Showing posts with label Jackson Boulevard. Show all posts
Showing posts with label Jackson Boulevard. Show all posts

Sunday, October 11, 2020

October 11, 1969 -- S.D.S. March through Loop, 105 Arrested


October 11, 1969 – A march through the Loop by 300 members of the Students for a Democratic Society breaks bad as police face off against “demonstrators, using tire chains, clubs, railroad flares, and their fists smashed windows and fought a running battle … in the three-block area from La Salle street to State street.” [Chicago Tribune, October 12, 1969] When things finally wind down 105 demonstrators are under arrest, 27 police officers have been injured and two corporation counsels are hurt with one of them, Richard Elrod, suffering permanent paralysis when he attempts to tackle a demonstrator fleeing police. The march is supposed to proceed down La Salle Street to Jackson Boulevard, but it breaks apart a half-mile north at Madison Street and marchers head east, smashing windows in 15 buildings as they run.  After the Loop is cleared, Governor Richard Ogilvie calls 300 Illinois national guardsmen into the area, but by 7:00 p.m., concluding that the trouble is at an end, he releases all 2,600 guardsmen on alert in the city since they had been summoned earlier in the week. 

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October 11, 1954 – The rain finally stops.  On October 9, 1954 rain begins to move into the Chicagoland area, and from that Saturday afternoon until Monday morning, the storms continue, bringing 6.21 inches of rain, surpassing a record that has stood for nearly 70 years.  The Chicago Sanitary District orders the locks at the mouth of the river opened at 6:25 p.m. on October 10 and “A gigantic swell of water roared into the lake as the river for a time returned to the original direction of its flow before it had been reversed by canals to the Illinois waterway." [Chicago Daily Tribune, October 12, 1954] Water flows into the counterweight pits of most of the downtown bridges, immobilizing them, and traffic on the river is halted.  The new Edens Highway is closed, and the Racine Avenue pumping station is put out of commission with four feet of water on its main floor.  Before the locks are opened, the Chicago River rises five feet, overflowing in several locations, including the area around Union Station where stormwater pours into the basement of the main post office, where it short-circuits pumps that could have helped keep the water level lower.  Flowing through drains, the floods enter two sub-basements of the Chicago Daily News building, today’s Two Riverside Plaza, where 42 feet of water eventually collects, destroying paper stock valued at a quarter million dollars and shorting out electrical circuits to the paper’s pressroom.  The Chicago Tribune prints seven editions of the Chicago Daily News while fire boats and several fire engines pump the water out of the basements.  the above photo shows the railroad yard near Van Buren Street under water that has also flooded the counterweight pits of the bridge.


October 11, 1926 – Machine guns spread a wave of death across the street from Holy Name Cathedral as two mobsters are killed and three others are wounded.  The sniper targets his victims from the front room of a second-floor apartment at 740 North State Street, a building next door to William F. Schofield’s florist shop, about which you can find more information in this entry at Connecting the Windy City.  One of the men killed is Earl “Hymie” Weiss, a member of the North Side Gang that controlled bootlegging and other illegal activity on the north side of the city, a rival to a gang controlled by Al Capone.  Also killed is Patrick Murray, a known bootlegger.  Weiss holds in his pocket a list of all the men called for jury duty in the trial of Joe Sallis, a south side gang leader who is charged with the murder of another mob captain.  Weiss also has $5,300 in walking-around money on his person.  This is the fifth in a series of gang-related murders in the space of two years, beginning with the murder of mob boss Dean O’Banion in the florist shop on Sate Street.  Police search the rented room from which the shots were fired and find 35 empty .45 caliber shells near the window and “a hundred or more” cigarette butts, “indicating a long period of watchful waiting.” [Chicago Daily Tribune, October 13, 1926] The Chicago Chief of Police says, “We knew it was coming sooner or later.  And it isn’t over.  I fully expect that there will be a reprisal, then a counter reprisal and so on. These beer feuds go in an eternal vicious cycle. I don’t want to encourage the business, but if somebody has to be killed, it’s a good thing the gangsters are murdering themselves off.  It saves trouble for the police.”


