win. E. Black

Second Ward Savings Bank. -Officers: J. E. Uihlein, president: Henry
Bielfeld, vice presidenl ; Albert C. Elser, vice president: J. U. Lademan, vice
president; Robert A. Uihlein, vice president; R. S. Peotter, vice president;
G. L. Weigle, cashier; W. (i. Whyte, assistant cashier; M. E. Baumberger,
assistant cashier; Kurt Meyer, assistant cashier: A. II. Ilorneil'er. assistant
cashier; F. T. Nicolai, assistant cashier: Russell .Jackson, counsel. Directors:
Jos. E. Uihlein, Henry Bielfeld, Albert < '. Elser, Fred -I. Schroeder, Robert
A. Uihlein. Win. B. Uihlein, Russell Jackson, Erwin 0. Uihlein, .1. 1'. Lade-
man, (I. L. Weigle, R. S. Peotter, Fred I'abst. Willits Bollock.

American Exchange Bank. Officers: E. .1. Kearney, president: l>\ I..
Stone, vice president; Carl G. Engelke, vice presidenl and cashier: ('. I).
Raney, vice presidenl ; -I. Edgar Robertson, assistant cashier; Frank M. ('overt.

BANKING AND FINANCE 363

assistant cashier ; Jas. L. White, assistant cashier ; W. A. Manegold, assistant
cashier; E. A. Nowak, manager; Roman Czechorski, assistant manager;
Mitchell Street office; W. II. Correll, manager National Avenue office; G.
H. Babenroth, assistant manager National Avenue office. Directors: Aug.
C. Beck, John D. Bird, Wm. George Bruce, Hugo Deuster, W. D. Johnson,
E. J. Kearney, F. A. Lange, M. S. Sheridan, R. L. Stone, Theodore Trecker,
Frank L. Weyenberg, Edgar L. Wood.

The National Bank of Commerce.— Officers : Herman Fehr, president;
Geo. P. Mayer, vice president ; Alfred G. Schultz, vice president ; E. A. Redde-
man, cashier ; Walter C. Georg, assistant cashier; Harry W. Zummach, assistant
cashier. Directors: Wm. Berger, Geo. F. Brumder, L. W. Bunde, Wm, C.
Brumder, Herman Fehr, Geo. P. Mayer, F. M. Wilmanns, F. P. Blumenfeld,
W. J. Krauthoefer, Alf. G. Schultz, ('has. II. Whiffen, Arthur R. Munkwitz,
Albert T. Friedmann, Herman A. Wagner.

The National Exchange Bank. — Officers : J. W. P. Lombard, president;
Grant Fitch, vice president; Wm. M. Post, cashier; G. W. Augustyn, assistant
cashier. Directors: F. R, Bacon, II. J. Brown, Grant Fitch, Lawrence Fitch,
J. W. P. Lombard, Charles Ray, II. F. Whitcomb.

The Marine National Bank. — officers: Washington Becker, president;
Arthur II. Lindsay, vice president; Edward H. Williams, cashier; Geo. W.
Moore, assistant cashier; Geo. D. Prentice, assistant cashier; Thomas J.
Duruin, secretary. Directors: Washington Becker, Thomas Daly, Francis
E. Dewey, Stephen H. Hoff, Alfred F. James, Arthur H. Lindsay, Edmond J.
Lindsay, William B. Strong, Herbert A. Viets.

Merchants and Manufacturers Bank. — Officers: L. M. Alexander, chair-
man of the board of directors; W. F. Myers, president; H. P. Andrae, vice
president; Benj. V. Dela Hunt, cashier; Frank Brand assistant cashier;
James K. Edsall, assistant cashier. Directors : L. M. Alexander, H. P. Andrae,
Fred Doepke, Benj. V. Dela Hunt, W. F. Myers, E. C. Knoernehild, Judson G.
Rosebush, George F. Ruez, T. H. Spenee, Gustav J. A. Trostel, F. J. Wood,
Haskell Noyes, W. H. Park, George Gibhs.

Bay View Commercial and Savings Bank. — Officers : E. J. Kearney, pres-
ident ; R. L. Stone, vice president ; Fred W. Niles, vice president and cashier ;
Frank J. Amann, assistant cashier; Paul A. Papke, assistant cashier. Directors:
Aug. C. Beck, E. J. Kearney, Fred W. Niles, M. S. Sheridan, R, L. Stone,
W. P. Westenberg, Edgar L. Wood.

The City Bank. — Officers: Edw. A. Farmer, president; F. M. Weinhold,
vice president; John H. Moss, vice president; W. F. Jackson, cashier: W. B.
Frank, assistant cashier; W. H. Sullivan, assistant cashier. Directors: II. II.
Bloedel, Chas. L. Borst, Edw. A. Farmer, M. II. Grossman, W. F. Jackson,
John H. Moss, Benj. Poss, J. E. Sharp, L. R. Stollberg, F. M. Weinhold, J. C.
Zeman.

Home Savings Bank. — Officers and Directors: Faustin Prinz, president;
Michael B. Wells, vice president; Alfred Prinz, cashier; Geo. E. Trupke, as-
sistant cashier; George Durner, Albert Froede, Julius J. Goetz, Chas. J.
Poetsch, Hugo Zedler.

Kilbourn State Bank of Milwaukee. — Officers: J. II. Weber, president;

::iil EISTORY OF MILWAUKEE

Jos. Miller, vice president; F. B. Wallber, cashier; C. II. Elwing, assistanl
cashier; Edwin Schulz, assistant cashier. Directors: John E. Dirk, Val.
Gerhardt, M. J. Grueschow, ('has. Sommerfield, Frank Frentz, Gust. Kohl-
hardt, Geo. Bauer.

Layton Park State Bank. — Officers: M. II. Traub, president; II. J. Gram-
lin, M. D., vice president; E, W Behrens, cashier. Directors: W. II. Dick.
II. J. Gramling, M. D., II. Held, Prank Serda, A. M. Lohr, E. II. Mayer, Wm.
Mitchell. M. Schneider, M. II. Traub.

Lincoln State Bank. — Officers: A. Szcerbinski, president; P. L. E. Dro
zniakiewicz, vice president: .Martin J. Daly, cashier. Directors: Thomas
Kuczynski, Anton Hauerwas, I!. A. Dziennik, Anton Lukaszewicz.

Milwaukee Commercial Bank. — Officers: Alfred Kay, president; Paul
Hammersmith, vice president; Wm. C. Ahlhauser, vice president; C. A. Gun-
derson, cashier; E. M. Kells, auditor. Directors: Alfred Kay, Paid llanimer-
sniith, Wm. C. Ahlhauser, Theodore Ernst, M. J. Guenther.

Mitchell Street State Bank.— Officers : J. T. Johnston, president; S. J.
Wabiszewski, vice president; P. J. Grutza, cashier. Directors: J. T. John-
ston, S. J. Wabiszewski, Frank J. Grutza, A. E. Martin, J. M. Schneider, J. T.
Esser, A. P. Kunzelmann, Chas Miksch

North Avenue Bank. — Officers : Wm. F. Coerper, president ; George L.
Baldauf, vice president; A. J. Langholff, vice president; Joseph M. Wolf,
vice president; F. A. Lochner, cashier; J. A. Chivas, assistant cashier: E. 0.
Perschbacher, assistant cashier. Directors: George L. Baldauf, J. H. Binney,
J. C. Coerper, Wm. F. Coerper, John Diercksmeier, Wm. C. Garens, A. H.
Hammetter, Wm. P. Hug, F. W. Kaufman, A. J. Langholff, P. A. Lochner,
E. L. Mohr, Alberl Sehultz, John Stuesser, Joseph M. 'Wolf.

Security Bank of Milwaukee. — Officers: Louis Scheich, president; Ernst
Demin, vice president; Oscar E. King, vice president; Burne Pollock, cashier;
(ieu. A. Knauer, assistant cashier. Directors: Jos. H. Becker. Henry J. Bend-
inger, Henry Cook, Ernst Demin, Oscar E. Klug, Chas. Knoersehild, John
Mueller, Burne Pollock, Dr. Theo. H. Rolfs, Louis Scheich, John P. Schmitt,
Henry Spielvogel.

The Union Bank of Milwaukee. — Officers : John ('. Karel, president; Jos.
M. Crowley, vice president ; J, M. Ettenheim. vice president ; Ceo. I). Luscher,
vice president and cashier; C. A. Florey, assistant cashier; L. W. Williams,
assistant cashier. Directors: John C. Karel, Jus. M. Crowley, J. M. Etten-
heim, Geo. D. Luscher, John Reichert, W. A. Schroeder, D. T. Leisk, Herman
Toepfer, Prank Roemer, Chas. Stolper, B. V. Davis.

Vliet Street State Bank.- -Officers: ('has. Knoernschild, president; Mas

Schoetz, Jr., vice president; Wm. C. Heib, vice president: Arthur If. Emer-
son, cashier ; Cus. Fondrie, assistant cashier. Directors: ('has. Knoernschild,
Wm. C. Heib, Max Schoetz, Jr., Arthur R. Emerson, Thomas A. Clancy, Wm.
R. McGovern, Wm. C. Blommer, Emi] F. Henoch, Clifton Williams.

Wisconsin State Bank. Officers: Chris, (dans, president; Harry S. Pig
gins, vice president; Wm. II. Hasse, cashier; C. A. Kamhe. assistant cashier.
Directors: John P. Bruemmer, Chris. (Hans. Wm. Gutenkunst, Wm. II. Hasse,

BANKING AND FINANCE 365

Oscar C. Mehl, John Muekerheide, Herm. Noll, John H. Paul, Harry S. Piggins,
Ed. E. Plaum, Aug. C. Sehrt.

First National Bank (West Allis). — Officers: 0. L. Hollister, president;
Henry Freeman, vice president; I. L. Tipple, cashier, M. W. Markert, assistant
cashier. Directors: C. Edwin Search, Henry Freeman, S. Breese, Jr., Theo.
Trecker, 0. L. Hollister, L. H. Schmidt, Theo. Mueller, A. LeFeber, Orville
Evans, I. L. Tipple.

The Citizens Bank of North Milwaukee. — Officers: H. A. Wagner, pres-
ident; E. D. Coddington, vice president; Chas. H. Krolm, cashier; J. F. Mies-
bauer, assistant cashier; A. Polglase, assistant cashier. Directors: 11. A.
Wagner, J. H. Rohr, Ed. Butler, Wm. II. Momsen, T. II. Spence, E. D. Cod-
dington, Wm. 0. Neilson, C. H. Krohn.

Wauwatosa State Bank. — Officers: Gilbert J. Davelaar, president; S. J.
Brouwer, vice president; II. A. Digman, cashier. Directors: Gilbert J. Dave-
laar, S. J. Brouwer, II. A. Digman, Jos. M. Guentner, Wm. Gettelman, L. L.
Gridley, Michael Schmidt, Robt. Kuhnmuench, Edw. Geske.

First National Bank of Wauwatosa. — Officers: P. D. Gates, president;
Wm. R, Nethercut, vice president: F. N. Ferguson, cashier; M. J. Plautz,
assistant cashier. Directors: Donald 0. Barbee, W. H. Eastman, C. T. Fisher,
P. D. Gates, E. II. Graber, Wm. R, Nethercut, E. A. Swan, F. D. Underwood.

West Allis State Bank.— Officers : J. T. Johnston, president; W. R, Mc-
Kowen, vice president; T. E. Lusk, cashier. Directors: J. T. Johnston, W.
R. McKowen, T. E. Lusk, P. J. Biwer, Chas. II. Hathaway, Aug. Rosenthal,
G. C. Hinkley.

West Side Bank of Milwaukee. — Officers: Adam Gettelman, president;
George Koch, vice president; Chas. J. Kuhnmuench, cashier; Herbert Feerick,
assistant cashier. Directors: Adam Gettelman, Otto J. Schoenleber, V. J.
Sehoeneeker, Jr., Walter A. Zinn, Victor Schlitz, John Sehwalbach, George
Koch.

Teutonia Avenue State Bank. — Officers: E. W. Staadt, president; A. E.
Schunk, vice president; Chas. Elkert, second vice president; John C. Stuesser,
cashier; J. P. Mueller, assistant cashier. Directors: C. C. Staadt, E. W.
Staadt, A. E. Sclrank, Frank Dau, Chas. Elkert, Fred W. Kaufman, Geo. Kaul,
A. G. Netter, Ed. Radtke.

Park Savings Bank. — Officers: Jesse Cappon, president; Alex Ritter, vice
president; F. G. Exner, cashier; P. II. Wendt, assistant cashier. Directors:
Jesse Cappon, Alex Ritter, Peter Kotvis, Robert Reinhold, Fred W. Kemp,
Stephen P. Croft, Wm. C. Feerick, Paul Hartung, F. G. Exner, Henry Ilnnholz,
R. S. Witte.

Holton Street State Bank. — Officers: Henry Vetter, president; A. R.
Punke, vice president; W. S. Clarkson, cashier. Directors: F. W. Fellenz,
Theo. A. Trapp, E. II. Williams, Jos. Pozorski, Peter P. Glysz, August Zamka.

Italian Mutual Savings Bank. — Officers: John Busalacchi, president; N.
S. Maniaei, vice president; I). M. Giuli, treasurer; J. M. Giuli, secretary.
Directors: John Busalacchi, X. S. Maniaei, D. M. Giuli, J. M. Giuli, E. ('.
Baroni, T. Reliant, S. Busalacchi, A. C. Giuli, N. Romano, l>. Coraggio, T.
1 lusalacchi, A. Arena.

366 HISTORY OF MILWAUKEE

Liberty State Bank. — Officers: I. J. Rosenberg, president; Charles E.
Tegge, Dr. H. F. Jermain, vice presidents; B. G. Schlieger, cashier; P. II. SosofiE,
assistant cashier. Directors: A. J. Bitker, George Born, II. \>. Eder, II. R.
King-. Henry Kurtz, M. Miller, William M. Raasch, F. Stocklass, Dr. II. L.
Tilsner, W. A. Wegner, 11. 0. Wolfe.

East Side Bank.- Officers: William I. Greene, president; P. I>. Dean, vice
president: W. F. Nolan, cashier. Directors: Dr. W. T. Nichols, W. I. Greene,
Richard Kiel, P. W. Dean, Otto Best.

Commonwealth Mutual Savings Bank. — Officers: Emil Brodde, president;
John C. Kleist, first vice president ; E. G. Rahr, second vice president : C. B.
Whitnall, secretary-treasurer. Directors: Emil Brodde, John C. Kleist. E. G.
Rahr, C. B. Whitnall, Louis A. Arnold, Gabriel Zophy, R G. Schuffenhauer,
Paul E. Schmidt, Howard Tuttle.

Building and Loan Associations. — Milwaukee County :

American Mutual Loan & Bldg. Assn. — Samuel S. Weil, secretary. 815
Railway Exch. Bldg., Brdw. 681.

Atlas Mutual Bldg. & Loan Assn. — John G. Reuteman, secretary. 442.">
Lisbon Ave., Kilb. 216.

Badger Savings, Bldg. & Loan Assn. — Louis E. Stanton, secretary. 902
Majestic Bldg., Grand 16.

Bahnfrei Mutual Bldg. & Loan Assn. — John Stattner, Jr., secretary. 1120
North Ave., Line. 3184.

Bay View Bldg. & Loan Assn. — J. C. Bullock, secretary, 1285 Kinnickinnic
Ave., Han. 1831.

Bohemian Mutual Loan & Bldg. Assn. — F. A. Ambroz, secretary, 661
Muskego Ave.

Citizens Mutual Bldg. & Loan Assn. — Frank Armitage, secretary, Loan &
Trust Bldg., Grand 1532.

Community Bldg. & Loan Assn. — Nic. W. lleintskill. secretary. 2411 Vliet
St., Kilb. 3108.

Employes' Mutual Savings, Bldg. & Loan Assn. — E. J. Evans, secretary.
215 Sycamore St., Grand 5100.

Excelsior Mutual Bldg. & Loan Assn. — Charles P. Hermann, secretary.
640 First St, Line. 4473.

Fidelity Bldg. & Loan Assn. — G. A. Karsten, secretary. 795 Twenty-first
St., Kilb. 2613.

First Slovak Nat'l. Bldg. & Loan Assn. — John Bzdusek, secretary. Cndahy.
Wis., Cudahy 95-M.

Green Bay Ave. Mutual Bldg. & Loan Assn. — William .Meyer, secretary,
14.16 Green Bay Ave.. Line. 327.

Integrity Savings, Bldg. & Loan Assn. — Fred W. Krueck, secretary, 507
Trust Co. Bldg.. Brdw. 87.

Keystone Mutual Bldg. & Loan Assn.. A. Kay. secretary, 158 Fifth St,
Grand 5167.

Kinnickinnic Mut. Loan iv Bldg. Assn. — Aug. F. Dunst. secretary, 1141
Lincoln Ave.. Han. 598.

