CHICAGO, 1830-2010
6 SCOPES, 20 TOPICS, 44 STUDENTS
Spring 2011 Architecture 461 Urbanism Faculty: David Karle Teaching Assistant: Krissy Harbert University of Nebraska-Lincoln College of Architecture
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CHICAGO, 1830-2010
6 SCOPES, 20 TOPICS, 44 STUDENTS
CITY
14
ECOLOGIES
52
DENSITY
78
PHOTO ESSAY
92
Population Density Housing Urban Grain Building Heights Architectural History/Movements City Limits
Water (lakes + rivers edges) Natural Events (floods, blizzards, Fire) Parks (green space) Olmsted in Chicago
Race Age
INDUSTRY
130
TRANSPORTATION
150
REGION
170
Land use Land Value Income
Interstate highway + Roads Trains Subway / Elevated Train
Great Lakes (mega-region) Great Lakes watershed
Through history, three distinct configurations of industry have shaped North America; from the concentrated city of the 19th and early 20th century, to the decentralized city in the mid-20th century, and the distributed city at the end of the 20th century. This poses the question, what will influence the 21st century city? Charles Waldheim states in Logistical Landscape, “the industrialized city of the 19th and 20th century has informed the modern day understanding of the urban form�. But with new focus on service, experience, and quality of life, how will cities adapt and change? Will landscape become the model and medium through which the contemporary city and urbanism is viewed; with an urban core that is situated, sustained, and altered by an active and dynamic set of cultural, technological, economical, social and ecological processes? This conceptual framework is the basis for the Urbanism Adjunct course taught at the University of Nebraska-Lincoln.
What information do we need to better understand and “see� the city? How do we organize this information in a clear and productive way? How do we ensure our research is pertinent and relevant? This research project set into motion a series of tasks that will enable us to clearly and directly understand the city. This project asked students to critically observe, record, and comprehend the patterns and relationships of Chicago. The class analyzed the city through a series of connected networks, conditions, infrastructures, and spatial constructs. To better understand these relationships the class reorganized them into a time-line making connections between decades, movements, and global influences.
1850 / President Fillmore signed a land grant for the construction of the Illinois Central Railroad (IC). 1850 / The first train of the CB&Q Railroad run from Batavia (IL) to Chicago.
1890 / The Chicago Grand Central Station opened.
1850 / The Northern Indiana and Chicago Railroad (NICR) was chartered. September 1850 / The G&CU Railroad branch to Aurora opened.
1830 / Hall and Parlor House, Rectangular two-room structure. 1830 / Balloon Frame Construction. 1830 / the official filing of the plan of Chicago 1830s / The Erie Canal provides access for the transportation and distribution of northern woods. 1833 / the first shipload of cottonwood boards from St. Joseph, Michigan is shipped to Chicago. 1830 / Land Survey / Surveyor James Thompson laid out the town for the Canal Commissioners in preparation for the sale of lots to finance the proposed Illinois and Michigan Canal. 1834 / Chicago’s first movable bridge constructed at Dearborn and the river.
1840 / age 20-29 / 31.4% / 3,201 After Chicago was founded in 1837 the sixth census of the United States followed just three years later. 1841 / Chicago was the only harbor settled on Lake Michigan.
1860 / age 1-9 / 30.1% / 43,649 As Chicago grew, there was a shift to a younger population.
February 1851 / An amended was approved as the Chicago and Rock Island Railroad (C&RI).
1862 / The Erie Canal was enlarged between 1836 and 1862.
October 8-10, 1871 / The Great Fire of Chicago / As Chicago grew, residents built taller buildings and raised the streets to install a sewer system. 1870 / Wing and T House / Dominant rural house from simple one story buildings to elaborate structures.
February 1851 / The Illinois portion of The Chicago and Milwaukee Railway (C&M) was chartered as the Illinois Parallel Railroad.
1841 / Settlers pouring in rapidly to Lake Ports causing a significant increase in commerce, especially in Detroit and Chicago. 1844 / Floods took out most bridges and damaged the rest, resulting in little transportaion.
1862 / The first iron Propeller ship is built. 1863 / Immigrants from Norway begin journey heading en route to Chicago, but land and settle in Detroit.
April 29, 1844 / Grant Park / Originally named Lake Park, this is a 319 acre park located in the Loop area of Chicago.
1834 / The first mail route went from Chicago to Rock River.
1863 / South Town is annexed into Chicago October 1851 / The construction of the C&RI Railroad starts.
1836 / The first neighborhood change in Chicago took place. The Indians moved out of the area.
January 16, 1836 / The first railroad constructed out of Chicago, the Galena and Chicago Union (G&CU), was chartered to connect Chicago and the lead mines in Galena.
1851 / The G&CU Railroad was completed 80 miles away from Chicago.
1850 / West Chicago suburbs / Sidehall houses with greek revival details.
1847 / The Milwaukee and Waukesha Railroad was founded, with headquarters in Chicago. It would soon change its name to Milwaukee and Mississippi Railroad. 1848 / The construction of the G&CU Railroad starts.
1852 / The Chicago and Aurora Railroad was given expanded powers to extend from Aurora to a point north of LaSalle. 1852 / The Fort Wayne and Chicago Railroad (FW&C) was chartered in Indiana as a further extension west to Chicago.
1892 / The direction of part of the Chicago River was reversed by the Army Corps of Engineers with the result that the river and much of Chicago’s sewage flowed into the canal instead of into Lake Michigan. 1880 / The C&RI and other various lines merged to the Chicago, Rock Island and Pacific Railroad (CRI&P).
1892 / The Metropolitan Sanitary District begins construction of the Sanitary and Ship Canal.
1880 / Factory Products / Factory products dramatically increased supply of building components available to local carpenters ( started building more elaborate houses in the Western suburbs like Naperville).
1892 / South Side Rapid Transit, Chicago’s 1st “L”.
1870 / The Bungalow: Chicago’s First modern, urban house form, using box frame construction.
1880 / Urban markets grew and factories flourished allowing for more of a variance in housing types.
1870 / City limits are extended and develement grew in fingerlike pattern’s along half a dozen horse
1880 / Lincoln Park is expanded further into Lake Michigan.
1863 / The Chicago and Milwaukee Railroad was connected with the Green Bay, Milwaukee and Chicago Railroad to form the Chicago and Milwaukee Railway (C&M). 1864 / Lincoln Park, the Chicago cemetery was converted into a park and was named after Abraham Lincoln. This park is the largest park in Chicago, consisting of 1,200 acres of lake front land facing Lake Michigan. Some of the buried bodies still remain beneath the park because locations were lost due to the Great Fire.
1890 / Jackson Park / The park was choose to host the World’s Columbian Exposition. Olmsted and Burnham teamed up to lay out the fairgrounds. The World’s Fair opened for six months before the site was transformed back into parkland.
October 8-10, 1871 / The Great Chicago Fire / The fire destroyed 4 square miles and caused $222 million in property damage. The cities overuse of wood, a previous drought, strong winds, and the cities slow reaction time were all factors aiding in the fire’s spread.
1893 / Chicago hosts the World’s Fair which brought many visitors from foreign lands, including Spain and Scandinavia.
1900 / Northwestern Elevated, the fourth “L”; Newspaper trains operate to suburbs. 1900 / Sanitary and Ship Canal is completed, reversing the flow of the Chicago River and diverting sewage away from Lake Michigan and toward the Mississippi River.
December 30, 1903 / Iroquois Theater Fire / Recoreded at the time as the deadliest building fire in US history killing 602 people. The building was billed as “absolutely fireproof” but had obvious firereadiness downfalls. 1,698,575
1985 / Home Insurance Building, Office Use, Destroyed 180 ft. tall 1883 / Chicago, Milwaukee and North Western Railway was absorbed into the C&NW.
1900s / The decline of the lumber industry begins when lumber merchants anticipate the exhaustion of forests in the Upper Great Lakes region.
October 9, 1901 / Grant Park / Lake Park renamed Grant Park in honor of Ulysses S. Grant.
1880 / Jackson Park, name changed from South Park to its current Jackson Park in memory of the countries seventh president, Andrew Jackson. 1880s / The “Cattle Kingdom” caused more growth for Chicago due to meatpacking plants and stockyards that were located in Chicago for the
1900 / The complete reversal of Chicago´s river’s flow was accomplished when the Sanitary and Ship Canal was opened.
Figure 1a
1836 / Construction on the Illinois and Michigan canal began , although it was stopped for several years due to an Illinois state fiscal crisis related to the Panic of 1837. 1836 / Construction begun on the Illinois and Michigan Canal.
1836-1862 / Erie Canal / The The expanded canal was now 70 feet wide and 7 feet deep allowing boats to carry 240 tons. 1837 / March 4th Illinois legislature approved Chicago’s city charter. The city boundaries were fixed over what today is mostly a business district. 1839 / The emergence of fast running steam boats provides quicker trade routes between port cities. 1839 / Lake ports at this time included Erie, Cleveland, Sandusky, Perrysburg, Maumee, Toledo, Detroit City, Monroe, Chicago, Milwaukee, Michigan City, Huron, Dunkirk, and Buffalo, being the largest with 20,000 people.
1920s / The increase in industry in Chicago causes a dramatic increase in the city’s African American population from southern states, boosting the population by more than 150,000.
1911 / Construction begins on CalSag Channel. It was designed to pull polluted water away from Lake Michigan and drain into the Illinois River system.
1920: “L” operates freight service 1924: Four “Ls” united as Chicago Rapid Transit
August, 1911 / Grant Park / Chicago International Aviation meet took place within the Grant Park.
1920 Michigan Avenue Bridge is completed. 1921 / Chicago Theater
1911 / Chicago Elevated Railways takes over four “Ls” 1913 / CER introduces transfers, through routes 1914 / “L” buys first steel-bodied cars
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$700,000 Downtown $12,055 City
1930s / Chicago continues to grow and experience international acknowledgement. In 1932, Chicago Midway Airport was deemed the “World’s Busiest”. Chicago also celebrated its centennial by hosting the Century of Progress World’s Fair of 1933-1934.
1941 / Midway Airport Expansion New runway construction at Midwa Airport reroutes the tracks of th Chicago and Western Indian Railroad marking the evolution o Chicago as a national transportatio hub.
$1,198,500 Downtown $46,349 City
1941-1945 / WWII
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1940s / In addition to Midway Chicago also began construction on what would one day be the Chicago O’Hare Airport.
1920 / Garfield Park / A major addition was incorporated to Garfield Park.
1912 / North American Building
/ the Comprehensive 1940 Superhighway System of Chicago was approved by Chicago Cit Council
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758,404 / 20-29
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1,099,850
697,980 / 20-29
695,508 / 1-9
503,185 298,977
1850
1848 / The first westbound train out of Chicago departed on the G&CU Railroad. 1849 / The Aurora Branch Railroad was chartered to construct a branch from the G&CU to Aurora. 1848 / The Illinois and Michigan Canal was finished, ran 96 miles (155 km) from the Bridgeport neighborhood inChicago on the Chicago River to LaSalle-Peru, Illinois.
1848 / Chicago’s first locomotive arrives from Buffalo on October 10, 1848. 1848 / The Illinois and Michigan Canal is completed and finally opens to traffic. This makes Chicago an alternative market with access to St. Louis. Traffic can now go east-west instead of just north-south along the Mississippi.
1860
1852 / Chicago became a major hub because companies wanted to establish themselves to facilitate cattle eastward. The development of the refrigerated boxcar caused a boon to centralization in Chicago.
1853 / The extension of the Chicago and Aurora Railroad is completed. 1853 / North Town is annexed into Chicago 1853-1855 / Sault Ship Canal / The first passage on the Sault Ship Canal was on June 18, 1855 by the steamer Illinois. The construction of the canal significantly increased traffic on the Great Lakes.
112,172
1865 / The C&NW Railroad officially merged with the Galena and Chicago Union Railroad. 1867-1868 / Increased Ship Production, and the conversion of the steamer Illinois into a barge for the first time in history.
1880
1890
1871 / Brick Cottages, old frame cottages raised on new brick foundations, creating multi-family apartments. 1871 / Debris from the Chicago Fire extends the shoreline of Lake Michigan. Much of the eastern sidewalk sits on top of debris including the Art Institute.
1881 / Washington Park / Name changed from South Park to its current Washington Park in memory of the countries first president. 1885 / Cholera + Typhoid Epidemic / A stom washes city sewage into Lake Michagan, the city’s sorce of drinking water creating an outbreak of Cholera and Typhoid killing 90,000.
1855 / The Chicago and Aurora Railroad changed its name to Chicago, Burlington and Quincy Railroad (CB&Q).
1888 / The first Whaleback vessel was built for $40,000 signaling the prosperous years in business and the decrease in accidents.
1855 / Chicago decided to raise the level of the city district seven feet. 1855 / Street Raising / Streets on the majority of the South Side and certain parts of the North and West Sides were raised as high as eight feet to allow for drainage and sewers. Land owners were responsible for raising exhisting buildings.
1868 / Village of Riverside, Olmstead 1869 / Washington Park, Olmstead 1869 / Jackson Park, Olmstead 1869 / West Town is added to the city by the Legislature
1900
1871 / The Illinois and Michigan Canal was deepened to speed up the current and to improve sewage disposal.
1854 / Rock Island was reached in the C&RI Railroad.
1871 / Locks on the Saint Lawrence allowed transit of vessels 186 ft (57 m) long, 44 ft 6 in (13.56 m) wide, and 9 ft (2.7 m) deep. 1871 / Fire spurred reconstruction began almost immediately and spurred economic developement in chicago. Chicago began to transition to construction of steel skyscrapers. 1871 / South Park / The South Park Commision hired Olmsted and Vaux to convert 1,055 acres in southern Chicago to parkland.
1856 / Completion of the IC Railroad, the longest line in the World by then. 1849 / Cholera Outbreak / In 1849 a cholera outbreak resulted in killing 3% of the Chicago population.
1870
1865 / Hammond (suburb), Industries built on the periphery of the city allow for home-ownership for the working class. Began a business slaughtering cows and shipping them east in refrigerated train cars.
1889 / In response to the epidemics, the Metropolitan Sanitary District of Greater Chicago is created to protect the city’s drinking water and to find a suitable way to dispose of wastes. June 29, 1889 / Annexation / The largest annexation expanded Chicago boundaries to include 125 additional square miles and 225,000 people. Larger jurisdiction created increased public demand for urban services.
May 1 - October 30, 1893 / World’s Columbian Exposition / Olmsted transformed the marshy conditions of Jackson Park into a system of lagoons and waterways for transportation fed by Lake Michigan. A shaded “Woody Island” was designed to give respite to visitors. The Midway Plaisance served as the center of amusement for the fair. 1893 / The Frontage consent ordinances were based on nuisance doctrines, required that the majority of residential owners on a block provide consent before certain land uses would be permitted. Only applicable along blocks where 2/3rds of the property was in residential use. 1893 / Building Height Limit / The city adopted an ordinance placing a height limit of 130 feet on downtown buildings
1910
1903-1918 / Barge Canal / The Erie Canal was enlarged to include three other canals systems: the Champlain, the Oswego, and the Cayuga and Seneca Canals. With its completion in 1918 the canal was now 200 feet wide and 14 feet deep allowing barges to carry 3,000 tons.
1874 / Garfield Park / The 40 acre segment of Garfield Park was formally opened to the public. It was originally known as Central Park.
1905 / Sherman Park / At 60 acres, Sherman Park was one of the largest of the parks. The Olmsted Brothers transformed its low and wet site into a beautiful landscape with a meandering waterway surrounding an island of ballfields.
1906 / Charter funeral trains to western suburbs; Last horse cars and cable cars run.
1922 / The Metropolitan Sanitary District succeeds in reversing the flow of the Calumet River with the completion of the Cal-Sag Channel. 1922 / One of the first State Highways, U.S. Hwy 20, a main thoroughfare was paved.
1940
1933 / May 27th the Opening of Progress Exposition in Burnham Park. 1933 / Illinois and Michigan’s function was largely replaced by the wider and shorter Chicago Sanitary and Ship Canal in 1900 and it ceased transportation operations. 1933 / Cal-Sag Channel is dredged nine feet lower to allow for cargo ship traffic. It also connected to the Sanitary and Ship Canal. 1934 / US Highway 45 opens.
1916 / Navy Pier is created extending into Lake Michigan and because a historical landmark. 1918 / the first highway bond.
1922 / Tribune Tower Competition / Though Hood and Howells is an oft admired gothic addition to the Chicago skyline, the other entries to the competition were likely just as important. 1926 / US Highway 14 opens (originally called the “Black and Yellow Trail” because it connected the Black Hills and Yellowstone Park).
1907 / Ravenswood Branch opens on Northwest Side. 1908 / the street grid for Chicago was laid out. 1909 / Both Grant and Burnham Parks are expanded.
1909 / The City Club of Chicago publishes Daniel Burnham and Edward Bennett’s Plan of Chicago.
1889 / the largest annexation made of four of the five townships were annexed to the city, The townships included Jefferson, Lake View, Lake, and Hyde Park
1914 / Morgan Park annexed.
1930
1925 / Tribune Tower, Office Use 463 ft. tall
1934 / Park Consolidation Act / Parks started to fall victim to the Great Depression and the need for better efficiency of services became apparent.
1936 / C&NW, UP and SP jointly inaugurate the City of San Francisco streamliner running between Chicago and Oakland.
19
1942 / Zoning Ordinance Revised/ The 1923 ordinance proved insufficient to handle the growing complexity of the city, so the ordinance revised, but didn’t help with the drastic changes made by the automobile.
1943 / State subway opens, despite WWII; Number of stations peak a 227
1945 / Residential Finance / Housing legislation under the New Dea replaced the five-year balloon loan with the long-term mortgage loan.
1945 / Chicago Transit Authority created.
1948 / CTA starts streamlining, close branches; CTA runs A/B skip-sto service. 1947 / CLCC created / Plans to rejuvenate the downtown and innercity neighborhoods were afoot to dramatically the scale of the city’s redevelopment activity.
1937 / CHA / Chicago Housing Authority is established. The CHA is responsible for all public housing in the city of Chicago.
1918 / Completed the Erie Canal- 12 to 14 feet deep, 120 to 200 feet wide, and 363 miles long, from Albany to Buffalo. 57locks were built to handle barges carrying up to 3,000 tons of cargo, with lifts of 6 to 40 feet.
1871 / Washington Park / Olmsted and Vaux designed 372 acres between 51st and 60th Streets as a picturesque park.
1869 / Chicago Water Tower
1920
November 7-10, 1913/ Great Lakes Strom of 1913 / The 4 day strom was the deadliest and most destructive natural disater to affect the Great Lakes killing over 250 people and destroying 19 ships.
1915 / Clearing annexed.
1871 / The first successful telegraphic communication was received in June.
1857-1859 / Financial Panic / The commercial interests suffer causing a two year decline in profits. 1858 / All-rail link between New York City and Chicago opened. June 1859 / The Chicago and North Western Railway (C&NW) was chartered.
Figure 1b
1920 / Modern Cottage / Cottages modernized to include plumbing and electricity. Bungaloes were the more stylish type in the newer sections of the city (i.e. Villa District).
1910 / Grant Park / Land in fill within the park provided sites for the Field Museum of Natural History in Shedd Aquarium, which were eventually linked together at the museums campus.
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1930 / Chicago River straightening project completed, which was part of Burnham’s Chicago Plan.
$830,000 Downtown $17,786 City
$66,666 Downtown $1,314 City
Population
1840
1910 / Edison Park annexed
1930 / Little change occurs until after 1940 due to the economic effects of the depression.
514,268 / 1-9
Female’s Age Data Male’s Age Data
1830
January 6, 1910 / The Baltimore and Ohio Chicago Terminal Railroad (OCT) was created to purchase the CTT at foreclosure, giving the Baltimore and Ohio Railroad control of the both the terminal railway system, as well as Grand Central Station.
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$108,333 Downtown $6,817 City
$14,000 average Downtown $153 average entire city
1920s / By the end of the 1920s, the lumber industry in Chicago has ceases to be significant on a national distribution level and is merely a local supply system. The development of the assembly line and automobile industry in Detroit opened a new possibility for new autopart making companies to succeed in Chicago, which became home to over 600 companies that supplied parts to automobile manufacturers.
1910 / Frank Lloyd Wright Robie House
1895 / Prairie School / Anchored by the architecture of Frank Lloyd Wright, the work of the Pairie School architects was characterized by strong horizontals, integration with the landscape, craftsmanship, and disciplined use of ornament. 1896 / Grant Park / The park was extended after the excavated materials from constructing buildings in the parkland was dumped into Lake Michigan.
1909 / Grant Park / Daniel Burnham’s Plan of Chicago considered the railroad property to be so untouchable that he developed the Grant Park portion of the plan around it. 1909 / Chicago Plan / A collaborative publication proposed the “Burnham Plan” consisting of a system of parks and broad avenues that transcended the street grid.
1918 / Worldwide flu epedimic prompts smoking ban; After 26 years, original five-cent fare increases. 1919 / Glackin Law gave municipalities the authority to regulate land use if they had the approval of neighborhood property owners.
1927 / Burnham Park / This park consist of 598 acres of land connecting Grant Park to Jackson Park. It was an outgrowth from the 1909 Plan of Chicago. It is home to Soldier Field and McCormick Place. 1929 / River Straightening / The east ward bend in the Chicago River south of the Loop is straightened. This was deemed necessary, as the existing bend in the river caused multiple north-south streets to be cut off, as well as irregularly-shaped plots of land not desirable for Chicago’s rigid grid pattern.
1937 / Public Housing Projects / First public housing projects (Public Works Administration and Federal Housing Act of 1937).
1949 / Chicago Railroad Fair: 10 years of Train.
1937 What would be renamed Lakeshore Drive opens.
1949 / Interstate 290 opens o December 7.
1938 / Construction begins on two subways.
Late 1940’s / Chicago Park District The Ten Year Plan led to the additio of dozens of new parks throughou the city.
1951 / The Chicago Regional Port District created. Construction of port facilities at Lake Calumet started.
1960 / Projects / Modernist highrise projects are built in super blocks, 15-19 stories (no superflous decorations).
1952 / Modernism / Lake Shore Apartments - Ludwig Mies Van Der Rohe, 1952 Sears Tower - SOM, 1974
1960 / Deindustrialization began to take a toll on the suburban communities around Chicago causing them to shrink.
1954 / The construction of St. Lawrence Seaway begun. System of locks, canals and channels that permits ocean-going vessels to travel from the Atlantic Ocean to the North American Great Lakes. Not a continuous canal.
1963 / Last interurban stops operating on “L”.
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1973 / Regional Transit Authority created as overseer of “L”
1984 / “L” extended to O’Hare International Airport.
2003 / Union Pacific opens a new $181 million Chicago region intermodal facility in Rochelle, Il.
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1962 / The Chicago O’Hare Chic international airport is deemed the “World’s Busiest” airport.
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737,671 / 1-9
Female’s Age Data
693,889 / 1-9
727,798 / 20-29
2002 / Asian carp threat
Population
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1955 / American Society of Civil Engineers selects the Metropolitan Sanitary District of Greater Chicago as one of the seven engineering wonders of the United States.
April 13, 1992 / The Chicago Loop Flood / A whirlpool in the Chicago River around Kinzie St. appeared to be the source of the flood sometime around 7:00 am. It left 250 million gallons of water gushing into the freight tunnels running undernieth the loop. It took 3 days and an estimated $1.95 billion to clean up.
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1961 / Post Modernism / Bringing the concept of complexity and contradiction to the city, Post Modernism broke away from the rigid, orthogonal grid and the norms set by Modern precedents.
1955 / Grace Abbott Homes / Largest high rise project: 1200 apartments in 40 buildings covering 10 city blocks.t 1955 / Eisenhower Expressway Construction of the expressway system.
2000 / Zoning Initiative / Chicago launched an initiative to overhaul its zoning ordinance on July 26, 2000 to deal with the boom of residential construction.
1961 / CTA inaugurates one-person crews .
1962 / Marina City 1 and 2, 1962 Residential, 588 ft. tall, Bertrand Golberg
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1973 / The Lakefront Protection Ordinance was created to establish more control of the density of residential along the lakefront.
2000 / By the turn of the century Chicago residents inhabit what is labeled as a dual metropolis encompassing 293 municipalities over 4401 square miles.
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August 28, 1990 / Only F5 Tornado in Chicago Area / The tornado formed near Oswego and went on a 16 mile path through Plainfield and Joilet. The tornado killed, injured 350 and caued over $165 million in damages.
