The Rehabilitation Institute of Chicago was renamed The Shirley Ryan AbilityLab.

A Chicago institution's most recent name change is the Shirley Ryan AbilityLab, previously known as the "Rehabilitation Institute of Chicago." The name change occurred in 2017, and the lab was renamed to recognize Shirley Ryan's philanthropic contributions to the organization.

The Rehabilitation Institute of Chicago (RIC), 345 East Superior Street, Chicago, was founded in 1954 and has a rich history as a pioneer and global leader in physical medicine and rehabilitation. It quickly gained recognition for its innovative approach to patient care, focusing on restoring function and maximizing independence for individuals with complex conditions such as traumatic brain injury, spinal cord injury, stroke, and amputation.

RIC's interdisciplinary team of experts developed groundbreaking therapies and rehabilitation programs, pushing the boundaries of what was possible in the field. The institute's commitment to research and education further solidified its reputation as a center of excellence, attracting top talent and fostering collaboration among doctors, clinicians, scientists, and engineers.

In 2016, Shirley Ryan and her husband, Patrick G. Ryan, made a record donation to the Rehabilitation Institute of Chicago. The donation amount was not disclosed, but it was the largest in the organization's 63-year history. Rumors suggest it was over $1.5 million.

In 2017, RIC underwent a transformative change in its name and facilities. The newly christened "Shirley Ryan AbilityLab," a state-of-the-art, 1.2-million-square-foot facility, opened its doors, representing a new era in rehabilitation medicine. The name change honored the remarkable contributions of Shirley Ryan, a tireless advocate for people with disabilities and a driving force behind the institute's growth and success.

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Shirley Ryan's connection to the Rehabilitation Institute of Chicago began with a personal tragedy. In 1961, her then 13-year-old son, Patrick Ryan, sustained a severe brain injury during a swimming accident. This life-changing event led Shirley Ryan to seek the best possible care and rehabilitation for her son, ultimately bringing her to the Rehabilitation Institute of Chicago.

Inspired by Patrick's transformative care at RIC, Shirley Ryan became a passionate advocate for individuals with disabilities and their families. She recognized the critical need for comprehensive rehabilitation services and cutting-edge research to improve outcomes for those with complex conditions.

In the following years, Shirley Ryan became deeply involved in RIC, dedicating her time, energy, and resources to advancing its mission. She served on the RIC Foundation Board of Directors for over 35 years, including 14 years as its chair. During her tenure, she spearheaded numerous fundraising campaigns, securing millions of dollars to support research, education, and patient care programs.

Shirley Ryan'Ryan'son extended beyond financial support. She played a pivotal role in shaping RIC's strategic direction, advocating for innovative approaches to rehabilitation and pushing for the development of new therapies and technologies. Her unwavering commitment to excellence and deep understanding of patients' families helped establish RIC as a global physical medicine and rehabilitation leader.

This life-changing event fueled her passion for improving the lives of individuals with disabilities and their families. She became a tireless fundraiser, advocate, and visionary leader, pivotal in securing the resources and support needed to build the world-class facility that now bears her name.

The Shirley Ryan AbilityLab represents a culmination of RIC's legacy and Shirley Ryan's unwavering commitment to advancing the field of rehabilitation. The facility's design integrates research, education, and patient care, reflecting a new model for delivering comprehensive and personalized rehabilitation services.

The Patrick and Shirley Ryan Family made Northwestern University's largest single gift, $480 million, in 2021. The gift will accelerate biomedical, economic, and business research breakthroughs, enabling the University to redevelop Ryan Field and construct a best-in-class venue for the Northwestern community.

Beyond its cutting-edge facilities, the Shirley Ryan AbilityLab upholds RIC's tradition of excellence in research and education. The institute's scientists and clinicians are at the forefront of developing new therapies and technologies to improve outcomes for patients with complex conditions. Through its educational programs, the AbilityLab trains the next generation of rehabilitation professionals, ensuring that the field continues to evolve and innovate.

Extensive landscaping and green space at the street level and throughout the upper spaces afford access to gardens. A green roof system tops the building. These features promote a healing environment and provide practical benefits, such as the absorption of heat on the roof and the diversion of rainwater from entering the city sewers.

With an average stay of 24 days, inpatient rooms were designed to provide visual access to restrooms, places for personal keepsakes, and sweeping views of the city oriented to encourage movement and progress. What a beautiful single room.

Water therapy has a specially equipped swimming pool and waterproof wheelchairs and equipment.

Each of the five ability labs — 1) "Think + Speak," 2) "Legs + Walking Lab," 3) "Arms + Hands Lab," 4) "Strength" Endurance Lab," and "5) "Pediatric Lab" — provide for both active and visible "front" stage" patient work with clinicians and researchers, as well as private, heads-down "backstage" space for analysis and planning.

