… 1831, no one arriving here since that date taking first honors. The inciting cause of the immigration which overflowed the prairies early in the ‘30s was the reports of the marvelous beauty and fertility of the region distributed through the East by those who had participated in the Black Hawk campaign with Gen. Scott. Chicago and Milwaukee then had a few hundred inhabitants, and Gurdon S. Hubbard’s trail from the former city to Kaskaskia led almost through a wilderness. Vegetables and clothing were largely distributed through the regions adjoining the . . .

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. . . lakes by steamers from the Ohio towns. There are men now living in Illinois who came to the state when barely an acre was in cultivation, and a man now prominent in the business circles of Chicago looked over the swampy, cheerless site of that metropolis in 1818 and went south ward into civilization. Emigrants from Pennsylvania in 1830 left behind …

…them but one small railway in the coal regions, thirty miles in length, and made their way to the Northwest mostly with ox teams, finding in Northern Illinois petty settlements scores of miles apart, although the southern portion of the state was fairly dotted with farms. The water courses of the lakes and rivers furnished transportation to the second great army of immigrants, and about 1850 railroads were pushed to that extent that the crises of 1837 was precipitated upon us, . . .

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. . . from the effects of which the Western country had not fully recovered at the outbreak of the war. Hostilities found the colonists of the prairies fully alive to the demands of the occasion, and the honor of recruiting …

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. . . years of depression of values, of scarcity of employment, and loss of fortune. To a less degree, however, than the manufacturing or mining regions has the West suffered during the prolonged panic now so near its end. Agriculture, still the leading feature in our industries, has been quite prosperous through all these dark years, and the farmers have cleared away many incumbrances resting over them from the period of fictitious values. The population has steadily increased, the arts and sciences are gaining a stronger foothold, the trade area of the region is becoming daily more extended, and we have been largely exempt from the financial calamities which have nearly wrecked communities on the seaboard dependent wholly on foreign commerce or domestic manufacture.

         At the present period there are no great schemes broached for the Northwest, no propositions for government subsidies or national works of improvement, but the capital of the world is attracted hither for the purchase of our products or the expansion of our capacity for serving the nation at large. A new era is dawning as to transportation, and we bid fair to deal almost exclusively with the increasing and expanding lines of steel rail running through every few miles of territory on the prairies. The lake marine will no doubt continue to be useful in the warmer season, and to serve as a regulator of freight rates; but experienced navigators forecast the decay of the system in moving to the seaboard the enormous crops of the West. Within the past five years it has become quite common to see direct shipments to Europe and the West Indies going through from the second-class towns along the Mississippi and Missouri.

          As to popular education, the standard has of late risen very greatly, and our schools would be creditable to any section of the Union.

         More and more as the events of the war pass into obscurity will the fate of the Northwest be linked with that of the Southwest, and the next Congressional apportionment will give the valley of the Mississippi absolute control of the legislation of the nation, and do much toward securing the removal of the Federal capitol to some more central location.

         Our public men continue to wield the full share of influence pertaining to their rank in the national autonomy, and seem not to forget that for the past sixteen years they and their constituents have dictated the principles which should govern the country.

         In a work like this, destined to lie on the shelves of the library for generations, and not doomed to daily destruction like a newspaper, one can not indulge in the same glowing predictions, the sanguine statements of actualities that fill the columns of ephemeral publications. Time may bring grief to the pet projects of a writer, and explode castles erected on a pedestal of facts. Yet there are unmistakable indications before us of . . .

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. . . the same radical change in our great Northwest which characterizes its history for the past thirty years. Our domain has a sort of natural geographical border, save where it melts away to the southward in the cattle raising districts of the southwest.

          Our prime interest will for some years doubtless be the growth of the food of the world, in which branch it has already outstripped all competitors, and our great rival in this duty will naturally be the fertile plains of Kansas, Nebraska and Colorado, to say nothing of the new empire so rapidly growing up in Texas. Over these regions there is a continued progress in agriculture and in railway building, and we must look to our laurels. Intelligent observers of events are fully aware of the strides made in the way of shipments of fresh meats to Europe, many of these ocean cargoes being actually slaughtered in the West and transported on ice to the wharves of the seaboard cities. That this new enterprise will continue there is no reason to doubt. There are in Chicago several factories for the canning of prepared meats for European consumption, and the orders for this class of goods are already immense. English capital is becoming daily more and more dissatisfied with railway loans and investments, and is gradually seeking mammoth outlays in lands and live stock. The stock yards in Chicago, Indianapolis and East St. Louis are yearly increasing their facilities, and their plant steadily grows more valuable. Importations of blooded animals from the progressive countries of Europe are destined to greatly improve the quality of our beef and mutton. Nowhere is there to be seen a more enticing display in this line than at our state and county fairs, and the interest in the matter is on the increase.