October 11, 1918 – A city commission passes a resolution that all public dancing must be stopped in order to check the influenza-pneumonia epidemic.  Dr. C. St. Clair Drake, director of the Illinois Department of Public Health, says, “The order will take effect at once.”  [Chicago Daily Tribune, October 12, 1913]  The commission also adopts a resolution that “attendance at all funerals, contagious disease or otherwise, shall be restricted to the immediate relatives, close friends and necessary attendants.”  In the 24 hours before the commission adopts its resolutions 124 people in the city have died of influenza and 89 from pneumonia.   The commission orders the cancelling of all dances as a necessary step “because of the close contact of the dancers, the exercise of the dance and the frequent chilling of the body that is apt to follow.”  The 1918 pandemic, believed to have begun in a French hospital processing soldiers wounded in the war, led to the deaths of between 50 and 100 million worldwide.  According to the digital encyclopedia at http://www.influenzaarchive.org  “Between the start of Chicago’s epidemic on September 21 and the removal of restrictions on November 16, the Windy City experienced a staggering 38,000 cases of influenza and 13,000 cases of pneumonia . . . Yet, despite these numbers, Chicago actually did fairly well for a city of its size.  In fact, with a population of 2.7 million, Chicago’s epidemic death rate for the period was only 373 out of 100,000, not much worse than its long-time rival St. Louis.”

Thursday, August 6, 2020

August 6, 1911 -- La Salle Street Tunnel Creating Havoc

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August 6, 1911 -- With the work of deepening the La Salle Street streetcar tunnel ongoing, the Chicago Daily Tribune discloses that at least a dozen buildings near the tunnel have settled from four to eighteen inches.  Two of those structures have cracked from wall to wall, and on both sides of the river La Salle Street sidewalks and streets have sunk four inches.  The Oakley building, a seven-story structure at the southwest corner of La Salle Street and Michigan Street is held together by 380 jackscrews, six iron braces and tons of wooden scaffolding.  It has settled 16 inches, and in the northeast corner a crack, in some places more than an inch wide, runs from the ground to the roof of the building.  The Chicago Daily Tribune reports, “Wooden braces are keeping the windows from collapsing.  Plastering is dropping from the inside walls, and, except for the careful reinforcements which have gone on, the warehouse long since would have collapsed.”  [Chicago Daily Tribune, August 6, 1911]. The headquarters of the Armour Steamship Line is close to collapsing into the river after settling four inches in a 24-hour period a week earlier.  Five hundred jackscrews have barely kept it upright.  Its outer walls have been torn open in at least a half-dozen places.  Nearly all of the streets that intersect La Salle Street on both sides of the river have settled a minimum of two inches and “sidewalks have erupted in peaks and angles or slipped half way into the excavation for the tunnel approach.”  The president of the company that is building the tunnel, Michael H. McGovern, says, “We are not responsible for damage done to nearby buildings.  Property owners were notified before the work started to take the necessary precautions, and as long as our excavations do not go outside the curb line we are immune from suit.  It is my understanding that the company will assume the cost for the repair of street damages.”  The above photo shows the location of the north portal of the tunnel, used today as the entrance to parking garages at 300 North La Salle Street and the Reid Murdoch Building.

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August 6, 1978 – The Chicago Tribune reports that even though developers promised to landscape the shore line of Wolf Point in the original deal for special zoning status made with the city to build the Apparel Center, the area “remains a tangle of high weeds and unpruned trees several years after owners promised to landscape the area.”  [Chicago Tribune, August 6, 1978].  Architectural renderings show a 25-foot wide park with a paved pathway winding around the quarter-mile of riverfront property to the south of the Apparel Center, which was completed in 1976.  James Bidwill, the spokesman for the developers, the descendants of the late Joseph P. Kennedy, says, “There are several alternative aspects of planning that will result in beautification of the park in the near future.”  There is good news along much of the river, though.  The 1974 “Riverside Plan of Chicago” is beginning to reap benefits as four small parks with a row of linden trees and park benches have been established on the south side of the Main Stem.  Two of these small parks, between Wabash and Dearborn, have been created with $139 million that the IBM Corporation gave the city for trees, lighting, granite paving, and concrete walls to block out the noise of lower Wacker Drive from the firm's 1971 headquarters building across the river.  Still to come is a long strip of green space between Michigan Avenue and the lake, a strip of land which the developers of Illinois Center gave to the city.  Development there must wait until the Columbus Drive bridge is completed and infrastructure work for the Deep Tunnel project is wrapped up.  The top photo shows the area around Lake Street -- note the elevated train crossing the river -- in the 1970's.  The second photo shows the same area, looking at it from the opposite direction.  Things have changed ... for the better ... although it's hard not to miss the Wild Turkey signboard.