BANKING AND FINANCE 367

Layton Park Bldg. & Loan Assn.— A. J. Muth, secretary, 1141 Lincoln Ave.,
Orch. 895.

Lincoln Ave. Loan & Bldg. Assn. — A. Szcerbinski, secretary, 556 Lincoln
Ave., Orch. 1207.

.Marquette Mutual Bldg. & Loan Assn. — P. Muckerheide, secretary, 985
Greenfield Ave., Orch. 3551.

Milwaukee Mutual Loan & Bldg. Assn. — J. J. Maker, secretary, Brumder
Bldg., Grand 1020.

Mitchell Street Bldg. & Loan Assn.— R. J. Talsky, secretary, 735 Mitchell
St., Orch. 788.

Modern Mutual Bldg. & Loan Assn. — H. R. Graham, secretary, 523 Grand
Ave., Grand 4224.

Northern Mutual Bldg. & Loan Assn. — II. E. Ruggaber, secretary, 1092
Teutonia Ave., Line, 4643-R.

Northwestern Mutual Bldg. & Loan Assn. — Nic. Hoyer, secretary, 3325
Lisbon Ave., Kilb. 1080.

Polish Nat'l Loan & Bldg. Assn. — Louis A. Pons, secretary, 442 Mitchell
St., Han. 1300.

Polish-American Loan & Bldg. Assn. — August M. Fons, secretary, "West
All is, Wis., W. Allis 64.

Second Bohemian Loan & Bldg. Assn. — Frank Stocklasa, secretary, 1410
Fond du Lac Ave., Kilb. 3936.

Security Loan & Bldg. Assn. — Theo. Mueller, secretary, 353 National Ave.,
Han. 364. *

Skarb Kosciuszko Loan & Bldg. Assn. — B. A. L. Czerwinski, secretary,
41M Lincoln Ave., ITan. 470.

Skarb Polski Loan & Bldg. Assn. — I. A. Przybyla, secretary, 442 Mitchell
St., Han. 159.

Skarb Pulaski Bldg. & Loan Assn. — S. J. Jazdzewski, secretary, 33 Locust
St., Line. 825.

Skarb Sobieski Bldg. & Loan Assn. — Val. Jendrzejczak, secretary, 1090
Fifth Ave., Han. 3365-W.

South Milw. Mutual Loan & Bldg. Assn., Viola M. Scott, secretary, So.
Milwaukee, Wis.

Standard Bldg. & Loan Assn. — A. R. Calhoun, secretary, Brumder Bldg.,
Grand 4083.

South Side Mutual Loan & Bldg. Assn. — J. M. Schneider, secretary, 493
Mitchell St., Han. 627.

Sterling Savings, Loan & Bldg. Assn. — August Rebhan, secretary, 405
Broadway, Brdw. 3687.

United Bldg. & Loan Assn.— Paul F. Berndt, secretary, 1211 Walnut St.,
Grand 256.

Washington Bldg. & Loan Assn. — Otto T. Salick, secretary, 3610 North
Ave., Kilb. 3790.

Wauwatosa Bldg. & Loan Assn. — Edw. F. Geske, secretary, Wauwatosa,
"Wis., Wau. 1062-W.

368 HISTORY OP MILWAUKEE

West Allis Bldg. & Loan Assn. — I. L. Tipple, secretary, West Allis, Wis.,
W. Allis 630.

Wisconsin .Mutual Loan & Bldg. Society —P. A. Schmidt, secretary, Wesl
Milwaukee Shops, West 4570.

Wisconsin Savings, Loan & Bldg. Assn. — Clem. P. Host, secretary, Brumder
Bids'., Grand 6811.

CHAPTER XXIII
LIFE AND FIRE INSURANCE

In the field of insurance, particularly life insurance, Milwaukee has fig-
ured in a prominent way. This is due to the fact that it founded and reared
one of the largest life insurance institutions in the United States and which
here deserves first place in the treatment of the subject of insurance. We
can do no better than quote Henry F. Tyrell who says:

"The Northwestern Mutual Life Insurance Company is sixty-four years
old. It came to Milwaukee when the city was thirteen years old and when
the company could hardly stand alone. It was not a stalwart child and its
prospects were poor, indeed. Its sponsors turned it over to its new guardians
with less than $300 in assets and without enough genuine sustenance to last
a day. Judge Henry L. Palmer and S. S. Daggett went to Janesville where
it was born and literally carried the whole institution including 'books, pic-
tures and family wearing apparel' in their arms, to Milwaukee, where it was
nurtured and cared for, and where it has 'waxed exceeding strong.'

"Gen. John C. Johnston was the founder of the institution. Down in old
Vermont he had been teacher of the Hydes, one general agent of the Mutual
Life Insurance Company at Boston and the other, president of the great
Equitable of New York, and when the spirit of unrest moved him, he traveled
down to New York City taking an agency for the Mutual Life. He served
seven years, from 1847 to 1854, and resigned, coming west to Janesville, Wis.,
with $30,000 in his pockets, a real fortune for those days.

"He purchased a tract of about one thousand acres of land 7% miles north-
west of Janesville, on the Madison road, built thereon a large brick house
and stone 'milk factory' and cherished the hope that he might establish
a successful dairy farm. He was poorly equipped for this plan and because
of lack of experience, rapidly sunk his fortune in the project. Then his
thoughts reverted to life insurance and he succeeded in getting a bill passed
by the company incorporating the Mutual Life Insurance Company of the
State of Wisconsin, the name being changed to the present one, January 20,
1865.

"The company began business at Janesville, Wis., but moved its head-
quarters to Milwaukee, March 8, 1859. On coming to Milwaukee, The North-
western was first housed on the site of the present Railway Exchange Build-
ing. It now occupies an imposing structure at 210 Wisconsin Street, said to
be the handsomest office building in the world.

"Imagine for a moment the circumstances in which The Northwestern

369

THE OLD INSURANCE BUILDING, MARBLE HALL. KAILWAV EXCHANGE BUILDING

(The larger building was formerly occupied by the Northwestern Mutual

Life Insurance Company.)

LIFE AND FIRE INSURANCE 371

first saw the light of day. That was back in 1857 when the Badger state was
not yet ten years old and the City of Milwaukee, less than fifteen. Wiscon-
sin was sparsely settled, and it was struggling against the hardships of pio-
neering. The state had but one railroad, and that had just been completed.
.Markets were few and far between. Financial devastation stalked grimly
abroad. Civil war, with all its prospective horrors and desolations, loomed
up menacingly. Doubt and distrust took away the nerves of men. The pres-
ervation of property appeared far more important than the insurance of lives
and it was amid these handicaps that Gen. John C. Johnston, from out the
eastland, came to Wisconsin. Tiring of his preconceived idea of settling
down on a stock farm near Janesville, he began to interest men in the estab-
lishment of a life insurance company.

"The material progress of The Northwestern starts with the day it entered
Milwaukee, March 8, 1850. The story of that progress is written into the
official records of nearly every state in the American union and it is a narra-
tive of accomplishment — of marvelous, but deserved, success.

"It is the story of hundreds of thousands of persons happily insured;
of vast sums of money saved from small surplus by thrifty farmers, work-
men, artisans and others; of millions of dollars furnished for the protection
of homes and the maintenance and education of American families; of other
millions which have merged into nation building accessories — railroad sys-
tems, turnpikes, drainage, canals, telegraph and telephone companies, com-
mercial and industrial institutions.

"Indeed, the true story of the material progress of The Northwestern, if
properly told, would make as fascinating a fiscal recital as a Midas could wish,
but it would involve an array of figures which would not be particularly
interesting to the casual reader. It is necessary — and it is eminently proper —
to say, however, that from a weak, toddling infant which was brought to
the doorsteps of Milwaukee in 1859, The Northwestern has developed into
stahvart proportions in its sixty-two years of experience here. Some idea of
its development may be had from the fact that the company now is composed
of more than 730,000 American members whose homes are protected to an
amount exceeding $2,250,000,000 !

"Figures are easily written and hastily forgotten. It means little to the
casual reader, for example, to note that during the year 1920 The Northwest-
ern paid out in death losses alone, the sum of $18,763,000 but the analyst with
imagination catches the picture of the producer of the family gone and the
money turned to the protection of home and to the happiness of survivors.

"It requires but the dash of a pen and the click of a linotype to record
that in the year 1920 The Northwestern paid out more than $50,000,000 to its
policyholders and their beneficiaries, and the casual reader will pass on to
the next paragraph without a thrill, but the thoughtful reader will instantly
realize, with proper astonishment, that the state and nation were relieved of
possible pauperism to just exactly that immense amount.

"The casual reader misses much of the romance of life insurance. He does
not appreciate the real service of the institution. He vaguely senses the fiscal,
but misses the sentimental altogether. He looks upon the picture blankly.

372 HISTORY OF MILWAUKEE

But the man of imagination sees in life insurance an instrumentality of home
protection, family support, business conservatism, thrift, solvency, nation-
building and contentment.

"It is well enough to* show figures which evidence successful business
administration, for they are a source of pride, naturally, but the real figures
of life insurance are graven upon the hearts and minds of those who have
received of its beneficence 'to keep the broken home from separation and
from charity.'

"In a history of this description, however, one would fail to do justice to
the book, or to the company, if he neglected to point out one paramount
feature of the development of The Northwestern. For many years — indeed
so long as to entitle it to the distinction of being the pioneer — The North-
western has loaned a goodly percentage of its available funds to farmers for
the purchase and improvement of their property. Millions upon millions of
dollars have been thus loaned, particularly in the West and Middle West.
and the largest portion of the investments of the company today is in real
estate mortgage loans. Equally important and striking is the fact that for
many years past farmers have been the leading insurers in The Northwestern.
"Why did The Northwestern succeed? Because it had men administering
its affairs who knew how to do it and who never compromised a principle.
It is not the way of the world to dwell upon the accomplishments of the dead,
but any writer who undertook to account for the success of The Northwestern
and who neglected to mention the sterling ability of Henry L. Palmer: the
great genius of Emory McClintock and the constructive facility of Willard
Merrill, would fail of his undertaking. During the sixty-four years of its
history The Northwestern has had but five chief executive officers: S. S. Dag-
gett, who served from 1859 to 1868; John H. Van Dyke. 1869-1874: Henry
L. Palmer, 1874-1908; George C. Markham, 1908-1919 and W. D. Van Dyke
elected January 29, 1919, and still serving.

"The Northwestern has just come through the two greatest years in its
history. The men who preside over its destinies today are building well upon
the foundation eternally laid for them by master hands. To these later men
belongs the credit for the astonishing records of recent years. The executive
officers are: President, W. D. Van Dyke; vice presidents. P. R. Sanborn and
M. J. Cleary; secretary, A. S. Hathaway: general counsel, Geo. Lines: actuary.
Percy II. Evans; superintendent of agencies, George E. Copeland : and medical
director. Dr. J. W. Fisher."

The Northwestern National Insurance Company. — This company, which
has played a leading part in the insurance history of the city, was founded
in 1869 by some of the foremost business men of thai period. The articles of
association were signed by Alexander Mitchell. Angus Smith. Lester Sexton.
Levi H. Kellogg, John Plankinton, Greenleaf D. Norris, Sherburn S. Mer-
rill, David Ferguson, and John J. Tallmadge. its first presideni was Alexander
Mitchell who served in that capacity for eight years.

The original purpose of the company was to engage mainly in marine
insurance, but it soon took up fire insurance and gradually extended its
operations to the entire Middle West. The company's first office was located

LIFE AND FIRE INSURANCE 373

at 99 Michigan Street. From there the company in 1878 moved into more
commodious quarters in the Mitchell building at the corner of Michigan and
East Water streets. Its present home on Wisconsin Street, which is monu-
mental in architectural design and a model in interior orientation, \v;is con-
structed in 1906.

The company not only brought to its service the most honorable and
capable business men of Milwaukee in building for an important and useful
enterprise, but also continued the many years of its existence to gain in
stability and financial strength.

This fact was amply demonstrated in the record the company has made.
It braved the storms which have wrecked so many fire insurance companies,
met the great losses caused by huge conflagrations throughout the country,
and stood like a rock against the financial waves that were lashed against it.

There was the Chicago fire in 1871, the Milwaukee fire in 1892, the San

Francisco fire in 1906, the Minnesota forest fires in 1918. In these and many

other conflagrations the company suffered enormous losses which were

, promptly met. Its loss in the San Francisco fire reached the sum of over

one-half million dollars.

The company now does business through more than six thousand agents
and fifteen branch offices. It carries on its payroll nearly three hundred
employes. Its annual income exceeds the sum of $5,000,000.

In 3887 Alfred James succeeded Alexander Mitchell as president of the
company. Upon the death of Mr. James, Wilford M. Patton was chosen and
served until 1916. On April 8, 1916, the present incumbent of the office,
Alfred F. James, was chosen.

President James has maintained the high standards of business integrity
and of institutional stability which the early founders have espoused. He
has not only the distinction of succeeding a line of remarkable predecessors
but also to succeed his own father who was one of the most important factors
in the earlier history of the company.

The assets of the Northwestern National Insurance Company on January
1, 1919, aggregated the sum of $8,576,596.13, including a net surplus of $1,-
905,731.07.

The officers of the company are: President, Alfred F. James; vice presi-
dent, William D. Reed; second vice president, Joseph Huebl ; secretary, Lubin
M. Stuart; assistant secretary, Herman A. Schmidt; general adjuster, Arthur
J. Wright; manager automobile department, Roger G. Calton; chief examiner,
Albert L. Hentzen: manager local department, Joseph E. Williams; manager,
Northwestern Underwriters Agency, John B. Faatz. Directors: Charles
Ray, Hon. James G. Jenkins, Washington Becker, Grant Fitch, Howard Greene,
Fred Vogel, Jr., J. Ogden Armour, H. A. J. Upham, J. H. Tweedy, Jr., Robert
Camp, William D. Van Dyke, Alfred F. James, William D. Reed, Joseph Huebl.

The Milwaukee Mechanics' Insurance Company was incorporated under
a charter given by special act of the Legislature of Wisconsin, February 15,
1852, and, originally, was a mutual company, bearing the name of Milwaukee
Mechanics' Mutual Insurance Company. In its infancy the company did not
show much progress ; in fact at times its very existence was endangered, but

NORTHWESTERN MUTUAL LIFE INSURANCE COMPANY
Home ollice building on Wisconsin Street

NORTHWESTERN NATIONAL FIRE LNSURANCE COMPANY

LIFE AND FIRE INSURANCE 375

it weathered the many storms and soon won an enviable reputation among
the citizens of Milwaukee and vicinity.

After the close of the Civil war the company made astounding progress
and its growth from that time was steady and largely exceeded all expecta-
tions of its founders. When the desire for greater expansion of the company
was handicapped by the many failings of mutual companies, the doors of many
states barring its entrance into new and profitable territory, the company was
reorganized, the change having been resolved upon by a general vote of the
members, at the annual meeting in January, 1884, under a special act of the
Legislature and became a stock company with a capital stock of $200,000
paid into the treasury, and the company took a place among the millionaires.

This reorganization vested the company with new power and it immedi-
ately branched out in every direction, adding to its territory from time to
time until it now operates throughout the United Sates in practically every
state. It is the oldest and one of the most reliable of the fire insurance com-
panies in the Northwest, The cash capital of the company is now $1,250,109,
and the total assets including the reserves amount to $7,127,867.99, an in-
crease of about $3,000,000 over the assets of four years ago.

Its first year closed with assets totaling $1,236.63, while the report of
January 1, 1922, shows present assets of $7,828,586.13, testifying to the ex-
pansion of the company.

The collapse of several foreign insurance companies in 1850 and 1851, and
the many losses resulting, prompted a group of Milwaukee business men to
consider the organization of a home mutual fire insurance company, which
was incorporated under a charter given by special act of the Legislature of
Wisconsin on February 15, 1852.

The eight charter members of the board of directors were Isaac Neustadtl,
William Reinhart, Fred Schloemileh, Val Schranck, Charles Rau, Francis Hoff-
man. Ernest Prieger and William Schroeder. At a meeting on March 6, 1852,
they chose the following officers: Isaac Neustadtl, president; E. Prieger,
secretary, and Fred Schloemileh, treasurer.

The first policy — and present officials believe there was an omen in that
name — was issued to Joachim F. Luck on April 1, 1852.

Up to 1854 there was no startling progress in the company. But after that
lime, when Christian Preusser was elected president, development was rapid
and steady. Familiarly known as " Preusser 's Insurance Company," it
achieved an enviable reputation among the citizens of Milwaukee and vi-
cinity.

John C. Dick, who was appointed general agent in 1856 and later elected
vice president, and Adolph J. Cramer, who became secretary in 1865, were two
who contributed to the early success of the organization.

The failures of many companies as a result of the Chicago fire prompted
the management to cross the Wisconsin boundary line. When the company
celebrated its twenty-fifth anniversary it was operating successfully in nine
states, and at present is operating in all but California, Delaware, Mississippi
and Nevada.