An innovative "Wet Lab" allows researchers to study diseases, conditions, and injuries that can only be solved at the cellular level. Scientists can increase the number and speed of discoveries because they are co-located with clinical teams and patients.

In summary, the Rehabilitation Institute of Chicago, now the Shirley Ryan AbilityLab, has a storied history of innovation, leadership, and unwavering commitment to improving the lives of individuals with disabilities. The institute honors Shirley Ryan's conRyan'sions, whose tireless advocacy, visionary leadership, and management abilities have shaped its trajectory. The Shirley Ryan AbilityLab is a testament to the power of collaboration, innovation, and unwavering dedication to a noble cause.

Compiled by Dr. Neil Gale, Ph.D. 

The Museum of Science and Industry has been renamed the Kenneth C. Griffin Museum of Science and Industry, Chicago.

The Griffin Museum of Science and Industry, Chicago

In a move that will forever etch the name of a visionary philanthropist into the annals of Chicago's revered cultural institutions, the Museum of Science and Industry (MSI) is set to undergo a transformative rechristening, paying tribute to Kenneth C. Griffin's generosity and foresight. 

This esteemed recognition follows a historic $125 million donation by Ken C. Griffin, the founder and CEO of Citadel, a leading global investment firm, and Founder of Griffin Catalyst, which encompasses Griffin's philanthropic and community impact efforts, focusing on identifying critical areas of need and delivering meaningful and scalable results that transform lives and better communities. 

The donation in 2019 is the largest in the museum's history. To celebrate its first official day as the Griffin Museum of Science and Industry, the Museum will offer free admission on Sunday, May 19, 2024.

The Museum of Science and Industry changed its name to honor the philanthropist Kenneth C. Griffin.

Griffin's remarkable contribution is a testament to his unwavering commitment to advancing science, technology, engineering, and mathematics (STEM) education. 

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STEM education is an interdisciplinary approach to learning that focuses on the fields of Science, Technology, Engineering, and Mathematics. It aims to equip students with the knowledge and skills to succeed in the 21st-century workforce and solve complex, real-world problems.

STEM education will profoundly impact the museum's ability to inspire future generations of innovators, thinkers, inventors, and leaders. This landmark donation will enable Museum of Science and Industry. to expand its reach, enhance its exhibits, and foster a culture of curiosity and discovery, cementing its position as a premier destination for scientific exploration and learning.

In recognition of Griffin's extraordinary philanthropy, the museum will henceforth be known as the Kenneth C. Griffin Museum of Science and Industry, a fitting tribute to a champion of education, innovation, and progress. This naming honor acknowledges Griffin's transformative gift and serves as a lasting reminder of his dedication to empowering individuals and communities through the power of science and education.

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"We are incredibly grateful to Ken Griffin for his historic and generous investment in our Museum, our mission, and our long-term future," said Dr. Chevy Humphrey, President and CEO of the Griffin MSI. "This gift helps us create exhibits of the future geared toward the next generation of scientists and leaders; it allows us to dig our heels in deeper to support science education in local schools and neighborhoods in new, more profound ways; and it enables us to carry out our mission to inspire the inventive genius in all of us."

As the Kenneth C. Griffin Museum of Science and Industry embarks on this exciting new chapter, it does so with a renewed sense of purpose and a deepened commitment to its mission of inspiring and educating the public about the wonders of science and technology. Griffin's generosity will have a lasting impact on the museum's ability to spark imagination, fuel curiosity, and shape the minds of tomorrow's leaders, ensuring that the museum remains a beacon of innovation and discovery for generations to come.

The donation has helped the institution launch several new immersive experiences, including the Griffin Studio, a one-of-a-kind digital space. It also aided the renovation of the Henry Crown Space Center.

The gift supported a new home for the SpaceX Dragon Spacecraft. This mission-flown Dragon spacecraft undertook two missions to deliver cargo and scientific experiments to the International Space Station (ISS)
in 2017 and 2019.

"The renaming provides an opportunity for us to celebrate the Museum's legacy and embrace its future," said David Vitale, Griffin Museum of Science and Industry. Board Chairman.

Compiled by Dr. Neil Gale, Ph.D.

Merchandise Mart in Chicago, History and Little Known Facts.

The Merchandise Mart, 222 Merchandise Mart Plaza, a colossal monolith on the Chicago River, boasts a rich history as grand as scale and as vibrant as the city itself. From its Art Deco beginnings to its modern-day transformation as a tech hub, I delve into the whole story of this iconic Chicago landmark:

In the roaring 1920s, Chicago retail titan Marshall Field & Company envisioned a revolutionary concept: a single, centralized marketplace for wholesale goods. Enter James Simpson, the company's visionary President, who commissioned the construction of the 4.2 million square feet Merchandise Mart. 