August 6, 1974:  The Queen of Andersonville, a tour boat operated by Wendella Sightseeing Boats, sinks just south of the Coast Guard station at the Chicago lock where the Chicago River meets Lake Michigan.  Hero of the Day is Bob Agra, the captain of a Mercury sightseeing boat, who maneuvers his boat, loaded with about 70 people, alongside the stricken Wendella craft and helps evacuate all 23 passengers, many of them wearing life jackets.  “Some of the rescued people were a little shook up,” Agra states.  “But they weren’t hysterical.”  [Chicago Tribune, August 7, 1974]  Agra attaches the foundering boat to his own with three lines and tows it to an area behind the breakwater, southwest of the lock.  All three lines eventually break, and the Queen of Andersonville sinks before the hoist at the Coast Guard station can be lowered to secure the vessel.  Agra's son, Bob, who was on board that day as a deck hand, is shown above.  Today he is head of Chicago's First Lady, partners with the Chicago Architecture Center's premier architectural tour on the Chicago River.



August 6, 1971 – The largest crowd in the history of Ravinia Park comes to the outdoor venue on the North Shore to see Jesus Christ Superstar.  The crowd of 18,718 people breaks the previous record, set by Judy Collins, of 18,491, a week earlier.  More than 150 police officers are on duty, dispatched from five suburbs to patrol a mellow crowd.  “Despite the religious theme of last night’s event,” the Chicago Tribune reported, “The thousands of young listeners looked and acted little differently than at more mundane outdoor rock concerts.  Botttles of wine were passed freely, along with the ever-present marijuana cigarets.” [Chicago Tribune, August 7, 1971] The performance company that provided the show had previously performed in Pittsburgh, Cincinnati and Toronto.  The Ravinia show attracted at least 5,000 more people than any of the troupe’s previous performances.



August 6, 1946 – Edward J. Sparling, the president of Roosevelt College, tells of the school’s plans to restore the newly purchased Auditorium building to its original beauty.  Sparling says that “old paintings will be restored, remodeling of the hotel into classrooms and offices will follow the original structure as nearly as possible, and the theater will be operated by the college or leased to someone who wants to bring back music and theatrical productions to the 57 year old stage.”  Mrs. Julius Weil, the daughter of architect Dankmar Adler, the architect of the Auditorium building along with Louis Sullivan, says that General Sherman’s march to the sea in the Civil War was instrumental in her father’s plans for the auditorium.  “In every house that was looted,” says Mrs. Weil, “my father eagerly searched for books on architecture.  When he returned to Chicago he cooperated with Theodore Thomas in working out arches and types of construction for better acoustics.” [Chicago Daily Tribune, August 7, 1946] Sparling says that the renovated building will allow the college to serve 2,000 more veterans. The $400,000 purchase price of the building, he reveals, is the result of “loans by friends, gifts, efficient administration, and profit from the sale of the building at 231 South Wells Street.”



Saturday, June 13, 2020

June 13, 1967 -- Monadnock Avoids Becoming Leaning Tower of Chicago

J. Bartholomew Photo
June 13, 1967 – Efforts to correct the sinking north wall of the Monadnock building are finished.  After a real estate investment group headed by Carroll H. Sudler, purchased the building for more than two million dollars, it was discovered that the 1891 structure is sinking.  For the preceding two months, according to the Chicago Tribune, 31 pipes, each of them 14 inches in diameter, have been placed under four supporting piers of the north wall and then filled with concrete.  On this date the work is completed.  The Monadnock is safe, but Jackson Boulevard on which the narrow north face of the Monadnock sits, is a mess, “slumping badly in sections,” according to the Tribune as a result of excavation work for the new Federal building that is being constructed directly across the street from the Monadnock.



June 13, 1922 – Representing the Illinois Athletic Club, John Weismuller smashes four world’s swimming records at Kahului on the island of Maui.  Weismuller takes 14 seconds off the previous record in the 400-yard freestyle, finishing in 4:40.4.  In the 400-meter freestyle he breaks the old world’s record by six seconds.  He also sets a new record in the 500-yard freestyle and the 500-meter freestyle events.  In addition to the records Weismuller also takes gold in the 100- and 50-yard freestyle races. The champion’s family came to the United States from Germany when he was just seven-months-old, eventually settling in Chicago where his father, Peter, worked as a brewer.  When the young man contracted polio as a teenager, a doctor suggested he take up swimming to combat the ravages of the disease.  He dropped out of Lane Technical High School, working as a lifeguard on Chicago beaches, eventually ending up as an elevator operator at the Illinois Athletic Club.  It was there that he was given a chance to show his skill.  A little over two years after his success in the Hawaiian Islands, Weismuller will compete in the 1924 Olympic games in Paris, taking four gold medals.  Four years later in the Amsterdam Olympic games he will win another two gold medals.  In the early 1930’s he will ink a seven-year contract with Metro-Goldwyn-Mayer, beginning a career that is notable for the six Tarzan movies in which he starred.


