Professor Theodore Kadish Natatorium which stood at the corner of Michigan Avenue and Jackson Boulevard in Chicago, 1880s.

The Kadish Natatorium was a private venture. In the early 1900s, Chicago Park Commissions began building natatoria, facilities with showers, indoor swimming pools, and gyms, to provide public bathing and recreational opportunities to the city's increasingly crowded neighborhoods.

The Kadish Natatorium at Michigan Avenue and Jackson Boulevard in Chicago.

By 1915, Mayor Carter H. Harrison II and the Special Park Commission had hit upon the idea of building natatoria adjacent to city pumping stations to take advantage of excess steam generated there.

Three were eventually built, one being shown in the artist rendering above, the Central Park Avenue (Jackson) natatorium. Another was called the Roseland (later Griffith, in Block Park) and the Springfield Avenue natatorium, later named the Beilfuss Natatorium. 

At the Beilfuss Natatorium, competitions and swim meets were covered by the newspapers. There were indeed rings that could be lowered and trapezes, and often they were lowered and we'd take turns running and jumping and swinging on them, or missing and splashing which was great fun anyways.

The place was always very hot and you could hear the pumping station moaning when you were under the water. There was one older man who worked there and he would line up all the kids who couldn't swim and give them lessons, which basically consisted of him pushing them in the shallow water while all of the "good swimmers" watched out for them and yelled encouragement at the opposite end of the pool.

NOTE: Swimming was not a co-ed activity in the Victorian era (or before) because boys and men swam naked. The men in this illustration are wearing trunks. I believe that the artist added swimming trunks to the illustration so it could be used in the newspapers.

Compiled by Neil Gale, Ph.D. 

State Street (Amusement) Park at the South-west Corner of State & 22nd Streets in Chicago. (1883)

CHICAGO'S STATE STREET PARK, aka: "THE ROLLER COASTER"

Illustration of Patent № 298,710 "Roller Coasting Device" granted on May 13, 1884.

Alason Wood's invention was noticed and imitated by several other Toledo Ohio inventors and businessmen, like Philo M. Stevens who traveled to Chicago to build a circular railway with a slightly modified design. The Chicago Daily Tribune reported on September 30, 1883 that his 22-foot-high, 140-foot-diameter circular railway was under construction at a cost of $800 on a large vacant lot at the corner of State and 22nd Street in today's South Loop community. The reporter misspelled his name as Philo M. Stevenson. 

The grounds used to be called "State Street Grounds" aka: "23rd Street Grounds" which was a baseball park. In it, the Chicago White Stockings played baseball from 1872 to 1877, the first two years in the National Association and then in the National League.

23rd Street Park - The First Home of the Chicago White Stockings.

The park grounds was on the block bounded by 22nd Street (now Cermak Road), State Street, 23rd Street, and Armour Avenue (now Federal Street).

The design, according to the patent he applied for on October 16, 1883, was nearly identical to Wood's, but had a constant slope down, and a constant slope up. The car, which stopped at the end of the uphill grade, was held in place by an anti-rollback pawl. The two-car trains could accommodate 6-9 passengers seated sideways in each car, and Stevens offered three short 15-18 second rides for a nickel. The newspaper article claimed that Stevens had already built two coasters in Toledo, and would built one shortly in New Orleans.

His patent #298,710 Roller Coasting Device was granted on May 13, 1884, and assigned to the Roller Coaster of America Company; thus where the generic name roller coaster originated.

ABOUT THE CIRCULAR RAILWAY
Alason Wood was the first to be granted a patent for a circular railway with series of undulating drops after the lift hill. This was a radical departure from the lineage of switchback railway design, but considering that Wood was unfamiliar with those convoluted designs, his approach was novel in that it returned its passengers to near its starting point without the need of a separate return track.