The Merchandise Mart is under construction, as seen from the Lake Street Bridge in 1929. —Chicago Tribune historical photo.

Transforming the site of the historic Wells Street Station site, construction began in 1928; by 1930, the behemoth stood tall, dwarfing its surroundings. At the time, the Mart was the largest building in the world by floor space, a title it held for over a decade. Its imposing Art Deco facade, adorned with geometric patterns and stylized eagles, reflected the era's optimism and grandeur.

The view of the new Merchandise Mart was still under construction in 1929.
—Chicago Tribune historical photo.

The Mart, designed by Alfred P. Shaw of Graham, Anderson, Probst & White, embraced the Art Deco aesthetic. Its sleek lines, geometric forms, and limestone-terracotta cladding exuded modernity and ambition. 

The Mart wasn't just a building; it was a self-contained city. It housed Field's wholesale showrooms, manufacturing facilities, and a plethora of amenities for tenants and visitors alike. Restaurants, banks, postal services, and even a telegraph office buzzed with activity, making the Mart a bustling hub of commerce.

An aerial view of the Merchandise Mart in 1930.
—Chicago Tribune historical photo.

The Mart's official opening in 1930 was a momentous occasion. It housed Field's wholesale showrooms, manufacturing facilities, restaurants, a bank, a post office, a telegraph office, and a plethora of amenities for tenants and visitors alike. It was a self-contained city within a city. However, the Great Depression soon cast a shadow, making it initially challenging to fill the vast space.

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The Merchandise Mart was once the largest building in the world by floor space, a title it held until the Pentagon's construction in 1943.

The Great Depression threw a wrench in the Mart's initial success. The wholesale market dwindled, forcing the Mart to diversify. Over the years, it transitioned from a purely wholesale center to a multi-purpose complex, welcoming office tenants and diverse businesses.

It housed manufacturing facilities for war materials during World War II (1939-1945). The legendary Kennedy family acquired the Merchandise Mart in 1945, ushering in a new ownership era. Under their guidance, the Mart continued to evolve, adapting to the changing times. 

The Merchandise Mart in 1949.

In the 1950s, it found new life as a center for design and architecture.

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The building's rooftop was used as a landing pad for helicopters during the early days of air travel by helicopter. In 1953, New York Airways became the first scheduled passenger helicopter air carrier in the United States. In the 1950s and 1960s, "helicopter airlines" operated in New York, Chicago, Los Angeles, and San Francisco, carrying people to and from the airport at high fares. 

Merry Christmas is written in lights on the Merchandise Mart on November 25, 1964. —Chicago Tribune historical photo.

A Top University History Professor Critiques this Article.

INTERESTING MERCHANDISE MART FACTS:

Federal, State, and Local Government Offices:

During World War II, the Merchandise Mart saw declining tenant interest in its original function. The building was converted to house various federal government offices to fill vacancies due to its vast space and central location. This lasted until the 1950s.

The Mart again welcomed several state and local government offices as tenants in 1990.

The CTA's presence in the Merchandise Mart:

The CTA moved its headquarters into the Merchandise Mart in 1942, occupying several floors. The CTA's offices in the Merchandise Mart were home to various departments, including administration, planning, and operations. The CTA relocated its headquarters to a new building at 567 West Lake Street, Chicago, as part of a larger effort to improve its efficiency and customer service.

The CTA sold its remaining office space in the Merchandise Mart in 2006.

The CTA Merchandise Mart 'L' Station.

The Merchandise Mart is still a central CTA transportation hub, with an 'L' station on the Red Line (the North-South line), the Brown Line (the Ravenswood line), and the Purple Line (the Evanston Express line) on weekdays during rush hour.

1970 Merchandise Mart CTA Station. The'L' sign says "Evanston - Wilmette."

The CTA buses that stop at the Merchandise Mart are:

Washington & State (Routes 126, 152, 156).

Michigan & Randolph (Routes 62, 128, 151, 155, 157).

Orleans & Merchandise Mart (Routes 60, 65).

The RTA buses that stop at the Merchandise Mart are:

Merchandise Mart (Routes 27, 36).

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The iconic "heads" (busts) on the roof of the Merchandise Mart building actually had two distinct chapters in the building's history. While neither group currently graces the building's rooftop today, their stories deserve to be told:

Chapter 1: The Native American Chiefs (1930-1961)

A Controversial Adornment: When the Merchandise Mart opened in 1930, its rooftop boasted 56 sculpted heads of Native American chiefs, designed by John Awre. 

Uncertain Names: Not all the chiefs had identified names. Some were assigned names based on tribal affiliations or geographical regions, while others remained anonymous. The identification process was complex and controversial, so some names may be inaccurate or disputed.