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June 13, 1903 – McKinley Park is formally dedicated as 10,000 people gather at Thirty seventh and Western Avenues to view the proceedings.  The 35-acre park hosts a baseball field, tennis courts and a 350-foot long swimming pool.  President Henry G. Foreman of the South Park Board makes the speech of dedication, talking more about the board’s plans for future city parks, specifically Grant Park, than about the park being dedicated. He says, “It is intended to make greater Grant park the finest city park in America, if not in the world.  In this park we shall have more than 202 acres, with the business district on the west and Lake Michigan on the east, and residence and business property to the north and south.  There is a lake shore frontage here of about one and a quarter miles. Just stop and consider such a place for a park in the heart of a big city!”  [Chicago Daily Tribune, June 14, 1903].  According to the Chicago Park District’s website, the South Park Commission elected to name a new park after William McKinley, the twenty-fifth president of the United States in October, 1901, one month after his assassination.  McKinley Park was the beginning of a noble experiment as J. Frank Foster, the South Park superintendent at the time, “envisioned a new type of park that would provide social services as well as breathing spaces” [www.chicagoparkdistrict.com] in sections of the city that would allow access to residents living in overcrowded tenement areas.  To accomplish this, the district began acquiring land near the Union Stockyards, much of which had formerly been the Brighton Park Race Track.  McKinely Park would be the first of a whole system of neighborhood parks on the south side, the first ten of which were Sherman, Ogden, Palmer, Bessemer, and Hamilton Parks, and Mark White, Russell, Davis, Armour and Cornell Parks.  This system of neighborhood parks led the nation in introducing natural areas that would serve dense population centers.  McKinley Park proved so popular that the South Park Commission obtained more land, doubling its size to its present 71.75 acres.  McKinley Park can be seen lying a few blocks south of the river in the lower left corner of the above graphic.



June 13, 1879 – Pipeman Henry T. Coyle, working on a hose-truck belonging to Engine No. 11 of the Chicago Fire Department, drowns when the truck is driven into the river at full speed.  The night is dark, and the driver, next to whom Coyle is seated, cannot see whether the State Street bridge is in position for crossing.  Unfortunately, the rotating bridge is in the open position, and the truck’s driver “dashed on through the darkness to the terrible catastrophe which followed.” [Chicago Tribune, June 15, 1879]  The driver and another truckman leap from the truck, but Coyle drowns.  It takes the better part of a day to find the body of the missing firefighter.  The whole affair prompts the Chicago Daily Tribune to react strongly to the danger that the rotating bridges pose in this way, “The bridges of Chicago have been a continual source of danger and annoyance to the impetuous people of Chicago … Scarcely a week passes by that some accident does not occur at some of them, mostly on account of the impatience of pedestrians … Why people, great and small, will persist in swarming upon and over the bridges of our main thoroughfares while they are swinging, at the risk of life and limb, it would be hard to tell.  The wonder is that more fatal accidents do not occur.”

Tuesday, June 9, 2020

June 9, 1886 -- Chicago's North Side Gets a Cable Car System

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June 9, 1886 – Controversy continues to swirl through City Hall as Charles Tyson Yerkes works to get his cable railway system extended from the Loop to the North Side of the city.  Yerkes calls on Mayor Carter Harrison, persuading him not to veto an ordinance giving him the right to build the northside system with a promise that the cable cars will not run on State Street … as long as one-half of the owners on State between Kinzie and Division sign a protest against the use of the street for the railway within three months.  Harrison seems satisfied although there is considerable dissension within the City Council and among businessmen of the North Side.  Still to be resolved are the terms under which Yerkes will be given use of the La Salle Street tunnel beneath the river.  Lurking in the shadows is the suspicion that the entire ordinance has been passed with votes delivered by aldermen paid to agree to its terms.  Notable is the fact that nine aldermen of the West Side and nine of the South Side voted for an ordinance that has no effect on their districts while every North Side alderman, with one exception, voted against it.  The system Yerkes proposed actually began in 1859 as a horse-car line.  Yerkes, heading a Philadelphia syndicate, gained control of it in 1885.  The system depended on the use of the tunnel at La Salle Street, and on July 6, 1886 Yerkes got his wish when the tunnel ordinance was passed.  The North Side Street Railway would pay $20,000 a year to lease the tunnel, but the company could subtract the expense involved in maintaining it, a sum that Yerkes figured would be $19,235.  The company would eventually operate 177 grip cars and a much larger number of trailing cars.  It would run as far into the Loop as Jackson Boulevard and would operate three powerhouses, pulling nine separate cables.  The photo shows the La Salle Street tunnel as a cable car emerges.