In January, 1884, under a special act of the Legislature, the company

376 HISTORY OF .MILWAUKEE

was reorganized as a stuck company, a capital stock of $200,000 paid into
the treasury, and the company placed among the millionaires.

Tlic company has occupied six offices during its career, first in the .Martin
Mock on the present site of-the Mack block, and. in succession, Grenacher's
building', Wiesmann's block, the Preusser block and its own building adjoin-
ing the Preusser block.

At the present time it occupies the entire sixteenth floor of the First Wis-
consin National Bank building.

Charles H. Yunker is president of the company and other officers are:
G. W. Grossenbach, first vice president; Robe Bird, second vice president;
R. H. Wieben, secretary; Emil Teich, Charles Klenk, Rene Steckel, assistant
secretaries, and Ernest G. Ebert, assistant treasurer.

The board of directors includes Fred Vogel, Jr., Charles F. Pfister, Gustave
Pabst, Otto H. Falk, W. C. Quarles, Carl G. Stern, Charles II. Yunker, Henry
J. Nunnemacher, William E. Black, Dr. Joseph Schneider, A. ( '. Swallow.
G. W. Grossenbach, Fred T. Goll, Armin W. Finger, Oliver C. Fuller, Arthur
R. Munkwitz, Robe Bird, William H. Schuchardt.

Old Line Life Insurance Company. — Commenced business in 1910; on De-
cember 31, 1919, its assets were $2,341,455.16; its surplus $202,453.26.

The commissioner of insurance, Mr. Piatt Whitman, in the foreword of his
annual report, says: "The progress of a company or society is usually more
clearly indicated by the figures covering a period of years than by the figures
for any particular year." This method is followed throughout the report,
and detailed statistics of all insurance companies in the state: — life, fire, ma-
rine, hail and casualty insurance are shown in five-year periods in compara-
tive form.

Milwaukee Stock Fire Insurance Companies (December 31, 1920). — Mil-
waukee Mechanics, commenced business 1852, assets, $7,511,472.88. North-
western National, commenced business 1869, assets, $9,076,638.24. Concordia,
commenced business 1870, assets, $4,640,812.52.

Milwaukee Domestic Mutual Fire Insurance Companies (December 31,
1920). -American .Mutual, commenced business 1905; risks in force $5.012.7' ls
Badger Mutual, commenced business 1891; risks in force, $16,945,940. Cream
City Mutual, commenced business 1889; risks in force, $6,893,266. Druggists
Mutual, commenced business 1907; risks in force, $648,600. Furniture healers
Mutual, Ltd.. commenced business 1917: risks in force, $700,750. .Jewelers
Mutual, commenced business 1914; risks in force, $3,521,300. Limited Mutual
Conditional Sales Insurance Company, commenced business 1919; risks in force,
$243,049. Market Men 's Ltd., Mutual, commenced business 1917 ; risks in force,
$699,000. Milwaukee .Mutual, commenced business 1907: risks in force. $3,031,-
308. Mutual Church, commenced business 1891; risks in force. $4,845,274.
Retail Lumbermen's Mutual, commenced business 1897; risks in force. $3,309,-
172. Security Mutual, commenced business 1919; risks in force. $1,782,019.
Wisconsin Ltd.. Mutual, commenced business 1905; risks in force. $328,094.
Wisconsin Retailers .Mutual Fire Insurance Com pa ny. Ltd., commenced business
1920, risks in force, $172,200.

Stock Casualty Insurance Companies in Milwaukee. — Midland Casualty

LIFE AND FIRE INSURANCE 377

Company, commenced business 1912. (December 31, 1919), assets, $178,512.67;
capital and surplus, $133,265.84. Old Line Life, commenced business 1911.
(See table under "Life Insurance.") Time Insurance Company, commenced
business 1910. (December 31, 1919), assets, $129,741.38: capital and surplus,
$76,383.59. Wisconsin Accident and Health Insurance Company, commenced
business 1915. (December 31, 1919), assets, $44,810.27; capital and surplus,
$32,504.81.

11 IP i.

iniissun

CIIAMBKK OK COMMERCE AND MITCHELL BUILDING

CHAPTER XXIV
MILWAUKEE CHAMBER OF COMMERCE

In the Milwaukee Sentinel of January 1, 1922, Mr. H. A. Plumb tells the
story of the chamber's earlier activities, as follows .

"The Milwaukee Chamber of Commerce, organized in 1S58, is one of the
oldest of the grain exchanges in the West — the oldest with the single excep-
tion of the Chicago Board of Trade.

"The Chicago exchange came into existence at about the same time, in the
same year, at least, but the other exchanges, some of which are now Large
and important bodies, were organized later — many years later, with the excep-
tion that the St. Louis Merchants' exchange came onto the scene in 1862.

"Before Civil War. — Away back in the years before the Civil war there
was considerable trading in wheat in Milwaukee on the old 'corn exchange,'
and it was so far back that the word 'corn' had more particularly the mean-
ing of 'grain,' as we understand the use of those words today, for there was
very little corn — or 'maize' — handled in this part of the country commercially
in those days. It was nearly all wheat, but a corn exchange was a grain ex-
change, and such was Milwaukee's first trading organization, whose members
were accustomed to gather in the railroad yards during the morning hours
and buy and sell the wheat upon its arrival. The grain at that time was shipped
in bags, the handling of bulk grain beginning about 1857.

"The records kept in the secretary's office show the shipments of grain
from Milwaukee to the East from 1845 to 1849 as consisting entirely of wheat,
but do not show the receipts until the year 1858, the year of the organization
of the chamber, when the total arrivals are given at 5,827,000 bushels of all
kinds of grain, less than 1,000,000 bushels covering all the corn, oats, barley
and rye, the balance being wheat.

"Had Ninety-Nine Members. — In 1858, on October 21st, these early day
grain merchants of what was by that time one of the most important ter-
minal markets in the United States organized -'The Chamber of Commerce of
the City of Milwaukee,' the association being housed at 1 Spring Street, the
site of Gimbel's store today. There were ninety-nine of these men, of whom
the late Robert Eliot, who died in 1917, was one, and so far as the writer
knows, lie was last of the charter members of the Chamber of Commerce.

"The original organization of the chamber was effected under the general

laws of the state, but after ten years the grain industry had grown to such

importance and become so highly specialized that the need for the authority

' of law for special activities, such as inspection and weighing of the grain, ami

379

::mi BISTORT OP MILWAUKEE

arbitration i>f business differences and things of thai nature was apparent,
and so application Avas made to the Wisconsin Legislature for a charter granl
[ng certain rights and privileges and defining the powers of the association.
The charter was granted, becoming effective on February 29, 1868, the date
of its formal approval.

".Meanwhile the chamber had been removed, in 1863, to a building on the
site of the present one, which it occupied until Alexander Mitchell erected
the building now housing the association. This was completed in 1880, the
grain men being quartered in the interim at 415-417 Broadway.

"A National Factor. — During this period the Milwaukee Chamber of Com-
merce became a factor in the grain trade of the United States, and Milwaukee
was recognized as one of the principal markets of the country.

"In 1873 the receipts of grain of the various kinds amounted to 32,567,565
bushels, 28,457,937 bushels of which was wheat. These were extraordinarily
large receipts, and for a number of years, in fact, all through the '70s, Mil-
waukee handled what for those times was an immense volume of strain yearly.
Milwaukee's fame as a market spread all over the world, and 'Milwaukee
No. 2 wheat' was quoted in Liverpool as a standard.

"In the '80s the great markets, Milwaukee and Chicago, began to feel the
effects of the establishment of exchanges at other points. In 1S81 the Minne-
apolis Chamber of Commerce and the Duluth Board of Trade were organized
and opened up for business, as the development of the great Northwest
progressed with the building of railroads and the extens'on of agriculture
over its wide plains.

''While the grain industry at Milwaukee did not exactly retrogress, it
did not progress at the rate to which it had been accustomed, and a period of
comparative depression ensued, culminating in the early 1900s. Since that
time the growth has been steady and substantial, and Milwaukee has main-
tained a position as one of the leading grain markets of the country.

"Pioneer in Trade. — Being one of the oldest and most progressive ex-
changes of the middle western states, the Milwaukee Chamber of Commerce
has been in many respects a pioneer in grain exchange methods. The rules
in effect in this organization have served as the patterns after which the

structures of other and more r mtly created trading associations have been

built. In fact, if one will turn to the rules of almost any of the numerous
exchanges organized since 1860 he will find entire sections copied word for
word from the rule book of the Milwaukee Chamber of Commerce.

"A fact that is not generally known, even among the traders themselves,
is that the pit — the octagonal trading platform, with steps on the inside and
outside — which is used by the traders as a convenient device for their par-
ticular purpose, was first used in the Milwaukee exchange.

"The grain industry is today one of the mosl important commercial activ-
ities of Milwaukee. Property valued at $75,000,000 to $100,000,000 is ban, lied
yearly by the grain and seed firms, which are members of the Chamber of
Commerce, and this greal business is carried on with so little fuss and feathers

— due to the high degr »f perfection to which the grain exchanges have

attained in facilitating the distribution of grain— -thai the average citizen

MILWAUKEE CHAMBER OP COMMERCE 381

does not realize its magniture nor the prestige it gives Milwaukee with the
outside world.

"But this standing has not been maintained without effort — the grain
merchants here have not had things handed to them on a silver tray. It has
meant hard and continuous labor, and the element of persistency and keeping
everlastingly at it has entered into the situation. Unremitting watchfulness
was necessary to prevent the other markets from benefiting from discrimina-
tory railroad rates, and every so often a battle royal before the interstate
commerce commission had to be waged to keep Milwaukee on her feet, for
her grain merchants are facing the keenest sort of competition. New markets
and new exchanges are springing up at about the rate of one a year, each one
having its effect, more or less serious, in drawing grain from Milwaukee.
The strength of Milwaukee, however, as a market for the sale of grain is the
buying power exerted by her numerous manufacturing plants, which lends
a steady and continuous demand and this makes for permanence and sta-
bility — a great advantage over a strictly merchandising or distributing mar-
ket. "

At the opening of the Milwaukee Chamber of Commerce in 1858, the prin-
cipal address was made by Edward D. Holton, portions of which are quoted
elsewhere in this volume. This was followed by an appropriate speech by
J. B. D. Cogswell. In his references to the preceding address of Mr. Holton,
the speaker said: "We have listened to the addresses made, especially that
of Mr. Holton, with much pleasure. That gentleman is himself an evidence
of the thrift and prosperity of Milwaukee. He is now in the prime of life,
and the patriarchs of this state are not yet whitened with age.

"The day of small things for Milwaukee is but as yesterday. The patri-
archs of this city less than a generation ago laid the cornerstone of the enter-
prise and prosperity which you are enjoying. So great has been your growth
that the pioneers have been almost buried up in the great crowd that has
followed. You are to be congratulated upon the locality and elegant room
which you have chosen for your use. It is a place where you will be proud to
invite the stranger and friend. The organization of the Chamber of Com-
merce is indicative of the prosperity and wealth of the city.

Review of the Previous Conditions. — "It is well that such an institution is
now organized. In small towns there is no need of such things; there was
no commerce when Juneau came here and traded with the Indians, selling them
blankets, powder and traps for their furs; there was no commerce when farm-
ers drew their loads to town over heavy roads ; the place was small and every-
body knew where to find his neighbor. The common road has been succeeded
by the plank road, the plank road by the railroad; the farmer went through
the land and sowed the seed where the prairie flower grew; the axeman and
surveyor went forth, and then followed the construction of those arteries
which now enter our city on every hand, and heavy trains come thundering
along laden with the produce of the land, which but for these roads must
have rotted in the fields and in the barnyards."

The advantages derived from such an association are numerous, the mem-
bers will meet here every day, they will be near each other, they can speak

382 BISTORT OF MILWAUKEE

to cacli other from stall to stall, ami ran sell whole cargoes by mere samples.
This is what such an organization is lor. Here may be found the newspapers
from all the large rities of the Union and here will be received the telegraph
reports of the eastern and foreign markets.

"There are other benefits besides," continued the speaker. "This institu-
tion will be of direct benefit in elevating the character of the business man: it
is good to come together, it is not good to be alone anywhere. Man isolated
becomes selfish; if we mingle together we become philanthropic, take each
other by the hand with more confidence and promote what the French call
esprit de corps." Mr. Cogswell concluded his address with an appeal Eor
the strictest business morality among the members, a high integrity which
should pervade the dealings and actions of the business men ami merchants
of this city. "To them," he said, "was confided the future prosperity and
reputation of our city. We have a noble start and the best and only elements
out of which a large and prosperous city can arise — a fit population, an excel-
lent natural location and a superior country to back it up."

The Chamber of Commerce has through its entire career been a trading
body. It has not been a civic promotional organization as chambers are in
many American cities. Aside from its strictly trading activities, however, it
has concerned itself in the rail and water transportation facilities of the city.
It was for many years the sole guardian of Milwaukee's harbor interests, and
always maintained a traffic bureau promoting expedition and efficiency in rail
service.

The Chamber of Commerce has participated from time to time in move
ments designed to advance the civic and material progress of the community.
It has never failed to respond to the call. Whenever the interests of the city
were at stake its membership came forward readily, loyally and liberally in
tendering their support.

CHAPTER XXV
THE MILWAUKEE ASSOCIATION OF COMMERCE

The effort of American cities to gain in prestige, power and prosperity must
primarily be credited to individual initiative. The complex character and
scope of modern business life, however, has evolved a tendency to go beyond
individual effort and bring into play the concerted force and influence of
the many. A body or an association of men rather than any one man becomes
the instrument for promotion and for guidance. Thus every city, large and
small, has its organization of business and professional men through which
is expressed the hope, ambition and aspiration of the community.

The activities engaged in by the local commercial body, in a measure at
least, is a suggestive index to the commercial, industrial and civic tendencies
of the community. It supplements individual effort by collective effort,
prompts a spirit of progress, stimulates enterprise and growth, brings the
natural advantages of the city to their highest stage of development and
advances the civic ideals and standards of the community.

The Hon. James Bryce, a former British ambassador, during an address
delivered in Milwaukee some years ago said: "A new force has risen in
American cities which must be dealt with, and which has a peculiar power
for good. The commercial organization, properly constituted as to policy and
personnel, wields an influence not only in the promotion of industrial and
commercial development but becomes also a wholesome civic, factor. And
what could be a greater influence for good than a body of high-minded,
progressive and aggressive men, organized on non-political and non-partisan
lines? The official authorities do not always represent the highest ideals of
the community. The non-political commercial and civic body may become
the strongest factor in collecting, focusing and diffusing public opinion, in
cultivating higher aims and purposes."

The extent to which commercial bodies fulfill the mission assigned to them
depends upon the financial support they receive and the intellectual strength
of the executive officials and upon the spirit of progress with which the mem-
bership may be imbued. Much, of course, depends upon intelligent and ag-
gressive leadership, and where the local business men are not too hidebound
in their conservatism, an active and useful organization can be brought into
life.

The nature and character of the work performed depends largely upon
the natural surroundings and the possibilities of the locality. One locality lias
natural advantages which adapt it admirably for industrial growth, another

383

i i] ill -/Amuu

■

. \ terclianls -/Ar j t! on,

MWW.

COVER DESIGN FOR DINNER PROGRAM PROVIDED AT Till

PLANKINToX HOUSE, JUNE 5, 1884, liY THE MERCHANTS'

ASSOCIATION (NOW THE MILWAUKEE ASSOCIATION

OF COMMERCE)

THE MILWAUKEE ASSOCIATION OF COMMERCE 385

by virtue of peculiar location enjoys commercial advantages. But, whatever
the local conditions may be, as to advantages and disadvantages, it neverthe-
less remains that the efforts of commercial organizations are directed along-
economic and civic lines.

Outline of Association History. — The .Milwaukee Association of Commerce
is one of the oldest institutions of its kind in the United States. It was on
March 5, 1861, that twenty-three public-spirited business men, headed by John
Nazro, then the hardware king of Milwaukee, came together for the purpose
of organizing a business association.

They sought to stimulate local commercial activities, establish trade con-
nections with the outside world, bring current business usage and methods
upon a higher plane, cultivate cordial relations among business men and
spread the fame and prestige of Milwaukee as a progressive and prosperous
commercial center.

Since the beginning of the association Milwaukee has seen its little shops
and stores grow in number and size, its business districts grow into important
marts of trade and commerce, its few small factories multiply themselves into
thousands of manufacturing plants many of which have grown into industries
of world-wide reputation. It covers a period when Milwaukee grew from a
small struggling community into a great city occupying a proud place among
the sister cities of the nation.