Stereotypical Representation: It's important to remember that the sculptures reflected the era's romanticized and inaccurate portrayals of Native American cultures. They did not represent individual historical figures and perpetuated harmful stereotypes.

Legend of the Piasa "Bird," an Ancient Indian pictograph

carved on a bluff in Alton, IL.

1. Apache: "ah-PAH-chee," Indigenous Tribe & Chiefs.
2. Arapaho: "A-ra-pa-ho," Indigenous Tribe & Chiefs.
3. Arikara: "uh-rih-kuh-rah," An Indigenous Tribe.
4. Assiniboine: "uh-sin-uh-boin," An Indigenous Tribe.
5. Blackfoot: "Black-foo-t," Indigenous Tribe & Chiefs.
6. Caddo: "KAH-doh," Indigenous Tribe & Chiefs.
7. Cayuga: "kay-YOO-ga," An Indigenous Tribe
8. Cheyenne: "shy-AN," Indigenous Tribe & Chiefs.
9. Cherokee: "chEH-ruh-kEE," Indigenous Tribe & Chiefs.
10. Chickasaw: "CHIK-ə-saw," Indigenous Tribe & Chiefs.
11. Chinook: "Chok-NOOK," Indigenous Tribe & Chiefs.
12. Chippewa: "chi-puh-waa," Indigenous Tribe & Chiefs.
13. Choctaw: "Chauk taw," Indigenous Tribe & Chiefs.
14. Comanche: "kuh-MAN-chee," Indigenous Tribe & Chiefs.
15. Cree: Indigenous Tribe & Chiefs.
16. Crow: The crow tribe's name is Apsáalooke "ahp-SAH-loo-keh," Indigenous Tribe & Chiefs.
17. Delaware: A Tribe - called initially the Lenape tribe, aka Munsee and Unami bands.
18. Flathead: A Chief - "Ahl-shah-taa-pee," named by Europeans for Chief (Flat Head).
19. Gros Ventre: "Groh Vahn-truh," ("big belly," French) Indigenous Tribe & Chiefs.
20. Haida: "Hay Da," Indigenous Tribe & Chiefs.
21. Hopi: "HOH-pee," An Indigenous Tribe.
22. Huron: "Hoo-RON," Indigenous Tribe & Chiefs.
23. Iroquois: "ear-ro-kwa" (French), Indigenous Tribe & Chiefs.
24. Kalapuya: "Cal-uh-poo-yuh," An Indigenous Tribe.
25. Kansas: "KAN-zəs," Indigenous Tribe & Chiefs.
26. Kiowa: "Hy-oh-wa," An Indigenous Tribe.
27. Kootenay: "KOOT-nee," Indigenous Tribe & Chiefs.
28. Lenape: "lun-NAH-pay," An Indigenous Tribe - aka Delaware Tribe
29. Lummi: "LUH-mee," Indigenous Tribe & Chiefs.
30. Mandan: "mah-N'-DAN," Indigenous Tribe & Chiefs.
31. Menominee: "Meh-NOH-meh-nee," Indigenous Tribe & Chiefs.
32. Miami: Indigenous Tribe & Chiefs.
33. Micmac: "Meeg-em-ach," An Indigenous Tribe.
34. Modoc: "MO-dock," An Indigenous Tribe.
35. Mohawk: "Mo-hawk," Indigenous Tribe & Chiefs.
36. Navajo: "na-va-ho," Indigenous Tribe & Chiefs.
37. Nez Perce: "Nay Pers-say," Indigenous Tribe & Chiefs.[1]
38. Nuutka: "Nuu-chah-nulth," aka Nootka, An Indigenous Tribe. 
39. Ojibwe: "Oh-JIB-way," Indigenous Tribe & Chiefs.
40. Osage: "OH-sage," Indigenous Tribe & Chiefs. 
41. Ottawa: "Ah-dah-wa," Indigenous Tribe & Chiefs.
42. Papago: "pap-uh-goh," Indigenous Tribe & Chiefs.
43. Pawnee: "PAWN-ee" Indigenous Tribe & Chiefs.
44. Penobscot: "peh-NOB-skot," Indigenous Tribe & Chiefs.
45. Pomo: "po-MOH," Indigenous Tribe & Chiefs.
46. Ponca: "Pohn-kuh," Indigenous Tribe & Chiefs.
47. Potawatomi: "Boh-da-wah-dmi," (Tribal Pronunciation), An Indigenous Tribe.
48. Pueblo: a group of tribes (i.e., The Illinois), Indigenous Tribes & Chiefs.
49. Quapaw: An Indigenous Tribe.
50. Sauk (Sac) & Meskwaki (Fox): "Mesk-wa-ki," Indigenous Tribes.
51. Salish: "Slah-LEESH," Indigenous Tribe & Chiefs.
52. Seminole: "Sem-uh-NO-le," Indigenous Tribe & Chiefs.
53. Seneca: "Sen-eh-kuh," Indigenous Tribe & Chiefs.
54. Shoshone: "shoh-SHO-nee," An Indigenous Tribe.
55. Sioux: "soo," (confederation of 7 nations; i.e., Illinois), Indigenous Tribes & Chiefs.
56. Ute: "Yoo-tey," Indigenous Tribe & Chiefs.

