Showing posts with label Technology. Show all posts
Showing posts with label Technology. Show all posts

Thursday, March 30, 2023

International Museum of Surgical Science, 1524 North Lake Shore Drive, Chicago.

Dr. Max Thorek founded the International College of Surgeons (ICS) in 1935 to promote the exchange of surgical knowledge and foster understanding and goodwill worldwide. He had an equally noble goal in establishing the International Museum of Surgical Science ─ to enrich people's lives.
Dr. Max Thorek
Beginning in 1950, through the efforts of Dr. Thorek, the Museum received donations of objects and artwork from many of the national sections of the ICS, individual surgeons and collectors, and other institutions. Shipments of artifacts, paintings, sculptures, and books arrived, and the Museum began to take shape. A historic lakeside mansion was acquired to house the Museum adjacent to the ICS headquarters.


The Museum opened to the public on September 9, 1954. One of the first exhibits to be installed was the Hall of Immortals, containing twelve large stone statues of significant figures in medicine and the allied sciences. In further reverence to great scientists, surgeons and discoveries of the past, a Hall of Murals was created with a series of large paintings depicting the development of surgical science through the ages.


In 1959, the Museum marked the dedication of galleries devoted to France, Mexico, Spain and the Netherlands, with many more national rooms inaugurated over the years. The founding leaders of the Museum hoped to make the collection meaningful to the public by organizing exhibits by nation. Each room, hallway, and stair landing was devoted to one nation or region's historical collection to trace a particular nation's contribution to surgery.

In 1990, new exhibits were developed based on historical themes and surgical disciplines. This type of exhibit provides a more appropriate historical context for the collections. The "Anatomy in the Gallery" exhibition program, developed in 1998 to introduce a contemporary art element into the historical Museum, presents work by contemporary artists dealing with various medically related themes. The exhibitions include work of a challenging and innovative nature about anatomy, death, disease/wellness, disability, and other medical issues.

Over the past decade, the International Museum of Surgical Science has significantly strengthened its educational programs and exhibits and conserved its noteworthy collections and historic landmark building. The Museum looks forward to continuing this progress and to a future of bringing the international aspects of science, history and art to an increasing audience from the entire world.

The historic lakeside mansion at 1524 N. Lake Shore Drive in Chicago, which is now the International Museum of Surgical Science, was constructed in 1917 under the direction of Eleanor Robinson Countiss to house her family. Her father, an executive of the Diamond Match Company, generously provided the funds to build the home.

The elegant structure was designed to follow the historical lines of Le Petit Trianon, a French chateau on the grounds of Versailles completed in 1770 for Louis XVI and Marie Antoinette. The noted Chicago architect Howard Van Doren Shaw was hired to design the Countiss mansion with modifications, including a fourth floor added to the original design, adding a door on the side street, and opening up the northernmost bay for a carriage drive.

Original interior finishes of Italian marble and cut stone; decorative plasterwork, metal fixtures and hardware; eight marble fireplaces; and a gilded metal grand staircase are among the features which have been preserved.

The Countiss family was the sole owner of the building until 1950 when it was acquired by Dr. Max Thorek and the International College of Surgeons. After several years of renovating the building and forming the Museum collection, the Museum opened its doors to the public for the first time in 1954 under the direction of Dr. Max Thorek.

One of the few remaining lakefront mansions, and the only one open to the public, the building received historic status in 1988, is listed in the National Register and the Illinois Register of Historic Places and is a City of Chicago Landmark.

COLLECTIONS


The Museum's four floors are filled with extraordinary artifacts paintings, and sculptures that interpret the primitive and modern healing practices of Eastern and Western civilizations. The Museum's collections and exhibits portray the mysteries and milestones that have shaped modern surgical science.
Amputation─Trephine set (a saw used to remove a circle of tissue or bone. (circa 1860)



Medical artifacts, apparatus and instruments comprise most of the material in the Museum's collections. Over 7,000 medical artifacts spanning centuries of worldwide medical history, from acupuncture to X-ray therapy, are represented in the collections. Among the exceptional artifacts is an Austrian amputation saw with a reversible blade (c.1500); original X-rays taken by radiology pioneer Emil Grubbé (c.1910); the Lindbergh perfusion pump, which enabled doctors to keep organs functioning outside the body, invented by the renowned aviator Charles Lindbergh and Nobel Prize-winning surgeon Alexis Carrel (1935); and a unique collection of heart valves donated by Dr. Juro Wada (c.1960-80).
Fluoroscope
Fine art is featured in the collections through over 600 paintings, prints and sculptures, primarily portraits of individuals and historical depictions of specific procedures or events. Highlights include a portrait of Dr. Edward Jenner by John Russell (1790) and the original plaster cast of the death mask of Napoleon (1821). Significant artworks were commissioned by the Museum for the collections in 1950-53, including the Hall of Immortals and the Hall of Murals.
An Iron Lung


The Museum Library contains over 5,000 books and bound journals, including extremely rare early medical books from the 16th to 18th centuries.


