that time a steady stream of enterprising persons from the east and south began to come to Chicago to settle. At that time, too, the railroads of Illinois began to be built, and some of them were fairly under way.

In 1850, when the Galena Railroad bad been completed to Freeport, the population of Chicago was twenty-eight thousand. In 1853, when the Michigan Central and Michigan Southern Railroads had been completed to Chicago; when considerable progress had been made in the construction of the Illinois Central Railroad; and when the Rock Island Railroad had been commenced, the population of Chicago had increased to sixty-six thousand. In 1854 it had increased to seventy-four thousand five hundred. In 1855, when the Chicago, Burlington, and Quincy, the Dixon air line, and the Chicago and Rock Island Railroads were all completed, the population of Chicago had increased to eighty-two thousand seven hundred and fifty; and in 1856 to ninety thousand.

At the present time, Chicago has a population of nearly two hundred thousand; its streets are wellpaved, and well-lighted at night, and it has an admirable system of drainage. Its commerce amounts to two hundred and fifty millions of dollars annually; its harbor is one of the finest and most capacious in the west, and is constantly crowded with vessels; it is the largest grain market, pork market, and lumber market in the world; many of its churches and public buildings, and private dwelling-houses, are equal to, if they do not surpass, any similar buildings in New York or Philadelphia; two of its railroad depots far

surpass any similar buildings in the United States; and its best hotel, the Tremont House, is probably the best in the United States, except the far-famed Continental, of Philadelphia.

In the year 1866, there were manufactured at Chicago four hundred and forty-four thousand five hundred and twenty-four barrels of flour; and during the same year, one million seven hundred and eighty-four thousand barrels were exported. The receipts of wheat during the same year amounted to twelve million eight hundred and seventy-four thousand nine hundred and thirty-four bushels; and the exports of wheat to nine million seven hundred and eleven thousand two hundred and twenty-six bushels. The receipts of corn in the same year amounted to thirty-three million. and seventy-three thousand bushels; and the exports of corn to thirty-three million five hundred and forty thousand bushels.

Such is Chicago in its commercial aspect; and she owes her unexampled growth, and the rapid development of her resources, almost entirely to her railroads, whi h, traversing the whole State, and indeed the whole northwest, bring to her, and pour into her lap, the rich treasures of those fertile regions.

TRUNK LINES, CENTERING AT CHICAGO.-There are thirteen grand lines of railroads starting out from Chicago from seven principal depots, as follows:

1. TO THE EAST.-The Michigan Central Railroad, to Niagara Falls, New York, and Boston, by way of Detroit, Suspension Bridge, and the New York Central Railroad. Four trains daily leave the Depot of the Illinois Central Railroad, at the foot of Lake Street,

at about 6 and 8 A. M., and at 5 and 10 P. M. Distance to Detroit two hundred and eighty-four miles. Running time twelve hours. Fare, eight dollars and twenty-five cents.

2. TO THE EAST.-The Michigan Southern Railroad, to New York by way of Toledo, Cleveland, Dunkirk, and the New York and Erie Railroad. Four trains leave Chicago daily, at about 7 and 9 A. M., and 5 and 10 P. M. Distance to Toledo two hundred and forty-four miles. Running time eleven hours. Depot corner Van Buren and Sherman Streets.

3. TO THE EAST.-The Pittsburg, Fort Wayne, and Chicago Railroad, to Philadelphia, by way of Fort Wayne, Crestline, Alliance, Pittsburg, Altoona, Harrisburg, and Lancaster. Three trains daily, leave the depot at Chicago, near Madison Street bridge on the west side, at about 7 A. M., and 5 and 10 P. M. Distance to Pittsburg, four hundred and sixty-eight miles. Running time twenty hours, or about twenty-three miles per hour. This is also a very popular route from Chicago to New York, as the time and distance are shorter than by any other route, and there is only one change of cars between Chicago and New York. Three express trains daily leave the depot of the Pittsburg, Fort Wayne, and Chicago Railroad, near Madison Street bridge, and proceed as above to Harrisburg, and thence to New York by way of Allentown and Easton. Distance from Chicago to New York by this route, eight hundred and ninety-nine miles.

4. TO THE SOUTHEAST.-Chicago and Great Eastern Railroad to Cincinnati, by way of Logansport and

Richmond. Distance two hundred and ninety-four miles. Running time, fifteen hours. Twc trains daily leave Chicago at about 6 A. M. and 9 P. M. Fare, eleven dollars and forty-five cents.

5. TO THE SOUTH.-The Louisville, New Albany, and Chicago Railroad, to Louisville, by way of Lafayette, Crawfordsville, Green Castle, and New Albany. Two trains per day.

6. TO THE SOUTH.-The Illinois Central Railroad to New Orleans, Mobile, and Memphis. Two trains daily leave the Illinois Central Depot, foot of Lake Street, at about 9 A. M. and 10 P. M. Running time to Cairo, nineteen hours; distance three hundred and sixty-five miles.

7. TO THE SOUTHWEST.-The Chicago and St. Louis Railroad, to St. Louis, by way of Bloomington, Springfield, and Alton. Two trains daily leave Chicago, from depot on West Division, near Madison Street bridge, at about 8 A. M. and 8 P. M. Distance to St. Louis, two hundred and eighty miles. Running time, thirteen hours.

8. TO THE WEST.-Chicago, Rock Island and Pacific Railroad, to Fort Des Moines, by way of Davenport and Iowa City. Distance to Kellogg Station, which is seventy-six miles west of Iowa City, three hundred and fifteen miles. Two trains daily leave Chicago for Rock Island and Davenport, on the Mississippi River, one of which runs through to Kellogg. Running time to Rock The depot at Chicago is on the corner of Van Buren and Sherman Streets. 9. TO THE WEST.-The Chicago, Burlington, and Quincy Railroad, to the towns of Burlington and Quin

Island, eight hours and a half.

cy, on the Mississippi River. Distance to Burlington, two hundred and ten miles; to Quincy, two hundred and sixty-five miles. Running time to Burlington, eleven hours. Two trains leave Chicago daily, about 8 A. M., and 10 P. M. Fare to Burlington eight dollars.

10. TO THE WEST.-The Chicago, Council Bluffs, and Omaha line of the Chicago and Northwestern Railway, to Council Bluffs, Iowa, on the Missouri River, without change of cars. Distance to Council Bluffs, four hundred and eighty-eight miles. Two trains leave Chicago daily at about three and eleven P. M., crossing the Mississippi River on a fine railroad bridge. This is really the commencement, or eastern section, of the Pacific Railroad.

11. TO THE WEST.-The Galena and Chicago Union Railroad, to Dubuque, by way of Freeport. Two trains leave Chicago daily, at about 9 A. M. and 10 P. M. from the depot corner of Wells and Water Streets, in the North Division, near Wells Street bridge. Distance to Freeport, one hundred and twenty miles. Running time, six hours and a half.

12. TO THE NORTHWEST.-The Chicago and Northwestern Railroad, to Fort Howard, at the head of Green Bay in Wisconsin, by way of Crystal Lake, Janesville, Fond-du-lac, and Oshkash. Distance to Fort Howard, two hundred and forty-two miles. Running time, twelve hours and a half. Two trains leave Chicago daily, from the depot in Kinzie Street, in the North Division, north of Lake Street Bridge, at about 9 A. M., and 4.30 P. M. The trains for Beloit leaves at 4.30 P. M.