[1] The name "Nez Perce" ("pierced nose") is actually a misnomer: It comes from French fur traders who mistakenly applied it to the tribe based on a misunderstanding of their cultural practice of nose ornaments. The tribe prefers to be called Nimiipuu, which means "The People."

This reflected a popular Art Deco motif of the time but also carried problematic connotations of cultural appropriation and romanticized stereotypes. 

Shifting Tides: As social awareness grew in the mid-20th century, the depictions of the chiefs faced increasing criticism for their insensitivity. By 1961, the decision was made to remove them from the building.

What Happened to the "Indian Heads?" In 1961, the heads were deemed outdated and removed from the roof. 

Most were sadly destroyed, but a few found their way to different destinations:

• Two busts were found in the Campia family's home in Lake Forest and auctioned off in 2014.

• January 26, 2024, the exact location of the remaining heads is unknown.

The two auctioned busts might be in private collections, but their specific ownership is not publicly available.

So, while most of the Indian "heads" are unfortunately lost to history, a small piece of their legacy survives in private hands. 

A Top University Professor Critiques this Article

Chapter 2: The Merchandise Mart Hall of Fame

Standing tall as guardians of American commerce, eight colossal bronze busts grace the entrance of The Merchandise Mart, the world's largest wholesale buying center in Chicago. These larger-than-life figures immortalize some of the most influential figures in American retail history, their names and companies woven into the very fabric of consumer culture.

Commissioned in 1953 by Joseph Patrick Kennedy Sr., the 44th U.S. Ambassador to the United Kingdom, these four-times-life-size busts stand as a testament to the vision and dedication of the men who shaped the American retail landscape. Each bust, meticulously crafted in bronze, captures the essence of its subject, with its determined gazes fixed on the future of commerce.

From Frank Winfield Woolworth's 5 & Dime stores to Marshall Field's luxurious emporiums, these pioneers revolutionized how Americans shopped. Their innovative ideas and unwavering commitment to quality forever changed the face of retail, leaving an enduring legacy that inspires generations of entrepreneurs.

Marshall Field

1. Frank Winfield Woolworth: The founder of F.W. Woolworth Company.
2. Marshall Field: The founder of Marshall Field and Company.
3. Aaron Montgomery Ward: The founder of Montgomery Ward & Company.
4. Julius Rosenwald: Was a Sears, Roebuck, and Company President.
5. Robert Elkington Wood: Was a Sears, Roebuck, and Company President.
6. John Wanamaker: The father of modern advertising.
7. Edward Albert Filene: Preseident of William Feline & Sons. Filene's department stores.
8. George Huntington Hartford: He founded The Great Atlantic & Pacific Tea Co. (A&P)

A Top University History Professor Critiques this Article.

Compiled by Dr. Neil Gale, Ph.D.

The "Beep Line" from WLS (890 AM) radio, Chicago, explained.

The "Beep Line" on Chicago's WLS AM radio wasn't explicitly started by any one disc jockey. It was a phenomenon that emerged organically from the technological limitations of the telephone system at the time. However, Richard "Dick" Orlando Biondi's popularity and engagement with his young listeners contributed significantly to its rise and popularity. Chicago teens whispered secrets between the beep (on hold) tones.

Technical glitch: Beep lines arose from busy signals. When two or more callers reached the same busy number, they could hear each other over the "beep" tone, creating an impromptu conference (party line) call. This phenomenon existed before Biondi on WLS (890 AM) but wasn't widely known.

Richard "Dick" Orlando Biondi

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Hired in 1960, Biondi left WLS over a dispute involving the number of commercials on his radio show in 1963. Rumors and urban legends still persist that Biondi told an obscene joke on the air, which resulted in his being fired. Biondi returned to Chicago on WCFL (1000 AM) in 1967. In 1972, after a short time at WMAQ (AM), he left Chicago once again.

Biondi's teen appeal: In the early 1960s, Biondi was WLS's most popular DJ, adored by Chicago teenagers. He frequently hosted interactive segments, inviting listeners nationwide to call collect, request songs, chat, and participate in contests.