Wood was a dirt poor carpenter, but a born tinkerer, who after watching children slide down hills on their slide boards, was inspired to design a railroad whose cars could travel both up and down hills. He envisioned a ride that would thrill its passengers with speed, rather than take them for a slow scenic ride. His innovation was to bend the rails into a circle, allow the passenger car to roll down the incline from a height, and use the ride's final uphill incline as a brake on the car's momentum, thus eliminating the need for friction brakes to bring it to a final stop. By logically tying the two ends of his tracks together into a continuous elliptical loop, he returned passengers to their starting point without the inconvenience of awaiting a return train or the interruption of a mildly exciting ride.

His wood-framed ride had a height of 23 feet, diameter of 150 feet, and a circumference of 475 feet. A platform 13 feet above ground, where passengers debarked, had a seating capacity of 200 for those awaiting their turn. Passengers walked up the stairs to the loading platform, while pairs of cars each seating six sideways on a long bench were winched up a nine-foot-high incline. It was a short exhilarating downhill ride over a series of undulating hills, only ten to twelve seconds from start to finish, but passengers could ride it three times for their nickel.

Wood's patent was quite detailed in the various slopes of his ride. The cars gained speed down a 15% grade, a drop of just 6 feet over 48 feet of track, then only dropped two additional feet along the next 167 feet before reaching the next 15% down-grade along 64 feet of track, then finally down to the bottom, a two foot drop along 53 feet of track. The car's speed was arrested as it climbed a 15% grade of 9 feet over a 72 foot distance, and then glided into the unloading station along 22 feet of level track.

Wood sold half his pending patent to Joseph A. Cahoon, a businessman in Toledo for $17,000 plus royalties. Cahoon saw its potential as an amusement ride, and since he could recover the ride's construction cost of $600 within a several weeks at most, he and several associates began construction, first in Toledo and possibly Cleveland in 1883. They then built in Ponce de Leon Springs in Georgia as reported by the Augusta Chronicle, and Coney Island, NY in June 1884, and at Philadelphia's Fairmont Park in July 1884.

Compiled by Neil Gale, Ph.D. 

The Shipwreck of the "Silver Spray" rests a stone's throw from Hyde Park's 49th street beach in Chicago.

On July 15, 1914 -- almost exactly a year before the SS Eastland disaster -- the Silver Spray, a 109-foot-long ferry, set sail to pick up 200 University of Chicago students and take them to Gary, Indiana, to tour the steel mills.

Unfortunately the trip never came to pass as the Silver Spray ran aground on Lake Michigan's Morgan Shoal, a massive underwater rock formation that was formed millions of years ago by glacial activity. 

Morgan Shoal is a million square foot dolomite shelf left over from glacial action millions of years ago near what would eventually be Lake Shore Drive at 49th Street. The wave action at this unique spot along the shoreline creates the city’s only pebble beach and a tricky navigational spot for boats.

Once it was apparent that the ship was doomed, the captain and the seven-man crew decided to remain with their ship, not even halting the preparation of the evening's stew.

Three days later, after various vessels attempted to pull the Silver Spray free of the limestone reef, the crew was taken ashore. Attempts to salvage the ship only caused it to slam against the rocks, and the wooden steamship quickly broke in two.

A Chicago Examiner comic from July 16, 1914, the day after the Silver Spray hit Morgan Shoal and two days before waves finally broke the ship apart.

In addition, the boiler had been left on and the ship caught fire as it sank, making for quite the spectacle. Groups of spectators on shore began collecting the wooden debris as it floated in and burnt them in large bonfires. It must have been a delightful time.

The remains of the Silver Spray can still be seen peeking out of the waters of Lake Michigan. While most of the wooden structure is long since gone, the ship's metal boiler still juts out of the water.

The boiler of the Silver Spray.

The Silver Spray is the closest shipwreck to the shoreline of Chicago and is thus a popular diving spot, along with Morgan Shoals in general.

Some swimmers even paddle out to the wreck and sunbathe on its exposed angle. For better or worse, the Silver Spray seems to be bringing more joy to people in its death than it ever did during its operation.

Compiled by Neil Gale, Ph.D.