Showing posts with label Congress Street. Show all posts
Showing posts with label Congress Street. Show all posts

Wednesday, June 10, 2020

June 10, 1962 -- University of Illinois, a Connection to the Chicago Plan of 1909

uicarchive.library.uic.edu
June 10, 1962 – The Chicago Daily Tribune publishes an article on development that is beginning in an area where Congress Street intersects Halsted Street, making the point that this area is the same one that was featured over a half-century earlier in the Chicago Plan of 1909, the space that would relate to the city, according to the plan as “the Acropolis was to Athens, or the Forum to Rome, and what St. Mark’s Square is to Venice – the very embodiment of city life.”  [Chicago Daily Tribune, June 10, 1962].  It was to be a “center of gravity, so to speak, of all radial arteries entering Chicago.”  There would be no great civic center at this location, no great civic building with a dome that could be “seen and felt by the people.”  Instead, beginning in the fall of 1962, construction would begin on the $60-million University of Illinois campus with a prediction that 20,000 students would be attending classes on the campus by 1969.  It was a site that had been chosen after a seven-year search, and according to the city’s planning commissioner, Ira Bach, “It was not until the Congress-Halsted site had finally been chosen for the campus that anyone realized that Burnham and Bennett were the original proponents of using this area for a great public purpose.” 

J. Bartholomew Photo
June 10, 1958 – The park board reaches a decision on a request from the Civil War Round Table that the 3,500-ton statue of General Ulysses M. Grant be moved from Lincoln Park to Grant Park.  Noting that it would cost $230,000 at a minimum to move the statue, the park board decides to take no action.  When the statue was placed in its current location in 1891 Grant Park did not exist, in name or in fact.  It was noted architect William Le Baron Jenney who suggested that “a monumental, Romanesque arched structure” [www.chicagoparkdistrict.com] carry the statue of Grant.  The massive base of rusticated stone was the work of a Cincinnati artist, Louis T. Rebisso, who also created the 18-foot tall equestrian statue of the great general and U. S. president.  Over 200,000 people attended the dedication ceremonies for the work in 1891.



June 10, 1949 – John T. McCutcheon, 79, a cartoonist for the Chicago Tribune, dies at his home at 1272 Green Bay Road in Lake Forest. McCutcheon began his career as a newspaper artist at the Chicago Record, later the Chicago Morning News, in 1889.  He worked in various iterations of that paper until he moved to the Chicago Daily Tribune in 1903.  The Online Comics Journal summarizes the jobs of newspaper artists such as McCutcheon at the turn of the century in this way, “Newspaper artists furnished all the illustrative material for the papers of the day.  The halftone engraving process for reproducing photographs had been perfected in 1886, but it was not adapted successfully to the big rotary presses until the New York Tribune did it in 1897.  Until the turn of the century, newspaper sketch artists were graphic reporters, covering all the events that photographers were to cover later.  McCutcheon drew pictures of everything.  He illustrated major news events, often working from sketches made on-the-spot. A typical day might include a trial in the morning, a sporting event or crime scene or a local catastrophe in the afternoon, and an art show opening or a flood or fire in the evening … he was more illustrator than cartoonist, and he also wrote occasional feature pieces and newsstories [sic].”  Without a doubt the most famous of the thousands and thousands of illustrations and cartoons that McCutcheon produced is “Injun Summer,” first published on September 20, 1907, in which a small boy and an older gentleman look over an Indiana corn field as shocks of corn turn into an Indian campground.