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1955 / One Prudential Building
1973 / Aon Center, Office Use, 1136 ft. tall
1980 / 20-29 / 18.4% / 1,012,361 As the baby boom generation ages, so too does the population of Cook county as seen from the census of 1980 in which the age period of 2029 is seen to have the most residents within it (1,012,361- 18.4%).
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1951 / Partially complete Dearborn subway opens
1990 / Larger Metro / Chicago’s Metropolitan area surrounds the center of the city where little or no farms are within 40 miles of Chicago’s downtown in all directions.
1980 / The CRI&P Railroad ceased operations. 1960 / The Kennedy Expressway (originally named Northwest Expressway for its general direction of travel) opens on November 5.
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1950: Suburbs began developing in response to the post war boom
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1950 / Lincoln Park / Final landfill extension was added to Lincoln Park between Foster Avenue and Ardmore Avenue.
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Mid 1950s / The Baby Boom / Seventy-six million American children were born between 1945 and 1964.
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1970s / The closing of the stockyards in Chicago were an eventual result of the refrigerated boxcar and increased the efficiency of slaughtering.
622,277 / 20-29
1960
1970
1980
1990
1974 / CTA hires first women conductors
1956 / Traffic begins at the International Port at Lake Calumet. 1956 / O’Hare airport area annexed. 1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments. 1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments. 1957 / Zoning ordinance was a critical moment in city planning history. It used scientific measures such as floor-area ratios to assess the desirability of developments. 1957 / Wounded by the increased use of automobiles after World War II, the CA&E quite abruptly ended passenger service. 1957 / Last wooden “L” cars retired. 1958 / Last streetcars retired; “L” opens in Congress Expressway median.
1962 / Beginning of local tradition of dyeing the Chicago River green on Saint Patrick’s Day. 1964 / The Stevenson Expressway (named for former governor of Illionois after his death) was opened on October 24. 1964 / The Rock Island selected Union Pacific to pursue a merger plan to form one large ‘super’ railroad stretching from Chicago to the West Coast.
1974 / Willis Tower, Office Use 1730 ft. w/ antenna, 1451 ft. w/o
1984 / Snurfit Sloan Building, Office Use, 582 ft. tall
1993 / McCormich Tribune Campus Center at IIT - Rem Koolhaas
Figure 1d
1986 / Highway Reconstruction
1996 / Huge fire destroys Wilson
1988 / Quincy station renovated to 1897 appearance
1997 / Millennium Park / This park is a recent addition to Grant Park’s northern edge. The park is a total of 24.5 acres. It was previously a rail yard for the Illinois Central Railroad until 1997.
2004 / New Urbanism incorporates the principles of walkability, mixed use development, sustainability and increased density.
1975 / Harbor Point, Residential, 551 ft. tall 1975 / Tunnel and Reservoir Plan begins. It is a massive project to control storm water and prevent sewage backup.
1977 / Loop “L” experiences most notorious accident; Clarke House moved over tracks and gets stuck.
1998 / April 18th Illinois governor Jim Edgar and Chicago mayor Richard M. Daley proclaimed “Bob Bell Day” naming Addison street, between Western Avenue and the Chicago River “Bob Bell Way”
1967 / Interstate 57 is completed January 26-27, 1967 / The Chicago Blizzard / From 5:02 am Thursday morning to 10:10 am Friday it snowed a total of 23 inches.
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2010
2004 / Millennium Park / The construction of Cloud Gate began by Indian born architect Anish Kapoor.
1977 / Four Chicago civil groups proposed the ‘Lakefront Gardens for Performing Arts’. The proposed park included a performing arts pavilion.
1958 / The Chicago Skyway (a $101 million project) opens on April 16.
2000
1992 / The Great Chicago Underground Flood creates havoc in downtown Chicago, flooding the old freight tunnels and the basements of many Loop buildings, and producing a transportation nightmare.
2006 / Washington Park / Mayor Richard Dayley announced that the Olympic Stadium was proposed for Washington Park. In which Chicago bid for the 2016 summer Olympics. 2007 / The Chicago Terminal Railroad (CTM), a switching and terminal railroad operating over former Milwaukee Road and Chicago and North Western trackage, started operating. 2010 / Remodeling of bungaloe houses in less affluent sections of the city.
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1989 / AT & T Corporate Center, Office Use, 1007 ft. w/ antenna, 886 ft. w/o April, 1999 / Millennium Park / Frank Gehry accepted the design commission for the J. Fitzger Pritzker Pavilion.
1958 / State Street Corridor / State Street Corridor is a narrow zone of public housing, 4 miles long (stateway gardens). 1959 / Wagner Park / This park and 250 other properties were transferred into the Chicago Park District. To this day it one of the only remaining parks in Chicago that is noncontinuous.
2009 / Aqua Tower
1969 / John Hancock Tower built
Chicago becomes a crucial element to the concept of megaregions as views shift from city scales to regional scales.
Figure 1c
1850 / President Fillmore signed a land grant for the construction of the Illinois Central Railroad (IC). 1850 / The first train of the CB&Q Railroad run from Batavia (IL) to Chicago.
1890 Station
1850 / The Northern Indiana and Chicago Railroad (NICR) was chartered. September 1850 / The G&CU Railroad branch to Aurora opened.
1830 / Hall and Parlor House, Rectangular two-room structure. 1830 / Balloon Frame Construction. 1830 / the official filing of the plan of Chicago 1830s / The Erie Canal provides access for the transportation and distribution of northern woods. 1833 / the first shipload of cottonwood boards from St. Joseph, Michigan is shipped to Chicago. 1830 / Land Survey / Surveyor James Thompson laid out the town for the Canal Commissioners in preparation for the sale of lots to finance the proposed Illinois and Michigan Canal. 1834 / Chicago’s first movable bridge constructed at Dearborn and the river.
1840 / age 20-29 / 31.4% / 3,201 After Chicago was founded in 1837 the sixth census of the United States followed just three years later. 1841 / Chicago was the only harbor settled on Lake Michigan.
1860 / age 1-9 / 30.1% / 43,649 As Chicago grew, there was a shift to a younger population.
February 1851 / An amended was approved as the Chicago and Rock Island Railroad (C&RI).
1862 / The Erie Canal was enlarged between 1836 and 1862.
October 8-10, 1871 / The Great Fire of Chicago / As Chicago grew, residents built taller buildings and raised the streets to install a sewer system. 1870 / Wing and T House / Dominant rural house from simple one story buildings to elaborate structures.
February 1851 / The Illinois portion of The Chicago and Milwaukee Railway (C&M) was chartered as the Illinois Parallel Railroad.
1841 / Settlers pouring in rapidly to Lake Ports causing a significant increase in commerce, especially in Detroit and Chicago. 1844 / Floods took out most bridges and damaged the rest, resulting in little transportaion.
1862 / The first iron Propeller ship is built. 1863 / Immigrants from Norway begin journey heading en route to Chicago, but land and settle in Detroit.
April 29, 1844 / Grant Park / Originally named Lake Park, this is a 319 acre park located in the Loop area of Chicago.
1834 / The first mail route went from Chicago to Rock River.
1863 / South Town is annexed into Chicago October 1851 / The construction of the C&RI Railroad starts.
1836 / The first neighborhood change in Chicago took place. The Indians moved out of the area.
January 16, 1836 / The first railroad constructed out of Chicago, the Galena and Chicago Union (G&CU), was chartered to connect Chicago and the lead mines in Galena.
1851 / The G&CU Railroad was completed 80 miles away from Chicago.
1850 / West Chicago suburbs / Sidehall houses with greek revival details.
1847 / The Milwaukee and Waukesha Railroad was founded, with headquarters in Chicago. It would soon change its name to Milwaukee and Mississippi Railroad. 1848 / The construction of the G&CU Railroad starts.
1852 / The Chicago and Aurora Railroad was given expanded powers to extend from Aurora to a point north of LaSalle. 1852 / The Fort Wayne and Chicago Railroad (FW&C) was chartered in Indiana as a further extension west to Chicago.
1892 Chicag Army result Chicag canal i 1880 / The C&RI and other various lines merged to the Chicago, Rock Island and Pacific Railroad (CRI&P).
1892 Distric Sanita
1880 / Factory Products / Factory products dramatically increased supply of building components available to local carpenters ( started building more elaborate houses in the Western suburbs like Naperville).
1892 Chicag
1870 / The Bungalow: Chicago’s First modern, urban house form, using box frame construction.
1880 / Urban markets grew and factories flourished allowing for more of a variance in housing types.
1870 / City limits are extended and develement grew in fingerlike pattern’s along half a dozen horse
1880 / Lincoln Park is expanded further into Lake Michigan.
1863 / The Chicago and Milwaukee Railroad was connected with the Green Bay, Milwaukee and Chicago Railroad to form the Chicago and Milwaukee Railway (C&M). 1864 / Lincoln Park, the Chicago cemetery was converted into a park and was named after Abraham Lincoln. This park is the largest park in Chicago, consisting of 1,200 acres of lake front land facing Lake Michigan. Some of the buried bodies still remain beneath the park because locations were lost due to the Great Fire.
1890 was c Colum Burnha fairgro for six transfo
1880 / Jackson Park, name changed from South Park to its current Jackson Park in memory of the countries seventh president, Andrew Jackson. 1880s / The “Cattle Kingdom” caused more growth for Chicago due to meatpacking plants and stockyards that were located in Chicago for the
October 8-10, 1871 / The Great Chicago Fire / The fire destroyed 4 square miles and caused $222 million in property damage. The cities overuse of wood, a previous drought, strong winds, and the cities slow reaction time were all factors aiding in the fire’s spread.
1893 Fair wh foreign Scand
1985 / Home Insurance Building, Office Use, Destroyed 180 ft. tall 1883 / Chicago, Milwaukee and North Western Railway was absorbed into the C&NW.
$ $
1,099,85
$108,333 Downtown $6,817 City
Female’s Age Data Male’s Age Data $14,000 average Downtown $153 average entire city
1830
1840
1836 / Construction on the Illinois and Michigan canal began , although Figure 1a it was stopped for several years due to an Illinois state fiscal crisis related to the Panic of 1837.
503,185
$66,666 Downtown $1,314 City
Population
298,977
1850
1848 / The first westbound train out of Chicago departed on the G&CU Railroad. 1849 / The Aurora Branch Railroad was chartered to construct a branch
1860
1852 / Chicago became a major hub because companies wanted to establish themselves to facilitate cattle eastward. The development of the refrigerated boxcar caused a boon to centralization in Chicago.
112,172
1870
1865 / Hammond (suburb), Industries built on the periphery of the city allow for home-ownership for the working class. Began a business slaughtering cows and shipping them east in refrigerated train cars.
1880
1871 / The Illinois and Michigan Canal was deepened to speed up the current and to improve sewage disposal.
1890
Seventy-six million American children were born between 1945 and 1964. 1950 / Lincoln Park / Final landfill extension was added to Lincoln Park between Foster Avenue and Ardmore Avenue. 1950: Suburbs began developing in response to the post war boom
/ The Chicago Grand Central n opened.
/ Jackson Park / The park choose to host the World’s mbian Exposition. Olmsted and am teamed up to lay out the ounds. The World’s Fair opened x months before the site was ormed back into parkland.
/ The direction of part of the go River was reversed by the Corps of Engineers with the that the river and much of go’s sewage flowed into the instead of into Lake Michigan.
/ The Metropolitan Sanitary ct begins construction of the ary and Ship Canal.
/ South Side Rapid Transit, go’s 1st “L”.
1951 / Partially complete Dearborn subway opens
1900 / The complete reversal of Chicago´s river’s flow was accomplished when the Sanitary and Ship Canal was opened. 1900s / The decline of the lumber industry begins when lumber merchants anticipate the exhaustion of forests in the Upper Great Lakes region. 1900 / Northwestern Elevated, the fourth “L”; Newspaper trains operate to suburbs. 1900 / Sanitary and Ship Canal is completed, reversing the flow of the Chicago River and diverting sewage away from Lake Michigan and toward the Mississippi River.
October 9, 1901 / Grant Park / Lake Park renamed Grant Park in honor of Ulysses S. Grant.
/ Chicago hosts the World’s hich brought many visitors from n lands, including Spain and dinavia.
December 30, 1903 / Iroquois Theater Fire / Recoreded at the time as the deadliest building fire in US history killing 602 people. The building was billed as “absolutely fireproof” but had obvious firereadiness downfalls. 1,698,575
1920s / By the end of the 1920s, the lumber industry in Chicago has ceases to be significant on a national distribution level and is merely a local supply system. The development of the assembly line and automobile industry in Detroit opened a new possibility for new autopart making companies to succeed in Chicago, which became home to over 600 companies that supplied parts to automobile manufacturers.
1910 / Frank Lloyd Wright Robie House January 6, 1910 / The Baltimore and Ohio Chicago Terminal Railroad (OCT) was created to purchase the CTT at foreclosure, giving the Baltimore and Ohio Railroad control of the both the terminal railway system, as well as Grand Central Station. 1910 / Edison Park annexed
1920s / The increase in industry in Chicago causes a dramatic increase in the city’s African American population from southern states, boosting the population by more than 150,000.
1911 / Construction begins on CalSag Channel. It was designed to pull polluted water away from Lake Michigan and drain into the Illinois River system.
1920: “L” operates freight service 1924: Four “Ls” united as Chicago Rapid Transit
August, 1911 / Grant Park / Chicago International Aviation meet took place within the Grant Park.
1920 Michigan Avenue Bridge is completed. 1921 / Chicago Theater
1911 / Chicago Elevated Railways takes over four “Ls” 1913 / CER introduces transfers, through routes 1914 / “L” buys first steel-bodied cars Value
1954 / The construction of St. Lawrence Seaway begun. System of locks, canals and channels that permits ocean-going vessels to travel from the Atlantic Ocean to the North American Great Lakes. Not a continuous canal.
1940 / the Comprehensive Superhighway System of Chicago was approved by Chicago City Council 1940s / In addition to Midway, Chicago also began construction on what would one day be the Chicago O’Hare Airport.
1930s / Chicago continues to grow and experience international acknowledgement. In 1932, Chicago Midway Airport was deemed the “World’s Busiest”. Chicago also celebrated its centennial by hosting the Century of Progress World’s Fair of 1933-1934.
$46,349 City
1955 / One Prudential Building
1941 / Midway Airport Expansion / New runway construction at Midway Airport reroutes the tracks of the Chicago and Western Indiana Railroad marking the evolution of Chicago as a national transportation hub. 1955 / Grace Abbott Homes / Largest high rise project: 1200 apartments in 40 buildings covering 10 city blocks.t 1955 / Eisenhower Expressway Construction of the expressway system. 1955 / American Society of Civil Engineers selects the Metropolitan Sanitary District of Greater Chicago as one of the seven engineering wonders of the United States.
1941-1945 / WWII
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50
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1930 / Chicago River straightening project completed, which was part of Burnham’s Chicago Plan.
$1,198,500 Downtown
to in sted
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1952 / Modernism / Lake Shore Apartments - Ludwig Mies Van Der Rohe, 1952 Sears Tower - SOM, 1974
1920 / Garfield Park / A major addition was incorporated to Garfield Park.
1912 / North American Building
Land
1930 / Little change occurs until after 1940 due to the economic effects of the depression.
1920 / Modern Cottage / Cottages modernized to include plumbing and electricity. Bungaloes were the more stylish type in the newer sections of the city (i.e. Villa District).
1910 / Grant Park / Land in fill within the park provided sites for the Field Museum of Natural History in Shedd Aquarium, which were eventually linked together at the museums campus.
nal Natio
1951 / The Chicago Regional Port District created. Construction of port facilities at Lake Calumet started.
751,189 / 1-9
697,980 / 20-29
727,798 / 20-29
695,508 / 1-9 514,268 / 1-9 $830,000 Downtown $17,786 City
1900
1910
1903-1918 / Barge Canal / The Erie Canal was enlarged to include three other canals systems: the Champlain, the Oswego, and the Cayuga and Seneca Canals. With its completion in 1918 the canal was now 200 feet wide and 14 feet deep allowing
1920
November 7-10, 1913/ Great Lakes Strom of 1913 / The 4 day strom was the deadliest and most destructive natural disater to affect the Great Lakes killing over 250 people and destroying 19 ships.
1930
1925 / Tribune Tower, Office Use 463 ft. tall 1922 / The Metropolitan Sanitary District succeeds in reversing the flow of the Calumet River with the
1940
1933 / May 27th the Opening of Progress Exposition in Burnham Park. 1933 / Illinois and Michigan’s function
1950
1942 / Zoning Ordinance Revised/ The 1923 ordinance proved insufficient to handle the growing complexity of the city, so the ordinance revised, but didn’t help with the drastic changes made by
19
1956 / Traffic begins at the International Port at Lake Calumet. 1956 / O’Hare airport area annexed. 1957 / Public Housing / Public
$6,817 City
$14,000 average Downtown $153 average entire city
1830
1840
1836 / Construction on the Illinois and Michigan canal began , although it was stopped for several years due to an Illinois state fiscal crisis related to the Panic of 1837. 1836 / Construction begun on the Illinois and Michigan Canal.
1836-1862 / Erie Canal / The The expanded canal was now 70 feet wide and 7 feet deep allowing boats to carry 240 tons. 1837 / March 4th Illinois legislature approved Chicago’s city charter. The city boundaries were fixed over what today is mostly a business district. 1839 / The emergence of fast running steam boats provides quicker trade routes between port cities. 1839 / Lake ports at this time included Erie, Cleveland, Sandusky, Perrysburg, Maumee, Toledo, Detroit City, Monroe, Chicago, Milwaukee, Michigan City, Huron, Dunkirk, and Buffalo, being the largest with 20,000 people.
298,977
1850
1848 / The first westbound train out of Chicago departed on the G&CU Railroad. 1849 / The Aurora Branch Railroad was chartered to construct a branch from the G&CU to Aurora. 1848 / The Illinois and Michigan Canal was finished, ran 96 miles (155 km) from the Bridgeport neighborhood inChicago on the Chicago River to LaSalle-Peru, Illinois.
1848 / Chicago’s first locomotive arrives from Buffalo on October 10, 1848. 1848 / The Illinois and Michigan Canal is completed and finally opens to traffic. This makes Chicago an alternative market with access to St. Louis. Traffic can now go east-west instead of just north-south along the Mississippi.
1860
1852 / Chicago became a major hub because companies wanted to establish themselves to facilitate cattle eastward. The development of the refrigerated boxcar caused a boon to centralization in Chicago. 1853 / The extension of the Chicago and Aurora Railroad is completed. 1853 / North Town is annexed into Chicago
1853-1855 / Sault Ship Canal / The first passage on the Sault Ship Canal was on June 18, 1855 by the steamer Illinois. The construction of the canal significantly increased traffic on the Great Lakes.
112,172
1865 / The C&NW Railroad officially merged with the Galena and Chicago Union Railroad. 1867-1868 / Increased Ship Production, and the conversion of the steamer Illinois into a barge for the first time in history.
1880
1890
1871 / The Illinois and Michigan Canal was deepened to speed up the current and to improve sewage disposal. 1871 / Brick Cottages, old frame cottages raised on new brick foundations, creating multi-family apartments. 1871 / Debris from the Chicago Fire extends the shoreline of Lake Michigan. Much of the eastern sidewalk sits on top of debris including the Art Institute.
1881 / Washington Park / Name changed from South Park to its current Washington Park in memory of the countries first president.
1854 / Rock Island was reached in the C&RI Railroad.
1885 / Cholera + Typhoid Epidemic / A stom washes city sewage into Lake Michagan, the city’s sorce of drinking water creating an outbreak of Cholera and Typhoid killing 90,000.
1855 / The Chicago and Aurora Railroad changed its name to Chicago, Burlington and Quincy Railroad (CB&Q).
1888 / The first Whaleback vessel was built for $40,000 signaling the prosperous years in business and the decrease in accidents.
1855 / Chicago decided to raise the level of the city district seven feet. 1855 / Street Raising / Streets on the majority of the South Side and certain parts of the North and West Sides were raised as high as eight feet to allow for drainage and sewers. Land owners were responsible for raising exhisting buildings.
1868 / Village of Riverside, Olmstead 1869 / Washington Park, Olmstead 1869 / Jackson Park, Olmstead 1869 / West Town is added to the city by the Legislature
1871 / Locks on the Saint Lawrence allowed transit of vessels 186 ft (57 m) long, 44 ft 6 in (13.56 m) wide, and 9 ft (2.7 m) deep. 1871 / Fire spurred reconstruction began almost immediately and spurred economic developement in chicago. Chicago began to transition to construction of steel skyscrapers. 1871 / South Park / The South Park Commision hired Olmsted and Vaux to convert 1,055 acres in southern Chicago to parkland.
1856 / Completion of the IC Railroad, the longest line in the World by then. 1849 / Cholera Outbreak / In 1849 a cholera outbreak resulted in killing 3% of the Chicago population.
1870
1865 / Hammond (suburb), Industries built on the periphery of the city allow for home-ownership for the working class. Began a business slaughtering cows and shipping them east in refrigerated train cars.
1889 / In response to the epidemics, the Metropolitan Sanitary District of Greater Chicago is created to protect the city’s drinking water and to find a suitable way to dispose of wastes. June 29, 1889 / Annexation / The largest annexation expanded Chicago boundaries to include 125 additional square miles and 225,000 people. Larger jurisdiction created increased public demand for urban services.
May Colum transf Jacks and w by La Island to vis serve for the
1893 ordina doctri of res provid uses applic of the use.
1893 city a heigh buildi
1871 / The first successful telegraphic communication was received in June.
1857-1859 / Financial Panic / The commercial interests suffer causing a two year decline in profits. 1858 / All-rail link between New York City and Chicago opened.
1871 / Washington Park / Olmsted and Vaux designed 372 acres between 51st and 60th Streets as a picturesque park.
June 1859 / The Chicago and North Western Railway (C&NW) was chartered.
1869 / Chicago Water Tower
Figure 1b
503,185
$66,666 Downtown $1,314 City
Population
1874 / Garfield Park / The 40 acre segment of Garfield Park was formally opened to the public. It was originally known as Central Park.
1889 / the largest annexation made of four of the five townships were annexed to the city, The townships included Jefferson, Lake View, Lake, and Hyde Park
1895 by th Wrigh archi stron the l discip
1896 exten mate in th Lake
0
$17,786 City
1900
1 - October 30, 1893 / World’s mbian Exposition / Olmsted formed the marshy conditions of son Park into a system of lagoons waterways for transportation fed ake Michigan. A shaded “Woody d” was designed to give respite sitors. The Midway Plaisance ed as the center of amusement e fair.
/ The Frontage consent ances were based on nuisance ines, required that the majority sidential owners on a block de consent before certain land would be permitted. Only cable along blocks where 2/3rds e property was in residential
/ Building Height Limit / The adopted an ordinance placing a ht limit of 130 feet on downtown ings
5 / Prairie School / Anchored he architecture of Frank Lloyd ht, the work of the Pairie School itects was characterized by ng horizontals, integration with landscape, craftsmanship, and plined use of ornament.
6 / Grant Park / The park was nded after the excavated erials from constructing buildings he parkland was dumped into e Michigan.
1910
1903-1918 / Barge Canal / The Erie Canal was enlarged to include three other canals systems: the Champlain, the Oswego, and the Cayuga and Seneca Canals. With its completion in 1918 the canal was now 200 feet wide and 14 feet deep allowing barges to carry 3,000 tons.
1920
November 7-10, 1913/ Great Lakes Strom of 1913 / The 4 day strom was the deadliest and most destructive natural disater to affect the Great Lakes killing over 250 people and destroying 19 ships. 1914 / Morgan Park annexed. 1915 / Clearing annexed.
1905 / Sherman Park / At 60 acres, Sherman Park was one of the largest of the parks. The Olmsted Brothers transformed its low and wet site into a beautiful landscape with a meandering waterway surrounding an island of ballfields.
1906 / Charter funeral trains to western suburbs; Last horse cars and cable cars run.
1930
1925 / Tribune Tower, Office Use 463 ft. tall 1922 / The Metropolitan Sanitary District succeeds in reversing the flow of the Calumet River with the completion of the Cal-Sag Channel. 1922 / One of the first State Highways, U.S. Hwy 20, a main thoroughfare was paved.