Word-of-mouth: Teens discovered that calling popular numbers, especially during Biondi's show, sometimes landed them on a "beep line" with other callers. This created a thrill and fostered a sense of community.

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As the years passed, people confessed to setting up a date with a stranger via the Beep Line.

Biondi's acknowledgment: Though he didn't actively promote beep lines, Biondi occasionally acknowledged them on air, further fueling their popularity. This unintentional endorsement cemented their association with WLS and Biondi's show.

So, while Dick Biondi wasn't the "inventor" of the beep line, his immense popularity and the interactive nature of his show undoubtedly amplified the phenomenon and made WLS the epicenter of beep line activity in Chicago during the early 1960s.

Compiled by Dr. Neil Gale, Ph.D.

The Chicago Home Insurance Building: The Pioneer of Skyscraper Architecture in 1885.

Standing tall and proud amidst the bustling streets of Chicago, the Home Insurance Building etched its name in the annals of architectural history as the world's first true skyscraper.

Designed by the visionary architect William Le Baron Jenney, this impressive 138-foot-tall, 10-story structure revolutionized how buildings were conceived and constructed, paving the way for modern skyscrapers that dominate cities worldwide. Construction of the Home Insurance Building began in 1884 at the Northeast corner of LaSalle and Adams Streets and was completed in 1885.

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Two additional stories were added to the Chicago Home Insurance Building in 1890. This increased the building to 12 stories and its height to 180 feet.

CONCEPTION, DESIGN AND CONSTRUCTION

In the late 19th century, Chicago was booming, its population swelling and its businesses expanding. The demand for office space was surging, and traditional masonry construction methods were proving inadequate to meet the growing needs. 

During Construction

The Home Insurance Building's origins can be traced back to the late 1870s when the Home Insurance Company of New York sought to establish a branch office in Chicago. The company's management envisioned a grand and imposing structure reflecting its prominence in the insurance industry. In 1884, they approached Jenney, a respected architect known for his innovative designs and use of fireproof construction. Jenney faced the challenge of creating a tall, fire-resistant building that could withstand Chicago's harsh weather conditions.

PIONEERING CONSTRUCTION TECHNIQUES

Interior Views

Note the full-size windows.

Jenney's solution was a 10-story, 138-foot-tall building with a frame made of wrought and cast iron, along with Bessemer rolled steel beams (steel), a revolutionary concept at the time. Before this, buildings were primarily constructed using masonry walls, limiting their height and fire resistance. The steel frame provided the strength and support needed to build taller buildings, allowing for thinner walls and larger windows hung on the steel frame. It could withstand the weight of its walls and floors. The building also featured fireproofing measures, including fireproof terra cotta cladding and hollow tiles filled with concrete.

This revolutionary design enabled the building to reach an unprecedented height of 138 feet and set a precedent for future skyscrapers.

IMPACT AND LEGACY

The Home Insurance Building was a testament to Jenney's architectural ingenuity and marked a turning point in skyscraper design. Its innovative use of a steel skeleton frame and other features established the foundation for modern skyscrapers, paving the way for taller, safer, and more efficient buildings.

The "I WILL" Postcard Series № 186C: Home Insurance Building, Chicago. From the private collection of Dr. Neil Gale. Chicago Postcard Museum.

The building's impact was immediate and far-reaching. It inspired a wave of skyscraper construction in Chicago and other cities, transforming urban landscapes and ushering in a new era of vertical architecture.

The building's impact extended beyond its structural innovations, influencing the aesthetic of skyscrapers. Its exterior, clad in terracotta panels, reflected a transition away from the heavy ornamentation of Victorian architecture towards a more streamlined and modern aesthetic.

While the Home Insurance Building was demolished in 1931 to make way for the Field Building, another skyscraper, its impact on architecture and urban development remains profound. It stands as a symbol of innovation and ingenuity, forever etched in the history of skyscrapers and the evolution of modern cities.

Architect and Engineer William LeBaron Jenney was born on September 25, 1832. He died in Los Angeles, California, on June 14, 1907, at the age of 74.

Compiled by Dr. Neil Gale, Ph.D.

Comparative Cost of Macadamizing (Explained) and Planking the Streets of Chicago.

Since the experiment of macadamizing [1] (aka McAdamize) the streets of our city has been instituted, a great deal of discussion has been had as to the comparative cost and cheapness of this kind of roadbed over the planking in such general use, and articles, pro and con, upon this subject, have found their way into the newspapers.

Some time ago, the City Council ordered Harrison Street to be macadamizing. A number of property holders on that street, whose property was assessed to pay for the improvement, petitioned the Council to have the street planked instead, for the reason, as they alleged, that the latter road bed is cheaper than the former and, the street not being a prominent thoroughfare, quite as useful. The petition was referred to Mr. N.S. Bonton, City Superintendent, with instructions to report to the Council the comparative cost of both planking and macadamizing. 