The manuscript collection contains over 650 letters and papers from prominent figures in medical history, extending over four centuries, donated by Dr. Max Thorek in 1954. This collection includes documents from Edward Jenner, Florence Nightingale, Thomas Guy, Laennec, Langenback, Bergmann, Billroth, Malpighi, Rush, Wistar, and others.

Compiled by Dr. Neil Gale, Ph.D.

Saturday, March 25, 2023

The History of the Illinois Traction System, later, Illinois Terminal Railroad Company. (1901-1982)

Illinois Traction System Service 1901-1937
Before our paved highways connected places in Illinois, we went by train. The reason was simple. Dirt roads were the standard of intercity travel as the 18th century ended. Champaign businessman William B. McKinley (no relation to the President) had a better idea: Connect areas of Central Illinois by railroad. The solution he finally arrived at was a railroad powered by electricity. So, the region entered the era of electric interurbans in 1901.

Petersburg native McKinley was a University of Illinois graduate who made a considerable fortune in local banking and investments. By 1902, he was already a generous benefactor of the University and a Trustee. He also was a major player in getting the Illinois Power and Light Company up and running. That company perfectly blended McKinley's vision for a railroad linking Central Illinois communities by electric rail.

It started in Danville in 1901 when Danville and Westville were linked by electric rail. McKinley's first great line was completed in 1903, and Champaign-Urbana was connected by electric rail to Danville.
Eastbound № 221 stations stop at the Village of Illiopolis (Springfield Metro) depot, 1907.
The Illinois Traction System was incorporated in 1904, which consolidated many small power companies with the electric railroad. 

But McKinley had other interests; they were political. By 1905, he held a seat in the House of Representatives; by 1921, he was one of Illinois' Senators. He slowly turned the management of the railroad over to professionals.

McKinley left a legacy as his life phased into Republican politics. In 1910, he built the still-used and still-named McKinley Bridge across the Mississippi to bring his electric cars into St. Louis.
Business Car № 233 inspects the Emery Substation (7 miles north of Decatur) 1910.


The early days of the Illinois Traction System were so profitable they attracted investors like Clement Studebaker of the South Bend automobile family and Chicago utility giant Samuel Insull. 

In the 1920s, The Illinois Traction System was thriving. Its many routes offered service all over Central and Southern Illinois.
An Illinois Traction Conductor. c.1912
In 1923, the railroad was made an Illinois Power and Light Company subsidiary. The following decades saw massive growth of this railroad that would eventually sprawl over 400 miles of track in Illinois, connecting Danville with St. Louis. 

By 1926, these two influential businessmen essentially owned the Illinois Traction System. Why was a Central Illinois electric railroad attractive to big-money people like Studebaker and Insull?

It was very profitable and ran many routes not covered by the steam locomotive system. For years, the route from Peoria to St. Louis was a monopoly of the Illinois Traction System. Better yet, these electric trains carried freight, which enhanced profits. In areas where the Illinois Traction System did compete with steam railroads, it made arrangements to pick up freight and promoted its passenger service so successfully that many potential rail passengers preferred the electric smoothness of this flourishing interurban.
The new Class "C" № 1579 was released from the Decaur Shop on October 27, 1924.






It carried factory workers to Decatur and Peoria plants and weekend excursions to Homer Lake on a branch line from Ogden from 1904 to 1929. Its freight cars carried coal, grain and later petroleum, and the profits were exceptional.
The following two decades would see a very different pattern from the steady growth of the 1920s. Starting with the Depression in 1929, many shorter and less profitable routes were cut. Investments were made to pump up the volume of the profitable freight traffic by constructing bypasses around those city street car lines that so often served the railroad, including in Urbana and Champaign. It also gave up many city streetcar lines it owned and cut its formal ownership connection with The Illinois Power Company.

Illinois Terminal Railroad Service 1937-1982 
They reorganized in 1937 under the name of the Illinois Terminal Railroad. Those moves enabled the newly minted Illinois Terminal Railroad to limp through the Depression.

The 1940s were a very different story. As the economy began to improve, so did the profit margins of the Illinois Terminal Railroad. World War II provided boom years, bringing factory workers to their jobs, especially from Decatur and Springfield to the ordinance plants in Illiopolis. Fifty-six additional coaches were purchased during World War II, and by 1945, The Illinois Terminal Railroad was carrying 8.6 million passengers a year. The future looked promising, and significant investments were made in new rolling stock for freight and passenger divisions.

These were good years for The Illinois Terminal Railroad. Many traditional steam lines were added around the St. Louis area for increased freight traffic, as that area was a flourishing industrial area. Former Urbana Junior High School teacher, Tina Ekstrom, remembers using the Illinois Terminal Railroad trains to commute between her University of Illinois semesters and her home of Springfield: "Those trains were wonderfully convenient, smooth and cheap. I loved them, and I miss them."