1940
1933 / May 27th the Opening of Progress Exposition in Burnham Park. 1933 / Illinois and Michigan’s function was largely replaced by the wider and shorter Chicago Sanitary and Ship Canal in 1900 and it ceased transportation operations. 1933 / Cal-Sag Channel is dredged nine feet lower to allow for cargo ship traffic. It also connected to the Sanitary and Ship Canal. 1934 / US Highway 45 opens.
1916 / Navy Pier is created extending into Lake Michigan and because a historical landmark. 1918 / the first highway bond.
1922 / Tribune Tower Competition / Though Hood and Howells is an oft admired gothic addition to the Chicago skyline, the other entries to the competition were likely just as important. 1926 / US Highway 14 opens (originally called the “Black and Yellow Trail” because it connected the Black Hills and Yellowstone Park).
1907 / Ravenswood Branch opens on Northwest Side. 1908 / the street grid for Chicago was laid out. 1909 / Both Grant and Burnham Parks are expanded.
1934 / Park Consolidation Act / Parks started to fall victim to the Great Depression and the need for better efficiency of services became apparent.
1936 / C&NW, UP and SP jointly inaugurate the City of San Francisco streamliner running between Chicago and Oakland.
1950
1942 / Zoning Ordinance Revised/ The 1923 ordinance proved insufficient to handle the growing complexity of the city, so the ordinance revised, but didn’t help with the drastic changes made by the automobile.
1943 / State subway opens, despite WWII; Number of stations peak at 227 1945 / Residential Finance / Housing legislation under the New Deal replaced the five-year balloon loan with the long-term mortgage loan. 1945 / Chicago Transit Authority created. 1948 / CTA starts streamlining, closes branches; CTA runs A/B skip-stop service. 1947 / CLCC created / Plans to rejuvenate the downtown and innercity neighborhoods were afoot to dramatically the scale of the city’s redevelopment activity.
1909 / The City Club of Chicago publishes Daniel Burnham and Edward Bennett’s Plan of Chicago.
1909 / Grant Park / Daniel Burnham’s Plan of Chicago considered the railroad property to be so untouchable that he developed the Grant Park portion of the plan around it. 1909 / Chicago Plan / A collaborative publication proposed the “Burnham Plan” consisting of a system of parks and broad avenues that transcended the street grid.
1919 / Glackin Law gave municipalities the authority to regulate land use if they had the approval of neighborhood property owners.
1956 / Traffic begins at the International Port at Lake Calumet. 1956 / O’Hare airport area annexed. 1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments. 1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments. 1957 / Zoning ordinance was a critical moment in city planning history. It used scientific measures such as floor-area ratios to assess the desirability of developments. 1957 / Wounded by the increased use of automobiles after World War II, the CA&E quite abruptly ended passenger service. 1957 / Last wooden “L” cars retired. 1958 / Last streetcars retired; “L” opens in Congress Expressway median.
1937 / CHA / Chicago Housing Authority is established. The CHA is responsible for all public housing in the city of Chicago.
1918 / Completed the Erie Canal- 12 to 14 feet deep, 120 to 200 feet wide, and 363 miles long, from Albany to Buffalo. 57locks were built to handle barges carrying up to 3,000 tons of cargo, with lifts of 6 to 40 feet. 1918 / Worldwide flu epedimic prompts smoking ban; After 26 years, original five-cent fare increases.
196
1958 / The Chicago Skyway (a $101 million project) opens on April 16.
1927 / Burnham Park / This park consist of 598 acres of land connecting Grant Park to Jackson Park. It was an outgrowth from the 1909 Plan of Chicago. It is home to Soldier Field and McCormick Place. 1929 / River Straightening / The east ward bend in the Chicago River south of the Loop is straightened. This was deemed necessary, as the existing bend in the river caused multiple north-south streets to be cut off, as well as irregularly-shaped plots of land not desirable for Chicago’s rigid grid pattern.
1937 / Public Housing Projects / First public housing projects (Public Works Administration and Federal Housing Act of 1937).
1949 / Chicago Railroad Fair: 100 years of Train.
1937 What would be renamed Lakeshore Drive opens.
1949 / Interstate 290 opens on December 7.
1938 / Construction begins on two subways.
Late 1940’s / Chicago Park District / The Ten Year Plan led to the addition of dozens of new parks throughout the city.
1958 / State Street Corridor / State Street Corridor is a narrow zone of public housing, 4 miles long (stateway gardens). 1959 / Wagner Park / This park and 250 other properties were transferred into the Chicago Park District. To this day it one of the only remaining parks in Chicago that is noncontinuous.
940
1950
1942 / Zoning Ordinance Revised/ The 1923 ordinance proved insufficient to handle the growing complexity of the city, so the ordinance revised, but didn’t help with the drastic changes made by the automobile.
1943 / State subway opens, despite WWII; Number of stations peak at 227 1945 / Residential Finance / Housing legislation under the New Deal replaced the five-year balloon loan with the long-term mortgage loan. 1945 / Chicago Transit Authority created. 1948 / CTA starts streamlining, closes branches; CTA runs A/B skip-stop service. 1947 / CLCC created / Plans to rejuvenate the downtown and innercity neighborhoods were afoot to dramatically the scale of the city’s redevelopment activity.
1960
1970
1980
1990
1974 / CTA hires first women conductors
1956 / Traffic begins at the International Port at Lake Calumet.
1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments.
1957 / Zoning ordinance was a critical moment in city planning history. It used scientific measures such as floor-area ratios to assess the desirability of developments. 1957 / Wounded by the increased use of automobiles after World War II, the CA&E quite abruptly ended passenger service. 1957 / Last wooden “L” cars retired. 1958 / Last streetcars retired; “L” opens in Congress Expressway median.
2004 / Millennium Park / The construction of Cloud Gate began by Indian born architect Anish Kapoor. 1962 / Beginning of local tradition of dyeing the Chicago River green on Saint Patrick’s Day. 1964 / The Stevenson Expressway (named for former governor of Illionois after his death) was opened on October 24. 1964 / The Rock Island selected Union Pacific to pursue a merger plan to form one large ‘super’ railroad stretching from Chicago to the West Coast.
1974 / Willis Tower, Office Use 1730 ft. w/ antenna, 1451 ft. w/o
1984 / Snurfit Sloan Building, Office Use, 582 ft. tall
1993 / McCormich Tribune Campus Center at IIT - Rem Koolhaas
1986 / Highway Reconstruction
1996 / Huge fire destroys Wilson
1975 / Tunnel and Reservoir Plan begins. It is a massive project to control storm water and prevent sewage backup. 1988 / Quincy station renovated to 1897 appearance
1977 / Loop “L” experiences most notorious accident; Clarke House moved over tracks and gets stuck.
1997 / Millennium Park / This park is a recent addition to Grant Park’s northern edge. The park is a total of 24.5 acres. It was previously a rail yard for the Illinois Central Railroad until 1997. 1998 / April 18th Illinois governor Jim Edgar and Chicago mayor Richard M. Daley proclaimed “Bob Bell Day” naming Addison street, between Western Avenue and the Chicago River “Bob Bell Way”
1967 / Interstate 57 is completed January 26-27, 1967 / The Chicago Blizzard / From 5:02 am Thursday morning to 10:10 am Friday it snowed a total of 23 inches.
1949 / Chicago Railroad Fair: 100 years of Train.
2004 / New Urbanism incorporates the principles of walkability, mixed use development, sustainability and increased density.
1975 / Harbor Point, Residential, 551 ft. tall
1977 / Four Chicago civil groups proposed the ‘Lakefront Gardens for Performing Arts’. The proposed park included a performing arts pavilion.
1958 / The Chicago Skyway (a $101 million project) opens on April 16.
2010
1992 / The Great Chicago Underground Flood creates havoc in downtown Chicago, flooding the old freight tunnels and the basements of many Loop buildings, and producing a transportation nightmare.
1956 / O’Hare airport area annexed.
1957 / Public Housing / Public housing in chicago faces failures due to the size and density of the high rise apartments.
2000
2006 / Washington Park / Mayor Richard Dayley announced that the Olympic Stadium was proposed for Washington Park. In which Chicago bid for the 2016 summer Olympics. 2007 / The Chicago Terminal Railroad (CTM), a switching and terminal railroad operating over former Milwaukee Road and Chicago and North Western trackage, started operating. 2010 / Remodeling of bungaloe houses in less affluent sections of the city.
1949 / Interstate 290 opens on December 7. Late 1940’s / Chicago Park District / The Ten Year Plan led to the addition of dozens of new parks throughout the city.
1989 / AT & T Corporate Center, Office Use, 1007 ft. w/ antenna, 886 ft. w/o April, 1999 / Millennium Park / Frank Gehry accepted the design commission for the J. Fitzger Pritzker Pavilion.
1958 / State Street Corridor / State Street Corridor is a narrow zone of public housing, 4 miles long (stateway gardens). 1959 / Wagner Park / This park and 250 other properties were transferred into the Chicago Park District. To this day it one of the only remaining parks in Chicago that is noncontinuous.
Figure 1c
2009 / Aqua Tower
1969 / John Hancock Tower built
Chicago becomes a crucial element to the concept of megaregions as views shift from city scales to regional scales.
1970s / The closing of the stockyards in Chicago were an eventual result of the refrigerated boxcar and increased the efficiency of slaughtering.
Mid 1950s / The Baby Boom / Seventy-six million American children were born between 1945 and 1964.
1962 / Marina City 1 and 2, 1962 Residential, 588 ft. tall, Bertrand Golberg
1973 / Regional Transit Authority created as overseer of “L”
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Figure 1d
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1962 / The Chicago O’Hare Chic international airport is deemed the “World’s Busiest” airport.
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1955 / American Society of Civil Engineers selects the Metropolitan Sanitary District of Greater Chicago as one of the seven engineering wonders of the United States.
2003 / Union Pacific opens a new $181 million Chicago region intermodal facility in Rochelle, Il.
Population
1955 / Grace Abbott Homes / Largest high rise project: 1200 apartments in 40 buildings covering 10 city blocks.t 1955 / Eisenhower Expressway Construction of the expressway system.
1984 / “L” extended to O’Hare International Airport.
2002 / Asian carp threat
n
1941 / Midway Airport Expansion / New runway construction at Midway Airport reroutes the tracks of the Chicago and Western Indiana Railroad marking the evolution of Chicago as a national transportation hub.
1961 / Post Modernism / Bringing the concept of complexity and contradiction to the city, Post Modernism broke away from the rigid, orthogonal grid and the norms set by Modern precedents.
April 13, 1992 / The Chicago Loop Flood / A whirlpool in the Chicago River around Kinzie St. appeared to be the source of the flood sometime around 7:00 am. It left 250 million gallons of water gushing into the freight tunnels running undernieth the loop. It took 3 days and an estimated $1.95 billion to clean up.
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1955 / One Prudential Building
1963 / Last interurban stops operating on “L”.
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1961 / CTA inaugurates one-person crews .
to in
1954 / The construction of St. Lawrence Seaway begun. System of locks, canals and channels that permits ocean-going vessels to travel from the Atlantic Ocean to the North American Great Lakes. Not a continuous canal.
1973 / The Lakefront Protection Ordinance was created to establish more control of the density of residential along the lakefront.
ted
1960 / Deindustrialization began to take a toll on the suburban communities around Chicago causing them to shrink.
2000 / Zoning Initiative / Chicago launched an initiative to overhaul its zoning ordinance on July 26, 2000 to deal with the boom of residential construction.
nad
1952 / Modernism / Lake Shore Apartments - Ludwig Mies Van Der Rohe, 1952 Sears Tower - SOM, 1974
1973 / Aon Center, Office Use, 1136 ft. tall
com e; U
1940s / In addition to Midway, Chicago also began construction on what would one day be the Chicago O’Hare Airport.
1960 / Projects / Modernist highrise projects are built in super blocks, 15-19 stories (no superflous decorations).
August 28, 1990 / Only F5 Tornado in Chicago Area / The tornado formed near Oswego and went on a 16 mile path through Plainfield and Joilet. The tornado killed, injured 350 and caued over $165 million in damages.
2000 / By the turn of the century Chicago residents inhabit what is labeled as a dual metropolis encompassing 293 municipalities over 4401 square miles.
t’l A vg In
1940 / the Comprehensive Superhighway System of Chicago was approved by Chicago City Council
1951 / The Chicago Regional Port District created. Construction of port facilities at Lake Calumet started.
1980 / 20-29 / 18.4% / 1,012,361 As the baby boom generation ages, so too does the population of Cook county as seen from the census of 1980 in which the age period of 2029 is seen to have the most residents within it (1,012,361- 18.4%).
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1951 / Partially complete Dearborn subway opens
1960 / The Kennedy Expressway (originally named Northwest Expressway for its general direction of travel) opens on November 5.
1990 / Larger Metro / Chicago’s Metropolitan area surrounds the center of the city where little or no farms are within 40 miles of Chicago’s downtown in all directions.
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1950: Suburbs began developing in response to the post war boom
1980 / The CRI&P Railroad ceased operations.
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1950 / Lincoln Park / Final landfill extension was added to Lincoln Park between Foster Avenue and Ardmore Avenue.
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1956 / Traffic begins at the International Port at Lake Calumet. 1956 / O’Hare airport area annexed.
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1974 / CTA hires first women conductors
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1992 / The Great Chicago Underground Flood creates havoc in downtown Chicago, flooding the old freight tunnels and the basements of
2010
CITY
Population Density Housing Urban Grain Building Heights Architectural History/Movements City Limits
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POPULATION DENSITY Dennis Krymuza and Tara Meador
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ABSTRACT: The success and tenacity of Chicago’s commerce, land development, and settlement patterns are attributed to the region’s location at the southern terminus of Lake Michigan. Strategically engineered canals and waterway infrastructure capitalized on the potential to create a route from the Atlantic Ocean to the Mississippi River and the Gulf of Mexico. Investments in public works infrastructure such as water, railroads and public transit, highways and streets, airports, and waste management have played a major role in the population growth and density of Chicago’s metropolitan area. These elements contributed to the access, development, and disbursement of the population into suburban areas. The most significant, railways, followed by highways and roads, have supplied impetus toward the attractiveness of Chicago thus effecting population and density. Population trends are acquiescent to these transportation modes categorizing its progression into four critical periods: 1830-1870, 1871-1945,1950-1970, and 1971-2010.
Chicago became a reward for people, products, and investment dollars to the American West. Patterns of land settlement and therefore population density before rail transport were influenced by the location of landscape features residing in the natural attractiveness of certain areas. Native American trails and trading routes were adapted to shipping, rail, and highway routes. Farmer’s also found significant value in the fertile ground surrounding the Great Lakes impelling a catalytic effect towards massive agricultural and urban development. 1830-1870 Chicago’s location has been exploited by land developers, builders, and entrepreneurs.
Between 1830 and 1850, Chicago relied on vital waterways which continue to serve the region’s economy well in terms of production and shipment of goods and offers merit for real-estate investment and speculation. In addition to funding allocated toward channel ways and harbors, the need for railroads and land transport increased. Chicago became the largest railroad center between 1850 and 1856 with ten different lines stretching across the continent. The decade of the 1850’s incurred the largest expansion of railroads and witnessed a six fold increase in population from 4,470 in 1840 to nearly 30,000 people a decade later. By the end of the century, Chicago was the center of a transcontinental network connecting the Atlantic and Pacific coasts. Population and the demand for land paralleled this trend. As a mid-continental commercial center, Chicago had become the nation’s primary corn, beef, and lumber market, as well as the meat packing center of the country and leader in the wholesale trade. Due to increased job opportunities and the advent of the refrigerated car, the 1870’s population was now ten times larger than 1850 with nearly 300,000 residents eager to be a part of the nation’s second largest city. To this point, the city had successfully expanded far past its original land area of .0417 square miles in 1833 to 35 square miles in 1970. This exponential growth resulted in a number of landmass and surrounding township annexations. Improvements in mass transit alleviated both the concentration of the nineteenth century core-oriented business district and allowed further expansion of the city outward. Freight as Right: Figure 1: Traffic Stop on East Washington. By D. Krymuza
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Above: Figure 2: Suburban Metra Depot. Des Plaines, IL. By T. Meador
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well as commuter rail lines contributed to Chicago’s success and core density. The rapid growth of the 1850’s, 60’s and 70’s created major infrastructure problems however, calling for reformations in air and water quality practices. The most drastic improvement occurred in between 1850 and 1860 providing a massive intervention to improve drainage. In the nineteenth century standing water festered and caused living conditions to be highly unfavorable. Epidemics including typhoid fever, dysentery, and cholera killed six percent of the population. The success of raising central Chicago either by building up streets, sidewalks, and buildings or by physically raising these up on jacks allowed for a city wide sewer system to be constructed six feet beneath the newly elevated city floor. Concluding the nineteenth-century, horse-drawn carriages had become obsolete, replaced by the speed and efficiency of cable cars, elevated railways, and electric surface lines. This augmentation permitted a decongestion of population density and allowed for the development of middle-class residential suburbs along rail lines. In 1874, according to Wiewel and Persky, all of Chicago’s sixty-four suburbs were located on rail lines. The second development period sought to greater define urban edges. The deconcentration of households in addition to the relocation of factory typologies created distinctly differentiated land use patterns and densities through Cook County. Tangent to business districts, population density increased due to the construction of apartment buildings while chords of concentric suburbs evolved along commuter rail and public transport lines. 1871-1945 In 1871, as fireproof construction became the poster child for post fire rebuilding in Chicago, population continued to rise and the demand for land equally correlated. Between 1880 and 1900 Chicago experienced its second largest population increase from 503,185 people to
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Figure 3: Dynamics of population density related to transportation
1,608,575 people. Annexations increased to accommodate rapid growth as a result of the Charter of 1875 which permitted the transfer of one corporate body to another by mutual consent through elections. In 1887, Chicago added 125 square miles to its standing 43 square miles. This conjoining collected 225,000 people who now benefited from services available to Chicagoans. The period of the largest population growth came at the advent of the twentieth-century elevating from 1.6 million people to an astounding 3,376,438 people. Minimal land annexations occurred in this period. Instead, development until WWII was directly sourced from Daniel
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Burnham’s 1909 Chicago Plan which proposed a civic center, continuous lake front, forest preserve, streets, and landscaped boulevards. As a result of this significant spike in population, density increased and the demand for accessible and diverse multi-modal opportunities proliferated street cars, elevated rail lines, and railroads which serviced only a portion of the new urgency concerning arterial movements. In 1927, The Chicago Planning Commission laid out a system of limitedaccess highways radiating from the downtown Loop to anticipate increased automobile in traffic. During the motor vehicle advance in Detroit, over 600 auto part
POPULATION DENSITY BY COMMUNITY 1980-2000
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Figure 4: Chicago population density growth and decline by community area. 1980-2000
companies established themselves in Chicago, increasing industry and job attractiveness. The formation of the Chicago Transit Authority and the movement toward a regional transportation system occurred following WWI. The popularity of the automobile increased in the 1940’s albeit the Great Depression. The approved system of superhighways, the formation of the city grid, and Midway Airport and O’Hare Airport were marginally unscathed by the economic depression.
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COMMUNITY AREA
POPULATION DENSITY
sorted alphabetically
people per square mile
Albany Park 14 Archer Heights 57 Armour Square 34 Ashburn 70 Auburn Gresham 71 Austin 25 Avalon Park 45 Avondale 21 Belmont Cragin 19 Beverly 72 Bridgeport 60 Brighton Park 58 Burnside 47 Calumet Heights 48 Chatham 44 Chicago Lawn 66 Clearing 64 Douglas 35 Dunning 17 East Garfield Park 27 East Side 52 Edgewater 77 Edison Park 09 Englewood 68 Forest Glen 12 Fuller Park 37 Gage Park 63 Garflied Ridge 56 Grand Boulevard 38 Greater Grand Crossing 69 Hedewisch 55 Hermosa 20 Humboldt Park 23 Hyde Park 41 Irving Park 16 Jefferson Park 11 Kenwood 39 Lake View 06 Lincoln Park 07 Lincoln Square 04 Logan Square 22 Loop 32 Lower West Side 31 McKinley Park 59 Montclare 18 Morgan Park 75 Mount Greenwood 74 Near North Side 08 Near South Side 33 Near West Side 28 New City 61 North Center 05 North Lawndale 29 North Park 13 Norwood Park 10 Oakland 36 O'Hare 76 Portage Park 15 Pullman 50 Riverdale 54 Rogers Park 01 Roseland 49 South Chicago 46 South Deering 51 South Lawndale 30 South Shore 43 Uptown 03 Washington Heights 73 Washington Park 40 West Elsdon 62 West Englewood 67 West Garfield Park 26 West Lawn 65 West Pullman 53 West Ridge 02 West Town 24 Woodlawn 42
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 9000 9500 10000 10500 11000 11500 12000 12500 13000 13500 14000 14500 15000 15500 16000 16500 17000 17500 18000 18500 19000 19500 20000 20500 21000 21500 22000 22500 23000 23500 24000 24500 25000 25500 26000 26500 27000 27500 28000 28500 29000 29500 30000 30500 31000 31500 32000 32500 33000 33500 34000 34500 35000 35500 36000 36500 37000 37500 38000
1950-1970 Expressways have influenced the region of Chicago perhaps more than any other twentieth century phenomenon, sparking new business nodes as well as expanding residential settlement. Suburban population deconcentration dramatically increased following WWI as the inner ring of Cook County suburbs became landlocked. The last significant period of development preceding a modern time frame, i.e. 1971-2010, begins in the 1950’s, the peak of Chicago’s population to date at 3,620,962 people. This development period directly relates suburban growth and settlement patterns to interstate and highway construction and automobile popularity. Two types of suburban development are characteristic of postwar Chicago. The first is a continuation of nineteenth-century patterns typified as inner-ring suburbs built out from a central business district complete with new houses, retail stores, and light industry. The second type was the new form of suburban development according to Wiewel and Persky, based on the automobile and access to expressways. Built for low density and servicing a cul-de-sac typology, these were without business cores and lacked connection to commuter rails. By the Figure 5: Chicago population density by community. 2000 1960’s, as population slowly began to decline, suburban developments were planned to take advantage of access to POPULATION DENSITY MATRIX the airport and automobile expressways such as the Bishop Edgewater. 36,363 people/sq mi Ford Freeway, The Kingery Highway, Edens Expressway, * now I-94, and the Eisenhower Interstate Expressway to name a few. Downtown Chicago Loop. 10,377 people/sq mi 1971-2010 The majority of urban routes were located adjacent to railroad embankments. Criticism of these expressways, and a possible reason for the steady decline in population, emanates from arterials dividing and blighting neighborhoods. The design of Chicago expressways are straightforward characterized by minimal landscaping and multiple lanes. As additional automobile expressways have been added to the urban fabric of Chicago, a sort of severing and disjunction has occurred. Community protests over the loss of housing and businesses now coincide with growing environmental concerns, national doubts concerning urban
*
Figure 6: Chicago population density. 2000
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Left: Figure 7: Activated Footpaths By T. Meador, Center: Figure 8: Metra Hub By D. Krymuza, Right: Figure 9: Event Density By D. Krymuza
expressways, and changing political landscapes in Illinois. Nonetheless, these high speed links have dramatically reshaped the region just as dramatically as railroads had a century earlier. Chicago has achieved prominence as a multi-modal, transcontinental hub of commerce and opportunity. A lack in substantial investment in public works and infrastructure would have severely handicapped the population growth and land settlement patterns of Chicago. Public works necessary to support rapid growth and suburbanization over the developmental periods of 1830-1870, 1871-1945,19501970, and 1971-2010 are significantly water, railroads, and highways and roads. The basic infrastructure for the development of Chicago was well in place by the 1970s supporting a population of over 3.3 million citizens. To date, the population has fallen to 2.7 million residents in part due to increased suburbanization and severed urban fabrics. Population trends are thereby acquiescent to the access and availability of multi-modal systems and will continue to significantly affect population and population density concerning the urban condition of Chicago. References:
Above: Figure 10: Egress. West side of South Wabash Ave. By T. Meador
1) Hudson, John C. Chicago: A Geography of the City and its Region. Chicago: University of Chicago Press, 2006. 2) Pacyga, Dominic A. Chicago: A Biography. Chicago: University Of Chicago Press, 2009. 3) Smith, Carl S. The Plan of Chicago: Daniel Burnham and the remaking of the American city. Chicago: University Of Chicago Press, 2006. 4) United States Census 2010. http://2010censusgov/2010census/ 5) Wiewel, Wim and Persky, Joseph, eds. Suburban Sprawl : Private Decisions and Public Policy. New York: M.E. Sharpe, 2002. 6) Young, David M. Chicago Transit: An Illustrated History. NIU Press, 1998.