While the original founder merely sought the extension of trade it took
many years to develop correct ideas, as to the mission and purposes of a com-
mercial organization. Many obstacles and difficulties were encountered and
overcome and only with patient, application and loyalty to the cause in hand
was an efficient working body finally brought into life. Milwaukee's best
citizenship was identified in the development of the organization and took a
lively and active part in all its efforts to promote the growth and prosperity
of the city.

Among the association achievements of recent years are the erection of
the Exposition building, the permanent location of the State Fair in Milwau-
kee, the establishment of the Milwaukee School of Trades and construction
of the Auditorium Building and the preparation of the initial plans for the
acquirement of Jones Island as a public wharf and shipping center.

The Earlier Beginning's. — The suggestion for some form of organization
of business men had been under consideration for several years before anyone
took definite steps in that direction. The immediate cause for the organi/.a
tion was an excursion trip to the City of Philadelphia undertaken in January,
1861, by a small group of Milwaukee merchants. Those who participated
discussed the subject with some enthusiasm and upon their return a meeting
was called.

A local paper of that day described them as a "body of enterprising and
wholesouled men" who saw a future for the city and believed in striving
upon broad lines for its growth, development and prestige.

On March 5, 1861, the following, then leading business men of the city
met: Lester Sexton, Sexton Brothers & Company; W. P. Young, Young &
French; F. J. Bosworth, H. Bosworth & Sons; W. S. Candee, Candee, Dibble

Vol. 1—2 5

COVEB DESIGN OF MENU FOB BANQUET GIVEN AT THE PLANKINTON BOUSE,
JUNE :.. 1884, UNDEE THE AUSPICES OF THE MERCHANTS' ASSOI [ATION

PENING

IN j-foNOR
MERCHANTS ASSOCI^

&!$*&

■
■

i. id.

' "

' 4 ,

/ ... ...

( I, <*~

\li \l' FOB THE SEVENTH ANNUAL BANQUET GIVEN BY THE
ASSOCIATION AT THE PLANKTNTON BOUSE IN 188-1

Mi-:i;i BANTS

THE MILWAUKEE ASSOCIATION OF COMMERCE 387

& Company; J. T. Bradford, Bradford Brothers; A. II. Atkins, Atkins, Steele
& White; George J. Sivyer, J. A. Benedict & Company; E. Terry, Terry &
Cleaver; John De Bow, Hanley & De Bow; Edward O'Neill, J. Dahlman &
Company; E. H. Terry, Goodrich & Terry; T. A. Greene, Greene & Button;
J. S. Richer, Jewell, Davis & Company; John Nazro, George Tracy, W. M.
Sinclair, Henry Fiss, Jr., Edward Truslow, George Bremer, George William-
son, J. A. Dutcher, G. P. Hewitt and Clarence Shepard.

The name chosen for the young organization was that of the Merchants
Association of Milwaukee. The officers elected were the following: Presi-
dent, John Nazro; vice president, (J. P. Hewitt; secretary, J. A. Dutcher;
treasurer, F. II. Terry; directors: J. T. Bradford, George Bremer, Lester Sax-
ton, F. J. Bosworth and W. M. Sinclair.

The first promotional effort that was undertaken by the association con-
sisted of the employment of a man named Captain Mapes who visited the
various sections of the state to make propaganda for Milwaukee as a trading
center. This was in 1S62. During the same year the organization together
with the Chamber of Commerce raised a company of soldiers for the Civil war.

In 1865 George W. Allen made the charge that the fire insurance rates
were exorbitant in that they were four times as high as those exacted in
Chicago. The charge was substantiated in a subsequent committee report.
The insurance companies responded with considerable sarcasm but the asso-
ciation eventually won out and the rates were reduced to an acceptable basi°.
At the same time the fire protection of the city was improved so as to meet
the requirements of the companies.

During the following year a unique report was made to the effect that "not
one member had failed in business." An effort was made to hold high the
credit of the business men of the city and to worry through the "storm and
stress" period of the Civil war without bringing commercial calamity upon
the city.

In 1S66 George H. Walker, one of the three original pioneers of the city,
died. The association adopted a resolution which embodied tiie following
sentence: "May the fair white city, now so young and vigorous, become great
among the cities of the world, and may the name or the virtues of one of its
founders, George H. Walker, never be forgotten."

During the same year Guido Pfister went to Madison to secure legislation
in the interest of the city. The legislators of both Minnesota and Wisconsin
visited .Milwaukee in 186!) for the purpose of studying problems of city gov-
ernment. Under the laws then existing the association had the appoint incut
of fish inspectors. The fish industry had been an important one for many
years. The last to serve in the capacity of such inspectors were Edward Fur-
long, J. W. Barnum and Edward Burke.

In 1875 funds were collected to secure the state fair and all business houses
and factories were closed for a day in order to enable the employes to attend
the fair. Funds were also gathered to aid the fire sufferers of Oshkosh.

The same year a committee consisting of Charles T. Bradley, E. II. Ball
and Elias Friend was sent to New York to induce capital to seek investment
in local enterprises. In 1890 funds were raised to help the New Richmond

:;ss HISTORY OF MILWAUKEE

tornado sufferers and for the starving Porto Ricans. Tn 1900 the sum of

$15,000 was raised to retain the state fair.

Until 1893 the organization was known as the Merchants Association. A
Manufacturers' Club had been organized a few years before and in 18!*4 a
consolidation was effected and the mw organization with a membership of
346 was named the Merchants and Manufacturers Association. That year
Mr. John E. Hansen was the president. He urged a campaign to increase
the membership to 500. The headquarters were then located in the University
Building.

It would be difficult to crowd into a single chapter the long list of labors
performed during the period that now followed and the results obtained.
There were, of course, years when little or nothing was accomplished, but
there also came periods when the actual services performed on behalf of tin
city's commercial and industrial interests were of immeasurable value.

Efforts in Transportation. — The association members soon recognized the
fact that efforts would have to be made against discrimination in railroad*
rates and service. The protests were frequent and usually attended with
success.

Among the first moves made by the association was an agitation for a union
depot. This movement failed as the railroads claimed financial inability to
build. In 1863 the association aided in the sale of $75,0(>o of bonds of tin-
Fox River Valley Railroad. Three years later a large delegation witnessed
the opening of the McGregor and Western Railroad at Cresco, la.

The Northern Railroad to Menasha was completed in 1872 when a party
of 200 merchants made an excursion trip over the line. Then followed the es-
tablishment of a traffic bureau. With an expert in charge, the association has
been able to render a valuable service to the business public. Thousands of
complaints were investigated, shipping routes prepared, overcharges collected,
rate legislation fostered, etc.

While the association has always advocated more railroads for Milwaukee
it has not been inclined to disparage the facilities now existing. Its position
is outlined in the following which is taken from the history of the association
prepared in 1910 :

Transportation Facilities. — "Much has been said in recent years about .Mil-
waukee's transportation facilities. It has been asserted again and again
that the city needs more railroads and that our connections with the outside
world should be materially strengthened. This cry still holds good. It will
hold good in any growing community, more especially when it is recognized
that shipping connections create trade and add to the prosperity of such
community.

"But, here it should also lie remembered that the local commerce must
grow to a magnitude that will employ all additional facilities. The mere
passing through the city of trains means little, freight that originates here
as well as the freight that is destined for Milwaukee really counts and means
commercial activity and prosperity.

"Again we must not underestimate what we have. The two railroad lines
which enter here are among the greatest railway systems in the country. They

THE MILWAUKEE ASSOCIATION OF COMMERCE 389

tap the great Northwest and connect us directly with the Pacific coast, They
carry our goods to the North and to the South.

"The connections with the East are via the Great Lakes. The various
boat lines and car ferries connect with the important railroad lines which run
to the ocean ports and through them connect with European centers. Thus,
it may be said that Milwaukee is linked either by water or land routes with the
four ends of the world.

"But, while this is true it does not preclude the desirability of more trans-
portation facilities. The cry for more roads still has efficacy when it is re-
membered that more direct connections will bring us in closer touch with the
other markets and afford more extended opportunity to stimulate new trade
relations. In 1879 active steps were taken to secure the construction of the
Lodi branch of the Chicago & North Western Railway to Milwaukee. In 1883
the effort to induce the C, M. & St. P. Ry. to build a union station was renewed.

"In 1887 a strong protest was made against freight rate discrimination.
It was charged that the railroads favored Chicago and exacted unfair rates
from the Milwaukee shippers.

"In the year 1894 theassociation secured the defeat of the plan of the rail-
roads to increase excess baggage charges, and also secured a reduction on
freight rates and collected many claims for over charges.

"The necessity of watching the question of shipping facilities and rates
became more apparent from year to year. A permanent committee on trans-
portation was finally created and is maintained to this day."

The Reconstruction Period. — In 1907 the association, then under the lead-
ership of William N. Fitzgerald, secured the services of William George Bruce
as secretary-manager. The headquarters of the organization were then located
in the University Building. The executive staff had up to this time consisted
of a secretary and a stenographer.

Under the new regime the dues were increased from $10 a year to $25
and the membership increased from 900 to 1,200. A few years later a general
membership campaign was undertaken and the list of members increased to
3,000.

The organization, which still went under the name of Merchants and
Manufacturers moved its headquarters to the Germania Building, now known
as the Brumder Building, located at the corner of Wells and Water streets.
Later the headquarters were transferred to the First Wisconsin National Bank
Building, then a few years ago the present home in the Milwaukee Athlet'c
Club Building was occupied.

The arrangement whereby the organization secured the second floor of
the Milwaukee Athletic Club located at the comer of Broadway and Mason
Street proved an advantageous one for both bodies. The members of the
Association of Commerce had become the principal financial backers of the
Athletic Club, but a merger of the two was nut deemed expedient owing to
their wide divergence in purpose.

The association, however, sought certain facilities which the club was able
to supply. On the other hand the club sought patronage. The jointure
whereby the association became a tenant of the building and the club re-

*^^

Till, MILWAUKEE ATHLETIC CLUB BUILDING. ALSO EOME OF THE MILWAUKEE

ASSOCIATION OF COMMERCE

THE MILWAUKEE ASSOCIATION OF COMMERCE 391

mained the landlord, each retaining its own particular character and function,
was carried into effect. The association located its offices on the second floor
fronting on Mason Street, secured the use of an assembly hall, and dining
privileges. The noon luncheon meetings are held in the assembly hall, while
private dining rooms are reserved for special committee luncheon meetings
whenever desired. This arrangement has been deemed practical and has been
emulated in other cities between commercial bodies and social clubs.

The offices of the Association of Commerce are arranged to secure the
highest efficiency in performing the business of such a body. The various de-
partments are readily accessible by the business public. A large and com-
modious directors' room is provided which serves also advantageously for
various kinds of conferences and gatherings.

During the period beginning with 1907 the Merchants and Manufacturers
Association absorbed the Retail Merchants Association which had been in
existence for several years. The Citizens Business League, which has con-
cerned itself mainly with securing conventions and with city publicity was
also amalgamated with the association. The league had been originally
brought into life by the hotel men and brought to a high stage of efficiency
by Richard B. Watrous. A charities endorsement bureau which had been
conducted by E. C. Mattison as a private enterprise was absorbed by the
association.

When the drive for the larger membership was completed the organiza-
tion changed its name from the Merchants and Manufacturers Association to
Milwaukee Association of Commerce. This change was largely due to the fact
that the older name was somewhat restricted. There had now come into the
organization many members who could not be classed either as merchants or
manufacturers. Besides, the word "commerce" in its broader interpretation
seemed better suited to the aims and purposes of the association.

Here it should be added that the so-called commerce bodies throughout
I he United States have widened their scope from purely business promotional
purposes and included efforts in civic advancement as well. The Association
of Commerce had also broadened its scope and function whereby it concerned
itself with both the economic and civic welfare of the community, on the
established theory that the two are intimately interwoven and that primarily
a city must lie a good place to live in before it can become a good place in
which to prosper in a material sense.

During the period mentioned the association established a traffic bureau,
with a competent transportation man in charge which rendered a valuabh
service to the shippers. A convention bureau was also created and the effi-
ciency of that body was demonstrated in the increased number of conven-
tions secured since then for the city each year. The establishment of a credit
bureau was also deemed an achievement. This bureau provided thousands
of credit ratings to the local retail merchants and has since become an indis-
pensable agency in securing stability and regularity in retail credit trans-
actions.

The endorsement bureau, too, rendered a valuable service not only i'i
eliminating wasteful and fraudulent charity solicitations bul also in aiding

THE MILWAUKEE ASSOCIATION OP COMMERCE 393

worthy charity institutions towards more adequate support. The scope of
the bureau has in recent years been enlarged in that the subject of advertis-
ing solicitations receive attention. On the whole the bureau has saved the
community thousands of dollars annually in protecting it against unworthy
solicitations.

In 1918 the association began to concern itself with foreign trade promo-
tion. While no regular bureau was created committees served each year in
disseminating foreign trade information. The committee also issued a Spanish
edition of Civics and Commerce, the association's house organ, in which a
complete list of the manufacturers of the city producing exportable articles,
is given. This publication was widely circulated in Spanish-speaking coun-
tries.

The association has always given careful attention to legislative matters.
A committee representative of the various industrial and commercial inter-
ests has during each session of the State Legislature examined the bills and
joint resolutions that have come under consideration. The watchful care
given here has also been extended to measures affecting the professional and
educational interests.

The position of the organization lias frequently been misunderstood and
misinterpreted. While the policy of its legislative committee has been to
protect the business interests of the state against oppressive regulatory laws,
it has also supported measures designed to promote the social, educational and
civic welfare of the state. It has always supported the educational en-
deavors of the city and state in a loyal manner.

In local school matters the association has always taken a progressive
attitude. Among the things worthy of mention is its leadership in establish-
ing the trade schoool idea and securing the legislation therefor. It also secured
the abolition of the vertical system of penmanship in the public schools a few
years ago.

The Annual Merchants' Trips. — The first trade excursion was taken in
1878, covering a week beginning with June 17th, when a body of 108 Mil-
waukeeans, mainly business men, visited a number of Wisconsin and Minne-
sota cities. The party also included Gen. E. W. Hincks, of the Soldiers Home,
Judge James G. Jenkins, Mayor John Black, Postmaster Henry C. Payne,
Judge J. A. Mallory, Gen. C. S. Hamilton and Rev. Dr. John Fulton. Among
the prominent business men of that day who went on the trip to spread the
city's fame were T. A. Chapman, S. S. Merrill, Edward P. Allis, Henry L.
Palmer, Benj. M. Weil, Charles G. Starck, H. N. Hempstead, Edward Ascher-
mann, Bernard Goldsmith, W. S. Candee, Henry Niedecken and many others.

They were accompanied by Bach's band. Speeches, extolling the merits of
Milwaukee as a trade center and as a promising American metropolis were
made in every town visited. Doctor Fulton was the most popular orator of
the first trip.

Some years later the merchants' trips became an annual affair. Over five
hundred cities, towns and villages have since been visited, thousands of peo-
ple have been told of the beauties and the natural advantages of Milwaukee,
and of its manufacturing and commercial interests. Millions of souvenirs

394 BISTORT OF MILWAUKEE

mid pieces of advertising matter have been distributed throughout the west-
ern and northern territory.

For the period beginning with the year 1900 Franklin P. Blumenfeld
served ms the genius and 'guiding spirit of these trade extension journeys.
Another business man who won distinction as a promoter of the jobbers' and
wholesalers' interests was John L. Klingler whose energetic leadership was
generally recognized.

The thorough manner in which these remarkable trade extension trips
have been established, the plan of operation and their purpose may lie noted
by tin- following study prepared by the association.

The purpose and value of the animal trade trips and their management
may he analyzed as follows: The larger commercial centers of the Middle
West have in recent years engaged to a considerable extent in so-called trade
excursions or merchants' trips. The jobbers and wholesalers of Milwaukee
were among the first to engage in such trips and for a time no city sent out a
larger number of trade promoters or managed such trips with greater success
Here it should also be said that these excursions were undertaken only by the
class of cities to which Milwaukee belongs. The larger cities, such as Chicago,
and the smaller cities such as Des Moines. Sioux City, Aberdeen, etc.. did not
engage in them until within recent years.

Thus, it may he said that their value, or at least their popularity, is estab
lished. ' Hut. it may also lie well to analyze more closely just wherein and to
what extent the trade excursions are beneficial to the business houses that
engage in them and to the city that promotes them. The benefits or ad-
vantages derived from them may he summarized as follows:

First: They promote the spirit of friendship among those who participate
in merchants' trips. Business men are afforded an opportunity to become
more intimately acquainted with their competitors, learn to appreciate one
another as man against man, with the tendency to substitute wholesome com
petition for unfriendly rivalry.

Second: The members or managers of a business firm who participate in
such trips have an opportunity.

fa) To meet their customers in person, which is usually appreciated and
tends to strengthen the business relations existing between the firms and their
customers.

(b) These trips are apt to prompt immediate orders or pave the way for
future orders. Frequently a sufficient number of orders is secured by busi
ness men, the profits upon which cover the cost of several trips.