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The Illinois Traction System, at its height, provided electric passenger rail service to 550 miles of tracks in central and southern Illinois. 

But, as the 1950s progressed, so did highway construction. Quality paved highways were great for automobile travelers and truck haulers but often devastating to railroads. Even new and better rolling stock could not stop the bleeding of passenger profits to the highways. In 1956, The Illinois Terminal Railroad ended all passenger service. Some freight service survived after being dieselized and was sold to the Norfolk Southern System in 1981.
Illinois Terminal Railroad Company Streamliner engine and cars in the early 1950s.


Its legacy is more than memories. Sections remain as bicycle and hiking trails. Many of its buildings have been transferred to other uses. McKinley's generosity provided his alma mater with the McKinley Health Center. The wealth he spread around Central and Southern Illinois has other remnants, like the McKinley Presbyterian Church and Foundation campus.

Its longevity is the greatest testimonial to the Illinois Traction System and the Illinois Terminal Railroad. In their comprehensive book, "The Electric Interurban Railways in America," Dr. George Hilton and John Due computed that the average life of passenger service on an electric interurban was 28.3 years. Hilton and Due noted that the Illinois Terminal Railroad blossomed into the country's largest, end-to-end traction system, with a network of 462 route miles by 1950. The passenger service here lasted 55 years.
Illinois Terminal express car № 1202 at the station in Decatur, Illinois, circa 1950.


The electric interurban still survives in Northern and Southern Illinois. The South Shore Line runs from Millennium Station in Chicago to South Bend Airport daily. The St. Louis Metrolink system runs efficiently from St. Louis' Lambert Field to Metro St. Louis' Belleville, Illinois.

The ownership of the Illinois Terminal Railroad was acquired by a consortium of eleven St. Louis area railroads on June 15, 1956. The Illinois Terminal Railroad would begin a downward spiral until 1968 when it would be in a state of undeclared bankruptcy.
A pair of the Illinois Terminal's recently delivered SD39 engines, the biggest power the interurban ever owned, sparkle in the sun at Springfield, Illinois. 1969
In a remarkable undertaking of recovery, just as the railroad was about to wither away, Mr. E. B. Wilson would be appointed President. He would actually breathe new life into the floundering railroad. The railroad would literally take on a new identity as the "Road of Personalized Services," with new SD39s, SW1500s and a nationwide fleet of the new yellow and red rolling stock. The company's growth was astronomical, and the Illinois Terminal Railroad became a leader in the industry during high inflation and an oil crisis that crippled the nation. In addition to new equipment, new mileage was added to the system with the acquisition of a new route between Peoria and Decatur and the introduction of welded rail on the corridor between East. St. Louis and Alton. 

Unfortunately, the railroad would lose its leader to poor health, and the face of the railroad industry would change. Bankruptcies and mega-mergers meant the Illinois Terminal Railroad, a railroad without tracks, could not survive. On May 8, 1982, at 12:01 am, the Illinois Terminal Railroad Company ceased to exist, as ownership by the Norfolk & Western Railway went into effect. 

             System Map included.

Illinois Terminal № 1605, preserved in operating condition at Illinois Railway Museum.






What's Become of the Illinois Terminal Railroad?
The McKinley Bridge across the Mississippi River, originally built in 1910 to carry the Illinois Traction System's trolley cars over the river to St. Louis, survives today. 

Some sections of the Illinois Terminal Railroad and its affiliated lines have become 'rail trails,' such as the Interurban Trail south of Springfield.

The Illinois Traction System's generating plants selling electricity to customers in many towns and cities serviced by the electric railroad. In the 1930s, the railroad and its electrical utility separated. The formerly-affiliated electrical utility was spun off to form the Illinois Power and Light Company. Illinois Power provided electrical service to much of central and southern Illinois before its acquisition by Ameren. Consolidation into the parent firm occurred in 2004.

Compiled by Dr. Neil Gale, Ph.D.

Monday, March 20, 2023

U.S. Mail Railway Post Offices in Illinois.

Soon after railroads appeared in the 1830s, they started moving the U.S. mail. During the Civil War, railroads built rolling post offices to sort mail along the route besides moving mail. Special railroad cars called Railway Post Offices (RPO) employed postal workers to sort and handle mail in transit. They would pick up and drop off mail at station stops. They would pick up mail on the fly at places they didn't stop, "grabbing" mailbags from a special bracket without stopping the train. 
Mail Bag Catch & Drop from a Steam Locomotive Train.

Some electric interurban routes also had RPOs, which served the same functions as RPOs on steam (and later diesel) railroads. People could deposit mail on these cars via slots on their sides, and clerks would postmark that mail on board.
Illinois Central's United States Mail Railway Post Office № 51.