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HOUSING TYPOLOGIES Matthew Conway, Elizabeth Hawks
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ABSTRACT: Chicago’s housing began as it’s lumber industry and central port brought in it’s population with vigor and the urban core became dense with various housing sizes and values. Public housing was created to accommodate the working class as well as to try and bring together the multiple classes of people living in Chicago. As the Midwest expanded, housing typologies adapted to accommodate the expansion of population outwards and now, as the trend is moving back towards the city center, housing will need to continue to shift to accommodate new trends. Housing projects in Chicago, such as Hull House or the Garden Apartments, were Chicago’s revolutionary housing experiment with unexpected consequences. The projects offered a value engineered modernist approach to low-income housing. However, the density of residents, lack of community amenities, and fluctuation of economic opportunities led to unforeseen instability within the projects. Future public housing typology will have to continue being affordable, while adding community integration within the structures. Creating mixed use structures and heterogeneous zoning for public housing will alleviate social and economic pressures faced by past public housing residents. As biodiversity within nature is ideal for sustainability and adaptability, the same law holds true for typology within urban areas; typological diversification acts as a defense against fluctuations
in economic, social, and political circumstances. The advent of the assembly-line automobile in the early 1900’s allowed for the spread of singlefamily residential housing surrounding the dense Chicago core. Workers were able to commute to the city from the outskirts with more convenience. These suburban communities alleviated congestion and over densification of Chicago’s central downtown. Families moved outward and were able to get out of the settlement housing and dense urban housing and into single family homes. The price of the balloon frame housing became less expensive with Chicago being the center for lumber distribution in America. With standardized lumber sizes, materials could be produced and houses could be constructed much quicker. Lumber companies, such as the Lyman Bridges company would sell entire home packages that could be easily assembled on site. The oil crisis of the 1970s was a catalyst for ecological concern within the United States. Further fluctuations in oil prices have caused continued ecological concern; initiating criticism for the automobile depended suburban life, such as the housing typology surround central Chicago. To alleviate automobile dependence the Chicago Transit Authority created the “L” and Metro train lines. These lines formed a parameter around Right: Cabrini-Green Project Demolition Photo courtesy of Joe Marinaro
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Frank Lloyd Wright Robie House and contemporary surroundings
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downtown with lines spider webbing to the suburbs, respectively. This train transit network is coupled with a bus system creating a public transit network. As American society continues to seek ecological lifestyles, Chicago’s transit system will become the focal point of housing locations. Housing will continue to proliferate around the transit lines. As the land value continues to increase around the transit lines, housing typology will adapt to accommodate changing conditions. Housing typologies will allow for denser populations to exist. Many contemporary Americans have spent much of their lives living in the suburbs and have consequently become accustomed to the suburban lifestyle. The new housing typologies will have to accommodate the increase in density along with a continuing standard of lifestyle suburban Americans have come to expect. Ecological urbanism and hedonistic sustainability theories are key to creating appropriate housing typologies in humanities attempt to come closer to the asymptote that is utopia. There is a demand for new housing typologies for the middle class and lower class. Pertaining to ecological urbanism and adaptability, it would be benefit the viability of these housing typologies if they were in reality a complex of cyclical systems with the end goal of providing health and safety for the desired density of human population. Given the recent economic recession occurring in the United States, the Chicago housing has little positive speculation regarding new housing construction or development of these needed typological change. Before the recession new housing construction focused on increasing The Aqua Tower, luxury residential highrise
the density in downtown urban housing. Typology inherent within this contemporary housing type consisted of highrise apartments and condominiums. These apartments and condominiums were luxury-housing options, bringing an inflation of prices in the Chicago’s downtown housing market. This inflated speculation caused an over abundance of high-rise luxury apartments in the downtown Chicago area. The high-rise condominiums currently face a vacancy crisis created by lack of affluent renters and developers unwilling to negotiate prices due to mortgage and loan Red Flag Property Vacant Building Index
Built Before 1940 1940-1959 1960-1979 1980-1997
necessities. This speculation crisis has left a housing infrastructure for the non-existent bourgeoisie class of Chicago. A plan should be enacted to allow for middle and low-income residents to occupy these deserted housing complexes. This influx of people into the already existing
High-Rise Residential Government Projects Suburban Residences
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Housing Type Locations Graphic
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infrastructure of downtown Chicago will increase densities and provide political, social, and economic means for further densification of downtown Chicago, and inherently further investment in centered infrastructure. However, quit the opposite change is taking place. Remodeling and programmatic adjustment are the current future for Chicago housing. The mélange of remodeling within the metropolitan area has created a patching mechanism for the existing urban fabric. This allows developers to speculate on a micro scale within neighborhoods. This is ideal for shirt term sustainability and initial investment and occupancy, however this hodgepodge of non-planning is not taken into account concerning the cities investment in infrastructure and ultimately an increase in the cities overall quality as a machine for living. Remodeling and refurbishing offer unpredictability, which urban designers and planners cannot speculate. Parametric urbanism has the ability to handle the uncertainty present in speculating Chicago’s housing circumstance. Parametric urbanism has the ability to continually adapt and change based on demographics alterations and remodeling efforts. Typologies can be given set priorities, which are determined by these remodeling efforts and demographics. However, in order to set up an appropriate parametric system, rules have to be made. Although there is no end-goal or utopia, which can be reached, Chicago’s population’s ideal living situation must be considered as a speculative end-goal for this parametric system. After the ideal living situation has been speculated, the system may then be applied to Chicago’s current condition. As time flows the system itself can be altered providing not only a system who adapts and responds with changes and time, but the system’s rules also adapt and change with time. This system will continually improve on itself and provide Chicagoans with an increasing quality of living due to changes and shifts in housing typologies.
Lincoln Park neighborhood housing Photo by Susanne Falenczykowski
Chicago Housing Authority Project Housing
Hammond Industries. Photos courtesy of the Encyclopedia of Chicago
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Marina Residential Towers
References 1. Bigott, Joseph C., From Cottage to Bungalow: Houses and the working class in Metropolitan Chicago, 1869-1929. Chicago: University of Chicago Press, 2001. 2. Duncan, Beverly and Hauser, Philip M. Housing a Metropolis- Chicago. Glencoe: The Free Press of Glencoe, Illinois. 1960. 3. Bowly, Jr., Devereux. The Poorhouse: Subsidized Housing In Chicago 1895- 1976. Illinois: Southern Illinois University Press. 1978. 4. Sharp, Ed. The Old House Handbook for Chicago and Suburbs. Chicago: Chicago review press. 1979.
URBAN GRAIN
Evan Bliss, Daniel Magharious, Justin Schuerman
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ABSTRACT: City grain in Chicago cannot be simply understood by a figure-ground map. Other meaningful factors, such as social conditions, must be mapped to gain a full understanding of grain. As well, it is notable that Chicago’s position as a transportation hub has transformed its grain in significant ways, such as the straightening of the Chicago River. Chicago has influence on the urban condition outside its city limits; as the center of an urbanized mega region, the effect of its grain radiates out via its transportation infrastructure and so forth. The city of Chicago itself has an inordinately large amount of alleyways, which further subdivide its figure and provide additional functionality. As mentioned, Chicago cannot be understood simply by figure-ground - as a city of tall buildings, vertical density must be understood beyond the one-dimensionality of a planometric view. We must be careful interpreting urbanism from the scope of any one condition. For the urban grain of Chicago, there is no exception. Identifying the city as a dynamic and fluid entity, continually regenerating and adapting through history, it is certainly not constrained by the agency of a single force. First, an inventory of influences on urban grain can be organized into five sets: city annexation, transit, land use, building type, and setbacks. (Event Inventory) By gauging a set of relationships as additives to a formula, a study of urban grain becomes a method for projecting future urbanisms.
More realistic of Chicago’s diverse history, the city must be placed within multiple frameworks of varying scales in order to realize the full scope of Chicago’s urban grain. Consequently, a study of urban grain cannot be summarized by a one-dimensional analysis of figure and ground. Although the pattern of a city can typically be registered from a figure-ground diagram, these maps do not show enough to represent the full influences of the many forces effecting city grain. Take for instance the position of city grain as a social consequence. By observing crime patterns, a new dimension of Chicago is revealed through its plan as the city can be represented with implied safe routes. For this new mapping (Crime Mapping), the “social grain” of the city ascends the more rigid street pattern and provides a projection of where Chicago can begin to make improvements or accommodations for increasing the safety of its pedestrians. Since the founding of Chicago in 1833, the city has continually followed a phasing process of development. In succession, Chicago, took advantage of its strategic location between Lake Michigan and the Mississippi river, and capitalized on the infrastructure of the river as transport. Then soon following in 1848, railway systems created the larger network of transport, and finally the Right: Crime Mapping: Social Grain (right)1 1:5000
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city expanded with the development of highways and road systems. The different transportation systems have had big impacts on the grain of the city, such as the transformation of the river. For the provision of railways, the river was filled in places in the near south side. Also, the road straightening of Lake Shore drive in 1886 marked another milestone as Chicago adapted to a more efficient industrial city. Today, Chicago is considered as a major transportation hub in the United States. It is an important component in global distribution, as it is the third largest inter-modal port in the world after Hong Kong and Singapore which puts the city in the position of high responsibility to develop new transportation strategies directing the next frontiers.2 In forecasting other influences that may influence the urban form of Chicago, the challenge remains an issue of scale. Urban grain can be registered more locally on a block scale, but a city the size of Chicago is influential outside of itself on a regional level. The question results: what is the boundary to which urban grain must be considered? Drawing from historical data, the rapid growth of Chicago’s metropolitan area commands an urban scale, at the least, inclusive of counties and surrounding towns.(Metropolitan Growth) Chicago’s history of annexations are indicative of the city’s long-term prospects for becoming an even larger metropolis. For the past century, diagrams of this growth expose railway lines and highways as the vehicle that determined urban grain on an intercity level. Event Inventory
Metropolitan Growth (1900, 1955, 1990)3
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With the construction of the O’Hare airport in 1940, Chicago became a transit hub during World War II. Now a similar but opposite affect is happening since 9/11 with new ground based provisions and economic and ecological transport systems. Given rising costs of airline fuel and deeper sensibilities for air pollution, the government has proposed a high speed rail system to connect cities in the Great Lakes Megaregion.4 As the rails will carry pedestrians, Chicago’s grain will have to adapt to the possible increase of pedestrian movement. A major change which already occurred within the city grain was caused by the popularization of the steelframed skyscraper. This facilitated buildings climbing
higher into the sky, creating the condition of more persons occupying a plot of land within the city as it extended vertically. As mentioned, this vertical density is not a characteristic that can be registered by a one-dimensional figure ground diagram; it is done by not only understanding the volume and capacity of a building in plan view, but by starting to analyze the building as an entity that has a strong vertical element beyond the low-to-mid-rise buildings that existed prior. (Building Height) Steel made sense in the context of Chicago not only because of its ability to push architecture higher into to the sky, but because of past events that brought the need for greater rigor in the choosing of building materials –
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Vertical Grain
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this event being the Great Chicago Fire. All of the city’s buildings constructed of wood burned to the ground. Steel construction can be seen as a great turning point in the history of Chicago – it can be seen as the beginning of Chicago’s existence as a vertical city, as opposed to its more European contemporaries. Chicago’s history of innovation in building technologies, such as steel construction, leads one to speculate as to what future building or material innovations will affect the city grain. Will the trend of building higher and higher (a notion that seems to be more popular in countries outside the United States, as the U.S. has not held the distinction of world’s tallest for decades) be continued and furthered by stronger materials or new ideas or understandings of structure? Alternatively, will new technologies instead foster horizontal growth, as innovations occur within our ability to optimize and exploit natural processes, making the spread and decrease of density more feasible from an ecological standpoint (such as theories suggestive of landscape urbanism)? Either of these two likely occurrences would have great impact on the city grain and figure-ground – one continuing to densify and increase the clustering and intensity of figure, the other increasing the ratio of ground to figure. Chicago is unique in the vast extent of its alleyways. Just less than 2000 miles of alleyways exist within the city.5 Alleyways serve a number of unique yet interrelated purposes – as a means for garbage removal, goods delivery and location of loading docks, fire egress, and transit shortcuts. Alleys further subdivide the plots and parcels of land within the grid imposed upon Chicago, thereby having a great effect on the grain and figure-ground. With the massive number of alleys, one begins to understand the additional hardscape surface area beyond roads, sidewalks, etc. that this creates. A plan being proposed in the city is to resurface and reimagine the alley. Redoing alleyways using pervious concrete would make the city more ecological and add additional function and purpose to the alleyway. Water that soaks through the concrete of these eco-alleys is filtered through the soil, enters the groundwater, and likely would return to Lake Michigan, the source Chicago uses to sustain its massive
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daily demand for freshwater. Innovations of this variety Car Pedestrian Bicycle are what lie ahead for the city of Chicago and have an effect upon the city grain and how it’s most microscopic divisions come to have essential functions within the city as a whole. Understanding urban grain is a layered and nuanced endeavor. Within the city of Chicago, it cannot be entirely read from figure-ground relationships; additional levels of meaning must be overlaid. Among these are social conditions, building heights, and so forth. Chicago being a transportation hub has great effect upon its urban grain – it has expanded the limits of the metropolitan influence outward, and created meaningful change within the city itself.
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References 1. Every Block: Chicago. http://chicago.everyblock.com/crime/bydate/2011-01-16,2011-02-16/by-place/39/by-primary-type/assault 2. Charles Madigan, ed. “Global Chicago” Urbana: University of Illinois Press. 3. “Growth of the Chicago Metropolitan Area” (Maps: Maps created by encyclopedia staff) The Electronic Encyclopedia of Chicago (2005). http:// www.encyclopedia.chicagohistory.org/pages/1756.html 4. Jon Hilkevitch, “Obama High Speed Rail Plan Has Chicago in Mix” Chicago Breaking News Center. http://chicagobrakingnews.com 5. Susan Saulny, “In Miles of Alleys, Chicago Finds It’s Next Environmental Frontier” New York Times. Nov 26, 2007.
BUILDING HEIGHTS
Nick Bender, Ricardo Camio, Trevor Watson
ABSTRACT: The city of Chicago, known as one of the most important metropolis’ of the United States, is also considered to be the birthplace of the skyscraper. Its richness in urban design and use of transportation throughout history have made this a beautiful city that showcases the work of architects such as Daniel Burnham, Frank Lloyd Wright, Louis Sullivan, and Mies Van der Rohe among others. 34
Most of the construction in Chicago had been built using balloon wood framing, which had the characteristic of being used in multi story buildings. This type of construction was practiced until the Great Chicago Fire burned down most of the city in 1871. The fire destroyed in all around four square miles and left most buildings in ruins. One building that did survive was the Chicago Water Tower. The building stands at 154 feet tall and houses a standing water pipe that is 138 feet tall. The building was built in 1869 and was made from yellowing Lemont limestone. Soon after the fire, steel was introduced into the realm of building materials in the United States. This newly introduced material became the standard for buildings from then on. Steel could be produced inexpensively and mass produced. Without the invention of steel, the development of the sky scraper as well as the United States may not have existed the same way as it does today. Once steel started being used heavily,
buildings became taller while their footprints stayed relatively the same size. By creating these buildings that extruded up instead of out, more people could be fit into a smaller ground plan. Chicago used the skyscraper when the population boom occurred after the Exhibition in order to account for the drastic rise in population that reached 1,698,575 habitants. In 1893, a city ordinance was created that limited building heights to 130 feet in height. Up until the time of the Masonic Temple, there were no height restrictions by ordinance. But after the buildings erection, the Chicago City Council reconsidered the reduction of the legal heights in the city.(1) They made these changes without any publicity. By the 1890’s health critics deemed skyscrapers as a sanitary viewport. A Chicago doctor coined the phrase “a breeding ground for germs,” when he spoke about downtown of Chicago skyscrapers. The also stated that it shuts off the suns natural beams and encourages bacteria growth. (2) Then in 1895, the Reliance building, designed by architect Charles B. Atwood, became the first skyscraper (steel) to use large plate glass windows that made up the majority of its surface area. The building is 200 feet tall and is currently being used as a hotel. A couple of decades later, the Tribune Tower, designed by John Mead and Raymond Hood, was built. This 463 foot office Right: Chicago Skyscape from the “Bean”
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East/West
Chicago in Elevation Image name
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building reveals that of a neo-Gothic design with buttresses located near the top of the structure. During the 1950’s-60’s many new residential/mixed use skyscrapers were being built. Structures such as 880 Lake Shore Drive , designed by Ludwig Mies Van der Rohe, (1951, 270 ft.), Marina City 1 and 2 , designed by Bertrand Goldberg, (1962, 588 ft.), and the John Hancock Tower, designed by Skidmore, Owings and Merril (SOM), (1969, 1500 ft. w/antenna, 1128 ft. w/out), were some of the buildings built during those two decades. At the time of its construction, the John Hancock tower was the tallest building in the world outside of New York. The 1970’s called for major need for office spaces, whose designs derived the hunger for height. The Aon building, designed by Edward Durell Stone, was an office use building that rises some 1,136 feet from the ground floor. Completed in 1973, it became Chicago’s tallest building only until in 1974 when the Willis (Sears) Tower, designed by SOM, was completed. The Willis tower stands 1,451 feet which surpassed the height of the World Trade Center towers and became the new tallest building in the world. It held this title for nearly 25 years from 1974 until 1998 when the Petronas Twin Towers in Kuala Lumpur, Malaysia, were constructed. Currently the Willis tower ranks number one in the United States and fifth in the world. Most recently, the newest skyscraper introduced to Chicago is the Trump International Hotel and Tower, designed by Adrian Smith, SOM. Spanning heights of 1,170 ft., 1,389 ft. (w/ spire), this condo-hotel is located in the heart of downtown Chicago. Investor Donald Trump had originally planned for this to be the tallest building in the world, but after the The Legacy-East Monroe Street
North/South
attacks of 9/11 the design was scaled down and underwent several revisions. By analyzing the building heights of Chicago it is possible to understand how the city functions. In regards to its heights, the buildings become taller and denser when approaching the heart of the city which is the downtown area. The public transits operate in a fashion in which they transport people in and out of the city for work related discourses. The downtown is mainly a business center where citizens commute during the week to work. It is
perceived that the closer the buildings get to Lake Michigan, specifically downtown, the more densely populated the building heights become. The city is focused around this central core and everything revolves around this main area, which then sprawls out into the suburbs of Chicago. As time went by, populations increased and created a need for growth in the area of technology, and all there was left were buildings that protrude into the sky to create separate communities of commercial, retail, residential, and mixed use occupancies. Without increased building heights, major Building Heights Density
Building Heights Density
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Image name
Least dense areas
Least dense areas
Most dense areas
Most dense areas
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cities would not be able to function properly due to the fact that they would be spaced too much in the horizontal direction and would lack the central core that most successful urban centers possess. The Age diagram displays the ages of the buildings of Chicago, starting from 1860, and ending in 2010. For every 30 years, a new color is shown for that specific time period. So, from 1860-1890, the color associated with these years is dark blue. Lighter blue constitutes 1890-1920, the lightest blue from 1920-1950, yellow from 1950-1980, and finally purple from 1980-2010. What is interesting is to note that despite the density of city of Chicago, new development pops up all over the place, even next to the blocks that have buildings from the late 1800’s. This eclectic mix of building age reflects in the styles of the buildings as well. It is as if one is digging through the dirt, and finding the different layers as you go deeper. But instead of finding neat layers stacked on top of another, the layers have been mixed, giving the person walking through the city an interesting history lesson, not to mention a great view. It is also worth noting that certain blocks were developed during the same years. Some blocks are purely from the 1920-1950 design West Adams Street Building Ages
1860-1890 1890-1920 1920-1950 1950-1980 1980-2010
era, and another from the 1980-2010 design era. It can be used to see where the development in Chicago has been, and were it seems to be going. The sharing of time periods is also prevalent, with some blocks built in the 1920’s neighboring a building from the 1990’s. 39
John Hancock Center-North LeSalle Street
References 1. Frank, Randall, History of the Development of building Construction in Chicago, Second Edition, 1999, (176-177). 2. Fogelson, Robert, Downtown: Its Rise and Fall 1880-1950, 2001, (125-126). 3. Reliance Building, NHL Database, National Historic Landmarks Program. Retrieved 30 March 2011. 4. Skyscraperpage.com
ARCHITECTURAL STYLES/MOVEMENTS Greg Gettman, Nolan Stevens
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ABSTRACT: For almost 150 years, Chicago has served as a breeding ground for new architectural ideas. Its unique position as a gateway to the west, as well as its tradition of support for creative techniques has made it ideal for designers looking to advance the horizons of architecture ad has made the city a forerunner of urban innovation. Historically, new forms and techniques have arrived both as a response to both technological advancement (as the steel frame of the late 19th century) and as a reaction to social or urban need (as the hyper-density of the skyscraper evolved as a response to unprecedented levels of demand). As the city moves deeper into the 21st century, designers will undoubtedly derive new systems and forms from new urban conditions in anticipation of coming needs. From sustainability to walkability, to changes in density, the integration of societal needs into the urban fabric of Chicago will certainly drive the architectural movements of tomorrow. The first big architectural movement to occur in Chicago was the introduction of the skyscraper, which occurred in the late 1880s. With the advent of steel framed construction, architects were able to push the limits of building and structure design. This movement changed how cities could and would be designed, allowing for higher density areas in the city core. Inevitably, this movement opened the door for the modern day skyscraper. Not long after the introduction of the skyscraper to Chicago was one of the biggest events
in Chicago History: The 1893 World’s Columbian Exposition. This event brought in people and products from all over the world and had a significant on the arts, architecture, and city design. The architecture of the exposition was designed by Daniel Burnham, and the landscape was designed by Frederick Law Olmsted. It was their vision of the “ideal city”, and became the forth runner of the City Beautiful Movement. The idea behind this movement was to bring together municipal art, civic improvement, and landscape design. By doing this, it would improve not only the aesthetics of the city, but also the quality of life for its residents. In the mid 1890’s, Frank Lloyd Wright introduced the Prairie Style to the Chicago area. This style was not very well known among the general public, but played a vital role in the development of residential architecture. Frank Lloyd Wright wanted to break away from the Victorian style because he believed it was too confining. He wanted to open up the interior space, and allow the rooms to flow with each other. Evident in the name, Prairie Style mimicked the horizontality of the open prairie into architecture. Wright did this by creating strong horizontal elements such as low-pitched roofs and overhanging eaves. A house known for exemplifying the Right: Millenium Park, looking towards Michigan Ave.
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Robie House, Frank Lloyd Wright
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Tribune Tower Submissions, Gropius, Saarinen, & Howells & Hood
principles of the Prairie Style is the Robie House by Frank Lloyd Wright. When built, the home was located next to an open prairie, and the owners wanted privacy, but to still be able to look outside and bring sunlight inside. The Prairie Style was the ideal fit for the client because of the low floor-to-floor heights, allowing Wright to frame views of the prairie. It also created privacy for the owners, while creating strong horizontals that ran the length of the house. The early twentieth century did not bring many architectural movements to the Chicago area. This can be accredited to the development and expansion of many parks such as Garfield Park and Grant Park. Also during this time, the “L” train was introduced to downtown Chicago, which provided a new means of transportation for the public. In the early 1920’s, one of the most famous international design competitions occurred in Chicago. The Chicago Tribune Tower Competition brought in many famous architects, with the final entries being from Walter Gropius & Adolph Meyer, Eliel Saarinen, and John Mead Howells & Raymond Hood. The winning design, from Howells and Hood, was a gothic-inspired entry that had perceived historicism. The design submitted by Gropius was forward thinking for the time, and was encompassed with a glass facade. While the submission did not seem important at the time, it anticipated glass facade towers that would develop decades later. Many believe that this design should have been chosen for its “modern” styling and uniqueness from the other entries. The design submission from Saarinen, interestingly enough, had a strong impact on Hood’s future Tribune Tower, Howells & Hood
work.
Art Deco was the next architectural style to make its debut in Chicago around 1928. This style was essentially a mid-point between the classical architecture exhibited at the Columbian Exposition of 1893 and modernism, which would not make a strong appearance in Chicago until the 1950’s. This style is typically defined by strong geometric forms and covered in rich and elegant finishes. There is some ornamentation, but it is kept to a minimum to preserve the overall form and materiality of the building.