June 10, 1946 – A monument to Louis Pasteur, originally dedicated in a 1928 Grant Park ceremony, is rededicated at a new site in a park near Cook County Hospital at 1800 West Harrison Street.  Dr. R. B. Allen, the Dean of the University of Illinois Chicago colleges in the medical district, makes the presentation with the principal address given by Dr. Edwin P. Jordan, the Associate Editor of the Journal of the American Medical Association. The monument is officially handed over to Cook County during the ceremony, and the president of the Cook County Board, Clayton F. Smith, makes the acceptance speech.  The monument was originally erected as a result of a collaboration of civic leaders in 1926, led by Dr. Frank Billings, who had studied under Pasteur.  The park just to the north of the old Cook County Hospital is an appropriate setting for the county’s monument; its creator, Leon Hermant, who was awarded the French Légion d’honneur for the work, was also responsible for much of the architectural sculpture on the Cook County building on Clark Street between Washington Boulevard and Randolph Street.  On the rear of the sculpture’s base, a bronze plaque reads, “One doesn’t ask of one who suffers: What is your country and what is your religion? One merely says, You suffer. This is enough for me. You belong to me and I shall help you. – Louis Pasteur”  When the sculpture was dedicated on October 27, 1928 the ceremony was so important that United States Vice-President Charles Dawes and the French Ambassador to the United States Paul Claudel. were present.  You would not guess that today, as the monument sits largely ignored and deteriorating in a small plot of green space, surrounded by expressway noise and sirens, with a helicopter landing pad between it and the old hospital. The top photo shows the statue at its dedication just west of the Field Museum in 1926.  The photo below that shows the monument as it exists today.



June 10, 1923 – The Chicago Tribune prints the following announcement, “On this June morning, which brings its diamond jubilee day, The Chicago Tribune takes the first step toward the creation of a monument which shall commemorate three-quarters of a century of achievement and shall be to this community and this newspaper an inspiration for the future.”  [Chicago Tribune, June 10, 1943]  With prizes totaling $100,000 the paper opens “to the architects of all countries" an opportunity to design “the most beautiful building in the modern world” to be constructed on North Michigan Avenue just west of the paper’s existing printing plant.  For a reasonably concise explanation of the competition and how it came out, you can head to this entry in Connecting the Windy City. 

The goals of the contest are four in number.  They include:

1.  The erection of a structure of enduring beauty which shall be at once a glory to journalism and to the city, and a model of practicality.  The Tribune seeks, in short, artistic nobility and business effectiveness.

2.  The providing of new quarters for the rapidly extending demands of a newspaper which, though it looks back this morning on 75 fruitful years, lives in an unparalleled present.

3.  The offering of financial encouragement so emphatic and so prompt that it will give fresh impetus to the great cause of commercial architecture in America.  Whether this encouragement will discover and develop new talent, or give added recognition to men whose fame is already established, the result of this competition will show.

4.  The addition to the assured architectural splendors of the new North Michigan boulevard of a building which will give the tone and tendency to a thoroughfare that soon will be the most impressive street in the western world.

Wednesday, May 6, 2020

May 6, 1957 -- Lower Wacker Drive Opened to Traffic

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May 6, 1957 – The lower level of Wacker Drive is opened to traffic as Mayor Richard J. Daley and other officials take part in ceremonies.  A year earlier the upper deck of Wacker, running along the west side of the Loop, was opened after the expenditure of $11 million on the project.  The upper level had no direct connection, though, to the new Congress Expressway, which is still under construction.  Traffic on that level of Wacker has to pass under Congress and turn right on Harrison Street, then right onto Wells and right again onto Congress.  The lower level will use ramps to take traffic on and off the new expressway.  There will be no way to head east on Congress from either upper or lower Wacker Drive.   Engineers estimate that of the 90,000 automobiles passing through the Congress plaza daily, 20,000 are expected to use the ramps to or from lower Wacker Drive.



May 6,1942 – Bing Crosby, Bob Hope, Chick Evans, and Tommy Armour tee it up at the Edgewater Golf Club with the admission fees from the 3,500 spectators going to benefit the Fort Sheridan Athletic and Recreation Fund.  The team of Crosby and Evans win the match, 2 up, both men shooting 36, one over par. Armour cards a 37 and Hope a 38. The round ends after nine holes as overzealous fans “crowded [the players] at every step, seeking autographs or at least a walking proximity to the two stars. Small boys scale the Edgewater fences by the hundreds to follow Bing and Bob.” [Chicago Tribune, May 7, 1942] As a side note the 94-acre Edgewater Golf Club is now a part of the city’s Warren Park at 6601 N. Western Avenue. When the old golf course was re-zoned in 1968 to allow real estate development on the property, a grassroots effort to save the land as open space ensued. A third of the property became the first urban state park when Illinois purchased it for $8 million in 1969. The Chicago Park District condemned another 32 acres in 1972 and a new park, complete with a nine-hole golf course was opened in 1980. The golf course is dedicated to Robert A. Black, Chief Engineer at the Chicago Park District for more than 30 years. The layout of the old golf course is pictured above.  A look at what Warren Park looks like today is shown beneath it.  An awesome history of the course and the politics involved in its transformation can be found here.