          To attempt to give statistics of our grain production for 1872 would be useless, so far have we surpassed ourselves in the quantity and quality of our product. We are too liable to forget that we are giving the world its first article of necessity—its food supply. An opportunity to learn this fact so it never can be forgotten was afforded at Chicago at the outbreak of the great panic of 1873, when Canadian purchases, fearing the prostration of business might bring about an anarchical condition of affairs, went to that city with coin in bulk and foreign drafts to secure their supplies in their own currency at first hands. It may be justly claimed by the agricultural community that their combined efforts gave the nation its first impetus toward a restoration of its crippled industries, and their labor brought the gold premium to a lower depth than the government was able to reach by its most intense efforts of legislation and compulsion. The hundreds of millions about to be disbursed for farm products have already, by the anticipation common to all commercial . . .

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. . . nations, set the wheels in motion, and will relieve us from the perils so long shadowing our efforts to return to a healthy tone.

          Manufacturing has attained in the chief cities a foothold which bids fair to render the Northwest independent of the outside world. Nearly …

… our whole region has a distribution of coal measures which will in time support the manufactures necessary to our comfort and prosperity. As to transportation, the chief factor in the production of all articles except food, no section is so magnificently endowed, and our facilities are yearly increasing beyond those of any other region.

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          The period from a central point of the war to the outbreak of the panic was marked by a tremendous growth in our railway lines, but the depression of the times caused almost a total suspension of operations. Now that prosperity is returning to our stricken country we witness its anticipation by the railroad interest in a series of projects, extensions, and leases which bid fair to largely increase our transportation facilities. The process of foreclosure and sale of incumbered lines is another matter to be considered. In the case of the Illinois Central road, which formerly transferred to other lines at Cairo the vast burden of freight destined for the Gulf region, we now see the incorporation of the tracks connecting through to New Orleans, every mile co-operating in turning toward the northwestern metropolis the weight of the inter-state commerce of a thousand miles or more of fertile plantations. Three competing routes to Texas have established in Chicago their general freight and passenger agencies. Four or five lines compete for all Pacific freights to a point as far as the interior of Nebraska. Half a dozen or more splendid bridge structures have been thrown across the Missouri and Mississippi Rivers by the railways. The Chicago and Northwestern line has become an aggregation of over two thousand miles of rail, and the Chicago, Milwaukee and St. Paul is its close rival in extent and importance. The three lines running to Cairo via Vincennes form a through route for all traffic with the states to the southward. The chief projects now under discussion are the Chicago and Atlantic, which is to unite with lines now built to Charleston, and the Chicago and Canada Southern, which line will connect with all the various branches of that Canadian enterprise. Our latest new road is the Chicago and Lake Huron, formed of three lines, and entering the city from Valparaiso on the Pittsburgh, Fort Wayne and Chicago track. The trunk lines being mainly in operation, the progress made in the way of shortening tracks, making air-line branches, and running extensions does not show to the advantage it deserves, as this process is constantly adding new facilities to the established order of things. The panic reduced the price of steel to a point where the railways could hardly afford to use iron rails, and all our northwestern lines report large relays of Bessemer track. The immense crops now being moved have given a great rise to the value of railway stocks, and their transportation must result in heavy pecuniary advantages.

          Few are aware of the importance of the wholesale and jobbing trade of Chicago. One leading firm has since the panic sold $24,000,000 of dry goods in one year, and they now expect most confidently to add seventy per cent to the figures of their last year’s business. In boots and shoes and in clothing, twenty or more great firms from the east have placed here their distributing agents or their factories; and in groceries . . .

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. . . Chicago supplies the entire Northwest at rates presenting advantages over New York.

          Chicago has stepped in between New York and the rural banks as a financial center, and scarcely a banking institution in the grain or cattle regions but keeps its reserve funds in the vaults of our commercial institutions. Accumulating here throughout the spring and summer months, they are summoned home at pleasure to move the products of the prairies. This process greatly strengthens the northwest in its financial operations, leaving home capital to supplement local operations on behalf of home interests.

         It is impossible to forecast the destiny of this grand and growing section of the Union. Figures and predictions made at this date might seem ten years hence so ludicrously small as to excite only derision.