The introduction of Art Deco in Chicago can be attributed to the growing success of the city. Since the style incorporates elegant materials and finishes, the owner was usually wealthy and prosperous. The building became a way for a business to exemplify how they were they were thriving in the city of Chicago. This in part helped bring more businesses to the area because they wanted to be successful, as other companies had done. In the 1950’s, Modernism made its way to Chicago and would inevitably have a major impact on the downtown program: residential_mid-rise
program: residential_mid-rise
35%
35% 45% contemporary
chicago
chicago
35%
modern
international
newberry plaza eliot house 1150 n lake shore dr
20%
international
5%
neo-gothic
program: residential_high-rise
5%
neo-gothic
25%
international
lake point tower mcclurg court
program: business_high-rise
35%
chicago
huron pointe stewart apartments
33%
international
ibm tower kingsbury on the park 321 n clark
trump tower park place
beaux arts
international
180 n la salle st daley center
chicago
225 w wacker randolph-wells
3%
neo-gothic
beaux arts modern aqua tower buckingham fountain art institute of chicago soldier field shedd aquarium field museum
30%
chicago apparel thompson center
2%
post modern
program: business_high-rise
20% 35% contemporary modern
the legacy carson pirie scott spurtis institute auditorium building marshall field’s carbide&carbon building the rookery sears tower
35%
international
5%
post modern
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30% 50% contemporary
contemporary modern
chicago
aqua tower 150 east ontario
program: leisure+recreation
program: residential_high-rise
5% 25%
40%
contemporary modern
25%
post modern
35%
30%
chicago
116 east ontario first national bank of chicago
contemporary modern
2%
5%
neo-gothic
25%
contemporary cedar hotel stewart apartments modern the carlyle
daley center cna center
Relationship between architectural styles and building program, 2010
pritzker pavillion
20%
international
harbor point outer drive east
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skyline. This style was emphasized by clean lines and simplicity, on both the exterior and interior of the building. Modernism also promoted the idea of open plan, which allowed programmatic flexibility in the interior spaces. Today, Modernism is one of the most common contemporary architectural styles in Chicago. It uses space efficiently and follows the city grid, which is very important in high density areas such as downtown Chicago. Postmodernism slowly worked its way into the Chicago urban fabric during the mid 1970s. It broke away from the constraints of Modernism and the city grid. This style allowed architects to think outside of the “box”, and create free-form architecture. Breaking away from clean lines and functionalism, postmodernism focused on the form and complexity of a building. This created many mixed reviews in the area. Some liked the idea of a unique style to the area, while others thought it did not fit the style of Chicago. The Prentice Women’s Hospital by Bertrand Goldberg is an example of this, which broke away from the typical and created a one of a kind hospital. One of the more recent movements to occur in Chicago is New Urbanism. This movement started to look at the site and surrounding conditions to create tight knit neighborhoods within an urban environment. New Urbanism tried to bring back a quality of life that incorporates sustainability, high density, walk ability, and mixed-use. All of these qualities combined to bring back a sense of community in an urban space. The future of architectural styles will likely be dependent on factors relating to the urban fabric, and how social issues such as sustainability and walk ability can play key roles in their design. The way that the social issues are integrated with the urban fabric will drive the formal and systematic qualities of architectural movements. Due to Chicago’s unique character and tradition of architectural invention, the city will continue to be a proving ground for innovation in the urban environment.
Trump Tower, SOM
Aqua Tower, Studio Gang
style
contemporary modern
1
227 east walton place
0 hilton suites
art deco
19
0
0
john hancock center
hotel sofitel
international 0
lake shore drive apartments 1951
60 19
19 40
1
0
92
98
20 00
chicago era
neo-gothic
1970
water tower
museum of contemporary art
1869
affinia chicago hotel
post-modern
prentice women’s hospital 1975
time life building
lake point tower 1968
chicago tribune tower 1928
merchandise mart
marina city
1930
three illinois center
1964
engineering building
century tower
aqua tower 2009
aon center 1972
340 on the park
macy’s on state
the rookery
cloud gate
pritzker pavilion 2004
1888
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carson pirie scott 1899
hyatt center
chicago art institute expansion
sears tower 300 south riverside plaza 300 south wacker
1974
chicago board of trade 1930
depaul university depaul center
auditorium building 1889
george f. kimball building
university center of chicago
congress hotel
Building style relationships, 2010
McCormick Tribune Center, IIT
References 1. Casari, Maurizio, and Vincenzo Pavan, eds. New Chicago Architecture: Beyond the International Style. Chicago: Rizzoli, 1981. 2. Pridmore, Jay, and George A. Larson. Chicago architecture and design . Rev. and expanded. ed. New York: Harry N. Abrams, 2005. 3. Siegel, Arthur, and J. Carson Webster. Chicago’s famous buildings : a photographic guide . 2nd ed. Chicago: University Of Chicago Press, 1969. 4. Wolfe, Gerard R.. Chicago: in and around the loop : walking tours of architecture and history. New York: McGraw-Hill, 1996. 5. Zukowsky, John, David Van Zanten, and Carol Herselle Krinsky. Chicago and New York: Architectural Interactions (an exhibition catalogue). [Chicago, Ill.].: The Art Institute of Chicago, 1984. Images: Tribune Tower Submissions (serialconsign.com) Greg Gettman & Nolan Stevens
CITY LIMITS
Lindsey Schaffer, Stephanie Brady
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ABSTRACT: Chicago’s population has been on the rise since the first settlers arrived in the early 1800’s and consequently so has its boundaries. There are two main periods of expansion for the city: before the great fire and after. Advances in technology helped to spur the rapid growth after the great fire with the invention of steel framing methods and soon township after township was being annexed into the city. The infrastructure that was created enticed surrounding communities to take advantage of what Chicago could offer and before long it became a hub of activity. Through the various diagrams, the explosion of growth is shown in graphic terms and aims to provide another method of understanding how the city limit expansion over time changed the city itself.
the land that is now State and Madison as well as the plats location at the north and south branches of the Chicago River. Early growth of the city coincided with the construction of the Erie Canal and the first railroad construction that lead out of Chicago. The river served to divide the city into three districts: north, south, and west. The first city charter filed March 4th, 1837 officially recognized these distinctive districts. The river served to define the major legislative districts in the city and can be seen in the city’s official seal in the shape of a y. The official charter divided the city into six wards and legally incorporated Chicago as a municipality. In 1847 a new charter was needed because the city As a product of financial considerations, grew so rapidly. The 1847 charter further divided the original plats of land of the city of Chicago the city into nine wards. Charters were granted were laid out in a grid system as passed by the in 1851, 1853, 1857, and 1861 which all served to Land Ordinance of 1785. The ordinance required extend Chicago’s city limits. The charter of 1863 that each territory would employ a surveyor, James divided the city in 16 wards and extended the one Thompson in this case, to survey the land and year terms of elected officials to two years.1 In divide it into six mile squares called townships. 1870 however, Illinois wrote a new constitution Within each township, they would further be which stopped the practice of providing new divided and numbered from North to South. This individual charters to cities. For the following allowed for clear titles to be issued and ease in real 100 years, Chicago was subjected to the Cities and estate sales. The first lots sold on September 4, 1830 Villages Act which enumerated governing powers just one month after the official filing of the Chicago provided to cities and restricted special legislation plat. The original city was laid out with straight to meet certain urban circumstances. Chicagoans streets 66 feet wide and alleys 16 feet wide bisecting disagreed and fought the act stating that the each block. The first map shows Fort Dearborn and Right: Millenium Park
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Chicago 1857 www.encyclopedia.chicagohistory.org
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city had a large population, growing industrial base, and expanding geographic area that differentiated them from the rest of the states municipalities. Chicago today is the only municipality in Illinois to maintain their original charter allowing them to maintain the original governing structure they established. Cook Country was divided into townships around 1850 who administered their own public functions. Chicago at the time could provide necessary superior services such as water connections, schools, and government functions. Many townships chose to annex themselves in order to gain access to these amenities and by 1880 many of those surrounding Chicago and parts of the outlying townships had annexed. The period of the greatest annexations began in 1851 and ran until the 1920’s.1 The largest annexation by far occurred in 1889 when four of the five townships surrounding Chicago chose to incorporate. Those included were Jefferson, Lake View, Lake, and Hyde Park. In 1853 North Town was annexed to Chicago, 1863 South Town is annexed, and in 1869 West town is added to the city charter. In 1870 the city limits were extended and development extended in a finger-like patter following the newly constructed horse car lines. In 1871, the Great Fire swept through Chicago and whipped away thirty years of construction and progress. The debris was not hauled away inland but instead taken to the city’s shoreline. Much of the eastern sidewalk along Michigan Avenue as well as the area under the Art Institute are made of debris from the fire. Grant part was filled in with debris in 1871 and in 1896 the city began extending the park into the lake with 1890 Map of Chicago www.patsabin.com
landfill.1 In 1880, Lincoln Park was expanded further into Lake Michigan. As the city grew, Chicago became a major hub for transporting goods which drew people in and allowed for the extra growth and expansion outwards. Advances in steel technology also helped to expand the city as the wood balloon construction commonly used before the first served to hinder its progress. As part of the major city expansion, Washington Heights, West Roseland, and Gano were annexed in 1890 and Fernwood in the following year. 1893 marked the
annexation of Norwood Park, West Ridge, and Rogers Park and Austin are in 1899.1 In 1909, Daniel Burnham released his plan for the development of Chicago to the public which outlined the future growth and how to facilitate expansion into the outlying areas. An emphasis on park systems and examples of what the new parks would look like helped to further extend the shoreline of Lake Michigan. Burnham Park and Grant were the first two parks to be realized from this plan helping to grow Chicago’s boundary into the lake. In 1910, Edison Park was annexed, Morgan Park in 1914, 1850’s-1860’s: North Town, South Town, and West Town annexed
1870’s-1880’s: Jefferson, Lake View, Lake and Hyde Park annexed 1890’s: Washington Heights, West Rosland, Fernwood, Norwood, West Ridge, Rogers and Austin area annexed 1990’s-1910’s: Edison Park, Morgan Park, and Clearing annexed
1920’s: Mount Greenwood annexed
1930’s-1940’s: little change occurs due to economic effects of the depression
CITY LIMITS GRAPH
Chicago Growth Diagram
1950’s-1980’s: O’Hare airport annexed
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and Clearing in 1915. In 1910, the Burnham Plan was released to the public; the opening statement pointed out that the city up until that point had grown in a chaotic manner with the incredible influx of people. The plan sought to channel the growth in a planned and manner. The city had grown from a few dozen settlers into a great metropolis encompassing almost two hundred square miles with over two million residents. The development was so rapid that the city did not have time to plan for the growth and the problems of how the city expanded developed. The Burnham Plan sought to remedy the city into a “well-ordered and convenient city.” An important expansion in the history of Chicago was the creation of Navy Pier which extended east into Lake Michigan. The pier soon became a historical landmark drawing visitors to the area in swarms and helping to grow the population. The last township to be annexed before a large lull in development took place was Mount Greenwood in 1927. There was little change between the 30’s and 40’s due to the nationwide depression. The only progress seen was in 1933 with the opening of the Century of Progress Exposition in Burnham Park on May 27th. The exposition sought to bring tribute to the past 100 years of progress with technological innovation as its theme, but quickly became a light into future development. The exposition was seen as a model for a new urban economy and sought to help jump start the Lurie Gardens economy again. The 1950’s brought with it a booming car industry and a desire to flee the city for the suburbs. As a response to the post war boom, the suburbs of Chicago began expanding at a rapid rate. In 1956, transportation expansion brought on the annexation of O’Hare airport. The construction of the Eisenhower expressway and the rise of automobile traffic helped to enhance the suburban sprawl happening throughout the fifties. In 1960’s however, de-industrialization began to take its toll on the suburban communities around Chicago causing them to shrink. Despite this shrink in suburbanization, there was still growth extending into Schaumber and the Oak brook areas. By the turn of the century, Chicagoans inhabited what is labeled as a dual metropolis encompassing 293
Historic Business District 1898 faculty.fairfield.edu
1830
Figure Grounds (from left) 1830, 1910, 2010 www.thisiscollosal.com
municipalities over 4401 square miles, a considerable increase from the 2,464 square miles that encompassed all of Cook County in 1831. From 1980 to 2000, the Chicago urbanized area expanded 26.7 percent.3 The trend toward gentrification helped to bring inhabitants back into the core of Chicago and fight the urban sprawl that began decades before. Between 2000 and 2007, Aurora, Elgin, Joliet, and Naperville, were all deemed as four of the few boomburbs (large, rapidly growing city that remains essentially suburban in character even though it reaches populations closer to that of urban core cities) rated as the fastestgrowing county in the United States. As the city moves forward into the 21st century, the city limits will depend on the population trends, economy, infrastructure, etc. as it has done in the past. The outer boundaries will expand and contract with time as inhabitants move into and out of the core. The boundary will always hold strong however, at the mouth of the Chicago River.
Outer City Limits on the Green Line
References 1. encyclopedia.chicagohistory.org 2. http://tigger.uic.edu/depts/ahaa/imagebase/chimaps/mcclendon.html 3. http://en.wikepedia.com/historyofchicago
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ECOLOGIES Water (lakes + rivers edges) Natural Events (floods, blizzards, Fire) Parks (green space) Olmsted in Chicago
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WATER
Matthew Neaderhiser, Brent Pauba, Baptiste Pryen
ABSTRACT: Chicago’s development is closely related to the water that surrounds and runs through it. The city’s adjacency to the Great Lakes and several canals made it a center for transportation and commerce. However, sewage and storm water problems caused citywide health issues ultimately resulting in the reversal of the Chicago River’s flow.
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west as well as north and south. Grain and lumber were transported along the new canal by schooner and steamboat, and then lake vessels would carry goods to the east coast. The new increase in trade helped develop Chicago as a commercial center.2 During the 1850’s, the city center was also raised “from 5 to 12 feet” above Lake Michigan (see diagram below).1 This helped with the city’s drainChicago began as a settlement on the shore age problem, making it less of a swamp and more of Lake Michigan. It was in a low-lying area that like a future metropolis. The drainage problem soon Illinois and Michigan Canal was essentially a swamp. William B. Ogden was the became a waste disposal problem for the town. brother-in-law of a man that purchased the land Sewer systems could not be installed because the that would one day become Chicago. When Ogden ground level was too close to the water level. This arrived, most of the brother-in-law’s land was unforced many, citizens and industries alike, to dump Sanitary and Ship Canal derwater. Ogden was able to reclaim it by draining waste straight into the Chicago River. Boston engithe area. Pumps are still used today to keep Chicago neer, Ellis Chesbrough was brought in to design the high and dry. This was the first man-made water nation’s first comprehensive sewer system, which development project for Chicago and was only the consisted of brick sewers lying in the middle of the Old Cal-Sag Channel beginning of several projects to come.1 existing streets. Because of this, the streets had to be In 1822, the United States Congress authorebuilt over the new sewers, raising the street level rized the State of Illinois to build a canal connecting of the city. Buildings and sidewalks needed to be Lake Michigan to the Illinois River. Army surveyors raised to meet the new grade.3 planned a route, and construction on the Illinois New Cal-Sag Channel and Michigan Canal began in 1836. Despite a fouryear halt on construction due to financing issues, the canal was completed in 1848 and was sixty feet wide and six feet deep. The Illinois and Michigan After 1850 Before 1850 Canal made the much desired connection from Elevation Chicago to the Mississippi River and ultimately the City City Elevation Gulf of Mexico. Now, traders could travel east and Right: View of the Chicago River and the Roosevelt Street bridge. Chicago River
Lake Michigan
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The success and growth that resulted from the trade were adding to an increasing problem. More industries and population meant more waste was being produced. This was a problem since the new sewers merely redirected the waste into the Chicago River, which ultimately deposited into Lake Michigan. Unfortunately, Lake Michigan was also the city’s main water supply. This soon led to major health problems in the city. This was made most apparent after August 2, 1885. It was on this day that a massive storm poured 6 inches of rain on the city, overloaded the sewer system and river, and pushed the waste into Lake Michigan. Twelve percent of the city’s population died of cholera and other water related illnesses. As a result, in 1889, the Metropolitan Sanitary District of Greater Chicago was created to protect the city’s water supply and find solutions for disposing of waste.4 The first effort to fight the cholera epidemic was to deepen the Illinois and Michigan Canal and build more pumps to try to reverse the flow of the river. However, the change was hardly noticeable, and when rivers downstream would flood, it reversed the river back to its original direction and emptied into Lake Michigan, taking all the sewage along with it.5 As a result, the community voted to build a new Sanitary and Ship Canal. This would be the largest municipal project in the United States at that time. ConstrucIllinoisin and1900. Michigan Canal tion began in 1892 and was completed The completed canal was 160 feet wide, 21 feet deep, and 28 miles long, and it successfully reversed the flow of the Chicago River drained sewage away from Lake Michigan. Illinois andand Michigan Canal Sanitary and Ship Canal
Sanitary and Ship Canal Illinois and Michigan Canal Illinois and Michigan Canal
Old Cal-Sag Channel
Old Cal-Sag Channel Sanitary and Ship Canal Sanitary and Ship Canal
New Cal-Sag Channel
New Cal-SagChannel Channel Old Cal-Sag
Old Cal-Sag Channel Canal Section Comparison
Chicago River
City Elevation
Although this helped Chicago, it created problems for the people downstream in Illinois, Missouri, Kentucky, Tennessee, Arkansas, Mississippi, and Louisiana. In 1899, the State of Missouri actually filed an injunction against the opening of the canal. However, the suit was not officially filed until after the waters had started flowing down the canal. This was just the start of many legal battles to come. Despite the negative effects of the sewage, the canal created many economic opportunities. Businesses were encouraged to locate next to the new canal. Today, rail and truck transportation have taken business away from the shipping industry, but ships are still the primary moves of heavy, low value commodities. The main commodities flowing down the canal include stone, gravel, coal, sand, Portland cement, fuel oil, asphalt, salt, corn, and gasoline.6 To help with the river reversal, another small canal was constructed in 1911. The Calumet-Sag Channel, Cal-Sag for short, helped drain polluted water from Lake Michigan and into the Illinois River. The canal was dredged to a depth of 9 feet and connected to the Sanitary and Ship Canal in 1930 when it was seen as a profitable transportation route. The channel was only 60 feet wide, which limited traffic to one direction at a time. In 1946, the Rivers and Harbor Act enabled the expansion of the channel to 225 feet wide, allowing bidirectional travel. The widening was completed in 1965. The Cal-Sag Channel led to the creation of the International Port of Chicago, formerly known as Lake Calumet. The lake was dredged and widened to allow the larger lake ships to dock.7 The final major change for the Chicago River was the straightening of the South Branch. Originally, the river swerved to the east just south of where Roosevelt Street is today. There were two reasons behind diverting the river, and this time, it was not waste management. In 1928, the quarter mile wide curve was filled in and replaced by a straight section of canal. First, this made the canal easier to travel because barge captains did not have to travel through this one, rare curvy section of the river. Second, the newly created land was perfect for the new railroad terminal. This course correction allowed for the expansion of the already booming railroad industry in Chicago.8 After 1850 Before 1850
Lake Michigan
ne Des Plai
Chicago Waterways Current Past Industrial
er s Riv go Chica
Lake Michigan
R
r ive
C Salt reek 57
ary anit al S o an ag Chic Ship C d an
Lake Calumet
(Currently a Harbor)
Channel Grand C alumet River
Th Cr orn ee k
Cal-Sag
Little Calumet River
58
All these developments to the rivers and waterways of Chicago helped transform it into a major shipping and transportation hub. The Erie Canal and St. Lawrence Seaway connect Chicago with the Atlantic Ocean while the Sanitary and Ship Canal connect to the Mississippi River and Gulf of Mexico. With the reversal of the Chicago River and connection to the Mississippi River, water now flows out of the lake and into the Mississippi River basin. One of many major changes that occurred was the unification of the Great Lakes watershed and the Mississippi river watershed. Recent events have questioned if this was an appropriate act. A major question now is if the Chicago River should be rereversed to its original direction of flow. Concern originates from Asian Carp, and its progression up the Mississippi river into the Great Lakes region. In the 1970’s Asian Carp were imported to consume microscopic waste (such as algae) in Mississippi’s sewer treatment plants.9 In the 1990’s a series of floods released the carp into the Mississippi basin ecosystem. As stated earlier, the reversal of the lake connected two watersheds, two ecosystems, by means of a canal. This created a channel for species to migrate from one ecosystem to another. The carp have traveled up stream and now is hypothesized they have infiltrated the Great Lakes.10 Reversing the river
to its original state would separate the ecosystems, which would not allow for further infiltration. The problem is both ecological and economic. The Asian carp threaten local ecologies. These same ecologies support a $7 billion sport fishing industry. The current strategy to combat Asian Carp from populating the Great Lakes ecosystem is an electric barrier system constructed in the Chicago Sanitary and Ship Canal.11 While the re-reversal of the Chicago River was being contemplated, another water management infrastructure was under way. Chicago’s Tunnel and Reservoir Plan (TARP) combats the continually growing problem of water pollution in the Chicago area. Chicago’s water management system is a combined system. The same pipes that mitigate storm water also mitigate sewage. If either variable happens at an excess an overflowing of sewage and storm water will occur. Chicago’s TARP greatly reduces the risk by channeling the water and sewage to temporary holding facilities. The pipe network responsible for such a feat sits 150-330 feet below Chicago. It services an area of 375 square miles. The pipes can reach a diameter of 27 feet.12 Once the storm and sewage travel through the Deep tunnel it will sit in temporary holding sites until water treatment plants are able to treat and release the water back into the Chicago Area Waterways. Currently
View of Lake Michigan from the fourteenth floor of the CNA Tower.
View of the Michigan Avenue Bridge from North Columbus Drive.
construction is near completion on the last contract of the first phase. Pollution control is at 86% completion. The TARP, in its entirety, is forecast to be completed in 2017. Two major infrastructure proposals are on the table, TARP has already begun. The advent of both proposals begins to redefine the water landscape of Chicago. The TARP allows for the vast majority of the water and sewage of Chicago to be captured and processed before reentering the water ecosystems. This is a major difference from previous strategies, which used the Chicago River as an open sewer.13 Chicago will soon reach a civil solution to their degradation of water. The re-reversal could only occur if Chicago resolved their pollution issues. As the Chicago River, decreases in toxicity Chicago can seriously consider replenishing the Great Lakes.
6. Ibid. 7. Ibid. 8. Ibid. 9. Douglas Belkin, “Asian Carp Could Hurt Boatin, Fishing Industry in Great Lakes,” The Wall Street Journal Digital Network, 2009, News Corporation; available from http://online.wsj.com/article/ SB125874214275057775.html, Internet; accessed 6 March 2011. 10. Douglas Belkin, “Asian Carp Could Hurt Boatin, Fishing Industry in Great Lakes,” The Wall Street Journal Digital Network, 2009, News Corporation; available from http://online. wsj.com/article/SB125874214275057775.html, Internet; accessed 6 March 2011. 11. “ Chicago Sanitary & Ship Canal Dispersal Barrier System,” AsianCarp, 2010, US Army Corps of Engineers; available from http://asiancarp.org/Documents/BarriersFactSheet14May10.pdf, Internet; accessed 7 March 2011. 12. Author’s First and Last Name, “TARP - TORRENCE AVENUE TUNNEL,” AUCA Featured Project, The Underground References: Construction Association of SME; Available from http://www. 1. Solzman, David. The Chicago River: an illustrated history and auca.org/month/project0999.html, Internet; accessed 07 March guide to the river and its waterways. Chicago: Wild Onion Books, 2011. 1998. 13. Julia Apland Hitz, “Chicago Sanitary Canals, anything but 2. Ibid. sanitary,” state of the planet, 2010, Earth Institute; available 3. Ibid. from http://blogs.ei.columbia.edu/2010/07/12/chicago-sanitary- 59 4. Ibid. canals-anything-but-sanitary/, Internet; accessed 6 March 2011. 5. Ibid.
View of Lake Michigan just before sunrise from the seventh floor of the Embassy Suites Downtown.
View of Lake Michigan just after sunrise from the seventh floor of the Embassy Suites Downtown.