May 6, 1929 –The South Park Board approves the lakefront ordinance, offering hope that the three-year dispute between the board and the Illinois Central Railroad is moving toward a conclusion.  Among other things the ordinance contains provisions for construction of the Randolph Street viaduct and an Illinois Central suburban train station in Grant Park. The station was originally intended to be completed by February 20, 1927, but disagreements between the park board and the railroad delayed the plan.  At the meeting of the South Park board two amendments are added to the ordinance. One holds the I. C. liable for any damage to viaducts resulting from the operation of trains.  The second assures the South Park board of complete control of the Roosevelt Road viaduct “with particular reference to the granting of franchises to public utilities companies to provide transportation to the municipal bathing beach and other attractions on the lake front.” [Chicago Daily Tribune, May 7, 1929] The above photo shows Grant Park in 1929.



May 6, 1909 – At a hearing before Major Thomas Rees, the Chief Engineer of the Department of the Lakes, representatives of river and commercial interests present their evaluation of conditions on the Chicago River, testimony which appears to strike “the death knell of the Lake street bridge and other center pier structures which have obstructed traffic in the Chicago river for years.”  [Chicago Daily Tribune, May 7, 1909]   Attorney Edward Cahill, representing river interests, testifies that the old style bridges are “menaces to traffic.”  Captain Rardon, a mariner who was in charge of the first vessel to leave the Chicago harbor on October 9, 1871, leaving a burnt-out city behind him, said that “center pier bridges obstruct the flow of water, create a disastrous current in the river and otherwise make navigation dangerous.”  The only argument in favor of the swing bridges comes from the president of the Lake Street elevated who expresses his doubts that the federal government could interfere with his company’s contract with the city to run its trains over the bridge at Lake Street, a contract that has an expiration date of 1940.  The city generally agrees with the testimony while pleading for more time.  Alderman Charles M. Foell, speaking on behalf of the city, says, “The council agrees that these center pier bridges are a menace to river commerce, but we also assert that the city has no funds provided for the work of changing the bridges at present … we are anxious to cooperate with the government in this work, and urge that we be granted time to obtain the necessary funding.” The Lake Street elevated line, today's Green Line, is pictured above in 1909. 



May 6, 1883 – The Chicago Daily Tribune reports that the excavation for the nine-story headquarters of the Pullman Palace-Car Company on the southwest corner of Michigan Avenue and Adams Street has begun.  As the Home Insurance Building on La Salle Street is nearing completion – arguably the first metal-framed commercial skyscraper in history – the Pullman building will be “perfectly fireproof from cellar to garret – fireproof tile and iron beams being used throughout.”  [Chicago Daily Tribune, May 6, 1883] The structure will have a dual purpose.  The Pullman headquarters will have an entrance on Adams Street while a number of apartments in the building will be entered through the Michigan Avenue entrance.  Company offices will occupy the first four floors of the building, and speculation is that the fifth floor will be given to the offices of General Phillip Sheridan.  The five upper floors will be devoted to apartments of from seven to ten rooms and a number of bachelors’ suites from two to four rooms.  The ninth floor will have a restaurant overlooking the lake with “a large covered promenade … making it a delightful resort in warm weather.”  The half-million-dollar building will have its boilers located in a separate structure, given “the prejudice against living in a building with large steam boilers in the basement.”  The Tribune assessment of the building concludes, “One of the objects sought by Mr. Pullman … was the furnishing to those employés of the company who desired them living apartments of superior character more convenient to their business than those in which many of them now abide … Mr. Pullman has expressed a wish that such a structure might be erected for their benefit.”