June 9, 1900 – The Chicago Daily Tribune reports that the U. S. State Department has appointed architect William Le Baron Jenney as one of the official delegates from the United States to the Congress of Architects, to be held at the Hotel de Ville in Paris from July 28 to August 5.  Adding to this honor, the American Association of Architects has named Jenney as a member of the main executive body of the Congress when it convenes.  He will be the only representative that Chicago will have in the Congress.


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June 9, 1894 – The bronze statue “A Signal of Peace” is unveiled in Lincoln Park before 2,000 people.  The statue is a gift from Judge Lambert Tree, a prominent judge of the Cook County Circuit Court who also served as the United States ambassador to Belgium and Russia.  During the ceremony Lincoln Park Board President Crawford reads a letter from Tree in which the judge states, “I fear the time is not distant when our descendants will only know through the chisel and brush of the artist these simple, untutored children of nature who were, little more than a century ago, the only human occupants and proprietors of the vast northwestern empire of which Chicago is now the proud metropolis.  Pilfered by the advance guards of the whites, oppressed by government agents, deprived of their land by the government itself, with only scant compensation; shot down by soldiery in wars fomented for the purpose of plundering and destroying their race, and finally drowned by the ever westward tide of population, it is evident there is no future for them, except as they may exist as a memory in the sculptor’s bronze or stone and the painter’s canvas.”  [Chicago Daily Tribune, June 10, 1894]  President Crawford then accepts the gift and the sculptor, C. E. Dallin, contributes brief remarks before he pulls a rope that reveals his work, which rests atop a pedestal northwest of the great equestrian statue of General Grant.  For more on Judge Lambert Tree and his gifts to Chicago you may refer to two pieces in Connecting the Windy Cityhere and here.  



June 9, 1884 – The Committee on Harbors and Bridges introduces an ordinance at the City Council meeting, requiring that bridges remain closed for at least 20 minutes after being opened with the time that they are open restricted to ten minutes. The problem of balancing the needs of over a half-million people with river commerce that had 11,203 vessels entering the port in the preceding year is becoming more and more clear.  One alderman expresses the opinion that “citizens were entitled to as much consideration as the river interests … Business in the city should not give way for business on the river” [Chicago Daily Tribune, June 10, 1884] Another alderman warns against “Shutting off the shipping facilities by guarding the river too closely and subjecting the vessels to too many regulations.” A third says that the problem could be greatly improved if “the bridgetenders were more attentive to their duties.” Still another alderman observes that such an ordinance “would be a great detriment to the lake interests and drive the business to Milwaukee.” The council approves the report of the committee and places the ordinance on file.  The subject would come up over and over again, but it would be close to a hundred and ten years before any meaningful restrictions would be placed on the opening of bridges on the river.  The above photo shows the swing bridge at Kinzie Street, the predecessor to today's bascule bridge.


June 9, 1884 – The Chicago Harbor Master issues orders ta gang of men to cease their efforts to fill in a portion of the Chicago River at the Kirk Brothers Soap Factory, a river front operation that sprawled from approximately where today’s Wrigley Building stands to the east side of the lot where 401 North Michigan Avenue and the new Apple Store stand.  The Chicago Daily Tribune reports, “Work has been going on for several weeks, and in plain sight of the city officials engaged in building the bridge at Rush street.” [Chicago Daily Tribune, June 10, 1884] When Harbor Master McCarthy investigates the situation, he finds a row of pilings extending 250 feet along the river and a dozen feet beyond the property line of the factory.  The management of the company says the work is for a coffer-dam to protect the foundation of an addition to the factory, but they admit they have no permit.  They also reply that the “coffer-dam” will not be removed when the work is complete.  They are ordered to stop the construction and a police officer is posted at the site to make sure the order is obeyed.  At the time of the incident James S. Kirk and Co. was one of the world’s largest soap factories with a workforce of 250; by the time the century ends it would employ 600 workers and produce about 100 million pounds of soap each year.  The business ended in 1929. 

