Lost Towns of Illinois - Taylorsport, Illinois.

Glencoe owes its existence to an enterprising East Coast transplant — a fur trader who sought to make money with a series of innovative properties on Lake Michigan — and a business partnership known as the Glencoe Company.

Both efforts could have made more money. Yet today’s Glencoe remains the beneficiary of these bold ventures. As Glencoe Historical Society President Karen Ettelson explained in a recent interview, speculation was taken with thoughtful planning for development.

Anson Taylor recognized the potential of the area that became Glencoe.

Glencoe’s history began in 1835 with Anson Taylor, a Connecticut carpenter who traded in furs and built the first wooden bridge across the Chicago River. After coming north with his family, Taylor built a harbor into the lake.

He called it Taylorsport.

“It was Anson Taylor who first recognized the area’s potential,” Ettelson said. “He built a pier and sold timber [from the area’s woods]. He opened a post office. He opened a hostel called La Pier Inn, where the stagecoach stopped.

“But when the railroad was built in the mid-1850s, Taylorsport suffered.”

Taylorsport, like Wilmette and other North Shore towns, was born to create an ideal community, realizing a small but pioneering vision that put the spot squarely in sight for property development.

Ettelson said the development began with another East Coast newcomer, New York native Dr. Alexander Hammond.

Dr. Hammond had married and gone as far west as Iowa. But the doctor didn’t like Iowa. Instead, he settled near Rockford, where Dr. Hammond made money as a grain farmer. Unsatisfied, he went to Chicago, which he also didn’t like, until he roamed north to a farm owned by a businessman named Walter Gurnee, head of the Chicago and Milwaukee Railroad (later the Chicago & North Western). Dr. Hammond bought the farm from Gurnee in 1868, intending to develop the less than four-square-mile area.

Finding investors to underwrite his vision proved difficult until Dr. Hammond, an Evanston developer, connected with Charles Brown and made a deal to find other investors. The men formed a partnership and agreed to specific terms and conditions, such as an agreement for each investor to build two homes — one each to live in, one to sell — so that each investor would be existentially committed to Glencoe, with the pledge to fund construction of a school and a church.

Calling themselves the Glencoe Company, they incorporated Glencoe in 1869.

“The Glencoe Company included some investors who lost a fortune in the Chicago Fire of 1871, so many of them weren’t able to realize their goals,” Ettelson said. “But the park [Lakefront Park] that exists today was part of their original agreement, and Dr. Hammond is credited as the one man who made Glencoe.”

He had previously lived in Skaneateles, N.Y., a general practice doctor known as an attractive lakefront village. Ettelson said that, in creating Glencoe, Dr. Hammond sought “to embrace both the love of nature and the attractions of the city.”

The Glencoe Company dissipated amid financial dispute and loss among various investors — one of them became governor of Illinois — and the partnership ended in discord. But the original house that Dr. Hammond lived in — a place called the Castle, which he’d bought from Walter Gurnee — survived.

So does the reality of Dr. Hammond’s goal of harmony between nature and the manmade — especially in the 15 acres within Glencoe known as Ravine Bluffs. It’s an area bought in 1910 by Mr. and Mrs. Sherman Booth, Frank Lloyd Wright’s lawyer, according to Glencoe Historical Society’s Ettelson, herself an attorney.

The bridge in Ravine Bluffs is the only one ever designed and built by architect Frank Lloyd Wright.

“Ravine Bluffs was supposed to be a magnificent estate by Frank Lloyd Wright — Ravine Bluffs would have been as famous as Fallingwater — and they started to build,” she said. “Then they shifted and divided the property into lots designed by Wright with landscaping by Jens Jensen.”

Ettelson said that, in the end, Wright designed several Glencoe homes and structures, including a bridge, which she describes as “the only bridge Wright designed and built” — and a train station. The depot was built and later demolished (Ettelson said plans are underway to rebuild it).

Booth and his wife, Elizabeth, were prominent in their own right. Ettelson said that Booth was the first person Wright called after the arson murders at Wright’s estate in Wisconsin, Taliesin. She added that Mrs. Booth was responsible for pushing through the Illinois Suffrage Act of 1913, giving women the right to vote.

“She was not the typical suffragette,” Ettelson said. “She was the model of feminine diplomacy, very attractive, and had files on every legislator and worked them over, though she had two little kids at home in Glencoe. Elizabeth Booth found a way to use intelligence, curiosity, experience, entrepreneurialism, and organizational skills to be an early successful woman.”

According to Ettelson, many of Glencoe’s residents were active in government, media, and business, from Chicago Daily News founder Melville Stone, Marshall Field manager James Simpson, and Gasoline Alley cartoon strip creator Frank King to poet Archibald MacLeish, actors Bruce Dern (Nebraska) and Fred Savage (Wonder Years), and Federal Communications Commission head Newton Minow. Television journalists Walter Jacobson and Ann Compton spent their childhoods in Glencoe.

Other notable residents include advertising executive Leo Burnett, former Chicago Bears quarterback Mike Tomczak, August Zeising, President of American Bridge Co., later a division of U.S. Steel — and Judge James Wilkerson, who put Chicago mobster Al Capone in jail.

“Glencoe has always had a population mixture,” Ettelson said, noting the community’s Jewish and black populations. “Even in the late 1800s, we were an integrated community. We had a [proportionately] large African-American population.”