(c) The visiting merchant is afforded an opportunity to see his customer
in his home environments ami under conditions which furnish an answer to
the questions: " Is this a careful business man .' 1 las he a good store, centrally
located.' Does he keep his stock ill good condition.'" In the adjustment of
Credits' it is important to know something about the customer's methods o\'
doing business and the reputation he has at home.

Third : Affording an opportunity to those who have no trade in the region
visited, to study its lius'noss possibilities. It has frequently developed that
business houses have found it to their advantage to place salesmen in a field

THE MILWAUKEE ASSOCIATION OF COMMERCE 395

after visiting the same, that had before such visit seemed unpromising. Thus,
many new trade accounts have followed as the result of these merchants' trips.

Fourth: A distinctive gain is made for the city that engages in these
trade trips. If the firms and individuals engaging in them did not derive an
immediate benefit there is still an advertising value which goes to the city.
It adds a prestige to such city which could be gained in no other way.

From the Standpoint of the Cities Visited. — Experience lias taughl (bat the
expressions of good will and friendship showered upon the Milwaukeeans all
along the routes traveled have been of the most sincere and cordial character
The personal expressions as well as the numerous speeches made, taken in their
entirety, have revealed the elements of genuine hospitality, geniality and good-
fellowship. While the attitude of the smaller centers of population is not
entirely unselfish in character there is usually a reciprocal spirit which forms
an important stimulus to strengthened business relations.

The basis for the friendly attitude on the part of the smaller town is usually
found in the following:

First: A local pride in the thought that an important merchants' exclu-
sion train honors the town with a visit. Such events are comparatively rare.

Second: A satisfaction in being afforded an opportunity to point out the
home town's achievements and possessions. Whether the local commercial or
industrial or institutional interests are large or small the resident citizen is
always proud to dwell upon them.

Third: The authorities usually recognize the fact that hospitality is ;i
virtue which applies to eommunit'es as well as to individuals and that hos-
pitality manifested on occasions of this kind denotes also the enterprise ami
public spirit of a people.

Fourth: That trade relations between the larger and smaller cities are
reciprocal; that the products of the farm which maintain the small city must
find their ultimate outlet for consumption in the larger centers of population:
that the manufactured article of the large city is in turn essential to the life,
activities and comforts of the farm and the small city.

Fifth: That, in other states the element of friendship is always strength-
ened by the men who claim their birth place in Wisconsin; and in this state
by the men who have relatives and friends in Milwaukee or who at some time
in their iives res'ded in this city. Thus, the social element becomes a factor
in the courtesies which are extended to the visiting merchants.

Attitude of the Visiting Merchants. — The responses usually made by the
executive officers and members of the Association of Commerce may be summed
up in the following thoughts and expressions:

First: That commerce knows no limitations; that state lines are created
for purposes of government only; that an interstate commerce is consistent
with the American idea and conducive to the welfare and prosperity of the
whole country; that we are fine people, under one flag, with one and the same
destiny.

Second: That the progressive merchant of the large city believes in the
integrity, mission and purposes of the smaller units of population; that the

WELLS "ITU E Bl 1 1 . 1 > 1 \ < ■
Corner Wisconsin and Milwaukee streets

THE MILWAUKEE ASSOCIATION OP COMMERCE 397

smallest village alike with the greatest metropol's performs a function in the
economic, civic, educational and moral welfare of the nation.

Third: That, while the price list, quality of goods, taste and personal
preference are leading factors in trade, the element of personal contact and
friendship cannot be ignored or overlooked.

Fourth : That honesty and integrity are a permanent and self-accruing
asset in business and that the Milwaukee merchants come with honorable
motives, with clean hands and clean intentions.

Fifth: That commercial and industrial Milwaukee means to compete
aggressively with other markets; to apply enterprise, energy and industry in
developing its possibilities.

Sixth: To tell the world what Milwaukee is, what it has, and what it
stands for; to tell of its natural advantages, its geographical location; its
commercial and industrial achievements, its hopes, its aspirations and its
future.

Administration and Management. — The trade excursions heretofore under-
taken by the Milwaukee Association of Commerce have been uniformly suc-
cessful in the ends and purposes which they have aimed to serve, namely
to promote and strengthen the business relations between Milwaukee and the
outside world. They have also been conducted upon a self-sustaining basis.
The expense has been almost wholly borne by those who participated in them.

In order, however, that the greatest degree of service be attained in point
of participation, in the selection of an itinerary, in securing a reasonable rate
of per capita cost, in securing an efficient train service, in prompting a cordial
reception and in attaining favorable publicity in the towns to he visited, the
merchants' trips are planned with discriminate care months in advance and
with a supervisory care on the part of the executive officers and the board
of directors. More especially must this be done if the trips are to be made
self-sustaining in point of cost.

The committees entrusted with the immediate and detail arrangements are
apt to become engrossed in certain phases of the trip and lose sight of the
larger problems involved and the ultimate outcome of the financial end of the
project. Thus, action which shall be timely enough so as to make the veto
power of the board effective and practical both as to the itinerary and the
cost involved, should be recommended. The following suggestions have been
observed :

First: That, all trips are planned with a view of making them self-sus-
taining in point of cost.

Second: That the jobbers' committee plan its itinerary during the month
of January of each year for the tra.de excursion to be undertaken during the
month of June following, and that a list of probable participants be prepared
and acceptances be secured as early as possible.

Third: That the jobbers' committee present to the board of directors at
their meeting held in February a report on the next merchants' trip, the
itinerary and date for same, the number of prospective participants, the ar-
rangements for transportation, specifying cost for mileage, meals and sleep-

THE MILWAUKEE ASSOCIATION OF COMMER< E 399

mg car service, accompanied by estimates as to the total receipts and expendi-
tures involved.

Relation between Civics and Commerce. — In fixing the status of the modern
commerce body in its relation to Local government and to the economic progress

of the community, William George Bruce has defined its scope, which defini-
tion has been accepted throughout the United States. It embodies the follow-
ing:

"1. All conditions making for the health and comfort and the educational
and moral progress of the people, in themselves wield a wholesome influence
upon the material advancement of the community. Industry and commerc ■
gain in efficiency and in ethical standards. Community power, prestige and
prosperity find their best impulse in a constituency that is morally and physi-
cally sound.

"2. The commercial organization must assume an advisory and coopera-
tive attitude towards the local governmental factors. It must primarily
recognize the powers, duties and prerogatives conferred by law upon thus;'
entrusted with the legislative and administrative branches of government.
It must speak only from the standpoint of the private citizen who acts in a
collective capacity, who is concerned in wise expenditure of pub! c funds, in
the introduction of laudable innovation, and in the upholding of acceptable
standards.

"3. A commercial organization must confine its efforts to principles an i
policies involved in local government rather than to persons and parties. Ic
cannot consistently engage in any activity which can be construed into a
partisanship between candidates and political parties. Here is the danger line.
Political parties have their adherents; candidates have their friends. Both
adherents and friends may be members of the commercial organization. To
exert partisanship here means to invade the field of practical polities and ths
domain of opposing political partes and organizations. Among these, divi-
sion and contest are the order of the day. Such invasion, therefore, leads to a
sea of disruption and sends the commercial ships upon the. rocks where it will
surely be wrecked and destroyed. The member of a commercial organization
may, in his individual capacity, support or oppose men and parties. That is
his privilege and his duty as a citizen. But, the commercial organization, as
such, cannot engage in political campaigns without exposing itself to the
danger of disruption and extinction. Nor is it, wise for the executive officers
of an organization, the president or secretary, to publicly champion the cause
of candidates or parties.

"4. The line of demarkation between civic activities and political activ-
ities, drawn by commercial bodies, must lie somewhere between ante-election
campaigning and post-election cooperation, between selfish partisanship and
unselfish non-partisanship, between party preferment and community progress
and welfare. Where the partisan efforts of the political organization end, or
ought to end, namely, on election day, the efforts of the non-partisan com-
mercial organization ought to begin. The local administration, in attempting
to carry out laudable measures and in seeking to conduct public affairs with
economy and efficiency, is entitled to the support of every loyal citizen. Per-

400 BISTORT OF MILWAUKEE

sonal and party preferences must yield where the welfare of an entire com-
munity is involved. What applies to the duties of the individual citizen
applies, iii a larger degree, to the collective citizen, as exemplified in the
modern commercial organisation. It must stand in a helpful attitude towards
the public servant, and the governmenl he represents, focus public attention
in the direction of desirable ends and purposes, crystallize public opinion in
their behalf, and support policies in municipal housekeeping thai are sound
and acceptable, and oppose those that are unsound and unwise.

"5. Among the civic promotional labors coming legitimately within the
province of commercial bodies, are those relating to the educational, sanitary,
welfare and recreational conditions of the community. A commercial organ-
ization must not attempt, as is frequently done, to duplicate a service already
well performed by the local government. Such activity is likely to prove
meddlesome and a waste of time and energy. Local conditions must determine
where effort is most needed. In some communities the educational factors are
lax, in others the sanitary conditions are weak, the traffic regulations are
antiquated, etc., requiring a wholesome public sentiment towards correction
and strengthening.

"6. The line of demarkation between commercial and civic affairs places
payroll and profit on one side, and physical and moral wellbeing of the com-
munity on the other. On the assumption that all the nobler ends and pur-
poses of life are predicated upon material progress of a people, it logically
follows that profit and payroll must lay the foundation for that civic and
social progress which is to follow. Or better still, economic and civic progress
must go hand in hand.

"7. The exact extent to which commercial success and progress is de-
pendent upon good government cannot be definitely fixed in dollar marks or
in financial statements. Commerce must have a clear roadway in which to
perform all its legitimate functions. Good government means to afford that
freedom of action and that protection to life and property which enables the
merchant, the manufacturer, the mechanic and the professional man to per-
form his part of the world's work.

"8. A progressive government, be it national, state or local, invites the
experience and judgment of a thoughtful and honorable constituency on pend-
ing measures, policies and departures. A modern commercial organization
stands ready to serve as the medium through which the judgmenl and the
conclusions of the citizenship are gathered, collated and submitted to the
government.

"9. It is the duty of the commercial organization, that aims to serve the
civic welfare of tin' community, to submit such facts, figures and arguments,
as are not already at, the command of the public authorities, for or against
pending policies and measures. An attitude of open protest can be engaged
in only when palpable or gross misgovernment is in prospect, and as a last

resort.

"lit. The i lorn commercial organization does not hesitate to express

itself for or against local, stale and national legislation, involving tin' eco-
nomic or civic progress of the several units mentioned. But, many con-

THE MILWAUKEE ASSOCIATION OB" 1 COMMERCE 401

troversial questions, upon which the membership may be seriously divided,
must be ignored. In some organizations, for instance, it would be unwise to
take a position on questions relating to woman's suffrage, prohibition, an
eight-hour work day, etc., while in others it would be feasible to do so. Here
an organization must, in a measure, he guided by a considerable fraction of
that membership, if it is to maintain its identity and continued usefulness.

"11. There is no purely commercial or selfish basis upon which a com-
mercial organization can consistently urge its members to civic activity. On
the accepted basis that good citizenship implies an active interest in civic
progress, and that good government does contribute to the material advance-
ment of the community, the commercial organization can foster an active
interest in all that will make for better life and living. To foster such inter-
est purely from the standpoint of commercial gain, without striving also for
the blessings which civic progress confers, would be unworthy of the American
business man."

Competition versus Rivalry in Business. — In striving for higher business
standards the Association of Commerce enunciated the following:

"One of the main purposes of organization for the promotion of trade
and commerce should lie in the substitution of wholesome competition for
ruinous rivalry, and thus ensure stability as well as security and honor in
business enterprise. Those seeking mutual advancement for the seller must
also recognize the interests of the buyer. The consumer has rights which
the producer and dealer must respect. The adjustment must he found in
honest competition, not in dishonest rivalry. The objects therefore which
should guide organization for the mutual advancement of those engaged in
trade and commerce must include certain fundamental considerations.

"Those identified with a calling or an interest should primarily seek to
dignify the same. Every member should become inspired with the ambition
to direct his activities upon standards that will stimulate pride and command
the respect of his fellowmen; to strive for higher aims and purposes. Every
man may contribute something, by word or deed, to the general advancement
of society. The work of the blacksmith is no less honorable than that of the
banker if he will but make it so; the vocation of the mechanic as well as that
of the merchant, be it salesman or savant, tailor or tutor — all, in their own
spheres, may attain an honorable usefulness.

"The abuses which from time to time creep into our commercial life must
be corrected. A checking influence is wholesome in every calling. In their
contest for gain individuals are apt to lapse into errors and abuses which may
be selfishly advantageous hut extremely harmful to the many. These are best
eliminated by pointing them out and thus making them unpopular. Discus-
sion w II tend to sift the desirable from the undesirable, the worthy from
the unworthy.

"The effort for mutual advancement is Laudable. Here it is not meant
the formulation of combinations designed to control prices or restrain trade.
These are to be discountenanced. But, it is held that methods and means may
be standardized so as to insure a higher degree of efficiency and business in-
tegrity.

Vol. 1—20

> ii i ...

i in: majestii mil. dim.
i ;rand Avenue, near Third SI reel

THE MILWAUKEE ASSOCIATION OF COMMERCE 40:;

"Cordial relations should he fostered. The cloven footed competitor is
usually the man who is personally unknown to us. A closer acquaintance
with him frequently reveals a genial human being. The social contact between
competitor and competitor has the tendency to change hatred into friendship
and transform bitter rivalry into fair competition."

An Industrial Exposition. — The most comprehensive exposition of Milwau-
kee-made products ever presented in the city was made under the auspices of
the Association of Commerce on September 2-1*2, 1911, in commemoration of
the fiftieth anniversary of the organization.

The association records contain the following interesting description of
this remarkable demonstration of the production ability of the city.

The inception of the exposition was prompted by a desire to emphasize
in some dignified and at the same time useful manner, the fiftieth anniversary
of tlie association. Enquiry as to the average life of commercial bodies had
revealed the fact that the attainment of a half century mark in their existence
is indeed rare. Few of the commercial organizations of the leading cities of
the country can point to a record that will compare in point of age and useful
service with that oi the Merchants and Manufacturers Association.

But, if the service rendered, had been nominal in character the longevity of
the association in itself must be considered unique as well as unusual. The
fact, however, that the association has an honorable record, has had from
time to time identified with its activities the best men which this community
has produced, and has certain distinctive achievements to its credit, rendered
the anniversary period more important and significant.

Sentiment and Practicability. — It therefore remained for the organization
to turn a matter of sentiment into a useful reality and to express in some
tangible form the achievement of a given period in the history of the city.

Q] approaching the subject of a celebration that should express in an

appropriate manner the successful conclusion of an important period in the
flight of time, it soon developed that the projectors were not dealing mere
with the anniversary of an association hut the most important period in the
history o'f tin/ city.

The thought soon grew that during the past half century the city had
grown from a modest village into a greal metropolis, an unimportant com-
munity to an important, thrifty and progressive population unit. Those in
charge awakened to the realization that years of intelligent toil of enterpr se
and energy had wrought wonders and that the community had achievements
to its credit of which any American city might well lie proud.

The exposition idea assumed a new phase ami met with the enthusiastic
approval of both press and public, it was soon realized that while the com-
mercial spirit may have been the primary incentive in tin- display of the home
products, that the renewed civic pride which they aroused in the community
and the educational influences which they excited, had a specific value. It
broughl the c tizenship to an appreciation of itself and its mission and excited
an enthusiasm in, and ambition for the future.

An Important Anniversary. — That the anniversary period of the associa-
tion could not be passeil over in silence and inactivity was apparent, but thai

Til 10 MII.W'.UKIOIO (I. IT!

THE MILWAUKEE ASSOCIATION OP COMMERCE 405

there were several ways of giving emphasis to the event was equally clear.
That the exposition was the best means, however, of giving useful expression
to the event may now no longer be questioned.

"With a building like the Auditorium, the installation of an exposition of
a certain scope was not only feasible but eminently practical. The building
which was conceived and brought into realization by the association, con-
templated the housing of industrial exhibits as well as to serve other public
functions.

It remained, therefore, to plan a series of exhibits which should prove a
fair index of Milwaukee's industrial importance and at the same time accom-
modate them to the facilities at command. The earlier plans which were
under consideration contemplated a much larger exhibit, involved a heavy
administration expense in the employment of exposition experts and pro-
vided for an undertaking which increased the financial risk almost tenfold.
Experience would now indicate that the larger scheme could not have been
carried out without inviting failure and incurring a financial loss. The condi-
tions in the manufacturing field have not during the past year (1911) been
so promising as to prompt general support among the manufacturers of the
city.

The exposition, therefore, was confined to the space now afforded by the
Auditorium, and all plans for additional buildings were discarded. The
estimate of expense was held, or aimed to be held, within the sum realized from
the sale of exhibit space, thus guarding against a deficit and placing the pro-
ject upon a sound financial basis.