Sunday, May 31, 2020

May 31, 1960 -- Federal Center Announced


May 31, 1960 – The Chicago Daily Tribune reports that four Chicago architecture firms are joining together to plan “a glass and steel structure” [Chicago Daily Tribune, May 31, 1960] that will replace the federal courthouse.  It will sit on the east side of Dearborn Street between Adams Street and Jackson Boulevard, providing more than 1.3 million square feet of space for somewhere around 5,500 employees of the United States courts and 19 federal agencies.  The paper reports that “The surrounding walks and plaza, as well as the lobby floors, will feature granite paving.  The lofty first floor of the 30 story building will be devoted primarily to the lobby, stairways, and 24 elevators.”  Plans include air conditioning and “if conditions warrant, atomic bomb shelters.”  Completion date for the building is slated for late 1963 with final drawings due by the end of 1960.  This will be the first of two tall government buildings that will replace the old courthouse across Dearborn Street, a building that will be razed as the courthouse is being constructed so that a new federal building can be constructed in its place.  The architectural firms involved in the project are: the office of Mies van der Rohe; Schmidt, Garden, and Erikson; C. F. Murphy; and A. Epstein and Sons.



May 31, 1952 – Major Lenox R. Lohr, president of the Science Museum, today’s Museum of Science and Industry, announces that visitors will soon be able to walk through an 18-foot heart, part of a 3,000 square foot exhibit sponsored by the Chicago Heart Association. As part of the experience a human pulse will be audible. In another part of the exhibit the circulation of blood will be illustrated. The heart would fit into the chest of a 28-story human, which will make the museum an educational facility with a very big heart, indeed.

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May 31, 1926 “The Seated Lincoln” is unveiled in Grant Park at a location just east of Van Buren Street. It is the last work of Augustus St. Gaudens, who died in 1907.  Judge Charles S. Cutting delivers the principal address at the ceremony, saying, “Lincoln was in every sense a real human character.  Abraham Lincoln has become a world figure.  He is the symbol of law and liberty throughout the world.” [Chicago Daily Tribune, June 1, 1926]. All of the principal players involved in bringing the statue to Chicago have long since died.  Augustus Saint-Gaudens completed the first model for the sculpture in 1897, but it was destroyed by a fire in his studio.  He had another model ready for casting in 1906 and died a year later. John Crerar, who died in 1889, began the process by which the statue came to Chicago by leaving $100,000 in his will to create it.  Both of the trustees entrusted with Crerar’s Lincoln fund have died as has New York architect Stanford White, who St.-Gaudens named to design the architectural setting for the monument.  It has been 37 years, then, between the time Crerar funded the statue and its unveiling in Grant Park.  Originally, according to a design by architect Daniel Burnham, the monument was to have stood near a similar monument to George Washington near the proposed Field Museum in Grant Park.  Nothing was done for nearly two decades, though, as Aaron Montgomery Ward led the city into a series of law suits over the appropriate use of Grant Park, ultimately prevailing in his belief that the park should remain parkland. The final case was decided in 1910, and development of the park began.  During this time the sculpture was on display at the Metropolitan Museum of Art in New York as well as the 1915 San Francisco Exposition.   In 1924 the South Park Commissioners allocated a permanent site on what they intended to be the Court of Presidents and the sculpture was dedicated on this date in 1926.  The commissioners’ intent to install a similar monument to George Washington opposite Lincoln’s seated form never materialized. 

May 31, 1900 – At noon a Northwestern Elevated Railroad train carrying invited guests enters the Union Loop and “the new road, the last one to be completed of those composing the great elevated railroad system of Chicago—the greatest in the world—was formally opened.” [Chicago Daily Tribune, May 31, 1900] Twenty minutes later the train is speeding northward, having circled the Loop, carrying 250 passengers, all guests of the company.  It takes 22 minutes to reach the northern terminus of the line at Wilson Avenue. On the way the train passes five trains headed south, all packed with paying passengers.  It is a BIG DEAL.  The Tribune reports, “Along the entire line of the road the windows were filled with people, who cheered and waved their handkerchiefs as the four cars composing the first train rolled by.  Tugs and factory whistles violated the anti-noise ordinances in the most flagrant way.”  The guests on the train disembark at the Wilson Avenue station and make their way to Sheridan Park, a station on the Milwaukee Road, where lunch is served. Afterward a ceremony is held on a temporary rostrum.  The Chicago Commissioner of Public Works proclaims, “The completion of the road marks an era in the history of the North Side and will tend to the development of this part of the city.”  The President of the railroad, D. H. Louderback, says, “We intend to make our road the best in the country. Its construction is perfect, and with its four tracks it is the best and most flexible in the city.  We will aim to accommodate all passengers.” This was the last hurrah for Charles Tyson Yerkes, the last line of his transit empire, and he spoke on this day only of the development that would come to the north side of the city because of the new railroad line.  After attempting to pass around a million dollars in bribes to get exclusive rights to operate a city-wide transit enterprise for a period of hundred years in 1899 – and failing to get the appropriate legislation passed – he was persona non grata in the exclusive social circles of the city and at City Hall.  By the end of 1900 he had sold the majority of his Chicago transit holdings and departed for New York.  The Northwestern Elevated Railroad still exists today – hop on the Red Line in the Loop and head north.  The above photos show the railroad under construction and as it appeared at about the time of its opening.