At their peak in the 1800s, RPO cars were used on over 9,000 train routes. But in the 20th Century, RPO use started to decline. After WWII, the Post Office began using large regional centers with machines taking over the sorting. In 1948 the RPO network had shrunk to 794 lines. As the Post Office canceled their "mail by rail" contracts, passenger trains that relied on mail revenue lost that revenue, contributing to the eventual creation of Amtrak in 1971. 
United States Mail Railway Post Office - HO Scale Car. (1:87 scale = 3.5 mm to 1 foot)


On June 30, 1977, the last RPO ended operations after 113 years.

Compiled by Dr. Neil Gale, Ph.D.

Sunday, February 26, 2023

Chicago born, Walt Disney and Family History, the Development of Disney Cartoons and the Disney Parks.

Walter "Walt" Elias Disney was the son of Elias Disney, a carpenter, and his wife, Flora (Call) Disney. The couple married in 1888. The first of five children, Herbert, was born later that year. Raymond, the second child, was born in Chicago in December 1890. In subsequent years, the family grew with the birth of Roy in 1893, Walt in 1901, and a daughter, Ruth, in 1903.
A baby photo of Walt Disney, circa 1902.
In Florida, Elias sought to provide for his wife and child through various jobs and ventures, including hotel management and, finally, as owner and operator of a citrus grove. A killing frost brought Elias' investment in the citrus grove to an abrupt end, inspiring him to move on again, his destination being Chicago in 1890.

Upon arriving in Chicago in 1890, Elias established himself in the carpentry trade, hoping to claim a share of the booming construction business in the rapidly growing city. For their home, the Disneys soon rented a small cottage on the Near South Side at 3515 South Vernon Avenue (demolished), erected initially when the area was an isolated prairie. Ironically, the neighborhood had subsequently become a fashionable residential area, with the Disney's modest home being sandwiched amid costly brick dwellings of well-to-do Chicagoans. Even though the Disneys had little money and probably paid a small rent for their modest cottage, they nevertheless became residents of one of the city's most exclusive neighborhoods.

Elias Disney found an outlet for his carpentry skills in the massive construction project for the buildings and grounds of the World's Columbian Exposition held in Jackson Park in 1893. Construction on the fairgrounds began early in 1891, with Elias probably commuting to the Fair's site from the nearby 35th Street Station on special worker trains run by the Illinois Central Railroad.

With the work on the fair well underway and two children in the household, Elias Disney began to plan for the future. On Halloween Day, 1892, Disney paid $750 for a 25' x 125' comer lot on Tripp Avenue in the Hermosa neighborhood on the Northwest Side of Chicago. The area had been annexed into the city in 1889 and soon became a desirable location for working-class families to buy lots and build homes independently. When Disney purchased his lot, Tripp Avenue had been improved with city sewers but was otherwise largely undeveloped. This changed rapidly within a decade as the vast tracts of vacant land became densely built with small cottages and two-flats. Many of these closely resembled the Disney cottage in appearance and scale.
Walt Disney's Birthplace, 2156 North Tripp Avenue, Chicago.


Elias Disney chose to wait to build on his land, possibly due to its remoteness from his employment at the World's Fair site. Within a year, however, the work on the fair was essentially complete, and the family was expecting the birth of a third child, Roy, born in June 1893. Free of the necessity to live on the South Side, the Disneys began plans to leave their rented cottage and erect a house on the Tripp Avenue lot. Flora Disney later recalled the modest circumstances of the Disney family when the house was constructed.

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in 1892, Elias earned an average of $7 a week,  $364 a year. That's $12,000 a year today, far from the highlife. He borrowed the money to build his house, but already had the lot.

On November 23. 1892, Elias obtained a building permit to build a two-story, 18 x 28-foot wood cottage, costing approximately $800. Elias could keep the costs for the cottage low by acting as his own contractor and doing much of the construction work himself. It is doubtful that a professional architect was consulted, but family reminiscences suggest that Flora Disney was instrumental in working out the floor plan and securing the construction materials. 

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In a 1967 interview, Roy Disney recalled how his parents made a business of erecting similar houses for their Northwest Side neighbors. Dad had his contacts where he could get help to get a loan, and he would draw the plans and build the houses. Mother was the architect, and between the two, mother drew the plans and bought the materials, and dad was the builder, and they worked like a team.

The Disney house was similar to the typical low-cost, wood frame workers' homes built throughout the city at the time. The house was a clapboarded, two-story, gable-roofed structure, probably planned with a parlor and combined kitchen/dining room on the first floor and bedrooms above. An early photograph taken circa 1905 suggests that the house was initially built at grade, without a basement. The entrance on Tripp Avenue was accessed by a simple open platform porch. Roy Disney later recalled the exterior being painted "white with blue-grey trim." He also remembered the apple tree in the backyard.