South Water Street, Chicago, in the 1860s

The cost comparison is between planking one mile of the street, with the necessary filling to raise the street to an equal height with fourteen inches of macadamizing.

The annexed estimates show the cost for planking twelve, sixteen and twenty-four feet wide, with three-inch oak plank; also, the cost of macadamizing one mile the same width.

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May 12, 1857, Chicago Tribune:  Canal Street was ordered to be Macadamized from Van Buren Street to Old (18th) Street.

Chicago, August 22, 1857.

To plank one mile of street twenty-four feet wide with a three-inch oak plank, spiked with a wrought iron spike to seven, four by six inch, oak stringers, adding sufficient earth to fill up equal to eleven inches and twenty-eight feet in width:

• Totaled $16,885 ($593,300 today).

For planking one mile of street sixteen feet wide with a three-inch oak plank, spiked with a wrought iron spike to five oak stringers, four by six inches, adding sufficient earth to fill up to eleven inches high and twenty feet wide:

• Totaled $11,703 ($411,200 today).

For planking one mile of street twelve feet wide with a three-inch oak plank, spiked with a wrought iron spike to four oak stringers, four by six inches, adding sufficient earth to fill up to eleven inches high and sixteen feet wide:

• Totaled $9,201 ($323,300 today)

Estimate of cost of macadamizing one mile of the street, one course of stone broken to four-inch maximum diameter, eight inches deep, and covered with one course of stone, broken to two and one-quarter inches maximum diameter, six inches deep, also to grade the road-bed so as to make a suitable face for the stone:

• Twenty-Four Feet Wide; $15,644 ($549,681 today)
• Sixteen Feet Wide; $10,516 ($369,500 today)
• Twelve Feet Wide; $8,008 ($281,375 today)

We are informed by the Superintendent that the estimates for macadamizing are made at what it would cost the city to do the work-by-day labor but that it is probable the same work could be contracted for at nearly a thousand dollars less per mile. 

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September 8, 1859, Chicago Tribune:  A request to the Horse Railway Company to make sure that their road is well [water] sprinkled, particularly on the Macadamized part where the dust is already insufferable.

These estimates, it must be remembered in forming an opinion as to the best mode of making a roadbed, are for the first cost of the work and have no reference to the expense of keeping it in good order, which is quite as important a consideration as the other. It is to be regretted that the report of the Superintendent does not contain at least some approximate estimates upon this point. It would be scarcely satisfactory to those who we pay for street improvements to tell them that this or that method is the cheapest at the outset than any other when in fact, at the expiration of five to ten years, it may be found the most expensive, owing to the cost of repairs necessary to keep the street in passable condition. The public will be far more capable of forming a correct judgment as to the comparative value of the two kinds of improvement when it is furnished with at least an approximate estimate of the cost of keeping each one in good repair. In the absence of any such estimates, the controversy between the advocates of planking and macadamizing will probably be continued with unabated pertinacity.

There are some objections to macadamizing which are entitled to the serious consideration of our readers, the most important of which, so far as comfort and health are concerned, is dust. All experience shows that macadamized roads, by the time they are worn down to a comfortable smoothness, are covered with fine dust, which is not only excessively disagreeable but most injurious to eyes and lungs. This dust is constantly accumulating by attrition until the whole material of which the road is composed is either ground up or sunk beneath the surface of the earth. Macadamize Harrison or any other street, and it will share the fate of all other macadamized roads; either the atmosphere will be constantly filled with minute particles of pulverized stone, or the street, from being well watered, covered with stone paste, if it may be so called, from one to six inches deep. How much consideration may be given to this drawback is somewhat uncertain when it is remembered that, to a far greater extent than it should, the question of immediate cheapness controls the public decision as to the method to be chosen. The Superintendent has decided that macadamizing is the least expensive at the start, and with many persons, this is quite sufficient to determine the matter.

A word as to the much abused planking. Some of our citizens may recollect the planking put down many years ago on Lake Street, between State and Dearborn Streets. If we remember rightly, the planks were four inches thick, having been made by ripping eight-inch square timber. After it had been in place some seven years, it was taken up to lay a gas pipe for some analogous purpose. A friend who was passing as the time assures us that he examined the planks, then temporarily removed them, saw them sawed across and that they were not at all decayed. The only loss they appeared to have sustained was from the mechanical attrition of the wheels and horses' feet which had passed over them, and that was inconsiderable. The material seemed to be perfectly good for three more years of service.