Administration of the Exposition. — The experience gained by other cities in
the planning and management of industrial expositions was applied and the
services of the executive officers and members of the association were drawn
into active service. In this manner the employment of expensive expert serv-
ices was avoided and the financial risk of the enterprise held to a minimum.

The association employed no solicitors and paid no commissions. The addi-
tional help which was employed served in the administrative labors only.
Mr. A. G. Nicoud, the assistant manager of the Auditorium, who was em-
ployed as manager of the exposition, gave the greater part of his time to the
work of soliciting of exhibit space and in directing the installation labors.
Secretary Bruce assumed the general direction of the exposition and the pre-
paratory labors involved in the project.

Thus the administration of the exposition was at all times kept upon a
self-sustaining basis. At no time were the funds of the association drawn
upon. The part payments made upon the exhibit space covered the current
administration expenses, while the final payments almost met the entire cost of
installation. The receipts at the box office met the remainder of the expense
and provided the surplus. The exposition attracted nearly eighty-five thou-
sand visitors and yielded a net return of over $11,000 into the treasury of the
association.

Plan of Installation. — In approaching the subject of a plan for the installa-
tion of the exhibits it was proposed to provide a general classification of in-
dustries and then a special grouping of products. While the management

106 BISTORT OF MILWAUKEE

succ led in preserving the general classification, it failed in securing the

grouping of exhibits in the manner desired. It was found thai in some in-
stances certain manufacturers objected to becoming exhibit neighbors to their
competitors. Here concessions and compromises had to be made in order to
get the exhibits.

The grand divisions were made with a due regard to the industries
which lead and which are characteristic of Milwaukee. Tims was pro-
vided a Mechanics Arts section, a Leather and Garmenl section, a Brewing

section and a F 1 Products section. While these enabled classification of all

the exhibits it was impossible in all instances to avoid inconsistencies. But,
as already stated, these inconsistencies were in a large measure unavoid-
able inasmuch as expediency and prompt action were just then more im-
portant than exacting rules.

The Educational Exhibits. — Some weeks before the exposition op,- 1.

negotiations were begun with the school authorities regarding an educa-
tional exhibit. The School Hoard was notified that the policy id' the

management aimed to emphasize tl lucational phases of the Exposition,

and that in this direction the cooperation of that body was sought.

The hoard was not only requested to place classes in manual training
and domestic science, but also to provide an arrangement by which the
pupils of the upper grades and the high schools could visit the Exposition
accompanied by their teachers during the regular school hours. The re-
quest was favorably received by the board and instructions given to install
classes from the elementary to the advanced, illustrating the work done
by the schools in the branches named. To these classes were added de-
partments from the School of Trades covering carpentry and joinery as
well as plumbing and some machinery work. Tims, nearly one hundred
and fifty pupils were employed in class work each day. During the after-
noon pupils if accompanied by their teachers, were admitted regardless
of a<re at an admission price of 10 cents. The regular price of admission
for adults and for children over the age of ten was 25 cents.

The number of children who visited the exposition warrants* the state-
ment that educational purposes of the enterprise were fully met. In this
connection it should be added that Superintendent Pearse and the School
Hoard readily appreciated the value of the exhibits as an educational
factor, and lent their hearty cooperation towards utilizing tie' same.

Engelmann Hall, in which the several classes were located was crowded
with visitors during the hours of 2 to A P. M, and from 7 to ;t l>. M., indi-
cating thai the public was interested in this phase of the exposition. The
exhibitors were not only liberal in the distributing of souvenirs among
the children who came but they also aimed to explain to them the opera-
tions of their machinery ami the utility of their products.

Advertising and Prizes. The advertising for the exposition was placed
in the hands of a committee of experts connected with prominent business
concerns of the city and appointed by the Advertiser's Club of the city.
The advertising in the main consisted of 10,000 hangers or posters, and

display space in the dailies and weeklies throughout tin 1 state.

THE MILWAUKEE ASSOCIATION OP COMMERCE 407

One of the features adopted by the committee for the purpose of stim-
ulating attendance was the award of nearly four hundred prizes consisting
of various articles from a piano to a box of socks and from a residence
furnace to a box of candy. These prizes were donated by the retail mer-
chants. The advertising given the prizes was the only remuneration re-
ceived by the merchants. This advertising consisted of a display of the
prizes in the most prominent show windows of the city. While this promise
was carried out it was expected also that suitable newspaper publicity be
given in which the prizes and their donors were to be named in the pub-
lication of the winning numbers.

In tlrs effort the committee met with a decided disappointment; the
federal government notified the press that all mention of prizes would
be contrary to the laws and must be omitted. The result was that many of
the prizes drawn were not called for because the winner had no means
of knowing the result except as announced at the Auditorium.

A prize of $100 offered for the best poster design was awarded to
Gus Klau of the firm of Klau and Van Pietersom. The advertising com-
mittee also instituted a Slogan contest. For a week each day five single
dollar prizes were awarded for the best slogans and on the last day a $25
prize was awarded for the best slogan submitted during the entire week.
The slogan, "Name it, Milwaukee makes it," submitted by S. A. Minturn
of West Allis was awarded the first prize.

A Promotional Factor. — It may justly be said that, in providing for this
exposition, the association added materially to its laurels as a promotional
and useful influence in the community. Not only was the exposition the
first in which Milwaukee-made products were exclusively shown but in
point of variety of products, artistic and dignified installations, and a rep-
resentation characteristic of the city as a manufacturing center, the project
■was an unqualified success.

At no time in the history of the city have its products been shown
in a more complete or in a more auspicious manner. The fitness, too, of
celebrating the association's fiftieth anniversary in an exposition has been
demonstrated.

If expositions possess any value, and experience has taught that they
do, Milwaukee has been benefited commercially as well as educationally.
The demand for Milwaukee-made products was stimuated and the youth
of the community received a valuable and lasting lesson in the importance
of well directed labor and its results and achievements. The civic pride
of the community was stirred with a renewed enthusiasm in the achieve-
ments of a brilliant past and an ambition for a prosperous future.

Upholding Law and Order. — The association has on several occasions
asserted its influence in the direction of preserving the tranquility and
peace of the community. During a serious strike trouble it issued the fol-
lowing pronunciamento to the mayor and the public: "Recent events in
the community reveal a tendency which demands the earnest consideration
of the great body of thoughtful citizens as well as the attention of the
child' executive. The fact that expressions have recently gained currency

Till': CALUMET CLUB

Till: WIS* ONSIN < l.l B
(Formerly known as the Deutscher Club)

THE MILWAUKEE ASSOCIATION OF COMMERCE 409

which tend to disturb the peace and good order of the community and
seriously impair its prosperity and stability, is to be deplored.

"We are not unmindful (if the fact that differences necessarily arise
between employer and employe and that there are rights and equities on
both sides. We believe that labor has rights which capital must respect
and that organization is a legitimate weapon, both defensive and offensive,
in compelling those rights. But, in reaching adjustments, sane judgment
and peaceful methods should and must be employed. Law and order must
be maintained and life and property must be protected.

"Milwaukee is a manufacturing center. Its material stability and
prosperity must be derived through the product of the factory which is
sold to the four quarters of the world. The commercial, financial and
shipping interests are largely dependent upon the industrial interests. The
factory pay roll is the very life and soul of Milwaukee's material existence.
The more employment can be given and the more money can be distributed
in wages each week the more prosperity will come into the thousands of
Milwaukee homes.

"It cannot be denied that a depression exists and has rested during
the "past year upon many of Milwaukee's important industries. In some
of these the losses have been heavy. The number of unemployed is already
distressingly large. Manufacturers are straining every nerve to improve
conditions, secure what orders they can and keep their plants in full op-
eration and thus afford more employment.

"The reports of public utterances of an inflammatory character which
are heralded to the world tend to impair the credit and standing of the city.
While they cause unrest at home they are also destructive of the confidence
which prompts the sale of our municipal bonds and the bringing of out-
side capital into the city for investment.

"The destruction of local property is infinitesimal as compared with
the losses which the community sustains in being deprived of the patronage
and good will of the country at large. And here it should not be forgotten
that any losses so sustained will not only fall upon the manufacturers
but upon the working people as well. A diminished demand for the prod-
ucts of our factories will reduce the demand for labor and thus the losses
will have to be borne by both employer and employe. This statement needs
no elaborate explanation. It speaks for itself.

"In discussing thus frankly a condition as well as a growing tendency,
which if permitted to continue unchecked will lead to catastrophe and
ruin, we are not attempting to sound an alarm. We are merely in a rational
manner directing the public mind to a dangerous tendency.

"It is to the interest of all, irrespective of business or calling, that law
and order be maintained and that those who menace life and property
be dealt with accordingly. In view of the sentiment above expressed, be it

RESOLVED. That, we the Directors of the Merchants and Manu-
facturers Association strongly condemn ;ill public expressions designed to
incite class hatred and to destroy respect for law and order; that we
demand the punishment of those who threaten the safety of their fellow-

MILWAUKEE YACHT CLUB

THE ol.n I LKS i LUB HOUSE

THE MILWAUKEE ASSOCIATION OF COMMERCE 411

men and who wantonly destroy property; that we pledge ourselves to
employ every honorable means to secure obedience to the law and secure
that j)eace and goodwill which is so vital to the community's material and
social progress and welfare."

List of Presidents. — The business men who have been honored from time
to time to serve in the capacity of first officer of the association are shown
in the following list, together with the year of service: Years 1861-1863,
John Nazro; lS64-18o7, John A. Dutcher; 1868-1870, II. II. Button; 1871-1874,

F. J. Blair; 1875-1876, Clarence Shepard; 1877-1882, John R. G Irich; 1883-

1884, George W. Allen; 1885-1886, B. B. Hopkins; 1887-1889, Chas. E. Andrews:
1890-1892, Chas. M. Cottrell; 1893-1895, John E. Hansen; 1896-1898, John C.
Spencer; 1899-1900, Fred T. Goll; 1900-1901, Ira B. Smith: 1901-1903, E. A.
Wadhams; 1904-190.-). Fred W. Sivyer; 1906-1908, fm. X. Fitzgerald; 1909-
1910, John H. Moss; 1911-1912, Gen. Otto II. Falk; 1912-1914. Fred W.
Rogers; 1915-1916, Franklin P. Blumenfeld; 1916-1918. John L. Klingler; 1918-
1920, A. T. Van Scoy; 1920-1921 ; Walter ( !. Carlson, 1921-1922; J. G. Kissinger,
1922—.

A List of the Secretaries. — The gentlemen who served as secretary of the
Merchants and Manufacturers Association during the past fifty years are th?
following: 1861-1863, J. A. Dutcher; 1864, H. H. Button; 1865-1870, A.

B. Cleaver; 1871-1874, Robert Hill; 1875-1876, W. A. Collins; 1877-1878,

C. II. Hamilton: 1879-1886, Chas. E. Andrews: 1887, Ira B. Smith: 1888, Chas,
L. Blanchard; 1889, L. J. Petit; 1890, A. Meinecke, Jr.; 1891-1892, A. R.
.Matthews: is!):!. Oscar Loeffler ; 1894, A. Meinecke. Jr.: 1895-1899, H. E.
Wilkins; 1900-1906, L. O. Whitney: 1907-1909, Wm. Geo. Bruce; 1909-1920,
Phillip A. Grau, 1920.—

Invited Notable Men to City. — The first formal banquet given by the -Mil-
waukee business men who later formed the Merchants Association was held
at the Newhall House, January 11. 1861. The late John G. Inbusch presided.

The speakers and the subjects discussed were the following: E. D. Bolton.
The Commonwealth of Wisconsin; L. \V. Wicks. -Milwaukee and Its Com-
merce; O. H. Waldo. The Manufacturers of Milwaukee; George W. Allen,
The Merchants of Milwaukee; Judge McArthur, The Judiciary and Bar of
Milwaukee; C. E. Andrews, The Newhall House and Its Proprietors.

The association invited ami entertained many distinguished guests.
Among them were Grover Cleveland, William McKinley, Theodore Roosevelt.
William II. Taft, Hon. James Bryce and many others. President and Mrs.
Cleveland were entertained October 6, 1887: President ami Mrs. McKinley
October 16 and 17. 1890; Theodore Roosevelt April 3, 1903; and William II.
Taft June 10, 1907.

On March 4. 1902, the association participated in the entertainment of
Prince Henry of Prussia, also in the entertainment a few years ago of Count
von Bernsdorff, the German Ambassador. Other distinguished guests, among
them prominent statesmen, diplomats and financiers have at various times
been brought to the city and entertained by the association.

Principles and Policies. — It was upon the principles and policies govern-
ing modern commercial bodies, as outlined in the introductory paragraphs,

412 HISTORY OP MILWAUKEE

thai the .Milwaukee Association of Commerce gained its high standing and
service as a factor in the community.

It prompted Milwaukee In take an inventory of itself, and then seek an
answer to each of the following questions: What are the advantages of its
geographic location? What are its connections with the outside world?
What are the natural resources of the territory tributary to Milwaukee? What
are its industrial and commercial possibilities? Is there more room for popu-
lation and capital? What can be done in the direction of civic and educational
progress?

These and other questions were answered before a line of action along
promotional lines could wisely be adopted. It taugh.1 -Milwaukee to know
itself before it determined what was best for itself. Economic', civic and
social progress is always possible, but in order to avoid a waste of energy
and to work efficiently and effectively it is well to know what materials are
at command and how to utilize them.

The commerce body assumed that Milwaukee drew its share of trade from
the surrounding agricultural district; thai its financial institutions amply
met the needs of local business enterprise and that the transportation fa-
cilities were fairly satisfactory. But, it also held that more stores, more banks
and more trains did not necessarily mean more business for the city unless
a greater prosperity must be sought in the manufacturing field. More fac-
tories meant more population, more capital, more activity, more prosperity.

It also taught that a new grocery store divided the grocery patronage:
that a new bank drew business from the older banks, and that the estab-
lishment of more retail stores and banks did not necessarily increase the
business of the city. Further, that the dollar which goes from one local pocket
into another local pocket does not necessarily increase the total wealth of
the city, but that the dollar which came into your city from the outside for
labor performed added to that wealth. That dollar is distributed through
the payroll and finds its way into the markets, thus demonstrating that the
payroll constitutes the economic vitality of the city. The profits of the retail
trade go to the few, the payrolls of factories go to the many.

Milwaukee's possibilities, it was realized, must be found in the industrial
rather than in the commercial field. One factory employing KID men will
be worth more than ten new retail stores. Industrial productivity precedes
commercial activity.

Association Purpose and Mission. — The primary purpose of the Milwau-
kee Association of Commerce has been to round out and bring to tin' highest
stage of development the possibilities of the city. These possibilities were
studied and analyzed and the prospective growth and development of the
Commercial ami industrial interests summarized;

First: That there are greal possibilities. The natural advantage as well
as a favorable location are there. The capital, brains ami energj essential to
further commercial development may be found.

Second: That it is necessary to develop a clear vision as to future pros

pects, a proper c prehension of the means at command ami the application

of that enterprise which must lie behind everj bold and determined effort.

THE MILWAUKEE ASSOCIATION OF COMMERCE 413

The business men realized that an organization, representative in char-
acter, infused with enthusiasm and a broad progressive spirit, free from
selfish motives, safely guided, and amply financed, with a helpful jmblic press
and a wholesome public sentiment to cheer it on, can become a dominating
and beneficent force in the community.

The self-assertive spirit which served to found every industrial and com-
mercial enterprise in Milwaukee and maintained it successfully also found
an enlarged expression in new and renewed efforts. The association realized
that there was ample room for enlargement, for new factories, new firms, new
connections and an extension of trade into both old and new territory.

It has also realized that the country is expanding its productivity along
agricultural lines at an enormous rate, and that with this expansion comes
the increased demand for manufactured products if proper propaganda for
such product is made. Thus Milwaukee could continue to grow numerically,
commercially and industrially : in educational and civic strength ; in social and
moral advancement.

W. G. B.

r- -2

■ * mm ,m»' ~ H -

*. •; » im «a 1 *"" »>S

- r

if->4

< II AFTER XXVI
THE MILWAUKEE POST OFFICE

The first postmaster at Milwaukee was Solomon Juneau, who began his
term of service early in the summer of 1835. His commission was signed by
President Andrew Jackson. The post office was opened in charge of Albert
Fowler in a building situated at the corner of Wisconsin and East Water
streets. This building had been occupied by Mr. Fowler as a real estate offic '..
The rates of postage ranged from 6 cents to 2"> cents on each letter, accord-
ing to the distance traveled and its bulk. There were no envelopes or postage
stamps in use at that time. The mail arrived once a month at first, but soon
a contract was let and mail came after that from Chicago once each week ami
from other points whenever convenient.