NATURAL EVENTS Dan Scott, Dan Williamson
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ABSTRACT: Any thought that Chicago could face a modern natural disaster so large in scale that it would challenge the historical effect of the Great Chicago Fire of 1871 had once been unprecedented. As natural disasters go, the far reaching effect of city growth and organization is seasonal at best. With the spring rain comes the fear of a river cresting, releasing the strong and unstoppable forces of water, as in the spring the winter months bring with it the heavy snow falls that can stop a city in its tracks for several days, but these examples are only temporary and have easy fixes that do not require the special care that the infiltration of Asian Carp into the water ways of North America have had. The carp are moving north through the Mississippi River and are inching closer to the waterways of the Great Lakes. With the forward migration into new rivers and lakes, the push for waterway control is one that the City of Chicago’s government is and has been looking at. The Asian Carp cannot be allowed to reach Lake Michigan or the Great Lakes as a whole. If the fish are successful and end up populating the Great Lakes, the effect on Chicago will be devastating to its economy, and in return its overall growth. With what is known about the life cycle of the carp, it is worrisome what effect this invasive fish species will have on the Great Lake Region and the growth of Chicago. In 1973, Bighead, Silver and Black Carp were imported to America from Taiwan for use in aquaculture ponds for control of aquatic vegetation. With the success of being able to control weed growth, the Environmental Protection Agency
started to experiment with the use of fish as cleaning agents in sewage treatment plants in order to gain access to natural waterways. Asian Carp were first documented gaining access to the Mississippi River in the late 1990’s, when the fish entered natural waterways. Their fast growth rate and large appetite proved to be detrimental to the waters natural ecosystem. Asian Carp fish species can reach sizes of 100 pounds and lengths of 4 feet. Their large size is due to an appetite that is never pleased, feeding on aquatic grasses and phytoplankton that other species of fish rely on to survive. As the Asian Carp expand their territory toward water in the north, local species vital to regional ecosystems are starting to become endangered by the fast growing, over eating population of carp. Extreme size potential of the Asian Carp has resulted in several local ecosystems to disappear. As the migration of fish spread from the Mississippi River to the Illinois River and potentially entering the Great Lakes, fear is raised that the special ecosystem of the Great Lakes could be compromised. As the species population has increased the area affected grows. As the carp move up the Illinois River, the need to stop their advance to the Lake Michigan and then the entire Great Lakes region is evident. This fear has resulted into several ideas on how to stop the Right: Lake Michigan, view from Chicago Architecture Foundation
61
Image name
Chicago River, meeting point with Lake Michigan 62
fast north moving migration of the invasive Asian Carp. If Asian Carp are successful at infiltrating Lake Michigan and the Great Lake region as a whole, this event will signal the beginning of a dramatic ecological and economical change. The Great Lakes are a major transportation hub for American commerce. Goods such as grain and lumber are moved from the areas around the lakes to ports via the Mississippi River or the Erie Cannel. In a move to prevent the infestation of Asian Carp, shipping channels will be closed. With the movement of goods no longer operable by water, the cost of moving goods to market will increase. If good prices were to increase, then the economy of Chicago will still continue to grow fueling a city toward the future, but if the cost of goods becomes too high then the production location of goods could be moved. This action of moving production and therefore removing Chicago from the profitable of goods can result in an economic decline that could cause the city to shrink over time. Currently there are 255 tankers that use the lakes daily for the movement of goods. The livelihood of these people, companies, and communities require a Great Lakes region free of Asian Carp.
Desperate attempts are being considered and made in an attempt to prevent carp from entering into the Great Lakes. A scenario with the quickest results that have a high rate of success would be the closing of shipping channels between Illinois River and Lake Michigan. As stated earlier this solution will have the fast effect on Chicago with lose of production and shipping. With these results this is a last resort if all other options fail. The Chicago River is the final step in preventing the carp from entering the Great Lakes. If the actions being tried in the river fail, then the Great Lakes will be the final movement for the carp into new water ecosystems. Numerous attempts are currently being made to prevent a migration into the Great Lakes. Currently, an underwater electric fence has been installed. The first one was added in 2002 and the second, in 2006. These barriers were considered a failure when Asian Crap were found upstream. The most recent and extreme measure in the prevention of carp in Lake Michigan is the closing of the Chicago Shipping Canal. Currently, many entrepreneurs are developing new ways to utilize the Asian Carp. The fastest growing market is using the carp as a food source where it is exported to
Asia and certain parts of North America. The carp can be processed further into fish meal used in animal feed, such as cat food, omega-3 oil, and bio-fuel. It is believed that largescale fishing can take place if the carp were to be successful at invading the Great Lakes region. Large-scale commercial farming on the fast growing population would control the population numbers. If the farming of carp is successful, an invasive species population of Asian Carp will become a lucrative commodity. It has even been suggested that sections of Great Lakes and the Mississippi River shores can west.fork
be converted into fish farming operations to take advantage of the economical gain that could take place if farming of Asian Carp works. The commercial fishing and farming of Asian Carp will take a fear and turn it into a profit. With the growth of a new farming sector new equipment, services, and labor will be needed. All of these actions will most likely be shipped through Chicago if not sold as well. The success of taking an invasive species and turning it into a saleable commodity will take a possible growth prevented and turn it into a
middle.fork
des.plaines.river
skokie.river
north.shore.channel
RIVER ENTRANCES TO LAKE MICHIGAN 63 chicago.river
CHICAGO south.branch.chicago.river south.fork.south.branch
little.calumet.river.north calumet.sag.channel
little.calumet.river.south
ELECTRICAL.SHOCK HAZARD.AREA
Diagram: Asian Carp Impact [Lake Michigan relationships]
growth factor. Throughout Chicago’s history, natural disasters have taken their toll on the city, but the city has never been subdued by events by overcoming them with a better projection of the future of their city. Asian Carp are only the most recent test to the citizens of the Chicago River and Great Lakes region. With the problems that the fish present, solutions to handling them have been presented and several included turning a profit on the control of the population. Lock on Chicago River Diagram: Electric Barrier
Solutions to the invasion of fish included closing the shipping canal and harvesting the fish for production. Each has advantages and disadvantages but the solution will save the city of Chicago and continue its growth for the future. References 1. Gillies, Jeff. “Asian Carp and the Great Lakes Fishery: How Much Is at Risk?” Great Lakes Echo (2010). Print. 2.Veierstahler, Bob. “Electric Fish Barrier Tested for Safety.” Journal Sentinel (2006). Print. 3. “InfraNET Lab.” WELCOME TO INFRANET. Web. 23 Feb. 2011. <http:infranetlab.org/blog/>.
electrical.shock hazard.area new barrier
original barrier
electrical.field
electrical.field
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GREAT LAKES FISHING INDUSTRY STATISTICS $7 billion sport fishing industry in the great lakes [US] $2.8 billion - value of fish in great lakes a resource pool 4
$443 million sport fishing industry in the great lakes [Canada]
pool 8
$45 million worth of fish harvested by commercial fishing pool 13 $9 million electric barrier
La Grange Reach
pool 26
Open River
big head
carp
ASIAN CARP LOCATIONS affected river ways known carp populations
CARP.STATISTICS >carp can eat 40% of their weight daily >can weigh up to 100lbs >$1500 - price per ton of fish meal export [carp] >make up 90% of biomass in some river
gra ss c
arp
COMMON.CARP >25 pounds or more >olive-green on back, yellowish belly >Introduced to the US in late 19th Century
r carp
silve
Diagram: Asian Carp Impact {statistics]
1999
1997
1995
1993
Annual catch of Asian carp collected at Illinois River La Grange Reach
BIGHEAD.CARP >up to 100 pounds >dark gray on back, off-white below >Native to China, introduced to the US in 1970â&#x20AC;&#x2122;s
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PARKS
Martie Burke, Alison Ingunza
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ABSTRACT: Chicago has believed for a long time that in order to be successful, parkland needed to be preserved earlier rather than later. The cities population growth has greatly increased the demand for more green space. Park structure should be set up to accommodate people throughout the entire city and should give everyone accessibility to these public spaces. The current park system shows voids within the cities structure, especially in some portions of the city limits. These voids should redevelop land into green space to not only service the people, but also to encourage commercial and residential development within that particular area.
park system could be to its development and that is why they have spent over a 165 years fighting for the expansion and protection of their beloved parkland. This is why they began early on, reserving lakefront property to be used as public open space. Even the real estate agents recognized the value of public squares and began implementing them to boost property values. During the late 1880s, the North Park District became Lincoln Park and was the fashionable place to be at the time. One of the ways the city sought to expand was through the replacement of cemetery land with parkland. Issues began to arise along the lakefront parks especially The city started with several small gardens Lincoln Park erosion problem. This problem was that began evolving into the formation of public handled with additional breakwaters and led to parks. This created a new gateway for the structure the first landfill expansion project in the early of development in the Midwest by increasing 1900â&#x20AC;&#x2122;s. The city began using the landfill to expand real estate value around these public spaces. The park acres and was able to add 275 acres along the parkland led to the development of three park districts: the North, South and West. Each of these lakefront. This gave them an additional five miles of open public recreational space. three districts has their own unique aspects that The World Columbian Exposition took define their characteristics. In order to distinguish place in Jackson Park in 1893. This event took place these districts several world-renowned landscape architects were brought in to design the spaces. The in the South Park District and was the primarily led by Olmsted and Calvert Vaux. There were over 27 landscape architect that influenced these designed million visitors during the time period of the Fair. including; Alfred Caldwell, Jens Jensen, Daniel Burnham, and Fredrick Law Olmsted. Olmsted had Shortly after the Fair was completed fires destroyed several of the buildings on the site. This the largest impact on the city of Chicago by laying the foundation for the park systems. The city itself realized what a huge asset the Right: 1.1 Grant Park
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1.2 Shoreline - Lincoln Park (above)
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led to Jackson Park being reclaimed to its original state of parkland and became the first public golf course in the Midwest. With the growth of the park system throughout the city the demand for maintenance and upkeep began to rise. This led to the formation of the Chicago Park District in 1934 when it inherited 130 parks. After World War II, the Chicago Park District created a ten-year plan for the city and expanded to control of 250 parks. The ten-year plan has since been implemented and the Chicago Park District is now in control of 555 parks (figure 2.1). The only exception to the Chicago Park District is Millennium Park. Lincoln Park originally began as Lake Park in 1860 and was later renamed Lincoln Park after the assassination of Abraham Lincoln (image 1.2). This park is currently Chicagoâ&#x20AC;&#x2122;s largest park totaling 1,208 acres of lakefront property. This parkland was all made possible through the expansion of land by landfill. The park had several obstacles including land that was once designated for cemetery purposes. The expansion caused several bodies to be exhumed and transferred to other locations in order to maintain the north-south linearization. It is currently on of Northern Chicagoâ&#x20AC;&#x2122;s most active parks. This is the case because it offers several amenities including baseball fields, tennis courts, golf courses, and several trails. Millennium Park is located in the northwestern corner of Grant Park and is currently 24.5 acres of primarily hardscape material. It was completed in July of 2004 and in currently Chicagoâ&#x20AC;&#x2122;s only privately funded park. Millennium Park has been one of the biggest contributions to the City of Chicago since the Worlds Columbian Exposition. The main 2.1 1:30,000 - 2010 Park Locations Map (above)
focus of this park lays within its sculptures, especially Cloud Gate, which attracts thousands of people to the glass façade structure monthly. Grant Park was once an undesirable location due to its original purpose of a primary dumping site for debris after the Great Fire of 1871 (image 1.1). It was also a part of the Cityâ&#x20AC;&#x2122;s landfill additions along the lakefront and was named in honor of Ulysses S. Grant. It offers several amenities including the famous Clarence Buckingham Memorial Fountain. Grant Park currently offers the most
facilities of all the parks within Chicago and houses the Field Museum and Shedd Aquarium. Burnham Park was the missing link to the connection of Jackson Park and Grant Park along the lakefront (image 1.3). It was the third major park to take part in the landfill expansion operations and was named in honor of Daniel Burnham. It also serves as a connection to Northerly Island and home of Solider Field. Amenities offered within this park-range from baseball to basketball to large open fields for play.
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2.2 Park Facilities Graph (above)
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Jackson Park was designed by Olmsted in 1871 and consisted of 1,055 acres that was originally known as South Park. This was the last of the landfill expansions, resulting in ten additional acres to the park. As previously mentioned it was home to the Worlds Columbian Exposition and now serves primarily as a park. It offers several facilities including, baseball, basketball, tennis, a trail system, and the first public golf course. Other parks offering a wide range of facilities to the public are: Gompers Park, Riis Park, and Warren Park. These parks typically offer baseball, tennis, basketball, 1.3 Burnham Park (above) trails, and playgrounds. The City of Chicago has been quit successful in incorporating amenities in the parklands by offering the public 45 locations with baseball fields, 41 locations with tennis courts, and 35 locations with basketball courts. These numbers are derived from the 50 largest parks within the city (figure 2.2). With the initial idea of setting aside lakefront property to be used as open space and the expansion made possible through landfill, it is only fitting that the largest parks in the city run along the lakefront. The largest parks have all been interconnected to make the majority of the property adjacent to the lakefront lush green space. Larger parks have been located primarily in districts involving retail and entertainment rather then the typical neighborhood park. The vast number of acres dedicated to these areas has helped increase the land value of the lakefront properties and the central business district (figure 2.3). The location of the major parks upon entering the city aids in the portrayal of the city as a garden. Other regions in Chicago that show significant park space include the area around the University of Chicago, which fronts Midway Plaisance. This green space also links Washington Park to Jackson Park there by increasing the land value surrounding these parks. At the same time this increases the attraction to the University even though the location may not be the most desirable part of Chicago. Another location of large public spaces either anchors the ‘L Line’ and Metra stops or runs adjacent to the routes. This creates a relationship between park space, the ‘L Line’ and Metra, further increasing land value and desirability to live in these surrounding locations. Recent studies have found
2.3 1:30,000 - Acreage Rankings Map (above)
1.4 Grant Park (above)
that people are willing to walk a quarter mile to get to their destination and occasionally willing to walk up to a half mile before opting for other means of transportation. Typically this will result in a green space or park within a quarter mile of every residentially zoned area. However, as the map on the left shows there are several areas in Chicago that do not meet the walking ratio to parks from there home. The regions highlighted in cyan show the areas of voids that don’t meet the distance requirements (figure 2.4). It is not surprising that the properties along the lakefront and downtown business district do not reveal any voids since these regions have been dedicated to open space since the beginning development of the city began. If the City of Chicago were to consider implementation of additional parks the ideal locations would be the southern and southwestern fringe of the city. This could also encourage real estate development in regions that could afford to expand. Implementation of additional parks should be considered if Chicago truly wants to be known as “The City in a Garden”.
2.4 1:30,000 - .25 Mile Buffer Walking Zone Around Parks
References 1. Bachrach, Julia Sniderman. The City in a Garden. Chicago: University of Chicago Press. 2001. 2. Chicago Park District. 1 March 2011. www.chicagoparkdistrict.com
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OLMSTED IN CHICAGO Dan Gage, David Ross
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ABSTRACT: Frederick Law Olmsted and the Olmsted brothers have significant impacts on the urban design and park structure of Chicago, Illinois. Grant Park, which has held many purposes and land uses, is now known as “the city’s front yard” and welcomes visitors to downtown Chicago. The South Park Commission hired Olmsted and Vaux to transform a marshy wetland into a grand picturesque parkland. This was the first park in southern Chicago and became home to the Colombian Exposition.
Olmsted Jr., were hired in 1903 to construct a new, pedestrian friendly design. Completed in 1907, the plan for the park was based on several French landscaping principles. Symmetry, as well as space making defined by pathways and planting beds were influential in the variation of space sizes, uses, and circulation patterns. Subsequently, the commuter trains that had previously run through the park were hidden in a depression under street level. This allowed greater pedestrian movement to and from Grant Park Grant Park which helped make the new park usable The 319 acre, that is now Grant Park, was for the public. Daniel Burnham, a city planner, used originally deeded to the commissioners of the Illinois & Michigan Canal in 1835. The park, which Grant Park as an important element in his vision was known as “Lake Park,” was overrun by squatters of the city. He once wrote, “The lakefront by right belongs to the people.” Overwhelmingly open and and refuse sites. The Illinois Central Railroad clear (and free), it’s the envy of cities all over North aligned tracks parallel to the park and eventually brought them into the site. Chicago later adopted a America who don’t have anything like it on their new park plan that would incorporate a civic center waterfronts. Later, in the 1910’s and 1920’s, the Alder and other community buildings, however, after the Planetarium, Field Museum of Natural History, Aaron Montgomery Ward lawsuit, the Art Institute and Shedd Aquarium became part of the site due of Chicago was the only building constructed (1893). For awhile the area went undeveloped, until to further landfill expansion. Over the years, the 1896, when city began extending the park area over park has incorporated other structures such as the Buckingham Fountain, Bicentennial Plaza, the landfill and lagoon. the Children’s Museum and Lakeshore Trail, and In 1896, The Chicago South Park Millennium Park. Grant Park has become the most Commission took responsibility and swiftly visited park in Chicago and has gained the name changed Lake Park into what it’s referred to today, Grant Park, after Ulysses S. Grant. The Olmsted Brothers, John Charles Olmsted and Frederick Law Right: Lurie Gardern, Grant Park
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Buckingham Fountain Plaza_Grant Park
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“the city’s front yard.” The park has become a location for major civic and historical events. Visitors have come to see presentations that vary from Pope John Paul the II speaking to the Chicago Bulls championship celebrations. The park has also played host to prestigious festivals such as, the Chicago Jazz Festival, Venetian nights, Taste of Chicago, the Chicago Blues Festival, and from 2005, Lollapalooza. The Buckingham Fountain, one of Grant Park’s largest attractions, provides entertainment with amazing water sprays. It was donated to the city by Kate Buckingham in memory of her brother, Clarence Buckingham. The fountain represents Lake Michigan and each sea horse symbolized a state bordering the lake (Illinois, Indiana, Michigan and Wisconsin). The fountain’s twenty minute display plays hourly during the summer and is most attractive at dusk, when the fountain’s jets are accompanied with music and colored spotlights. Further north in the park became one of the most visited tourist locations in the city, Millennium Park. First planned in 1997 as a way to create new parkland in Grant Park and transform unsightly railroad tracks and parking lots, Millennium Park has evolved into the most significant millennium project in the world. “Millennium Park,” says one prominent civic leader “will be a worthy creation for all time. It will define Chicago to the entire world as America’s greatest city.” Located in downtown Chicago on Michigan Avenue between Randolph and Monroe Streets, the 24.5acre park is an unprecedented center for world-class art, BP Bridge connecting Grant Park to Millennium Park. Frank Gehry
music, architecture and landscape design, where you can experience everything from interactive public art and ice skating to al fresco dining and free classical music presentations by the Grant Park Orchestra and Chorus. Among the parkâ&#x20AC;&#x2122;s prominent features is the dazzling Jay Pritzker Pavilion, the most sophisticated outdoor concert venue of its kind in the United States, designed by Frank Gehry. The Museum campus is one the major things to attend in Grant Park. Located near Soldierâ&#x20AC;&#x2122;s Field, Museum
campus contains a number of museums and attractions dedicated to natural sciences. The Adler Planetarium, Shedd Aquarium, and the Field Museum of Natural History are landscaped with greenery and flora, as well as jogging paths and walkways. A picturesque promenade accompanied by bronze monuments, invite visitors and residents to visit. Washington Park When Frederick Law Olmsted first arrived to the Washington Park property, known at the time as South Park, he saw open fields and marshy conditions surrounded
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Vehicular Circulation
Park Program
Circulation & Program Overlay
Pedestrian Circulation Vehicular Circulation Park Systems_Grant Park (top) Washington Park (bottom)
Park Program
Circulation & Program Overlay
Pedestrian Circulation
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by bare trees. Olmsted and his partner Vaux already had success implementing parks in bustling cities, such as Central Park in New York City. In a similar approach to Central Park, they wanted to create a place for refuge from the business of the city. Inscribed on an entrance boulder today is Olmsted’s objective for the site: “A place in which people may easily go after their days work is done, and where they may stroll for an hour, seeking, hearing, and feeling nothing of the bustle and jar of the streets, where they shall in effect find the city put far away from them.” To accomplish this goal, Olmsted designed in accordance with the picturesque ideology. He created sweeping views across meadows surrounded by trees. The South Open Green, a 100 acre greensward on the northern half of the park centered on a prairie based design surrounded by curvilinear walking trails under a canopy of deciduous trees. To add to the natural feel of space, Olmsted included a 13 acre lagoon in the south half of the park. Small elements of formal design were also incorporated in the early designs including a bandstand, refectory and promenade. Another main idea of Olmsted for Washington Park was to incorporate a boulevard system that would provide linkage to other main destinations in the city. Today, travelers can take the Midway Plaisance east to Jackson Park, Garfield Boulevard west to the Chicago Midway International Airport, or Drexel Boulevard north to the “Chicago South Park Commission Plan...,” Olmsted, Vaux & Co.’s center of the city. Report Accompanying Plan for Laying Out the South Park (Chicago, 1871). The Newberry Library Washington Park was first realized in 1869 as lobbyists from southern Chicago pleaded for park space that could connect to the existing West Park System and also the downtown. The South Park Commission formed as a result of this lobbying and soon identified over 1,000 acres for potential parkland. Paul Cornell, a leader in real estate and a key member of the South Park Commission, hired Frederick Law Olmsted and Calvert Vaux to design the space, which initially became known as South Park. Eventually in 1881, South Park was officially divided into two parks and renamed Jackson Park to the east and Washington Park to the west. They are connected by the Midway Plaisance Boulevard. The limits of Washington Park’s 372 acres stretches from 51st Street to 60th Street and Martin Luther King Drive to South Cottage Grove Avenue. Olmsted Quote_Washington Park
Picturesque view in Washington Park
A major setback in the implementation of the park occurred in 1871 as Chicago suffered from the Great Fire. Olmsted and Vaux’s blueprints were destroyed as a building that housed them burnt down. A year later, the South Park Commission hired designer Horace W. S. Cleveland who tried to execute Olmsted’s plans as best as he could. Unfortunately, financial setbacks and the depression in 1873 caused the overall design to be scaled back. Alteration to the landscape as proposed by Olmsted, were replaced with less expensive formal plantings due to the shortened budget. Early attractions to the park included a conservatory, riding stables, athletic fields for cricket, baseball and golf, a toboggan slide, archery ranges, bicycle paths, row boats, horseshoe pits, a rose garden, greenhouses, lily pond, bandstand and even a small zoo. Today, the park includes facilities for baseball, fitness centers and gyms, basketball, strolling and running paths, playgrounds, spray pool, swimming pool, tennis courts and soccer fields. Recently in 2006, an Olympic Stadium was proposed on Washington Park in a bid for the 2016 Summer Olympics. However, the decision to hold the games in Rio de Janeiro halted the plans.
Washington Park
References 1.“Chicago Traveler,” last modified April, 2011, http://www. chicagotraveler.com/ 2.“Washington Park,” last modified 2005, http://www. encyclopedia.chicagohistory.org/ 3.“City Data,” last modified 2010, http://www.city-data.com/city/ Chicago-Illinois.html 4.“Parks and Facilities,” last modified 2011, http://www. chicagoparkdistrict.com/index.cfm/fuseaction/parks.home.cfm
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DENSITY Race Age
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RACE
Joe Kotulak, Ryan McDermott
ABSTRACT: The population of Chicago has seen a growth
pattern raising it to the status of the third largest city in the United States. With such a large population the opportunity for racial diversity abounds. Throughout the history of the city different groups of people have seen population booms and plateaus in response to national events or movements. Despite the diversity present in the city there are two large groups that have been influenced by these booms; white and black people.
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workers, and the people responded. The influx in both industry and laborers made the city into a hub for freight and passenger rail lines. The Illinois and Michigan Canal which was opened in the late 1840â&#x20AC;&#x2122;s provided similar opportunities to the rail lines. It provided an increase in the market of Chicago by allowing for greater ease of accessibility to the east coast. Having Chicago opened up also allowed for linkage to St. Louis and other growing cities along the river system. In addition to the market options there was also a need for a work force to build the canal. Upon its completion several other canals were soon to follow, creating a transport system as influential as the railroads. The suburbs provided housing for the growing population and enticed people to stay in Chicago. The homes were built with wood frame construction techniques which allowed for rapid development. The speed of production resulted in areas such as West Chicago and Hammond. As a result of the potential work force moving out of the city center, large industries were built on the periphery of the city and helped make homeownership possible for the working class.