It deserved to be carefully considered whether substantial planking of this character will not require fewer repairs than macadamizing, especially if laid upon a well-drained roadbed of sand or gravel.  We think such a planking, thoroughly laid down, would be good for ten years at least. A great deal of the planking heretofore done has been so imperfectly executed that is has, we think, produced a wrong impression as to the usefulness and durability of that mode of covering streets.

The estimates of the Superintendent are satisfactory so far as they go. Still, we trust that that officer, or some other person possessing the necessary data, will furnish the public with the cost per mile of the kind of planking we have indicated, and also a comparative estimate of the durability, cost of repairs, etc., of such planking and macadamizing. The subject is one of great importance, and now, at the very onset, it is best that the public should be supplied with all possible information relative to this substitution of macadamizing for planking the street of minor importance, for they take it for granted that the principal thoroughfares will be covered with much better material than either of them.

ADDITIONAL READING:

Plank Road History in the Chicago Area.

Rudimentary Road Construction History in Early Chicago & the Eastern United States.

Compiled by Dr. Neil Gale, Ph.D.

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[1] What is a "Macadamized" Street?

A macadamized street is a road that is made of crushed stone that is compacted into layers. The name comes from the Scottish engineer John Loudon McAdam, who invented the process in the early 19th century.

Macadamized roads are characterized by their durability and ability to withstand heavy traffic. They are also relatively inexpensive to construct and maintain.

The basic principle of macadamization is to use crushed stone of different sizes to create a roadbed that is both strong and porous. The largest stones are placed at the bottom, followed by smaller stones and then a layer of fine gravel. The stones are compacted using rollers or tamping machines, which helps to create a smooth, even surface.

In some cases, a binder material, such as asphalt or tar, may be added to the macadam to help bind the stones together and prevent them from shifting. However, McAdam originally designed his roads to be unbound, relying on the weight of traffic to compact the stones and create a stable surface.

Macadamized roads were first introduced in the United States in the early 1820s and quickly became the standard for road construction. They were used to build many of the major highways and roads in the country, and they continue to be used today in some areas.

Advantages of macadamized streets: Durable and can withstand heavy traffic, Drains well, preventing mud, relatively inexpensive to construct, and can be used in a variety of climates.

Disadvantages of macadamized streets: They can be noisy, dusty, slippery in wet weather, and requires regular maintenance.

Chicago Finally has a Fire Alarm Bell; City Ordinance Passed July 1855.

In February 1855, a deep-toned bell was installed in the new Courthouse.

The July 1855 ordinance passed, dividing the City into six fire districts. An alarm-sounding code was initiated:

Mr. Holden, from the Committee on Fire and Water, made a report in regard to a system of Fire Alarms. The South, West and North Divisions are numbered 1, 2, and 3. The city is divided into 6 districts.

• One tap, followed by nine more taps, calls the firemen to district № 1.
• Three taps, followed by nine other taps, calls them to district № 3.
• Six taps, followed by nine other taps, calls them to district № 6.
• Six strokes of the bell calls out that part of the fire department which is located in the district in which the fire breaks out, thus:
• One tap followed by six others, Division № 1 to District № 1.
• 2-6, calls Division № 1 to District № 2.
• 3-6, calls Division № 2 to District № 3.
• 4-6, calls Division № 2 to District № 4.
• 5-6, calls Division № 3 to District № 5.
• 6-6, calls Division № 3 to District № 6.
• The Courthouse bell is also to designate the hours of 7, 12, 1, 6, and 9 o'clock by two taps an indefinite number of times.
• The report was laid on the table and ordered to be printed.

A watchman was continually on duty in the tower. Besides ringing the bell, the watchman was responsible for handing out flags by day and lanterns by night, used to direct firefighters to the fire scene. There was no gas in those days, so torch boys ran ahead of the engine to light the way. When an alarm was rung at night, citizens were responsible for placing lighted candles in their windows, lighting the way for the firefighters.

The "Long John" steam fire engine tested in February 1858 was met with hostility from the volunteer firemen. The volunteers could sense this was the beginning of their extinction. The steam engine "Long John" was put into service on May 1, 1858, at the corner of Adams and Franklin Street. 

This Daguerreotype photograph was taken on July 4, 1855. The third floor and dome were not added to the Courthouse until 1858. The basement was above ground.

Firefighters of the volunteer hose companies and two paid members, the engineer and assistant engineer, manned the "Long John." The death knell of the volunteer fire department was rung on August 2, 1858, when the city council passed the ordinance organizing the paid City of Chicago Fire Department. The first completely paid company was Engine Company № 3, located at 225 South Michigan Boulevard. This company was one of fifteen engines and three hook and ladder companies acquired from the volunteer department. 

Courthouse in 1858.

ADDITIONAL ARTICLES:

Fires in Chicago & The Great Chicago Fire.

Compiled by Dr. Neil Gale, Ph.D.