The Disney family settled into their new home by early 1893 and, in the subsequent years, witnessed the surrounding of their once-isolated home with other small cottages and dwellings. Elias and Flora Disney invested in this neighborhood real estate boom by erecting two additional dwellings on Tripp Avenue for income purposes: a bungalow at 2118 North Tripp which was constructed in 1899 and sold upon completion, and another at 2114 North Tripp, erected in 1900 and retained by the Disneys as a rental income property,

Unfortunately, the peaceful environment the Disneys chose for raising their family soon began to change. By the turn of the century, the quiet, isolated neighborhood that Elias found in 1891 soon showed signs of some of the negative aspects of being part of a large city, one of the most disturbing aspects being the proliferation of nearby saloons. Elias sought to organize the parishioners of St. Paul's Church into a protest against the saloons and resulting displays of public intoxication. He soon realized that he was facing a losing battle. After nearly fifteen years of living on Tripp Avenue, the Disneys decided it was time to move on. After purchasing a farm near Marceline, Missouri, Elias and Flora severed their ties with Chicago by selling the house on Tripp Avenue in February 1906 to Walter Chamberlain, who was listed in the city directory as a "clerk."

At the farm in Marceline, Missouri, young Walt Disney was intrigued by the animals and wildlife of his new rural environment and soon displayed an aptitude for drawing. He often chose animals as his subject matter, perhaps forming the foundations of his later career. Walt stayed in his rural environment from age four until he was eight, when his family moved again. He settled in Kansas City in 1910, where Elias established himself in the newspaper delivery business, assisted by his young sons.

By 1917, the family was again in Chicago, where Elias had invested in a soft-drink manufacturing company. For their new Chicago residence, the Disneys chose not to return to their former Northwest Side neighborhood. Instead, they rented a large frame house at 1523 West Ogden Avenue, Chicago, just east of Ashland Avenue (demolished and was on old Route 66), located on the Near West Side near Union Park.

THE BEGINNING OF WALT'S CAREER
Walt Disney enrolled for his senior year at McKinley High School, where his drawing talents were used to provide humorous cartoons and illustrations for the school newspaper and yearbook. He also sought to hone his skills by taking night classes at the Academy of Fine Arts, a private art school located on Madison Street near Michigan Avenue, and by closely following the work of cartoonists who appeared in the Chicago newspapers and national humor magazines. Many of Disney's early cartoons drawn for the McKinley High School publications involved patriotic subjects promoting support for and participation in World War I. Disney's patriotic fervor led him to lie about the year he was born to enlist as a Red Cross ambulance driver in 1918, serving in France during the war's closing months. Even in France, Disney used his artistic talents to make signs, posters, and drawings for the benefit and amusement of his fellow ambulance drivers. 

After leaving France, Disney returned to Kansas City, where he undertook a career in commercial art and later a job with a commercial slide company that was working in the rapidly developing film cartoon animation industry. Taking an interest in the technical and artistic aspects of the medium, Walt began experiments m the improvement of the processes used by the company and set up a small studio in his garage where he started making animated cartoons of his own. Realizing that the most incredible opportunities in the film industry were in California, Disney liquidated his modest assets and moved to Hollywood in August 1923, where he and his brother Roy opened their own West Coast studio and resumed producing animated cartoons. 

Starting modestly with limited capital, the Disney animation studios soon became one of the country's most remarkable success stories. Many of their early cartoons were well-received shorts featuring animal characters. Walt Disney and his fledgling studio were suddenly catapulted into international attention by introducing a charismatic character known as Mickey Mouse. Initially introduced as a silent feature in 1928, Disney followed the trend towards "talking" movies by giving his third Mickey Mouse cartoon, "Steamboat Willie," synchronized sound. The public response was overwhelming, with the image of Mickey Mouse becoming one of the most popular cultural images of the time, a reputation that continues undiminished today.



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Mr. Ub Iwerks was the artist/co-creator of Mickey Mouse. Ub animated the first Mickey Mouse cartoon, "Plane Crazy," alone and in complete secrecy. During work hours, Ub would place dummy drawings of “Oswald the Lucky Rabbit” on top of his Mickey drawings so nobody would know what he was doing. 
Mr. Ub Iwerks
At night, Ub would stay late and animate on Mickey. He animated the entire six-minute short singlehandedly in just a few weeks, reportedly averaging between 600-700 drawings a night, an astounding feat that hasn’t been matched since.

"Plane Crazy" starring Mickey Mouse; Walt Disney, 1928.
 
By the 1930s, Disney Studio was one of the largest and most successful in the world. The studio gained a reputation for its technical innovations and the creative advancement of animated cartoons as a serious art medium. Facing dire predictions of failure from his associates, Walt Disney undertook the production of what was to become one of the pioneering full-length musical animated features, the 1937 release "Snow White and the Seven Dwarfs," a work which elevated the status of the animated "cartoon" to a level equal to contemporary live-action films. Disney soon became synonymous with quality animated features and the creation of innumerable imaginary characters who have become staples of international fantasy imagery. 