Sunday, January 12, 2020

January 12, 1881 -- La Salle Street Gains Petitioners for Vacating Street at Jackson


January 12, 1881 – The Chicago Daily Tribune reports that Mr. John D. Parker has been successful in “obtaining the signatures of all the property-owners on La Salle street as far north as Madison, and also of three or four between Madison and the river, to a petition to the City Council urging that body to declare vacant that portion of La Salle street between Jackson and Van Buren.”  Parker is a prime mover in the effort to re-locate the Board of Trade to the property that the petition concerns.  Three other sites are possibilities for the new headquarters – one on Wabash Avenue between Van Buren and Harrison; another at the corner of State Street and Van Buren; and the third on the block bounded by Jackson, Van Buren and Third and Fourth Streets.  How different any of these areas – especially the site Parker and his allies favored – would look today if the critics of the plan had found a sympathetic hearing at City Hall and the politicians had refused to go along with the plan.  In a little over four years the vacated section of La Salle Street would give rise to the 1885 Board of Trade building, the opening of which is heralded in the announcement pictured above.



January 12, 1924 -- D. C. Davies, director of the Field Museum of Natural History for ten years, announces that the museum's new building has been completed. The original four million dollar gift of Marshall Field had, with interest, grown to $6,300,000 which was somewhat less than the cost of the seven million dollar building south of Grant Park. The shortage was made up with donations from some of the wealthiest members of Chicago society -- Captain Marshall Field, Stanley Field, N. W. Harris, James Simpson, and Edward E. Ayer. The architectural firm that designed the beaux arts building on the lakefront, Graham, Anderson, Probst and White, also made a contribution. More than a quarter-century after it was first proposed, after years of political wrangling over its location, the museum was finally complete.


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January 12, 1935 – Officials estimate that 20,000 people at the La Salle Street Station view the Commodore Vanderbilt, a streamlined steam locomotive on the New York Central Railroad.  Members of the Chicago Association of Commerce and railroad officials are on hand to greet the locomotive as it arrives straight form the railroad’s shops at New Albany, New York.  It is scheduled to be on display for two days before leaving for Detroit and another two weeks of exhibitions.  The 4,075-horsepower passenger locomotive was re-manufactured in the New York Central shops, receiving “an outer streamline cowling of gun metal.” [Chicago Daily Tribune, January 13, 1935]  Officials report that in wind tunnel tests between 70 and 90 miles an hour the streamlined locomotive reduced wind resistance by 30 percent over conventional locomotives.  The Commodore Vanderbilt went into revenue service in February, 1935, pulling the prestigious Twentieth Century Limited between Chicago and Toledo.  After a tussle with a sand truck at an East Chicago crossing in 1945 the streamlining was removed, and the locomotive was scrapped during the 1950’s.




January 12, 1951 – Four Chicago firefighters lose their lives and seven other firefighters and two civilians are injured in a fire and subsequent explosion at a four-story warehouse and office building at 320 North La Salle Street.  The fire begins in the lower portion of the 75-year-old building with the first alarm turned in at 2:04 p.m. Ultimately 68 pieces of equipment are brought to the scene, and the La Salle Street bridge remains open for 54 hours to allow fireboats to operate on the river.  Within 30 minutes of the first alarm the fire spreads through the elevator shafts of the building, setting off an explosion that blows out a wall, toppling it onto firefighters using hose lines on fire escapes and ladders in an adjacent alley. Lieutenant John Schuberth of Engine 42, Firefighter John P. Gleason, also of Engine 42, Firefighter Henry T. Dyer of Engine 11 and Chicago Insurance Patrol Firefighter Patrick Milott lose their lives in battling a blaze that keeps fire crews on the scene for several days.  Today 300 North La Salle, a glitzy high-rise designed by Pickard-Chilton, occupies the site.  Note in the photo of the modern building the 1912 building designed by Gustav Hallberg still sits on the river to the west.