Wednesday, April 22, 2020

April 22, 1954 -- Congress Expressway Bridge Topped Out

historicbridges.com
April 22, 1954 – The highest pieces of steel are set in the superstructure of the Congress Street bridges over the South Branch of the Chicago River as Mayor Martin Kennelly and other city officials celebrate the event at 9:00 a.m.  The bridges are scheduled to be completed in 1955.  Construction began on the substructure of the bridges on June 30, 1950 with superstructure beginning on July 21,1953.  A bridge designed to accommodate an expressway that left the central part of the city by moving traffic through a hollowed-out portion of the massive post office building was first proposed in 1939.  Three proposals were considered, a vertical lift bridge, a bascule type bridge, and a fixed bridge.  The bascule bridge ultimately chosen was slightly more expensive than a vertical lift bridge, but three times as expensive as a fixed bridge.  The Chicago River, though, was still very much a working river at this point and throwing a fixed bridge across the South Branch would have severely impacted the commerce that rolled up and down it.   


chicagotribune
April 22, 1974 – The second elevated train derailment in two weeks takes place at 1 p.m. at Wacker Drive and Wells Street as the northbound train derails as it approaches the bridge over the Chicago River.  Although there are no serious injuries on the two-car train, 17 people are transported to Henrotin Hospital for treatment. Eleven days earlier 23 passengers are injured just one block north.  That accident occurred when the motorman made the turn from Lake Street onto the Wells Street track at too great a speed.  Today’s accident is the result of a “fail-safe” switch that is triggered when the raised Wells Street bridge is closed and fails to make a complete connection with the elevated tracks.  The above photo shows the front car of the two-car train with its front wheels off the tracks as it sits above Wacker Drive.



April 22, 1971 – The Chicago Tribune learns that the Atcheson, Topeka and Santa Fe Railroad’s passenger trains will be moved to Union Station, making it certain that the Dearborn Street station will be closed.  Signs are already posted at Dearborn station, notifying passengers that service will be discontinued on April 30.  The passenger operations of the Atcheson, Topeka and Santa Fe have been taken over by Amtrak and one of the government agency’s principal goals is to consolidate terminals in Chicago since they eat so much of the operating costs of passenger trains.  Chicago’s commuter trains will maintain their present distribution across several stations on the periphery of downtown.  Consolidation of these trains would add as much as 30 minutes to some routes, defeating the purpose of paying for a 30-minute train ride from the suburbs to the city.  The photo above shows the 1976 demolition of the train sheds that lay south of the station.





April 22, 1963 – United States Gypsum Company employees take their places for the first time in the new 19-story building at the corner of Wacker Drive and Monroe Street after two days of moving in preparation.  The company will occupy 11 floors, the lobby and two lower levels with the remaining five floors set aside for lease.  The building will bring together 1,000 people who were formerly spread across four locations on Adams Street and Wells Street. U. S. G. chairman C. H. Shaver says the company felt a responsibility to design a building “compatible with our company’s needs, and an obligation to the community to be harmonious with its environment, aesthetically pleasing, and which exemplifies the highest type of contribution toward enhancing the Chicago skyline.” [Chicago Tribune, April 22, 1963] The tower was razed in the first years of the new millennium to clear the site for the 111 South Wacker Drive building, but while it stood it drew its share of controversy, mostly because the architectural firm of Perkins and Will turned the tower on a 45-degree angle to the streets on which it stood.  Lawrence Perkins, in his Oral History with the Art Institute of Chicago, said of the plan, “It derives from several things. To do it with a perfectly square plan would not have worked because the squares were inefficient.  If you’ve looked at the building, you’ll know that each corner is notched out so that we have eight corners on each floor.  That permits you to get more space nearer the lot line.  But by turning it we are protecting our light and air on all four sides.  We knew that we had a bunch of uncompromising rectangles on the three and now four of the sides of the building.  We were protecting their light and air, we were protecting ours … “  The original U. S. G. building is shown in the photo above.  Below it is its replacement the Lohan Caprille Goettsch 111 South Wacker, completed in 2005.



April 22, 1862 -- The Chicago Tribune reports that one Frederick Boetiger has filed a grievance with the Chicago Common Council that will be referred to the Finance Committee for a determination of damages. It seems that Boetiger had attempted to make his way into the city by way of Division Street, using "all due care and diligence in traversing the same". However, the street was in such bad condition that his horse became "stalled in the mud of the said street and smothered to death within the city limits." Boetiger sought compensation for his lost animal. The street on the far left of the photo above is the same street poor Mr. Boetiger got stuck on back in 1862.