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Rumors of Walt Disney being Anti-Semitic debunked.
The Motion Picture Alliance for the Preservation of American Ideals (MPA) was an American organization of high-profile, politically conservative members of the Hollywood film industry. It was formed in 1944 for the stated purpose of defending the film industry and the country as a whole against what MPA founders claimed was communist [a political theory derived from Karl Marx, advocating class war and leading to a society in which all property is publicly owned and each person works and is paid according to their abilities and needs] and fascist [a government led by a dictator having complete power, forcibly suppressing opposition and criticism, regimenting all industry, commerce, media, etc., emphasizing an aggressive nationalism and racism] infiltration. Over the years, employees stated it was absolutely preposterous that Walt was Anti-Semitic.

The MPA organization was described by its opponents as fascist-sympathizing, isolationist, antisemitic, race-baiting, anti-unionist, and supportive of Jim Crow laws. The MPA denied these allegations, with Jewish writer and MPA member Morrie Ryskind writing in defense of his fellow members, which included Walt Disney. In 1954, Ryskind was a board member of the American Jewish League Against Communism.

Sam Wood, a committed anticommunist, helped found the watchdog group in 1944 and served as its first president. Walt Disney was a member. The Alliance officially disbanded in 1975.

By the 1950s, the Disney studios had branched out into live-action films and a successful venture into the medium of television, with Walt Disney himself acting as the genial host of a long-running program featuring the innovative products of his genius. Again working against the negative pronouncements of his associates, Walt Disney began constructing an unprecedented fantasy recreational park in Anaheim, California, which opened as Disneyland in 1955. Now acknowledged as the progenitor of the medium of "theme parks," Disneyland features rides and attractions based on his own fantasy characters and historical, scientific, and technological themes. 


The result was creating a self-contained "dream city," one Disney biographer speculated derived from the stories Elias Disney told his son about Chicago's World's Columbian Exposition of 1893. The themes of Disneyland were carried further in another park developed near Orlando, Florida, in the 1960s, which was opened in 1971 as Walt Disney World, a project initially planned by Disney to incorporate a model residential community as an integral part of the development, a feature which has yet to be carried into reality. 

With Walt Disney's death at 65 years old in December 1966, the legacy of his ideas and creations was far from over. His creations have remained vital in the public's mind, and the studios and theme parks he founded continue to flourish and maintain a high reputation for their creative vitality.

In terms of international recognition, Walt Disney is one of Chicago's most famous native citizens, yet his associations with the city remain largely unknown. His importance is of sufficient magnitude that the city of his birth has intrinsic value worthy of preservation. By doing so, Chicago can rightfully reclaim its significant role in Walt Disney's life and career.

Complied by Dr. Neil Gale, Ph.D.

Sunday, January 29, 2023

The Fool Killer Submarine was found in the Chicago River in 1915.

William “Frenchy” Deneau was a minor celebrity in Chicago. He was a diver who recovered 250 bodies from the Chicago River in the Eastland disaster in 1915. His expertise in the water put him in demand, and the next November, Deneau was back in the water to lay electrical cables underneath the Rush Street Bridge. While there, his shovel brushed against something metal. Further excavation found a metal submarine, forty-foot long and made of iron. Some reports say it was found under the Rush Street Bridge, others say it was found under the Wells Street Bridge, and others say it was under the Madison Street bridge. 

Submarines had been the news since the battle of the Merrimac and the Monitor in the Civil War. During this time, submarines were used in World War I battles. Some people feared this was a primitive U-boat from a failed German invasion. Others wondered if this was something left over from the Civil War. No one knew, but they tried to find out. The newspapers took up the story and watched it with interest. The vessel was nicknamed the "Foolkiller" by the newspapers.

Deneau was given permission to salvage the submarine, and it was hauled from the Chicago River on December 20,1915. Once inside, the discovery was made of a man’s skull and a dog’s skull, just the skulls. Police combed their missing persons' records to see who the skull could belong to. Deneau partnered with the SkeeBall company and put the Foolkiller on display. With the slogan “Come for the Foolkiller, Stay for the Skee Ball!” the submarine went on tour in February 1916. For the low price of a dime, people could tour the interior of the Foolkiller and have a question-and-answer session with Deneau. Attendees had to tour at their own risk.



Still, there was no indication of how the submarine got there. The thought that it was a German U-boat was dismissed as wartime propaganda. The U.S. wasn’t in the Great War at this time. There was also speculation that it was built in 1890 by Peter Nissen. 

The Chicago Tribune initially reported, “The boat is said to have belonged to Peter Nissen, spectacular mariner, who was lost in his revolving vessel while attempting to drift across Lake Michigan … The “Foolkiller” was so called because it first appeared shortly after the Chicago fire, in the days when submarines were unheard of, and drowned its original owner, a New York man when it made a trial trip. Nissen then bought it.” Peter Nissen was originally an accountant turned daredevil, but his boat designs were very different than the submarine found. Also, Peter Nissen died on a different boat, so he could not be the human skull found.

Another speculation has said it was a creation of Lodner Darvantis Phillips, a shoemaker from Michigan City, Indiana, who also happened to be a submarine pioneer. He had built successful submarines in the Great Lakes, and one of his designs from the 1840s resembled the submarine found. According to his family legend, a prototype he built sank in the Chicago River and claimed the Foolkiller as one of their ancestor’s creations. 