This section looks to tie together events within the history of Chicago to racial booms using text, images and diagrams to illustrate the connections. In addition to the white and black population booms other minorities have seen changes in population within the city and will be discussed briefly. The first of the aforementioned groups to feel the effects of the nation and population boom was the white population. This group saw its population double each decade from 1850-90. This spike was the result of five main catalysts; railroads, canals, suburbs, parks, and land annexation. The railroad industry expanded and spread fanatically across the nation, with new companies being founded to construct new lines. Chicagoâ&#x20AC;&#x2122;s rail industry flourished as well, G&CU Railroad, Milwaukee and Waukesha Railroad, C&RI Railroad, CB& Q Railroad, C&NW Railway, and many others were all new companies founded in Chicago. The need to expand the system created a demand for Right: Mural in South Side Chicago
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Railroad workers
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Grant Park (1890)
Illinois and Michigan Canal
Following the Great Chicago Fire of 1871, a second wave of rapid construction gripped the city, this time steel was used and spawned the skyscraper. In addition to the built environment an understanding for the need for green space also became prevalent at this time, and areas such as South Park, Jackson Park, Washington Park, Garfield Park, and South Open Green were designed at this time. These parks would provide city inhabitants places for recreation within the city. This city beautification made the city much more appealing and livable. The last reason for a major growth in the white population came with the largest annexation of land by the city. The city gained land both to the north and south, increasing the amount of waterfront for the city. The annexation included four main townships around the city; Jefferson, Lakeview, Lake, and Hyde Park. Jefferson was to the northwest and Lakeview was directly north along Lake Michigan. Lake and Hyde Park were both to the south, with Hyde Park being along the lake. The second of the groups to feel the effects of the industry and population growth in Chicago were black people. The culmination of events that led up to the massive growth over several decades consisted of groups searching out areas of refuge from the south in which to escape segregation and violence, and the opportunities offered to blacks such as education for their children and new jobs resulting from the rapid expansion of railroads, meatpacking, and steel industries. The mass movement of Chicago territory annexations black people to the area also saw the effects of overcrowding and tension from rival minorities.
City of Lakeview
City of Chicago
Town of Lake
Village of Hyde Park
Black Belt
Public Housing Project
Beginning as early as the Civil War, Illinois had some of the most progressive anti-discrimination legislation in the nation. School segregation was first outlawed in 1874, and segregation in public accommodations was first outlawed in 1885. Despite the progressive practices in antidiscrimination in Illinois, in the 1920’s homeowners in the state became pioneers in using racially restrictive housing covenants. At one point, as much as 80% of the city was included under restrictive covenants. But by 1948, the court ruled racially restrictive covenants were unconstitutional although residential segregation still persisted. As a result of segregation and violence in the South, blacks started migrating to the North, where they could live more freely, get their children educated, and get new jobs. Industry buildup for World War I pulled thousands of workers to the North, as did the rapid expansion of railroads and the meatpacking and steel industries. Between 1915 and 1960, hundreds of thousands of black southerners migrated to Chicago to escape violence and segregation, and to seek economic freedom in the North. The migration of African Americans from the rural south to the urban north became a mass movement, one that would radically transform Chicago, both politically and culturally. The intense masses of people began to capture public attention. At one point in the 1940’s, 3,000 African Americans were arriving every week in Chicago, making their way to neighborhoods they had learned about from friends and the Chicago Defender, Chicago’s African American Newspaper. A growing issue on the South Side of Chicago was the competition for jobs and housing by recent and older immigrants with the vast amounts of new
Cabrini Green
arrivals. As a result of the Great Migration and new housing opportunities after World War II, early white residents on the South Side began to move away under pressure of the new migrants. African Americans continue to move into the Chicago making it the black capital of the country. The South Side became predominately black, resulting in the formation of the Black Belt. A combination of white hostility and population growth in Chicago created the ghetto on the South Side. In 1910, more than 75% of blacks lived in predominately black sections of the city. As the population grew, African Americans became more confined to a delineated area, instead of spreading throughout the city. The Black Belt of Chicago was a the chain of neighborhoods on the South Side of Chicago where three-quarters of the city’s African American population lived by the mid-20th century. The Black Belt was an area of aging, dilapidated housing that stretched 30 blocks along State Street on the South Side. The Black Belt also contained zones of economic status. The poorest blacks lived in the northernmost, oldest section of the Black Belt, while the elite resided in the southernmost section. The 1934 census estimated that black households contained 6.8 people on average, whereas white households contained 4.7. Crime in the African American neighborhoods was a low priority to the police. Associated with criminal issues were poverty and rates of violence and homicide. In 1946, the Chicago Housing Authority (CHA) tried to ease the pressure in overcrowding ghettos and proposed public housing sites in less congested areas of the city. Some examples of public housing projects in Chicago included Cabrini-Green (1942), ABLA (1943), Stateway
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Gardens (1955), and Robert Taylor Homes (1962). Within Chicago today, there are forty languages spoken by more than 1,000 people. The racial makeup of the city is 42% white, 36.8% black, 4.4% Asian, 0.1% Pacific Islander, 0.4% Native American, and 26% Hispanic of any race. Chicago has the fifth highest foreign-born population in the country with 21.7% of its population being foreign born. The main ethnic groups in Chicago include Nigerian, Irish, German, Italian, Mexican, Arab, English,
Bulgarian, Greek, Chinese, Indian, Filipino, Lithuanian, Polish, Romanian, Serbian, Swedish, Ukrainian, Dutch, and Puerto Rican. Many of Chicagoâ&#x20AC;&#x2122;s politicians have come from this massive Irish population, including the current mayor, Richard M. Daley. The Chicago Metropolitan area is also becoming a major center for Indian Americans and South Asian Americans. Chicago now has the third largest South Asian population in the country, after New York City and San Francisco.
_race white hispanic black asian no majority >50%
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Ethnic Restaurants in South Side Chicago
Prayer session in downtown Chicago
Race Distribution in Micro Plan of Downtown Chicago
References 1. http://www.encyclopedia.chicagohistory.org/pages/1039.html 2. http://www.encyclopedia.chicagohistory.org/pages/626.html 3. http://condor.depaul.edu/chicago/info_hst/earlychi.html 4. http://www.encyclopedia.chicagohistory.org/pages/140.html 5. http://www.encyclopedia.chicagohistory.org/pages/3716.html 6. http://www.encyclopedia.chicagohistory.org/pages/3716.html 7. http://www.loc.gov/exhibits/african/afam011.html 8. http://www.encyclopedia.chicagohistory.org/pages/27.html 9. http://en.wikipedia.org/wiki/File:Chicagoblackbelt.jpg 10. http://newsce.com/wp-content/uploads/2010/12/cabrini-green-chicagodemolition-plan.jpg 11. http://www.uic.edu/orgs/kbc/contestedcities/Chicagowalls.jpg 12. http://projects.nytimes.com/census/2010/explorer
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Dwight D. Eisenhower Expy
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Medical District Cicero
no majority >50% white hispanic
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Hometown Evergreen Park
Auburn Gresham
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Dan Ryan Expy
Willow Springs
Racial Demographic Distribution
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Chicago Midway International Airport
E. 47th St.
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Leclaire Courts
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AGE
Spencer Luckey, Scott Shiffermiller
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ABSTRACT: The collection and use of age data plays a significant role in the urban fabric of a city and how it is stitched together. With the data city planners are able to determine where they need to make city improvements and how to model the infrastructure of the city to fit the needs of the specific age group that lives in the area. Companies are also able to identify key places to build offices where they can hire a quality work force. With the use of age data the design and use of architectural projects can be focused on a certain age group to better accommodate the individuals that use the facility, creating a more efficient building. The city of Chicago has gone through several different changes in the majority age of its citizens and this change has caused the growth and decline of different areas of the city in order to meet the needs of the citizen. This section will seek to explain the differences in rise and fall of the separate age groups and learn how the city has grown to accommodate the different ages of the citizens within the city. The maps and diagrams found throughout the selection show the change and growth of different areas of the city in relation to age and help to understand how the city has grown in response to age and number of citizens within the city. Age data collection for the area around Chicago began in 1840, three years after the founding of the city. The data collected by the United States census was taken by county. Information from Cook County where Chicago is located showed that in 1840 the largest majority of people in the county were between the ages of 20 and 30. At this
time that number was 3,201 people which made up 31.4% of the total population. Over time Chicago continued to grow as it became a prime trading location on the mouth of the Chicago River. By 1860 many families had made their way west to Chicago and as a result the 1860 census showed that children ages 1-9 made up the largest majority of residents in Cook County. This data showed that 30.1% of the population fell into this age group with a total of 43,649 people. In 1871 the Great Chicago Fire ravaged the city and resulted in an immensely large demand for new buildings and workers. This demand led to a boom in population that would continue for the next 60 years dramatically increasing the amount of people in the area and in turn the amount of working age citizens in the city. By 1930 the city had 758,404 citizens between the ages of 20 and 29 which made up the majority of the population while 1-9 year olds were not far behind with 695,508 people. By the mid 1950’s the entire United States was going through a period of transition with the occurrence of the “Baby Boom”. The boom resulted in seventy-six million children being born between 1945 and 1964. Chicago was affected dramatically by this event causing a huge shift in the amount of children compared to adults
Right: “Time Machine at Nichols Bridge” Scott Shiffermiller
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“Nichols Bridge, Chicago, Il” Scott Shiffermiller (right)
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in the area. By 1960 in the Chicago area children ages 1 to 9 reached into the millions with a total of 1,066,777 people. The closest age group to the baby boomers was their parents who consisted of 622,277 people. Over time the baby boomer generation grew up and stayed in the Chicago area. By 1980 the age group 20-29 made up 18.4 percent of the population with a total number of 1,012,361 people. Into the 1990’s the amount of the people dropped slightly and since then it has remained fairly steady with 20-29 year old people making up the majority of the population at a total of 879,373 people in 2000. Children 1-9 are not far behind that number with a total of 737,671. Today in Chicago the demographic has not changed, a majority of the city is made up 25 to 49 year olds with a total population of 1,028,259 people. The group 0-4 includes 203,427 people while 5-14 contains 377,317 and 1524 has a total of 413,794 people. Finally, citizens 50+ years of age make up a total population of 781, 593 in Chicago. The location of these age groups has a large effect on the design of the city and how it grows and expands as time goes on. With certain age groups moving to different areas of the city specific amenities are needed to accommodate the citizens such as schools, businesses, grocery, and park areas to name a few. The majority of youth and young families tend to live in the residential areas of the city as can be seen in the map. This area is slightly away from the booming commercial center of the downtown district in the city. Families are able to move throughout the city either by car or public transportation and schools as well as parks and recreation areas are located nearby. The downtown “View from the Corner Bakery” Spencer Luckey
core of the city is home to a large number of working class citizens which include people ages 25-50, many of whom do not have families to sustain and work in the immediate area. As can be seen on the map this area is a commercial hotspot as well as major living area for the working class citizen described above. The homes come in the form of apartments and condominiums located in the extensive number of skyscrapers that the city is known for. This type of accommodation works well for the business oriented citizen who is able to live and work in a relatively small
area by taking advantage of close proximity and public transportation. The older generations of citizens live in and next to the Gold Coast area of the city as seen on the map. It is located North of Navy Pier and next to the Old Town district. This area of the city includes the historic water tower which was one of the only remaining buildings to withstand the Great Chicago Fire. It has been a major part of the city for quite some time and as a result has become an attractive area to live in for older residents with access to downtown, parks, shopping, and entertainment among
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Population Change: Chicago, Il.
Median Age Distribution- Chicago, Il.
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other things. The citizens in this area are still able to be next to the hustle and bustle of downtown but at the same time remain slightly separated from business and commotion of the area. In recent years near the downtown core of the city a large amount of expansion and growth has taken place. This growth can be seen in the map provided which shows where the majority of people now live in the city along with what age group makes up the highest percentage of population in that area. The main residential area that the majority of young families live in is going through a decline while the places where the older population lives is on the rise as far as growth is concerned. This growth is leading into the idea that Chicago is becoming more of a working city as opposed to a place to raise a family which has been the trend in the city for much of its history. These new areas of growth are focused in specific zones of the city. The working class citizens are finding homes near and in the downtown core in high rise mixed use buildings. This pattern of growth for the majority of the Chicago population lends itself to the use of these Change: Chicago, Il. Chicago, Il. 1:30,000 Age DistributionPopulation Changedensely packed high rise structures in order to maximize the Population amount of usable space within the city while maintaining Commercial the dense urbanization that is occurring in the area. This Residential reduces the need for urban sprawl as citizens make a home near where they work causing less commuter time in a city Business where travel can be hectic and time consuming even with the development of the subway system. Planned Development Chicago is a booming city with a majority of the population being of the working class age and being centered on the downtown core of the city where new Downtown Core development has caused a growth of population which has lead to a decline in other areas. The focus of this majority age group is clearly on dense urbanization and building up, not out, as the city continues to expand. The future of the city seems to be centered around Lake Michigan and the Chicago River as Burnham saw it many years ago. The Downtown question is whether the city will continue be filled with Mixed working class age citizens or if over time this age group will stay in the city raising the majority population age to a different group and change the demographic of Chicago. Zoning and AgeZoningDistribution: Chicago, Il. 1:30,000 Age DistributionChicago, Il. On the other hand new with the waterfront area becoming
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“Walking Chicago” Scott Shiffermiller
so popular in recent years new young families could start moving to Chicago and cause a shift in the age median to go the younger citizens. Only time will tell how the city will continue to grow into the future.
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8738-18290 6013-8676 4066-5982 2195-4056 0-2187
Total Population- Chicago, Il.
References 1. City of Chicago “City of Chicago :: Geographic Information Systems.” :City of Chicago. http://www.cityofchicago.org/city/en/ depts/doitprovdrs/gis.html. (accessed January 17th, 2011) 2. U.S. Census Bureau “Census Bureau Home Page” http://www.census.gov (accessed January 17th, 2011)
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INDUSTRY Land use Land Value Income
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LAND USE
Sarah Baranowski, Nicole Maass
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ABSTRACT: After the Chicago Fire, land use became an important topic among city planners. Beginning in the early 1900â&#x20AC;&#x2122;s and throughout the century, Chicago became more decentralized due to changes in mobility. Land uses began to follow the different patterns of transportation. The decentralization created a disparity in zoning regulations between different classes. The neighborhoods on the outskirts of Chicago have stronger boundaries between different land uses. Business districts of Chicago have followed the peripheral migration of the suburbs, but the 1923 Chicago Ordinance has set aside too much land for business leaving several vacant zones. The solution is to develop core intersections as strong business centers. These ideas are just bigger plans to the early ideas of land use that started after the Chicago Fire. Since the fire of 1871, Chicago has planned nearly every aspect of its cityscape. From the uniform street grid pattern and large park connections, everything was carefully articulated. One aspect that was planned, even before the fire, was land use. Land use was used for public health and safety. Land use laws in Chicago were generally developed to protect home owners, so that industries and businesses would not mix with residential areas. This was made clear in the 1926 case Village of Euclid (Ohio) v. Amber Realty Company. With almost any city, it isnâ&#x20AC;&#x2122;t possible to clearly separate industry and residential, but
Chicago from the start was skillful at keeping the two separate. In the beginning, business was centralized in the downtown area. Residential was centralized in the beginning as well, but when the cable cars, electric lines, commuter railroads, elevated and subway trains, and the automobile came into existence, single family housing moved to the edge of the city. So the car and the suburb came hand in hand. The car created a greater separation between different land uses, especially in Chicago. Without the car, Chicago was denser and the different land uses were closer. The people who moved to the outer city limits were middle or upper class, while the lower class stayed around the city center area. And even with people moving away from the downtown area, it was still crowded thus, a lot of manufacturing companies moved just outside of the loop. The creation of the car could also be blamed for the greater disparity between the different living standards of economic classes. The rich were constantly moving out to the edges of Chicago because of the appeal of more space and larger homes. The lower class was left in the center with the older housing or public housing that was created in the mid-twentieth century. Zoning was very prevalent back in the 1940â&#x20AC;&#x2122;s, but one begins to Right: Wicker Park
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an intermixed environment would work better than the separate residential areas. In the past separate residential areas worked well for different ethnic groups who set up residents together, for instance the Polish, German, and Irish. When they set up these residents together certain businesses became the center for these small towns. Thus Chicago became the large network that was made up of a lot of smaller networks. This can still be seen today with suburban Chicago. The city contains many different smaller nodes that connect and interlock around the larger node of Chicago downtown. The location of the different neighborhood nodes is largely ZONING MAP OF CHICAGO 1930’S
SUBDIVIDED AND OCCUPIED LAND UNSUBDIVIEDED LAND ACREAGE: FARMS, GOLF COURSES, ETC. LARGE PARKS
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UNOCCUPIED LAND
Typical Row House in Chicago
wonder if zoning mainly became a strong practice for upper class. Suburban residents tend to regularly participate and voice concerns about zoning in Chicago, but the under class tends to get left out of the picture. The “residential” category of land use simply blankets a large and complex category with many different parts such as lower and upper class and different ethnic groups. There is a large difference between upper class residential and lower class residential. It is clear to see with examples such as CabriniGreen, a social housing project that was torn down due to social problems. The question now for housing projects is a question of intermixing different income levels into the same residential area. Planners who are taking over the area 1930’s Zoning map of where Cabrini-Green used to be located are considering
responsive to transportation. Land uses, in general, tend to locate themselves based on different transportation reasons. Chicago began because the location of the river to the lakes allowed for boat travel. When the railroad was in its prime, industry could be seen following along its tracks even out of the city. Residential areas could be seen growing along cable car systems and eventually highway systems. Suburban centers can be seen close to the highway. The city at large is about mobility and the land uses reflect that idea. But as we move along to the future the need for distance
from the Chicago center seems to be less. In the past fifty years, there has been a popular movement into the condo lifestyle. This begins to question if the land use of Chicago should include more mixed use buildings. So in a way certain buildings become nodes themselves that are comparable to suburban nodes. Soon after the suburbanization of Chicagoâ&#x20AC;&#x2122;s population, business and commercial centers started popping up outside of the central business district, known as the Loop. These outlaying business cores became an
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important element in land use for Chicago because they held the largest volume of the cityâ&#x20AC;&#x2122;s business industries. As stated by the 1935 Census of Business, the total sales volume in the Loop compared to the rest of the city is $275,766,000 to $785,487,000, respectively. Therefore, 74% of Chicagoâ&#x20AC;&#x2122;s total sale volume occurs outside of the central business district. The localization of these business centers was highly affected by the rise of the automobile and by peripheral migration of the better residential areas with greatest purchasing power. The tendency for commercial land uses is to be situated along the principal traffic arteries, such as the mile-section-line and half-section streets, which carry the majority of the street-car and bus lines which is similar to suburban patterns. Also, the 1923 Chicago Zoning Ordinance restricted commercial development on residential streets, which left business to up rise along the highly trafficked streets. From these core arteries, the business nucleations grow outward similar to how the city grows out in concentric bands. This outward spread can be compared with the land values of residential areas. However, recent trends for location tend to occur at major intersections due to increases desire for automobile accessibility to new growth on the cityâ&#x20AC;&#x2122;s edge. The peak land value resides at these major intersections, and then the value decreases as it disperses outward from the core. Although land values decrease with more distance from the core, many businesses strive for these core plots because of their location to more customers. Thus, the centripetal attraction of the intersection can overcome any tendency for the nucleation to migrate outward, keeping the core highly developed. As of recently though, a new trend is leading to the decentralization of the outer laying neighborhood cores. More often than not, we are seeing large department stores, theaters and supermarkets located on the fringes of the nucleations, instead of in the core. This is somewhat related to land values, but the major reason is due to the high density in the core area. Intensive commercial land uses, such as department stores and supermarkets, require a large amount of space, and because of traffic congestion and the lack of parking in the core, these types of land use are now being seen near the outskirts of the neighborhood cores.
Therefore, we may see in the near future that the importance of the core intersections may decrease and land values will be more evenly distributed. The Zoning Ordinance of 1923 has created a dispersed and almost haphazard distribution of business development in Chicago. The majority of section and half-section streets are entirely zoned for business, yet there is no such need for this amount of space. The resulting consequence is a network of commercial ribbons with BUILT Before 1939 19401959 19601979 1980 + 50-75%
Density and Expansion of Single Family Housing Thickness refers to housing density.
75-100%
unsuccessful businesses located far from any residential area that can lend support. Therefore, there are miles and miles of vacant frontages that are zoned for business. Not to belittle the founders of the 1923 ordinance, because zoning was a very new concept at the time, but the ideology of the time was centered in the belief that population and business would expand without any limitations. But, because the population curve had flattened out, business development slowed as well. In fact, the volume of business could be doubled without new construction or the use of vacant land currently zoned for commercial use. But, the likelihood of such a large increase in business is not realistic. Then, a solution could be to reduce the areas zoned for business while preserving the zoning for commercial use in the vicinity of the commercial nucleations. Future developing business centers will be integral, essential parts in each neighborhood, which are scaled to a size to meet the areaâ&#x20AC;&#x2122;s needs. Along with these local neighborhood cores, larger nucleations should be encouraged by zoning for commercial use within a few blocks of the major intersections with room for residential areas in between. This creates a lane for the through traffic on the major streets, which connects the main business nucleations. With ample parking space on the outskirts of the sub centers, transfer islands and automobile traffic will facilitate transfer to and from street-car and bus lines in each large business area. An essential part to Chicagoâ&#x20AC;&#x2122;s framework plan would be to study the optimum size of zoned business area in comparison to the anticipated population patterns.
Historic Pullman Neighborhood
References 1. Cover image: http://www.localites.tv/chicago/?page=concierge&venue=8&activ ity=302 2. Historic Pullman Neighborhood image http://nicksuydam.photoshelter.com Downtown Core
Planned Development
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Planned Manufacturing
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LAND VALUE
Joshua Klooster, Edwin Weitz
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ABSTRACT: Land value in the city of Chicago has had a variety of factors influence it over the years. The greatest shift in Chicago’s history occurred after the Great Chicago Fire, however the factors that have continued to influence its land value lie primarily in its status as a transportation and economic hub. Throughout its history, new modes of transportation, including the railways system, water transportation, and highway system have all contributed to its growth and continue to shape it today. Other factors were present as well, such as Chicago’s park system along the lakefront. Land Value is an indication of the value people place on a piece of property; and as Chicago became more populous and certain areas became more preferable than others, land value was affected. Those forces that influenced the value of land in the past continue to have a very real impact on the city today.