Sunday, March 22, 2020

March 22, 1955 -- Auditorium Building to be Arcaded for Expressway


March 22, 1955 -- The federal government awards a $507,765 contract for reconstructing the Congress Street arcade through the Chicago post office in a move that will permit extension of the west side expressway through the building and across the river on a new bridge by the fall of 1956. Pathman Construction Company is the successful bidder. The city will pick up another $600,000 of the project. Since 1952 the federal government has spent another eight million dollars altering the post office building so that it can accommodate the new expressway, The post office can barely be seen in the center of the photo above as the area east of the building waits for the construction of what today is the Congress Expressway.

artsandculture.google.com
March 22, 1946 – With World War II concluded, the city begins to look toward the future, and Randall Cooper, the executive secretary of the State Street council, says that merchants’ plans include landing platforms on the roofs of Loop department stores that will handle helicopter taxi service to State Street department stores.  “We have known for years that Chicago’s world famous shopping street is the number one attraction for women visitors who have only an hour or two in the city,” says Cooper.  “We have hoped for a long time that some means could be provided to bring people held at the airport between planes into the city, and much of the talk has been about using helicopters.”  [Chicago Daily Tribune, March 24, 1946]  He continues, “It would be an exciting experience for people bound over at the airport for two or three hours to be flown quickly into the heart of the shopping district.  It is something we have definitely in mind.”
  

March 22, 1932 – The Illinois Department of Public Works announces that $400,000 of gasoline tax revenue will be allocated for a one-mile extension of Lake Shore Drive from Montrose Avenue to Foster Avenue.  Although the land has not been created for the section north of Wilson Avenue, the half-mile section between Montrose and Wilson can begin as soon as weather permits.  Plans call for two 40-foot wide roadways with enough land on either side to allow them to be widened to 60 feet.  Grade separations will also be built at Montrose with future grade separations at Lawrence and Foster Avenues.  This is just one part of a highway program that will see $2,000,000 spent on improving roads across the city in 1932.  The above photo shows the new road in 1938 at Wilson Avenue with the completed grade separation.


March 22, 1902 – Members of the Western Society of Engineers inspect the cofferdam being prepared for the foundation of the new bridge at Randolph Street.  In doing so they examine “the first American test of steel sheet piling, which, it is contended will work a revolution in dock and bridge construction.”  [Chicago Daily Tribune, March 23, 1902] Tryggve Larssen, a government surveyor in Bremen, Germany, seems to have come up with the idea for the rolled steel piles with a channel-shaped cross section. [www.chinasteel-piling.com].  The first installation of the new supporting members was in a waterfront structure in Bremen where the piles are still serving their original purpose today.  Impressive, isn’t it, that engineers in Chicago picked up on the idea so quickly, and foundries responded with a similar amount of speed?  In the case of Chicago with its high water table and sandy soil, it was thought that the new Larssen pilings could save at least a month in constructing cofferdams.  As can be seen in the above photo, the cofferdams created for the extension of the city's River Walk were formed with basically the same engineering as they were back in 1902.

Tuesday, December 17, 2019

December 17, 2017 -- JPMorgan Chase Approves Old Main Post Office Construction Loan

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December 17, 2017 – New York development company 601W announces that it has secured a $500 million construction loan from JPMorgan Chase, capital that will be used to convert the long-vacant old main post office into modern offices.  The loan is one of the largest in Chicago real estate history, third only to $660 million used to build Trump International Hotel and Tower and the $700 million loan from Chinese lender Ping An Bank for construction of the 98-story Vista Tower. The loan replaces a $90 million short-term loan that was used to buy the post office building and begin its renovation.  Brian Whiting, the president of the Chicago-based leasing brokerage Telos Group that is overseeing the leasing of the building, says that the new debt is part of 601W’s “ambitious vision to bring Chicago’s Post Office back to life in a way that is as grand as the building’s history.”  [Chicago Tribune, December 19, 2017]  Whiting adds, “When completed, The Post Office will reset the standard of office communities through its truly unique combination of historical elements and forward-thinking design.  The resulting interior neighborhood that is being created will provide progressive and inspirational work environments that are key to helping its tenants attract top talent.”  Only two years ago it may have seemed like quite a gamble to spend close to a billion dollars on the Art Deco relic that sits on the west side of the South Branch of the Chicago River.  But it worked.  A good share of the space in the building has been leased to companies such as Uber Technologies, Ferrara Candy, and Walgreens.  Not long from now close to 16,000 employees will be in the renovated building, sparking a real estate resurgence in the southwest corner of the city that will eventually draw 22,000 or more workers to a formerly derelict quadrant of downtown.