Tuesday, December 24, 2019

December 24, 1886 -- Chicago Federal Building Smells Trouble

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December 24, 1886 – More trouble at the Federal Building and Custom House, the Neo-Classical pile sitting in the block with Dearborn Street and Clark Street on the east and west and Adams Street and Jackson Boulevard on the north and south.  Maligned from the get-go, the James G. Gill design, completed in 1880, was beautifully proportioned and built of the finest materials, but “Its weight was too great for the soil, and there has always been an uneven settlement, destructive in character, and at time dangerous to the occupants.  To hold it together, heavy rods have been run through the upper walls.”  [chicagology.com]  In addition, the space allocated to the post office – at the time the city’s main post office – was inadequate for its rapidly expanding operations.  Estimates had over 3,500 people working inside the building with 50,000 folks passing through it each business day.  The problem in 1886 dealt with the plumbing and sewage systems of the building, systems that “proved on a thorough investigation to be much worse than was supposed ….”  [Chicago Daily Tribune, December 24, 1886]  In this respect buildings are like people ... you can be handsome as handsome can be, but no one will love you if you stink.  It seems that the main sewer line, running under the center of the building from Adams to Jackson, is more than three times two large – two feet in diameter – while the city sewers on Dearborn and Clark Streets are only one foot.  Every two weeks it is necessary “to use an engine and a great hose … to flush the sewer and keep things sweet.”  Collecting basins beneath the sidewalks on Adams and Jackson Streets “are said to be veritable cess-pools,” and “the condition of things beneath the building is said to be deplorable.”  Improvements are expected to take six months to complete at a cost of $16,000 (a little over $437,000 in today’s dollars).  In 1898 the government gave up trying to fix the old building and began construction on a new facility designed by architect Henry Ives Cobb.  It was completed in 1905.  That building was demolished in 1965, making way for the three federal buildings that surround today’s Federal Plaza.  The 1880 building is pictured above.

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December 24, 2015 –The Eastland Disaster Historical Society announces that the last survivor of the disaster on the Chicago River that claimed 844 lives on July 24, 1915 has died.  Marion Eichholz, 102 years old, was only a toddler of three years when her father jumped with her in his arms into the river to escape the sinking ship.  Eichholz’s testimony, recorded by her sister, Shirley Eichholz Clifford, provides a powerful look into the horror of that day on the river.  “People began to panic, and women were running and screaming. Dad picked me up in his arms, stood on the railing, and jumped into the river,” she said.  “I remember Dad swimming with me in one arm.  I was crying, and my strap slippers were dangling from my ankles.  We were picked up by a tugboat and brought to shore.”  Eichholz’s niece, Kathleen Kremholz, says, “What she always remembered is she had new shoes on … What she always talked about was seeing all the babies underneath the water who had drowned in baby buggies.”  Eichholz, on the left, is pictured in a childhood photo with her younger sister and her parents in the above photo.


December 24, 1887 – With the completion of an electricity generating plant at Washington Boulevard and Clinton Street, 100 “brilliant lights … blaze out on the Chicago River”. [Chicago Daily Tribune, December 24, 1887] It is hoped that the illuminated river will eliminate river traffic having “the necessity of keeping up constant whistling.” Ten miles of cable have been laid, covering all the bridges from Polk Street on the south to Indiana Avenue on the North Branch and out to the mouth of the river.  Four lights are placed on each bridge, two at each end, with a 2,000-candlepower capacity for each lamp.  The 150 lights will be the equivalent of 10,000 gas lamps.  The above photo shows the river in the 1880's ... imagine the traffic moving up and down the river at night, each boat whistling shrilly in the middle of the city to indicate its movement.


December 24, 1961 – The Chicago Daily Tribune tells the story of the first Christmas tree in Chicago, cut down somewhere near today's Division Street in 1804.  According to the paper’s account the commander of Fort Dearborn, Captain John Whistler, “decided his garrison should have a holiday tree to lift morale.  His men and their families were weary of the bitter cold and the ice on the lake to the horizon.”  The tree was dragged across the frozen river to the garrison that stood at what is now the corner of Wacker Drive and Michigan Avenue.  “On Christmas day, with a few feeble candles glowing on the tree, the garrison sat down to its first Christmas dinner,” the article continues.  Guests included John Kinzie and his family and another trapper who lived across the river, Francis Ouilmette.  In the middle of the celebration a friendly group of Indians, led by Chief Black Partridge, made a visit and the group was invited to stay and “partake of the feast.”  Imagine those first inhabitants of what would become this great city, huddled together dozens and dozens of miles away from anything remotely resembling civilization, sharing a quiet communal moment in the darkness and cold of the wilderness night.  It’s enough to make us thankful for what we have.