Capitalism also contributed to Glencoe’s growth, variety, and progress. In the southwestern part of town, Ettelson explained, real estate developer Morton Culver purchased land and divided it into smaller lots to provide low-priced housing.

“We were a big picnic spot, and people would come and spend the day in the country right off the train,” Ettelson said. “We have photos of blacks picnicking in Glencoe. There were also Italians, Germans, Swedes, and successful businessmen.”

Lakeshore Country Club was founded in 1908 with “a heavy concentration of Jews displaced from Chicago,” Glencoe’s first reformed Jewish congregation opened in 1920. Ettelson estimates that half of today’s Glencoe population is Jewish.

“We were also among the first communities to have a combined police and fire department. Public safety officers are cross-trained,” he said.

Among Glencoe’s most iconic landmarks are Kalk Park’s gazebo, the Chicago & North Western train station, the tower on top of the village hall, and the entrance to Central School. Ettelson said that what makes Glencoe unique is its Frank Lloyd Wright legacy.

“Glencoe has an enclave of Frank Lloyd Wright houses, a bridge, and other structures in Ravine Bluffs,” she said. “There’s nowhere else in the world where you can see that.”

Compiled by Dr. Neil Gale, Ph.D.

Lost Towns of Illinois - Riverview, Illinois.

Riverview was settled in 1833 and was a farming and industrial town. It was bounded by Oakton, River Road, Touhy, and Lee streets. The Illinois and Wisconsin Railroad made its first stop in the area in the fall of 1854. Riverview was incorporated in 1876 and had its own post office from1876-1925. By 1885 the town had four factories. Four years later, a fifth factory opened, making Riverview a boom town (today's Des Plaines).

In 1890, the Columbia Steel Car Works announced a new factory to be built south of Des Plaines, alongside the Wisconsin Central Railroad. Rumors circulated that a brewery would be built nearby.

The Magill Real Estate Company promised the Columbia Works, Sunshine Co., and Baltimore Tin-Plate would soon employ as many as 6,000 in another area known as Columbia, where the forest preserve now stands. None of the factories ever opened.

Columbia Steel Works, located at the southeast corner of Everett and Maple, stretching to Prospect & White, would have produced hopper cars and shipped them by the Wisconsin Central spur that ran alongside Circle Street. The factory was largely built in 1890 but never was finished.

The company's founder also started the Riverview Shoe Company in 1891, but work on its factory, adjacent to the Steel Car Works, was halted before a roof was even put on.

In 1891, the Western Coated Paper & Card Company opened a 75-by-250-foot factory on the north side of Everett Street between Linden and Orchard Street but went into bankruptcy in 1897. It burned to the ground on June 7, 1902. The nearby Kreh Chalk & Pencil Company was short-lived and also burned down.

The Western Brass Works, a hardware manufacturer, opened a factory on the west side of the Wisconsin Central at Howard Street in June 1892 but went bankrupt a year later. The building later became the Schaeffer Piano Manufacturing Company but burned to the ground on January 20, 1903, ironically one day after the foundation for its delayed sprinkler tank was finished.

Riverview Canning was built but lasted only three years. A small frame-planing mill was built but did not last long either.

Jones Woolen Mill opened in 1892 in a building along the Des Plaines River, some distance from the rest of Riverview. In 1896 the building became home to the Sunbeam Incandescent Lamp Company, an early competitor to Thomas Edison's light bulb dominance.

Riverview's failure to launch left its scattered cottages with little reason to be occupied. The community continued to struggle, and in 1925 the remaining residents asked Des Plaines to annex it. With the annexation, Des Plaines transitioned from a village to a city.

Riverview's Town Hall at the northwest corner of Illinois & Everett, which once housed its fire pump on its first floor and an auditorium for dances and meetings, was turned into a tool shed for Works Progress Administration (WPA) workers and was demolished in 1941. A house now stands on its site, while a church across the street still stands.

A block to the north, at the southwest corner of Illinois and Prospect, the first Riverview School stood until it was replaced in 1938 by the current South School, which took seven years to complete. The Wisconsin Central depot between Circle Street and the tracks was also demolished.

Riverview's street names even disappeared. Jefferson Avenue became Oakton street, Cuttle was changed to Riverview, Everitt to Everett, Park to Prospect, Centre to Stockton, Columbia to Howard, Gay to Spruce, Broadway to Ash, Washington to Pine, Franklin to Cora, Oak to Linden, Walnut to Sycamore, Jennie to Locust, Hamilton to Birch, May to Bennett, and Green to Kennicott.

Riverview was planned to be an industrial powerhouse but ended up as a subdivision. Nothing remains of the post office, fire station, train station or town hall. Today, all that remains of its fledgling industry is a building occupied by Schawk, Inc., a graphics service and brand design company, 1695 S. River Road, numerous identical frame houses, and a church.

After the Douglas Aircraft Plant construction during World War II, many of the streets were filled with economical but sturdy colonial brick duplexes, wiping out any remaining signs of the failed industries of 50 years prior. The one successful factory still stands today. In 1920, Safety Electric Company, a small manufacturer of electric light fixtures, moved into a building first occupied by Jones Woolen Mill and then by Sunbeam Incandescent Lamp Company. After Safety Electric left, the building was home to Jordan Manufacturing Company from 1964-1979. In 1982, the radically altered building, minus one floor, the front tower, and with rearranged windows, became home to Schawk.

Compiled by Dr. Neil Gale, Ph.D.