Mr. Juneau continued in office until 1S4:! when he was succeeded by Josiah

A. Noonan. The change in postmasters in the latter year occasioned much
dissatisfaction among the residents of the village, as Mr. Juneau was ex-
ceedingly popular and Mr. Noonan was not approved generally by the spokes-
men for public opinion. However, Noonan was retained as postmaster until

1849 when he was suc< led by Elisha Stan-. In 1851, John II. Tweedy held

the office during a portion of that year in succession to Mr. Starr. -la -

D. Merrill became postmaster and held the office from 1851 to 1853, and
was succeeded by Josiah A. Noonan in the latter year notwithstanding his
unpopularity during his former term.

In the spring of 1857, John Ii. Sharpstein was appointed postmaster and
held the office for a little more than a year, when .Mitchell Steever received
the appointment and continued as postmaster until 1861. He was succeeded
by John Loekvi I who remained in office until the appointment of his suc-
cessor. 0. K. Wells, in 1864. Wells was succeeded by Henry A. Stan- in 1868,
who in turn was followed by Samuel < '. West in 1870.

Henry < '. Payne received the appointment after the expiration of West's
term, namely, February 4. 1876, and was reappointed February 1, 1880. The
mention of this name recalls the fact that Mr. Payne became postmaster
genera] in President Roosevelt's cabinet in 1901, and continued as such until
1!I04.

Those who followed .Mi-. Payne as postmaster were George II. Paul, Wins
low A. Xowell, George W. Porth, F. Et. Stillman, David ( '. Owen and Frank

B. Schutz, the present incumbent of the ot)\v<\

1 1 5

Hi; BISTORT OF MILWAUKEE

Post Office Locations.— The firsl location of the posl office in 1 ^!"> was
as mentioned above at the corner of East Water ami Wisconsin streets, h
was soon after removed to Mr. Juneau's store on the opposite corner of the
same streets. Somewhat later Mr. Juneau erected a building for a post office
on the north side of Wisconsin Street. When Mr. Noonan became postmaster
in 1843, the post office was removed to the City hotel, afterwards to Tweedy's
block and was again removed by J. D. Merrill when he was postmaster, to
a building at the northwest corner of Mason and East Water streets.

Here it remained until 1860. A new l>uildin<r was constructed by the Gov-
ernment for a post office and custom house at the northwest corner of Wis
cousin and Milwaukee streets, which was completed and occupied January
1, 1860. This structure resembled in its general outlines the building com-
pleted in the same year for a similar purpose at Chicago which was destroyed
in the great fire in that city. This building has long since disappeared in the
march of improvements, and a splendid new building was constructed on the
block bounded by Wisconsin, Jefferson, Jackson and Michigan streets.

A half century of steady growth of the city in population and commerce
is demonstrated in the following postal receipts:

1870 $ 90,437.7.")

1880 186.771.00

1890 368,882.79

1900 666,863.5]

1910 1,630,288.96

1920 3,187,570.66

On January 1, 1922, Postmaster Frank P>. Schutz reported the transactions
of the post office for the previous year as follows:

"Approximately two hundred million pieces of mail matter of all classes
were handled at the Milwaukee post office during the year 1921. This be-
ing an increase of about fifteen million pieces over the previous year. Of this
number 50,544,910 pieces were for local delivery. Machine cancellations num-
bered 94,158,100, an increase of 4,781,500 over the year 1920; 95,919 pouches
of first class mail were dispatched during the year 1921; 1,440,589 sacks, con-
taining second, third and fourth class matter, were dispatched, an increase
of 464,207 sacks over the previous year. Of this number about 705,000 sacks
wen' made up for dispatch at the Milwaukee terminal and 17,996 sacks con-
tained circular mail: 10,049,208 pounds of newspapers, magazines, and other
second class publications were mailed, an increase of 238,767 pounds; Eor
which $195,753.78 in postage was paid, an increase of $22,183.06 over the year
1920.

"Directory Section. — One million, one hundred thirty-six thousand, one
hundred and seventy-eight letters received without street address, or bear-
ing incorrect address, were given directory service during this year. This
is an increase of nearly two hundred thousand over the year 1920, and shows
an increasing tendency to 'let Qncle Sam do it.' when it comes in supplying

THE MILWAUKEE POST OFFICE 417

addresses. As a result of bad addressing, a total of 73,480 letters were sent
to the dead letter office, in comparison with 58,085 in 1920. Over four hun-
dred parcels and pieces of third class matter, of obvious value, were given
directory service daily, on account of deficiencies of address.

"It is not generally understood that if the sender will place the words 're-
turn postage guaranteed' on third and fourth class matter it will be returned
promptly if undeliverable, and return postage collected on delivery to the
sender.

"The government-owned motor vehicle service, operating on a twenty-
four hour schedule, transported an average of 3,235 tons of mail per month
during the last year.

"The fleet has, in the course of the year, been augmented by four trucks
of one ton capacity and now consists of twenty-eight three-eighths ton; fif-
teen one ton. and five one and one-half ton trucks. Five hundred and sixty
thousand miles were covered in 1921 in the transportation of depot and sta-
tion mails, the collection from 850 street letter boxes and parcel post de-
liveries throughout the city.

"All chauffeurs assigned to transport registered pouches carry forty-five
caliber firearms as a means of affording the necessary protection while the
mails are in their custody.

"The fleet is housed at the post office garage, corner Huron and Milwau-
kee streets, and a force of mechanics, garagemen and dispatchers is engaged
day and night to enable proper maintenance of this service. All repairs are
made there and every truck is repainted and finished by the garage force
each year. The long standing mail blue body with the white panels and
vermillion chassis color scheme, has this year been discarded and the more
serviceable olive drab body with black chassis is now the standard color.

"Special Delivery Section. — The following is a comparative report of total
pieces of special delivery matter delivered during the last year, which shows
an increase of about two per cent over the previous year:

Special delivery matter delivered during the year of 1921. .526,518
Special delivery matter delivered (luring the year of 1920. .514,718

Increase 11,800

"We now employ thirty-six well trained messengers, thirty-one of whom
are ecpiipped with motorcycles, three with autos and two with bicycles.

"Three hundred and twenty-eight carriers are employed in making de-
livery and collection. Two hundred ninety-nine are assigned to delivery and
twenty-nine in making collection from 850 street letter boxes. Twelve addi-
tional carriers were added to the delivery force during the year. This in-
crease was made necessary by the large number of new residences erected,
and delivery service limits being extended.

"There was a twenty-seven per cent increase in the receipt of parcel post
and second class matter for local delivery over the year 1920.

Vol. 1—27

THE MILWACKEE POST OFFICE 419

"Registry Section. — Comparative report for the years 1920 and 1921 on
registered, insured and collect on delivery articles handled:

Domestic- letters and parcels 335,394

Foreign letters and pan-els 111,437

Total pieces registered 446,831

Increase over 1920 25,081

Articles received for local delivery. 44!), 537 : increase of 55,380 over l!>2o.

Articles received in transit, 287,180.

Articles dispatched, 539.487; increase of 10,446 over 1920.

Total pieces insured, 642,107, an increase of 115,671 over 1920.

Total C. O. I), parcels mailed. 200,836, an increase of 56,932 over 1920.

1921. 1920.
Amount to be collected on parrels mailed at this

office $1,374,670.28 $1,063,342.24

Number of parcels received from other post offices

for delivery 51,957 32,258

Amount collected and remitted to the senders $ 400,615.81 $ 354,713.16

"The registrat'on of mail matter is growing greater each year on account
of the special safeguards provided for the transmission of money, securities,
jewelry and other valuable mail to domestic and foreign destinations. For
the registration fee of 10 cents the department pays a limited indemnity in
case of loss. A receipt is given to the sender for each article registered. In
addition to this the sender may secure a receipt showing delivery of the ar-
ticle if the envelope or wrapper is marked, 'Return receipt desired.'

"Inquiry Section. — Within the last year the personnel of the inquiry sec-
tion was increased from five to nine. Since December 15. 1920, all claims
on insured and C. O. D. parcels wen- investigated and paid through the in-
quiry section of the Milwaukee post office, originating at this office and all
third and fourth class offices throughout the state. This resulted in a con-
siderable saving of time in the settlement of these claims, which formerly were
paid through the office of the third assistant postmaster general, Washington,
D. C. Twenty-one hundred claims on insured and C. O. D. parcels, amounting
to $15,673.73 were paid during the year 1921. Claim cases and investigations
handled: In 1920, 10,500; in 11)21. 15,109. Articles found loose in the mails:
In 1920, 3,000; in 1921, 2,642.

Clerks 379

Carriers (Del. 3 13, Col. 25) 328

Laborers 20

Chauffeurs, mechanic's and clerks in motor vehicles service. . 79

Clerks in charge, sub-stations 100

Total 906

120 HISTORY OF MILWAUKEE

"Following is a comparative statemenl of postal business ;ii the Milwau-
kee post office during the year ending December 1, 1M21 :

"Gross receipts for 1921 were $3,379,062.08, compared with $3,182,203.05,
an increase of $196,859.03 or'six per cent.

Receipts.

1920. 1921.

Stamps $2,869,112.81 $3,023,968.12

Envelope excess 166.48 1 51 1. 1 s

Second class matter 175,464.17 195,753.78

Third and fourth class matter 128,996.80 150,161.62

Waste paper 1,581.39 1 ,442. t-i

Box rents 6,881.40 7,585.65

$3,182,203.05 $3,379,062.08

From Wisconsin post offices 2,046,308.28 1,771,719.56

Stamps sold to district post offices... 1.480,148.88 1,637,910.39

Total $6,708,660.21 $6,788,692.03

Disbursements.

Rural delivery service $3,056,813.89 $3,176,072.61

Clerk hire 615,654.14 660,881 .61

City delivery service 574.507.27 624,821.41

Motor service 91,568.85 H4.044.41

Special delivery service 40,714.64 41.084.24

Total $4,379,258.79 $4,596,904.28

Money Order Business.

1920. 1921.

M. O.s (domestic) issued: \

Number 404.501 410,300

Amount $ 4,715,166.45 $ 4,318,944.88

M. O.s (domestic) paid :

Number 757.563 817,497

Amount $ 6,847,489.41 $ 6,898,561.17

Money order funds from Wisconsin

posi offices $11,147,085.44 $10,214,741.23

"The postal savings bank closed the year 1921 with a balance on deposh of
$1,051,741.00."

CHAPTER XXVII
THE MILWAUKEE AUDITORIUM

The Auditorium may be justly designated as the model structure of its
kind in the United States. This fact alone would entitle it to fulsome atten-
tion here. But, it deserves extended consideration also because it performs
au important function in the civic and social life of the community, and be-
cause of the peculiar features which attend its creation and its administration.

There is no other similar structure which is at once publicly and privately
owned, possesses in larger degree the utilitarian features of that sort of an
enterprise, and has proven itself a greater success. It is not in any sense
a money making enterprise, but fortunately it has escaped the financial embar-
rassments which attend large buildings of this character.

The desire to capture and house the great national political conventions
prompted a number of enterprising American cities some years ago to erect
huge convention halls which these cities have not been able to maintain on
a self-sustainiiij:' basis. This has been mainly due to the fact that the com-
munities have not had a sufficient number of large functions during the year
to keep these monster structures profitably employed.

The Milwaukee Auditorium has been on a self-sustaining basis from the
clay it was opened. Besides, it has been able, out of its earnings, to make
improvements and to enlarge its ecpiipment, and these have from year to
year increased its services to the public. This has been due to the fact that,
in addition to the main Auditorium, the building is provided with a series
of smaller halls which are in constant service for a great variety of functions.

The several halls and entrances are so arranged that various functions
may be carried on simultaneously without disturbing each other. Thus it has
happened that six or seven different functions, such as public meetings,
expositions, lectures, dinners, dances and other civic, social or educational
affairs were conducted at one and the same hour under one roof without the
slightest interference to each other.

Some of the leading opera singers and musical artists have appeared at
the Auditorium and pronounced the acoustics excellent. The main arena, too,
has proven its utility for winter circuses, athletic sports and industrial shows.

How the Project Was Realized. — The movement to provide the city with
a commodious auditorium building received its first inception on July 28,
1903, when the Merchants and Manufacturers Association appointed a com-
mittee of business men to consider the subject in all its phases and advise upon

421

THE .MILWAUKEE AUDITORIUM 42:1

a suitable course of action. The old Exposition building was destroyed by fire
on Sunday afternoon, June 4, 1905, nearly two years later.

While the desirability of a suitable convention hall was generally rec-
ognized the actual necessity for such a new structure became more pressing
with the passing of the old Exposition building. It awakened the public
mind to the fact that the city was without any building in which could be
housed any gatherings of an unusual size. The theatres, some of which had
a large seating capacity, were not always obtainable for functions of a public
character. It also prompted public-spirited men to recognize the movement
already begun, and to respond to the call for cooperation and support.

The conditions which confronted the so-called Committee on Convention
Hall were somewhat complicated. A portion of the site occupied by the Ex-
posit'on building had originally been deeded to the city by Byrou Kilbourn,
an early pioneer, upon the condition that the same be used for market pur-
poses. The balance of the site belonged to the city. The Exposition building
had been erected by private subscription and had been conducted without
profit and in the interest of the community as a whole.

The condition provided for in the original deed gave rise to some appre-
hension as to the use of the site for the purposes in hand. The first step,
therefore, taken by the committee was to establish the legal status of the site
question. Here it was found that the city could not be dispossessed of the
site providing it was used for public purposes.

The question of erecting a suitable convention hall, or series of convention
halls, that would accommodate large as well as smaller gatherings involving
an expense of nearly half a million dollars was seriously debated. [t was not
likely that such a sum could readily be raised by private subscript ion nor was
it deemed probable that the municipality would furnish the needed money.

The solution, it was believed, could be found in some arrangement by
which the municipality and the public could join hands in providing tin'
necessary means. A measure was framed under the direction of the com-
mittee, and enacted into law by the Legislature in the month of June, 1905,
which authorized "cities of the first class to provide for the erection and
maintenance of auditoriums and music halls by cooperating with private as-
sociations or corporations."

It was resolved to raise the sum of $250,000 by private subscription and
ask the municipality to vote an equal sum, thus providing a total building
fund of $500,(100. A campaign committee consisting of twenty active citizens
was chosen to secure the subscription fund winch was completed by the fall
of l!t()(i. The bond issue, providing for the city's portion of the fund, was
voted and the common council perfected the jointure with the Milwaukee
Auditorium Company which had been organized in the meantime and which
represented the citizens who had subscribed to the private fund. Subsequently
the city council voted $25,000 more and a like sum was subscribed by the
cit ; zcns, thus making a total investment in the building of $550,000.

The fact that the city was the owner of the site bounded by Cedar, State,
Fifth and Sixth streets, proved most fortunate in that it obviated an invest-

I 6

M CO

THE MILWAUKEE AUDITORIUM 425

merit of a sum of money which would have been even greater than that re-
quired for the building.

Legal Complications. — Few enterprises of a public character have been sub-
jected to greater annoyances and difficulties than the Auditorium project,
notwithstanding the fact that the same enjoyed the ardent support of the gen-
eral public.

The men who were first to consider the feasibility of replacing the old
Exposition building with a modern convention hall were well aware of the
doubts which existed as to the title of the land upon which the old structure
rested. They proceeded, therefore, with care and circumspection, and not
until the best legal minds in the city had determined that the municipality
was in complete legal possession of the premises in question, were steps taken
to provide a new building.

In deeding a certain parcel of land to the municipality, the late Byron
Kilbourn, an early pioneer, stipulated that the same must be used for market
purposes. To what extent these stipulations were valid proved a subject of
serious consideration.

It was found that the heirs of Byron Kilbourn had brought suit against
the- city soon after the completion of the old Exposition building fur having
violated the terms (if the deed. This document provided that the city must
maintain a public market as a part of the building. Any failure to comply
.with this condition would cause the title of the land to revert back to the heirs.
The suit finally found its way into the Supreme Court, but that body failed
to act because the building had been erected, was in use and served partially
at least for market purposes.

It was found that the Exposition grounds were owned by the city in the
manner as follows: The piece of land bounded north by State Street, east
by Fifth Street, south by Cedar Street, and west by 14 Section line, being
the east half of the square, was donated to the city, conditioned that the city
may erect a market house thereon, and that no buildings be erected 111 tne
space in front of Block 52; Block 165, which is the west half of the square,
was purchased by the city in 1880, for the sum of .$54,339. The estimated
value by the city authorities in the city records of the two tracts was in 1900
$52,000 for the east half, and $64,000 for the west half.

In October, 1835, Byron Kilbourn dedicated by plat a part of the locus
in quo, and particularly that part which upon the plat at that time was marked
"the four vacant spaces marked Public," conditioned that the said spaces be
left vacant as public grounds, and that no buildings be ever erected thereon
by anybody, corporate or public, except in the case of the town being in-
corporated, and that then the town authorities may erect a market house on
either of the spaces laying in front of Blocks 36, 52 or 76, but no buildings
should be erected in the space in front of Block 52. At the time the plat
was made. Milwaukee was not incorporated, either as a village or a city.