chuckmanchicagonostalgia.wordpress.com
December 17, 1938 – The first dirt is turned in the $40 million project to bring a subway to the city, a project that has been in the discussion stages for over 50 years.  Thousands of citizens on the sidewalks of La Salle Street follow a parade of local officials and city leaders to just south of Chicago Avenue where the ceremonies convene on State Street.  In 24-degree weather Public Works Administrator Harold L. Ickes delivers a 3,000-word speech, saying, “Today we are able to come together to inaugurate the most portentous civic undertaking since this city shook off the ashes of the great fire and started hopefully and determinedly to build again for the future … The subway that we inaugurate today will be only a beginning. As the city is able to extend it, this will be done, until Chicago will have as complete an underground traction system as any city in the world.”  [Chicago Daily Tribune, December 18, 1938]  Chicago Mayor Edward Kelly says, “Chicago digs its first spadeful of pay dirt today … Day and night during the coming months the barometer of business in Chicago will respond to this mighty stimulus of money and men in overalls … We did not want to wind up with a makeshift transportation system.  We are achieving modern transportation in step with the times.  Yes, it has taken almost half a century to get under way, but Chicago has got what it wants – and without additional taxes or special assessments.”  The plan is to run the subway from Congress Avenue north to Lake Street, west under Lake Street to Canal Street, then northwest under Milwaukee Avenue to meet the Logan-Humboldt elevated lines.  The line opened in October of 1943.  A second subway project was suspended during World War II and was opened in February of 1951.  The above photo shows subway construction in progress on State Street, looking north from Madison Street.


December 17, 1905 – Looking back over the preceding year, the Chicago Daily Tribune reports that in 1904 the city erected “the equivalent of over forty-seven solid miles of buildings, single frontage, costing approximately $62,000,000.” [Chicago Daily Tribune, December 17, 1905] Additionally, the real estate transactions for the year totaled approximately $140,000,000.  The construction of apartment houses was double that of 1904, and “despite all these new buildings, builders and agents having them in charge report that they are being filled as soon as completed.”  The southern portions of the city lead the building boom which, the article points out, “simply goes to show what must be accepted as a great sociological fact, that the foreign elements of Chicago’s population, which predominate in the northwest division of the city, are greater home builders and are more attached to the individual home than the more well to do native born element which predominates in the south division.”  Leading the city as far as factory and warehouse construction is the new Sears, Roebuck and Co. plant on Harvard Street on the city’s west side.  In the central business district there were 71 real estate transactions, 30 more than in 1904 and “there is no doubt that they have strengthened greatly, especially in the choicest section of the business district,” where Joseph Leiter refused a $60,000-a-year rental of a small lot at the southeast corner of State Street and Jackson Boulevard which “at the present time … is a trifle startling, to say the least.”  The above photo shows the Sears complex on the west side, designed by Nimmons and Fellows, and begun in 1905.


December 17, 1936 – The Chicago Park District announces a project that will hopefully streamline the traffic flowing through Lincoln Park while providing a new bathing beach and bathhouse for the area as well.  A $1,100,000 grant from the Works Progress Administration is still needed to get the plan going, but when fully funded the project will carry Lake Shore Drive past North Avenue for another half-mile while La Salle Street will be extended from its terminus at Stockton Drive to meet the new section of Lake Shore Drive.  Additionally, a breakwater will be built 1,500 feet from the shoreline at North Avenue, and sand will be used to fill the space between the new breakwater and the shore, creating a new beach.  It is hoped that the new plan will reduce the congestion that has plagued the two lanes of Stockton Drive as it winds through the park, carrying rush hour traffic from both LaSalle Street and Lake Shore Drive south of North Avenue.  The 1934 photo above shows Stockton Drive to the left, winding north past the statue of Abraham Lincoln that today stands below and south of the La Salle Street extension.