This is the only evidence. However, his designs resembled the submarine found more closely than Nissen’s. Then who was the man found on the submarine?

Some people believe that Deneau added the skulls as a bit of showmanship to generate interest in his find. Deneau was in a spot of financial trouble, and the submarine tour generated some needed cash. However, we will never know the truth about the submarine as its last known location was Oelwein, Iowa, in May 1915. It is lost in the mists of time, but it could still be out there waiting for its mystery to be unraveled.

Shortly thereafter, the submarine was displayed at 208 South State Street, Chicago. For 10¢, you could see the submarine and the skulls.

Compiled by Dr. Neil Gale, Ph.D.

Monday, December 26, 2022

Clyde Tombaugh from Streator, Illinois, discovered that Pluto was a planet.

Clyde William Tombaugh was born in Streator, Illinois, on February 4, 1906. His family purchased a farm near Burdett, Kansas, while he was still young, where a hailstorm ruined his family's crops and put an end to his hopes to attend college at the time. 


Unimpressed with store-bought telescopes, Tombaugh constructed his first telescope at 20, grinding the mirrors himself. Throughout his life, he built more than 30 telescopes.

In 1928, he put together a 23-centimeter (9-inch) reflector telescope from the crankshaft of a 1910 Buick and parts salvaged from a cream separating machine. Using this telescope, young Clyde made detailed observations of Jupiter and Mars, which he sent to Lowell Observatory to garner feedback from professional astronomers.


Instead of receiving constructive criticism, Tombaugh was offered a position at the observatory. The staff had been searching for an amateur astronomer to operate their new photographic telescope in search of, among other things, the mysterious Planet X.


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Only a short time after its discovery in 1781, astronomer William Herschel declared it was initially either a comet or a star. The new planet, Uranus (no jokes, please), was found to have strange movements that could only be attributed to another celestial body. Neptune's discovery in 1846 somewhat accounted for the orbit, but there were still discrepancies that led scientists to conclude yet another planet existed. In 1894, businessman Percival Lowell built Lowell Observatory to study Mars. In 1905, he turned the telescope to search for the elusive Planet X, though he died before the new planet was found.

When Tombaugh was hired in 1929, he joined the search for the missing planet. The telescope at the observatory was equipped with a camera that would take two sky photographs on different days. A device known as a blink compactor rapidly flipped back and forth between the two photographs. Stars and galaxies remained unmoving in the images, but anything closer could be visually identified by its motion across the sky. Tombaugh spent approximately a week studying each pair of photographs, which contained over 150,000 stars and sometimes nearly a million.

On February 18, 1930, Tombaugh noticed movement across the field of a pair of images taken a month beforehand. After studying the object to confirm it, the staff of Lowell Observatory officially announced the discovery of a ninth planet on March 13, 1930.


With the discovery came the right to name the new body, so the staff opened a worldwide call for suggestions. Eleven-year-old Venetia Burney of England suggested the name Pluto because the dark, distant planet resembled the abode of the Greek god of the underworld.

In 1934, he married Patricia Edson, and they had two children, Annette and Alden. He earned his bachelor's and master's degree in astronomy from the University of Kansas, working at the observatory during the summers.

Tombaugh remained at Lowell Observatory until the advent of World War II when he was called into service teaching navigation to the U.S. Navy at Arizona State College. After the war concluded, he worked at the ballistics research laboratory at White Sands Missile Range in New Mexico. Tombaugh received the "Pioneers of White Sands Missile Range" medal. From 1955 until he retired in 1973, he taught at New Mexico State University.


Pluto endured as a planet for more than 70 years. As astronomical instruments became increasingly precise, other similar-sized objects were found beyond the orbit of Neptune. In 2006, almost a decade after Tombaugh's death, the International Astronomical Union reclassified Pluto as a dwarf planet.

The New Horizons mission to Pluto launched on January 19, 2006, and carries some of Tombaugh's ashes on board as it travels to Pluto. New Horizons performed a flyby of the Pluto system on July 14, 2015.

NASA's 'New Horizons' Mission to Pluto and a Puzzling Discovery.
[runtime: 19:38]

Although most famous for discovering the most controversial body in the solar system, Tombaugh also found a comet, hundreds of asteroids, and several galactic star clusters throughout his career. 

Tombaugh passed away at his home in Las Cruces, New Mexico, on January 17, 1997.

Compiled by Dr. Neil Gale, Ph.D.

Tuesday, December 6, 2022

Nikola Tesla's "Egg of Columbus" at the 1893 Chicago World's Columbian Exposition.

Nikola Tesla (1856-1943) was a Serbian-American engineer and physicist who made dozens and dozens of breakthroughs in the production, transmission and application of electric power.