In 1867, certain residents erected a large building covering the south half
of the square, and two years thereafter it began to he used as a public market
house, until 1880 or 1881, when the building was torn down. In 1875, a
corporation was formed called the West Side Market Association, and the

126 HISTORY OF MILWAUKEE

city leased in that year to the corporation, all of the part dedicated by Kil
bourn, including the building, for five years, at a nominal rate.

In 1880, a number of Milwaukeeans formed a corporation with a capital
stork of $150,000, called the Milwaukee Industrial Exposition Association,
for the purpose of constructing and maintaining an Exposition for industrial
and other purposes. The eity leased to this association, the public square
of ground west of Block f>:>, to be used only for industrial exposition and
other purposes of public nature, as the directors of the association might see
fit, for the term of fifty years. This was done under the authority of Chapter
4(il of tlif Laws of 188."), which provided that "The City of Milwaukee is
hereby authorized to lease the piece of ground (describing the piece in ques-
tion) to any association, for the purpose of maintaining a building thereon,
to be used for annual industrial exposition or for public museum."

Subsequently, one of the Kilbourn heirs brought suit in ejectment, but
was defeated, the Supreme Court intimating that an adjoining lot owner mighl
enforce the trust and compel the eity to refrain from misappropriating the
square for other purposes than for those dedicated.

The committee set about to procure and did procure certain contracts
of option from the Kilbourn heirs, with the intent of securing the options
from all those that might be interested as heirs or abutting owners in the
premises in question. Thereafter, and for the purpose of inquiring how the
city's interests may be affected or promoted, the committee hail various con-,
sulfations with the city authorities and the mayor, which resulted in the draw-
ing by Louis Bohmrich, of the bill, enacted into law by the Legislature, and
known as Chapter 426 of the Laws of Wisconsin of 1905.

The bill, as proposed, was first seriously misunderstood and reported by
the legislative committee, who had charge thereof, for indefinite postpone-
ment, until the convention hall committee succeeded in convincing: the
various members of the Legislature of their mistaken conception, and after
being furnished with the details and written argument, the bill was taken
up by the Assembly, after it had passed the Senate, and became a law.

An opinion later rendered by the late Charles Quarles, and approved by
other leading attorneys, prompted the Board of Directors of the Merchants
and Manufacturers Association to believe that it was absolutely sale to proceed
witii the project without further delay. Hut, mi August 7. 1908, after the
construction of the new building had begun, the Kilbourn heirs once more
brought suit for the possession of the premises.

The case was earnestly contested and on November 9, 1908, it was decided
by Judge W. .1. Turner, that the city and the Auditorium Hoard were in law-
ful possession of the premises. The case -was thereupon appealed to the Su-
preme Court, where the decision reaffirmed the lower court.

• in January 3, 1908, an injunction suit was brought by certain citizens

restraining the Auditorium authorities fron ipleting the building upon

the plea that ll Hit em pla I ed uses of the same diverted it from purely public

purposes, and that the law authorizing the jointure with the city was un-
constitutional.

On September 1!». L908, after it had become known that changes hail been

THE MILWAUKEE AUDITORIUM 427

made in the plans of the building which obviated the danger of competition
with the local theatres, the suit was dropped by mutual consent.

The Governing Board, however, realizing that the constitutionality of the
law might be attacked at any time concluded to secure an amendment which
would allay all question on that score in the future. It had become apparent
that the public purposes of the building were not set forth in the law with
sufficient clearness and that an amendment correcting the defect, if such
defect existed, should be enacted by the Legislature.

Halls and Their Capacity. — The original plans, as carried nut, provided
for a main hall and seven smaller halls. Since that time, however, the floor
area has been almost doubled by the addition of what is known as the Me-
chanics Hall.

The floor of the main hall or arena rested on solid ground when the build-
ing was completed. In 1918, however, it was decided to remove the earth
under the main floor and thus create a new hall room of large area. This
project involved a difficult engineering problem, and the expenditure of a
large sum of money. The cost was met out of the earnings made by the build-
ing and special support granted by the City Council. The capacity of the
several halls is as follows:

Halls. Seating Capacity. Exhibition Space.

Square Feet.

Arena 8,008 29,428

Mechanics 46,800

John Plankinton 1.112

Solomon Juneau 850 5,400

Byron Kilbourn 900 5,580

Peter Engelmann 850 5,520

George H. Walker 800 2.574

Market 1.50(1 9.655

Total 13,520 104,952

The three halls on the ground floor of the Annex to the main hall were
named after the pioneer builders of the city. Solomon Juneau, Byron Kilbourn
and George H. Walker. One of the second floor halls was named after John
Plankinton who had been a liberal supporter of the old Exposition Building.
Inasmuch as the purpose of the structure was in the main educational it was
believed that one of the halls should be named after a pioneer educator. Thus
the name of Peter Engelmann was chosen for one of the second floor halls.

Plankinton Hall is equipped with theatre seating and a large organ, all
of which were donated by Miss Lizzie Plankinton, daughter of the pioneer
Milwaukeean. The former pupils and friends of the late Professor Engel-
mann decorated and equipped Engelmann Hall. The firm of Ferry & Clas,
architects, designed and superintended the construction of the building.

Administration of Building. — The law under which the municipality was
permitted to enter into a jointure with the private corporation, in the con-
struction, maintenance ami management of the Auditorium, provides for a

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THE MILWAUKEE AUDITORIUM 429

Governing Board of eleven members, five chosen by the corporation and six
consisting of government officials.

The Auditorium Company is represented in the Governing Board by five
directors, and the municipality by six representatives, namely, the mayor,
city treasurer, city attorney, comptroller and the presidents of the library and
museum boards. The five directors of the company are chosen by a vote of
the stockholders, one being chosen each year to serve for a term of five years.

The first so-called Auditorium Committee was appointed July 21, 1905, by
President Fred W. Sivyer of the Merchants and Manufacturers Association,
consisting of the following gentlemen: E. A. Wadhams, chairman; Wm. N.
Fitzgerald, David S. Rose, John P. Murphy, Alvin P. Kletzsch, Henry C.
Schranck, Sherburn M. Becker, Edward G. Pratt, B. G. Ellsworth, Chas. L.
Blanchard, Arthur Koenig, Chas. E. Sammond, Col. W. J. Boyle, Fred W.
Rogers and Wm. Geo. Bruce.

The effort to secure subscriptions was undertaken at once and pursued
for a time with considerable energy. The plan of operations was in the main
confined to the leading merchants and manufacturers and those generally
known as public-spirited citizens. Here it developed that the plan was too
limited in scope in that it confined itself largely to a class of men who are
usually called upon for financial aid of a public character. The response
from this source was as generous as could be expected, but it was far from
the ends yet to be attained.

When the sum of $72,250 was reached, it was found that the work of
soliciting became more difficult from day to day and that in order to complete
the fund of $250,000, future operations must assume a wider scope. Chairman
Wadham's business engagements called him from the city quite frequently
and prevented his giving the required time to the Auditorium project, and
for some months there was a complete cessation of the campaign labors.

Early in the year of 1906, a reorganization of the committee was deemed
expedient and Wm. N. Fitzgerald, then president of the Merchants and Manu-
facturers Association, appointed the following citizens to constitute the new
Auditorium Committee: Alvin P. Kletzsch, chairman; Oliver C. Fuller, Ed-
ward A. Uhrig, Frank K. Espenhain, B. G. Ellsworth, E. A. Conrad, Chas.
E. Sammond, Albert J. Lindemann, Robert J. Miller, E. A. Wadhams, Mayor
S. M. Becker, Wm. Geo. Bruce, Frank N. Snell, Emil II. Ott, David C. Owen.
August S. Lindemann, Chas. A. Paeschke, John II. Puelicher, Otto J. Sch-
oenleber, Fred C. Fass, and Hugo Loewenbach.

On November 14, 1906, the following were elected members of the Board
of Directors of the Auditorium Company: Alvin P. Kletzsch for five years;
Wm. Geo. Bruce for four years; Oliver C. Fuller for three years: Charles E.
Sammond for two years; F. A. W. Kieckhefer for one year. The Auditorium
Governing Board organized on January 2, 1907, with the following officers:
President, Alvin P. Kletzsch; vice president, F. A. W. Kieckhefer; secretary,
Wm. Geo. Bruce; treasurer, Oliver C. Fuller.

The first meeting of the Auditorium Governing Board was held January
2, 1907, when an organization was effected. Representing the city: Mayor
S. M. Becker, City Attorney John T. Kelly, City Comptroller Caul Bechtner,

THE MILWAUKEE AUDITORIUM 431

City Treasurer W. II. Graebner, President Library Board J. M. Pereles, Pres-
ident Museum Board Edwin W. Windfelder; representing' the Auditorium
Company: Alvin P. Kletzsch, Win. Ceo. Bruce, Oliver C. Fuller, Chas. E.
Sammond, and F. A- W. Kieekbefer.

Since then the following have served as president of the Governing Board:
Win. George Bruce, Charles E. Sammond, Otto J. Schoenleber and again Alvin
P. Kletzsch.

The Auditorium Governing' Board. — The following served as officers of
the Auditorium Governing Hoard for the years named:

1907: President, Alvin P. Kletzsch; vice president, F. A. W. Kieckhefer;
secretary, William George Bruce; treasurer, Oliver C. Fuller.

1908: President and vice president, same; secretary, A. M. Gawin; treas-
urer, V. J. Schoenecker, Jr.

1909 : All officers same as previous year.

1910: President, William George Bruce; vice president, Alvin P. Kletzsch ;
secretary, Carl P. Dietz ; treasurer, Charles B. Whitnall.

1911 : All officers same as previous year.

1912: President, same; vice president, Charles E. Sammond; secretary,
Louis M. Kotecki; treasurer, Joseph P. Carney.

1913 : All officers same as previous year.

1914: President, Charles E. Sammond; vice president, 0. J. Schoenleber;
secretary, Louis M. Kotecki; treasurer, Joseph P. Carney.

1915: President, Otto J. Schoenleber; vice president, Alvin P. Kletzsch;
other officers same as in 1914.

1916: Officers same as previous year, excepting treasurer, John 1. Drew.

1917 : All officers same as previous year.

1918: President, Alvin P. Kletzsch: vice president, William George Bruce;
treasurer and secretary, same as previous year.

1!t1 9-1920-1921-1922: All officers same as in PUS.

Directors of the Auditorium Company.- -As already stated the directors of
the Auditorium Company elected in 1907 were: William George Bruce, Oliver
C. Fuller, F. W. A. Kieckhefer, Alvin P. Kletzsch, Charles E. Sammond. The
personnel has remained the same through the several years except -with the fol-
lowing changes: In the year 1913 Otto J. Schoenleber succeeded F. A. W.
Kieckhefer. In 1915 Edward A. Uhrig succeeded Charles E. Sammond.

City's Representation. — With the changes in the city government there
came also changes in the representation on the governing body, as follows:

1907: S. M. Becker, mayor; John T. Kelly, city attorney: Paul Bechtner,
city comptroller; William II. Graebner, city treasurer; J. M. Pereles. president
library board; Edw. W. Windfelder, president museum board.

1908: David S. Rose, mayor; John 'I'. Kelly, city attorney; A. M. Gawin,
city comptroller; V. J. Schoenecker, Jr., city treasurer; J. M. Pereles, president
library board; George A. West, president museum board.

1909 : Same as previous year.

IDK): Emil Seidel, mayor; Daniel W. lloan. city attorney; C. B. Whitnall,
city treasurer; Carl P. Dietz, city comptroller; J. M. Pereles, president library
board; George A. West, president museum board.

132 BISTORY OP MILWAUKEE

1911: All officers same with the following exceptions: J. <;. Flanders,
library board; Robert Nunnemacher, museum board.

1!)12: G. A. Bading, mayor: Daniel W. Eoan, city attorney: Joseph P.
Carney, city treasurer: Louts M. Kotecki, city comptroller; E. W. Windfelder,
president museum board ; J. <L Flanders, president library board.

1913-1914 and 1915: All officers the same as 1912.

1916: Daniel W. Hoan, mayor; Clifton Williams, city attorney; John [.
Drew, city treasurer: Louis M. Kotecki, city comptroller; E. W. Windfelder,
president museum hoard: William I. Greene, president library board.

1917 : All officers the same as previous year.

1918: All officers same excepting R. P. Wheeler, museum board ; George C.
Nuesse, library board.

1919: All officers same excepting William J. Kaumheimer, library board.

1920: All officers same excepting William L. Pieplow, library hoard.

1921 : All officers same as previous year.

1922: All officers same except George II. West, library board.

Joseph C. Grieb, who served as secretary of the original campaign commit-
tee, was in 1909 chosen the manager of the Auditorium, which office he has tilled
with remarkable ability ever since.

The Auditorium project has also been fortunate in that it has always en-
joyed the loyal support and cooperation of the city council, and the successive
administrations which have been represented on the governing board since the
establishment of the same. Nor has the dual form of ownership and adminis-
tration ever led to friction. The directors of the stock company and the
city's representatives have always worked together in harmony and for the
best interests of the institution.

There is one other factor which deserves mention here, namely, the
stockholders of the Auditorium Company. There are nearly three thousand
of these, who subscribed in sums ranging from $10 to $10,000, and who have
regarded their subscriptions in the nature of contributions to the public
welfare. No stockholder has ever demanded a cash dividend. Every man
and woman that has invested a dollar in the Auditorium enterprise has re-
garded the service which this remarkable public utility renders as the best
dividend that could he exacted.

When the enterprise was conceived and carried into realization the liberal-
ity and local patriotism were put to a splendid test. There were men who
readily recognized the need of such a public utility: there were those who took
the initiative in securing it ; there were also those who undertook the burden

of carrying the project to a su ssful complel ion; ami finally there were those

who stood ready to give such financial encouragement as the projecl required.

But, better still is the altitude of the general public — subscribers and tax-
payers — who take a just pride in this model structure and who want the
earnings reinvested in such improvements as will maintain the integrity of
the structure and enable it to render the highest measure id' service to the
community. W. <i. B.

PART III

GOVERNMENT, CITY AND COUNTY

PARTICIPATION IN CIVIL AND
WORLD WARS

THE ATTEMPTED ASSASSINATION
OF ROOSEVELT

CHAPTER XXVIII
THE MUNICIPAL GOVERNMENT

"Traders had come and gone," says Professor Laurence M. Larson, "but
no one seems to have taken up a permanent abode in the Milwaukee country
before 1818. In that year Solomon Juneau came to take charge of the fur
trade and for the next fifteen years the log cabin of the Juneau family was
the only evidence about the bay of an approaching civilization." By the
year 18-S4 the population of Milwaukee numbered about thirty souls, and in
the following year the arrival of immigrants rapidly increased the number.
In 1836, "some sixty buildings were erected, many of them of goodly dimen-
sions, streets were graded, ferries established, officers of the law appointed,
medical and agricultural societies formed, a courthouse and jail erected, and
all in five short months," as stated in J. S. Buck's history.

Rapid Growth of the Settlement. — The early settlers of Milwaukee who
came in the '30s believed that a large city would grow up here. "Many
even thought," says Professor Larson, "that most of the commerce of the
region west and south of Lake Michigan would eventually center at this point.
For a number of years it was a matter of speculation as to whether Chicago
would ever become a dangerous rival; and had it not been for the influence
of the railways the final outcome in the race for local supremacy might have
been somewhat d'fferent.

"It was felt in those early days that Milwaukee had greater possibilities
in the way of a harbor than any other city on the lake. No great importance
was attached to the bay — it is hardly more than a westward curve in the
shore line — but tin- rivers were full of promise. Of these the larger is .Mil-
waukee River, a small stream less than a hundred miles in length, which at
that time emptied into the bay a short distance below the point where the
shore begins to curve southeastward. For several miles of its lower course it
flows almost parallel to the lake shore, in places approaching it very near.

"Within the limits of tiie present city the stream is about two hundred
and fifty feet wide ami of considerable depth. MeLeod, who wrote a history
of Wisconsin in 1846, states that it was then from fifteen to eighteen feet deep
and navigable for three miles for the largest vessels on the lake; however,
the winds and the waves had built up a sand bar at the river-mouth which
virtually closed the stream to all but the smaller craft. About a mile and a
quarter from its mouth the Milwaukee is joined by a stream from the west,
the Menomonee. These two rivers divide the region into three distinct sec-
tions; a narrow strip lying between the Milwaukee River and Lake Michigan

4:i.">

THE UTY IT ATT, AND M \i:m:t SQUARE

THE MUNICIPAL GOVERNMENT 437

known as the East Side; the territory lying to the west of this river and north
of the Menomonee called the West Side; and the country lying south of the
Menomonee Valley, or the South Side. At that time this division into sections
was further emphasized by broad belts of marsh land that edged the rivers
for several miles along their lower co