Tesla Electric Light and Manufacturing Company was in Rahway, New Jersey, that operated from December 1884 through 1886. Tesla is forced out of the Tesla Electric Light Company with nothing but worthless stock.
Nikola Tesla (1856-1943)


He endured a brutal winter of 1886/87 working as a ditch digger. He persevered, determined to develop his concept of generating electricity through rotating magnetic fields. However, Tesla knew that he must find a way to help investors and supporters understand the potential of his invention.

The rotating magnetic field is one of Tesla's most far-reaching and revolutionary discoveries. This is a new and wonderful manifestation of force — a magnetic cyclone — producing striking phenomena that amazed the world when he first showed them. It results from the joint action of two or more alternating currents definitely related to one another and creating magnetic fluxes, which, by their periodic rise and fall according to a mathematical law, cause a continuous shifting of the lines of force.

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Tesla invented the first alternating current (A/C) 'motor' and developed A/C electric  generation and transmission technology.

There is a vast difference between an ordinary electromagnet and the one invented by Tesla. In standard electromagnets, the lines are stationary, and in Tesla's invention, the lines are made to whirl around at a furious rate. The first attracts a piece of iron and holds it fast; the second causes it to spin in any direction and speed desired. 

Long ago, when Tesla was still a student, he conceived the idea of the rotating magnetic field. This remarkable principle is embodied in his famous induction motor and power transmission system, now universally used.
Tesla's exhibit at Chicago's 1893 World Columbian Exposition.


Tesla devises a machine to illustrate the concept: an electromagnetic motor that generates the force needed to spin a brass egg and stand it upright on its end.
Nikola Tesla's "Egg of Columbus" was exhibited
at Chicago's 1893 World Columbian Exposition.
Tesla named the device the "Egg of Columbus" after the famous story in which Christopher Columbus challenged the Spanish court and investors to stand an egg upright. When they failed, Columbus took an egg and crushed the bottom flat so it would remain upright. They accused him of playing a cheap trick. Still, Columbus overcame their objections by explaining that an idea can seem impossible until a clever solution is found, at which point it suddenly becomes easy.
How The "Egg of Columbus" Works.
Canadian Tesla Technical Museum.
Tesla Projects Laboratory Inc.
 
Tesla incorporates this logic in his Egg of Columbus to present his concept of alternating current A/C electricity to investors. It is a stroke of brilliance that results in funding from investors Alfred S. Brown, director of Western Union, and Charles F. Peck, a big-shot attorney from New York City. 

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Tesla’s first laboratory opened in April 1887 and was located at 89 Liberty Street in New York’s Lower Manhattan Financial District. This is where Tesla began planning and developing his designs for the A/C induction motor.

Tesla wrote in his autobiography of this time in his life when he went from ditch digger to laboratory owner, where he finally built the first models of his induction motor concept: "Then followed a period of struggle in the new medium for which I was not fitted, but the reward came in the end, and in April 1887, the Tesla Electric Company was organized, providing a laboratory and facilities. The motors I built there were exactly as I had imagined them. I made no attempt to improve the design but merely reproduced the pictures as they appeared to my vision, and the operation was always as I expected."
Nikola Tesla (year unknown).



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In 1893, three years prior to the earliest attempts in Hertz wave telegraphy, Tesla first described his wireless system and took out patents on a number of novel devices which were then but imperfectly understood. Even the electrical world at large laughed at these patents. But large wireless interests had to pay him tribute in the form of real money, because his "fool" patents were recognized to be fundamental. He actually antedated every important wireless invention.

Nikola Tesla lived a century behind his time. He had often been denounced as a dreamer even by well-informed men. He has been called crazy by others who ought to have known better. Tesla talked in a language that most of us still do not understand. But as the years roll on, Science appreciates his greatness, and Tesla receives more tributes.
"Today, Nikola Tesla is considered to be the greatest inventor of all time. Tesla has more original inventions to his credit than any other man in history. He is considered greater than Archimedes, Faraday, or Edison. His basic, as well as revolutionary, discoveries for sheer audacity, have no equal in the annals of the world. His master mind is easily one of the seven wonders of the intellectual world."                                                                                        ─ Hugo Gernsback
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There are a lot of assumptions made reguarding Tesla's private life. One of the few 
things that we know for sure is that Tesla never married. Tesla's seemingly indifference  in women {friends, like a sister}, made him the perfect target for whispers and gossip that he was homosexual, but, of course, there's no evidence. (Karl-Maria Kertbeny coined the term 'homosexual' in print 1868.) 

Tesla, unbeknownst to him, was the cynosure of all the lady's eyes. Despite being surrounded by beautiful, intelligent, women of substance, many who grew to love Nikola, yet nobody became Mrs. Nikola Telsa.

The issue wasn't the failure to meet his expectations. Instead, it turns out to be Tesla's 'no distractions' attitude allowing him to focus his energy on inventing (solutions to a problem), improvements, and , most importantly, the documentation.
 
"I don't think that you can name many great inventions that have been made by a married man." ─ Nikola Tesla.

Compiled by Dr. Neil Gale, Ph.D.