This has historically been facilitated by several improvements that provided new access and opportunities for the growing city. Initially, this was achieved through the construction of the Erie Canal, but other canals followed to initially set up the city as a waterway hub. In addition Chicago would also become a major railroad destination in the 1850’s. As technology continued to progress, the automobile further connected Chicago to the rest of the nation. Finally Chicago to become a major airport as well. Today Chicago continues to be a major transportation and industrial hub for the US and the world. This can be shown though statistical data. For instance, in 2005, Chicago was the world’s second busiest airport based on total passenger The city of Chicago was founded on the traffic, with over 76 million passengers. It was the shores of Lake Michigan in 1830. Ever since its world’s busiest based on total aircraft movements, humble beginnings, Chicago has rapidly established and it was also the world’s fifteens busiest based its self as one of the most important cities in on total cargo traffic that year. Clearly, Chicago the United States and the World as a whole. As remains an important conduit to the Midwest. Chicago has grown, one of the greatest indicators of Green space has a major effect on land Chicago’s growth in population and importance is value as well, and Chicago’s park system must that of land value. be given some credit for generating the high In order to understand the current land values within Chicago, especially along its status of land value in Chicago, it is important waterfront. Since Chicago’s park system was largely to take into consideration some of the historical laid out in Chicago’s master plan written by Daniel factors that influenced it. Generally, the most Burnham in 1909, it has become an integral part influential of these is Chicago’s importance as a conduit to the Midwest for immigrants and goods. Right: 1.1 Passing through the McCormick Tribune Campus Center
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1.2 Pondering the view from Lincoln Park
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of the city’s identity. The extension of the parks along the lakefront has contributed greatly to the inflated land value of those areas. A more in depth look was also taken at a few points within the city. Through our research from the cook county assessor’s office, we were able to generate some data concerning land values within the city at certain points. These consist of points taken in the North, South, West, Lake, and Lakeview townships in Chicago, and were determined by averaging the land values of 10 parcels within that area. This research can point to some of the determinates that have been previously mentioned. The three areas with the highest values were (in order of greatest to least) Lake View, North, South, West and Lake. There are several things concerning this that can be pointed out. First, there is that the area that had the highest land value was also the one closest to the park system on the waterfront. Secondly, the next two highest were both located along the highway system, and are located close to or inside the industrial corridors that developed there. This can be further illustrated by looking at the two lowest areas. On thing they have in common is that both are located furthest away from the lakefront and the parks along it. In addition to this, both areas are located some distance from Chicago’s major highways. In this way, it can be seen how position within the city has a very real and dramatic effect on land value. Clearly these factors, such as Chicago’s infrastructure and park space continue to have lasting effects beyond their time. Daniel Burnham’s plan to 1.3 Millennium Parks influence on the city structure
leave the lakefront for the people, has led to greater land values in these areas due to their high desirability. The highways, while not necessarily desirable from a residential standpoint, have a lasting impact on the areaâ&#x20AC;&#x2122;s commercial and industrial value, thereby driving up their price as well. As intuition would suggest, those properties located further from these amenities loose their value as distance increases. There are many different factors that play a role in the value of a piece of land besides just these. The light rail that pierces through the city serves as a major public transportation system along with a bus routes that cover majority of the city. Location along this route allows for easy transportation throughout the city, and thus raises the value of the area. Major highways allow traffic to flow in
Average Dollar Per Square Foot Among Different Townships in Chicago $8.11
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1.5 Elevated tracks piercing through Chicago
1.6 Drawbridge separating industrial and residential fabric
and out of the urban fabric, and so they are very desirable from a commercial (customer) standpoint as well as an industrial (shipping) aspect. While the most notable park space in Chicago is along the lakefront, Chicago does also have parks inland, and these have a similar, if less dramatic effect on the value of the space. As an example of another area in Chicago and the various factors that influence its value, you can take the Downtown area near Millennium Park. Here, the city has allotted a public space that creates a barrier between the built structures, a transition into park space leading into the waterfront of Lake Michigan. Not only does this park space make the surround properties increase in value, the properties themselves contribute to this effect as well. The height of the buildings themselves influences the amount of programmatic space that could occupy that space, and so areas with high values generate taller buildings, which then increase the values of their neighbors. Thus increases in land value are a two way street. As one property goes up, it takes its neighbors with it, and vice verse. In this area, the urban fabric has, in response to the situation created, has generated a vibrant zone that relates to the land value. The importance of Chicago nationally and internationally has lead to high land values, especially in the downtown area. Primarily, this development has taken the form of skyscrapers; thus one good general indicator of the land value would be how tall the building occupying that land is. A quick look at Chicagoâ&#x20AC;&#x2122;s Skyscrapers will help illustrate this. Within the city of Chicago, there are five buildings with heights over 1,000 ft, all located in roughly the same area. Within the United States, Chicago contains four of the top ten buildings in the United States. Throughout the world in its entirety, Chicago has two of the worldâ&#x20AC;&#x2122;s tallest buildings. These two towers are in the form of the Trump and Willis Towers. (See figure 1.4) Land Value is a very complex system that has many different variables influencing the outcome. Throughout the research a conclusion is that the Downtown area has developed the way it has because of a series of factors that have allowed it to grow to become what we know it as we do today. Primary among these are Chicagoâ&#x20AC;&#x2122;s status as not just a major transportation hub for the United States, but also
1.7 Top 10 buildings height location (World, U.S., Chicago)
as for the world as well. This has allowed Chicago to grow, and in growing to become more attractive to immigrants, and thus to grow some more. Land value is a reflection of this growth- an indication of the importance of the land relative to its surroundings. It is a function of location, proximity to amenities, and of the quality of life of the people who live there.Land value is a dynamic force; the urban fabric is affected by land value, while at the same time land value helps determine that fabric.
1.8 Elevated Plaza in Downtown Cityscape
1.9 Office buildings influencing the urban fabric
References 1. Airports Council International. Preliminary Traffic Results for 2005 Show Firm Rebound. Accessed March 9, 2011. http://www.airports.org/aci/aci/ file/Press%20Releases/PR140306_2005_Prelim_Results.pdf. 2. SkyscraperPage.com. Accessed March 9, 2011. http://skyscraperpage.com/ cities/?buildingID=5. 3. Cook County Assessor. Accessed March 8, 2011. http://www. cookcountyassessor.com/. 4. City of Chicago. City of Chicago :: Geographic Information Systems. Accessed March 9, 2011. http://www.cityofchicago.org/city/en/depts/doit/ provdrs/gis.html.
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INCOME
Peter Kisicki, Alex Lohn
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ABSTRACT: Sites are complex. Income in the city of Chicago is a testament to this notion. After a brief history of Chicago’s income and how Chicago’s income has changed since the mid-twentieth century, we conducted a case-study to challenge the validity urban systems as linked parts, in particular, how income is related to other aspects of daily life to Chicago residents. We studied the spatial distribution of two restaurants within the city limits of Chicago and compared it to the distribution of income and race, revealing a correlation between income, race, business location and geography.
though the perception of a prosperous middle class was emerging, a major decline in union representation occurred during the seventies, undermining the bargaining power of that same middle class majority, and increasing the income of the rich and the few. So although 1980 appears at first glance as the most prosperous decade in Chicago’s documented history, a look further undermines this notion. Then throughout the nineties, income steady declined until 2000, where Chicago’s income hit a record low, most likely due to the economic recession beginning at the turn of the century. Today as of 2010, Chicago’s income is back on the rise as the nationwide recession appears to be on path to The city of Chicago has a relatively short recovery.1 documented history of income in comparison A look at a current income map of Chicago (figure to the United States as a whole. Though the 1), major clusters in income are distributed amongst the documentation of personal income for the United city limits. It shows that the majority of Chicago’s rich and States as a nation started in 1790, documentation prosperous are concentrated along the north shore, and of individual U.S. cities, for the most part, did not 1 begin until 1960, including Chicago. Up until 1960, Chicago’s less fortuned live in the south and west sides. only the assumption that Chicago followed national Then by taking a look at the race map below it (figure 1), a striking correlation is apparent. Most of Chicago’s minority income trends can be made. population reside in the low-income areas to the south and The eighties defined the first major era in Chicago’s income history. Chicago’s adjusted income west sides. The high income areas along the north side are inhabited by mostly the white population.2 (annual income adjusted to current inflation) From observing and researching income data in peaked to $36,527 by this time.1 During this era, a Chicago (figure 1), the recent visit to Chicago revealed more large numbers of people migrated out of the city’s center and into the periphery, where the formation intricacies of documenting income. Income is primary measured based on taxable income. For the most part, this of Chicago’s suburbs began. More importantly, a method of measuring income is reliable because the strong emergence of a middle class demographic in Chicago occurred years prior to 1980. However, Right: Subway Performers
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Homeless man’s reaction to receiving $20
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large majority of the earnings of American citizens are taxed and documented, as required by law. However this method poses a problem when we observed first-hand other forms of earnings that are not traditionally taxed. For example, as we were riding the Red Line south around 63rd Street, we noticed a man selling men’s and women’s socks out of a brown bag where he only accepted cash. These nontraditional forms of income only represent a very small majority of Chicago’s population and income, so they only have a very small impact on the accuracy of Chicago’s actual income, however, these forms of income, still need to be considered because they do represent a portion of Chicago’s money-earning citizens that do affect its income statistics. To better understand how income affects the overall character of Chicago; we studied McDonald’s and Starbucks to see if there was a correlation between the income of an area and the retail development of an area. They were selected primarily because of its factor in defining Starbucks at Addison & North Sheffield (Wrigleyville) the physical, economic, and aesthetic characteristics of a city. The goal of the study was to see if two companies of distinctly different public images in class could be correlated with Chicago’s income and racial distribution, revealing that one factor lends insight into other factors of a city’s character of an urban system. McDonald’s offers mostly affordable items that attracts broad and diverse consumer base. Starbucks on the other hand, is slightly more expensive were it appeals to a more niche consumer base. The study began by locating and counting all of the McDonald’s and Starbucks within the city limits of Chicago. 119 McDonald’s and 162 Starbucks McDonalds at Fullerton & Lincoln (Lincoln Park)
Chicago City Limits
Chicago City Limits
13.45%
Chicago City Limits
30.25%
$27k or less
$47k or more
21.85% $27-35k
26.05%
8.4%
$40-47k $35-40k McDonalds Distribution by Income
Chicago Community Areas Income
1.23% 20.37% $27k or less $27-35k
8.64%
62.35%
$35-40k
Chicago Community Areas Income Chicago Community Areas $47k or more $40-47K Income
$47k or more
7.41%
$47k or more $40-47K $35-40k $27-35k $27k or less
$40-47k Starbucks Distribution by Income
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$35-40k $27-35k $47k or more $27k or less $40-47K $35-40k $27-35k $27k or less
13.45% 5.88%
no majority
18.49% >80% white
majority black
19.33%
27.73%
>80% black
Chicago Community Areas Race Chicago > 80% white Community Areas majority white Race> 80% hispanic
majority white
10.08% majority hispanic
5.04%
>80% hispanic McDonalds Distribution by Race
majority hispanic > 80% white >majority 80% black white majority black > 80% hispanic majority majorityasian hispanic no> majority 80% black majority black majority asian no majority
9.26% 17.28% 11.73% no majority >80% white majority black
1.85%
>80% black
3.7%
majority hispanic
Chicago Community Areas Race
56.17%
majority white Starbucks Distribution by Race
McDonalds locations McDonalds Chicago: 121 Stores in Figure 1- McDonalds & StarbucksTotal Analysis McDonalds Total Stores in McDonalds Chicago: 121 McDonalds
TotalStarbucks Stores in locations Chicago: 158 Starbucks Coffee Total Stores in Chicago: 158 Starbucks Coffee
ffee
> 80% white majority white > 80% hispanic majority hispanic > 80% black majority black majority asian no majority
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locations were identified.3 Each location was then plotted onto a GIS street layer of Chicago. McDonald’s is distributed rather evenly across Chicago’s city limits, and Starbucks is more selective on their location. Of the 162 Starbucks, more than 70 are located on the north side, between Kinzie and Howard Streets, and Milwaukee Boulevard and Lake Michigan.4 By sharp contrast, only a handful of Starbucks are found located south of downtown.1 Looking back at figure 1, income and race were analyzed in correlation with the locations of McDonald’s and Starbucks. In regards to income, the majority of McDonald’s, 30.35%, are located in Chicago’s highest income bracket of $47,000 or more a year. An even higher percentage, 62.35% of Starbucks are also located in the highest income bracket. By the same token, the lowest percentage of Starbucks and McDonald’s were located in the lowest income bracket. Racially, both had the highest percentage in predominantly white neighborhoods. Statistically, the restaurants had the lowest percentage of their locations amongst the predominantly Asian neighborhoods. But this statistic is distorted based on the notion that the Asian population also represents the least populated race in Chicago. Graphically, McDonald’s is evenly distributed across all incomes and races, and Starbucks is more predominantly located amongst the highest areas of income and areas of the highest White population, and most under-represented amongst the Black and Hispanic neighborhoods. The Condos of Gold Coast The results are telling. Indeed, a correlation between income, retail, and race does exist. The contrasting distribution of the two food industry retailers reveal that retailers, in this particular case, make conscious decisions in determining where to situate there stores. Again, McDonald’s markets to a broad and diverse consumer base with its affordable menu items. And it’s even distribution throughout Chicago is reflective of a broad and diverse consumer base. Starbucks, on the other hand, while selling non-essential and relatively expensive coffee products, situates itself predominantly in higher income areas that can afford to purchase such non-essential items. Whether or not Starbucks is influenced more heavily by income or race is speculative. Most importantly, the study shows that Vacant lot in the south side
a multi-factor correlation exists in regards to one topic such as income, and that the revealing of systems within Chicago exists, rather than pluralized, separate entities.
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People waiting near bus stop
References 1. “Income,” U.S. Census Bureau, last modified January 5, 2011, http://www. census.gov/hhes/www/income/income.html. 2. “Chicago Boundaries,” Radical Cartography, accessed February 28, 2011, http://radicalcartography.net/. 3. “Store Locator,” Starbucks Corporation, accessed March 2, 2011, http:// www.starbucks.com/store-locator. 4. “Restaurant Locator” McDonald’s Corporation, accessed March 2, 2011, http://www.mcdonalds.com/us/en/restaurant_locator.html.
TRANSPORTATION Interstate highway + Roads Trains Subway / Elevated Train
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INTERSTATES, HIGHWAYS, AND ROADS Amy Catsinas, Zachory Klebba
ABSTRACT: “America’s highways, roads, bridges, are an indispensable part of our lives. They link one end of our nation to the other. We use them each and every day, for every conceivable purpose.” This quote by Christopher Dodd has rung true since the creation of the first Roman road in 4,000 BC. We have used roads for military purposes, trade, collecting supplies, tribute, transporting people. 152
Chicago was in the center of a growing network. Out of these trails, the ones that were most likely to survive the transition into the modern world were the ones that moved along the river banks and adjacent to the lake shores. As the United States came out of the war of 1812, the government became aware of the need for more efficient roads, Fort Dearborn in Chicago being a primary destination, for military reasoning. As they started This paper aims to dissect the interstate the surveying process, it was soon realized that and roadway systems of Chicago, Illinois. It will even thought the Indian trails might not be the begin with a glimpse into the history of Chicago’s straightest route of travel, they were in fact in the interstates and major roadways. following the best place to avoid things like swamp lands and history will be a synopsis of traffic. The success of sand pits. This military highway is now US12 and street design of Chicago can only be gauged fairly by those who use them on a daily basis. That is why turns into Michigan Ave within the city. In Chicago, the rigid grid of the streets was formed around the final section of the paper will take a look at the diagonal Indian trails, grandfathered into the public opinion of the interstate and road system of Chicago and determine what may need to change to overall city plan that Chicago was instigating. This grid came before the famed Burnham plan of create a more efficient street system for Chicago. Almost all of the early roads in the Chicago 1908, which took the preexisting roadwork into great consideration. In 1956, President Dwight D area originated from Indian trails. One of the Eisenhower established the Federal Aid Highway most famous and well traveled still today was first act. During WWII Eisenhower had seen the the Sauk Trail, now known as The Chicago Road, Autobahn in Germany and was impressed by its which runs from Detroit to Chicago. In 1680, the efficiency, and wanted to establish this idea of explorer Robert La Salle was the first European to transportation in the United States. The Highway travel along it. When these roads where first put act was the beginning of the building of the seven into use, the users would be horses, wagons, and super highways that fed into stagecoaches. The trails spread throughout the country, connecting much of the known land, and Right: Overlooking S Columbus Dr. and E Randolph St.
Required Full Bleed Image.
All speads should have 8 images at lease 250 dpi!!
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Traffic: Monroe St
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Traffic: Michigan Ave
and through Chicago. These Highways are the main mode of auto transportation in Chicago. Although they are formally known as US highway 94 or 90, they are known locally as Dan Ryan Expressway, Kennedy Expressway, and Dwight D. Eisenhower Expressway. Presently, with the seven superhighways and the secondary roads that run straight east-west and northsouth, the 2.8 million people living in the Chicago area in addition to the thousands of tourist that populate the streets and roadways on any given day, the issue of traffic and traffic congestion come into play. In the Chicago Tribune an article was released in January 2011 revealing that Chicago was the number one city for road congestion. Chicago commuters spend an outrageous 70 extra hours annually behind the wheel (Chicago Tribune, 2011). This is above the national average of just 34 hours annually. These 70 hours has risen from 1999, when the numbers showed 55 hours of wasted time. Not only are these numbers disturbing to think of all the time spent in this gridlock on the streets, but the real shock factor is the economic and ecological factors that result. The cost of being the no. 1 congested city in the United States is, for each individual commuter, $1,738 on average for all of 2009 (Chicago Tribune, 2011). Much of the country experienced a decline in the commuter traffic because of the decline of the economy. The Tribune quoted Chicago city officials that said, â&#x20AC;&#x153;the Chicago region didnâ&#x20AC;&#x2122;t catch a break from congestion mainly because of its location in the middle of the country, the huge amount of local and cross-country trucking and voluminous freight rail shipments that are off-loaded onto trucks that clog local Mapping of Indian Trails Through Chicago Area, 1804
highways and arterial streets” (Chicago Tribune, 2011). With gas prices rising, this is something to consider as car usage as a means of commuting becomes more and more improbable in the United States and for Chicago in particular. “Streets do say things about our city,” says the engineer Sam Schwartz, the man who helped revolutionize the way New York City’s streets are planned. “Chicago streets are saying some wonderful things, and they could say even more.”
Chicagoans’ opinions about their streets are the opinions with the most weight. They are the ones driving their interstates and highways on a daily basis, and they have the most experience when it comes to knowledge and use of their own roads. If an accurate evaluation of the current roadway system of Chicago is to be taken, and if any positive change is going to be brought to that system, then Chicago natives need to be heard. This next section will focus on the voice of the people; their opinions matter most. Issues other than traffic are important reguarding Chicago
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Street Diagram Representing Size of Chicago Intersections
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streets. Pedestrian experience, street safety, and aesthetic are all important as well. A good design will take into consideration all of the above. Chicago streets are not only conduits for vehicles, but for pedestrians as well. As streets are designed, built, and renovated, the pedestrian experience must be considered in addition to the vehicular experience. John Tolva, the director of Citizenship and Technology at IBM, understand the importance of the pedestrian experience at the street level, and he has explored the importance of the increasing role of technology in that experience. As more and more people buy devices like Blackberries, iPhones, and other portable electronic devices and use them as they traverse Chicagoâ&#x20AC;&#x2122;s streets, the applications on these devices are playing a significant role in the experience at the pedestrian level. Websites like Walkscore.com are emerging as we continue to enlarge our digital infrastructure. John Tolva knows that it will be important, as technology grows, to ensure our technology works in concert with our physical infrastructure. The first indications of constructed roads date from about 4,000 BC and consist of stone paved streets. Technology has come a long way since, and the interstate and roadway system of Chicago can attest to that fact. Examining the history of these Chicago streets, the traffic of these streets, and the public opinion of the system these The Cut: Roadways Through Architecture
Lake Shore Dr. Overlooking DuSable Park, Interstate 290
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Map: Roadway Diagrams Showing Street Relationships
streets belong to can help uncover further design solutions in creating an even more efficient roadway system. In the same way the transportation system has evolved since Roman roads were invented, we can pull from our own ingenuity to uncover proficient and inventive resolutions.
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Lake Shore Dr. Layered movement of Traffic
References 1. Hilkevitch, Jon . “Chicago No. 1 in road congestion.” Chicago Tribune 20 Jan. 2011: n. pag. http://www.chicagotribune.com/. Web. 1 Mar. 2011. 2. Christopher Dodd, www.searchquotes.com. 28 Feb. 2011.
TRAINS
Francisco Marín Nieto, Wenjia Xu
158
ABSTRACT: It is impossible to understand the history of Chicago without the presence of the railroads. Since the earliest days of the city, a huge net of railways has been developed, playing a decisive role in its growth. Nowadays, trains still configure Chicago’s urbanism at different levels. Multiple extends and interactions take place at the same time, depending on the way those railroads are read, from a local to a continental scale. It is also the moment to redefine this mean of transport, moving it forward from a ‘most-regional-in-scale’ tool to the more modern concept of high-speed hubs. Development In 1836, the first railroad was chartered to connect Chicago with the lead mines at Galena. During the next 100 years, Chicago’s vast expansion resulted from the development of transportation lines, including the canal system and more importantly, the construction of railway system. It extended the metropolitan area and raised the city population at a astonishing speed. Other railroads soon completed lines linking Chicago with the wheat fields of northern Illinois and southern Wisconsin. Later lines connected the city with Detroit, Cleveland, Cincinnati, New Orleans, St. Louis, Kansas City, Omaha, and St. Paul. Railroads were especially important as haulers of grain and livestock, which helped Chicago gain a primary role in the grain marketing and meatpacking industries (figure 1).1 By the time of 1950, Chicago, a megacity with a population of 3,376,438, has become the biggest
railroad center of the United States with fully 37 longdistance railroad lines, operated by 21 independent railroad companies.2 Today, Chicago still functions as the major railroad hub for freight moving across the country. The railroads have been merged into several large systems, yet Chicago has maintained its position as a railroad terminal. Before World War II, Chicago’s central business district, which is located at the loop of today, was surrounded by a concentration of railroad terminals with adjacency to warehouse district. The close relation between the river/lake front and railroad tracks allows freight exchange between the canal and the railroad. As the other freight and passenger transportation means, as well as refrigeration methods rapidly develop in 20th century, the existence of railroad yards in urban infrastructure has been brought down. The lakefront docks and elevators above Randolf Street is now a residential complex surrounding a green community garden. Large numbers of intersecting railroad tracks has been replaced by urban beautifying projects such as Millennium Park. Only traces of railroad at its highest days we can find at the lakefront is the Randolf Street Metra Station, which is now providing passenger train service to the suburbs at the city edge.3 Right: Metra Electric District Line train in Grant Park
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The industrial zones have moved outward towards the suburban of Chicago, organized in linear patterns along the major railroad lines. It is a clear demonstration of the importance of railroad freight service in industries. Today’s city center is no more an industrial center, nor do freight exchange happen within the central business area, not to mention that the business center is no longer limited to the loop. As the smart city today aims at developing an urban infrastructure that promotes walkability and pedestrian accessibility to urban destinations. In fact the city of Chicago has already been doing with the development of the “L” system and other mass public transit means. Rrailroad in urban area are more likely to been merging into the public transportation system, along with CTA and the bus system, to provide a completed system. The major function that Metra is currently performing is to connect various suburban regions into the city center, while the CTA has a much more concentrated stations and lines as it approaches the loop. Operated by different companies, the Metra and CTA system are each doing their own job yet not cooperating enough to provide seamless connection between the two systems to allow pedestrian from suburban area to get into and around the urban center. We could see both companies making an effort in CTA’s proposal for a “circle line”4 to connect with Metra stations within the loop as well as Metra’s construction of a new 35th station in 2009, to connect with CTA rapid transit system. But many more problems, such as schedule mismatch, might still exist with bits and pieces of construction, and Track pointing to freight yards. 631 West Grand Ave. the long time frame for such construction to make change to urban infrastructure. The urban transportation might demand a systematic plan for a well-developed public transit system, which will also modify the building structure around transportation centers. Local scale In a small scale, it is possible to distiguish the different types of relationship between tracks, stations, yards, and the immediate surroundings. The railways themselves can generate barriers through the city; bridges, underground tunnels or raised lines are needed. Or just, as the elevated liens, run along actual streets and share space with pedestrian and vehicles, thus adding a new meaning, dimension to those streets.
Warning sign. 631 West Grand Ave.
0
Interior of passenger train carriage
View towards Chicago Railroad Tracks from above
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UP
Existing Industrial Corridors City Boundary Railroad Lines Railroad Stations 1880
1848
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BRC
1880
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Existing Industrial Corridors City Boundary
Elgin, Joliet & Eastern (EJ&E) Indiana Harbor Belt (IHB) Metra (METRA) Metra Electric (ME) Manufacturer’s Junction (MJ) Norfolk Southern (NS) Union Pacific (UP)
Railroad Lines Railroad Stations
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Burlington Northen Santa Fe(BNSF) Belt Railway of Chicago(BRC) Chicago & Illinois Western (C&IW) Canadian National (CN) Canadian Pacific (CP) Chicago RailLink (CRL) Chicago South Shore & South Bend(CSS) CSX Transportation (CSX) Elgin, Joliet & Eastern (EJ&E) Indiana Harbor Belt (IHB) Metra (METRA) Metra Electric (ME) Manufacturer’s Junction (MJ) 161 Norfolk Southern (NS) Union Pacific (UP) Burlington Northen Santa Belt Railway of Chicago(B Chicago & Illinois Western Canadian National (CN) Canadian Pacific (CP) Chicago RailLink (CRL) Chicago South Shore & So Bend(CSS) CSX Transportation (CSX Burlington Northen Santa Fe(BNSF) Elgin, Joliet & Eastern (EJ& Belt Railway of Chicago(BRC) Indiana Harbor Belt (IHB) Chicago & Illinois Western (C&IW) Canadian National (CN) Metra (METRA) Canadian Pacific (CP) Metra Electric (ME) Chicago RailLink (CRL) Manufacturer’s Junction (M Chicago South Shore & South Bend(CSS) Norfolk Southern (NS) CSX Transportation (CSX) Union Pacific (UP)
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Figure 1. Evolution of the network in the city area 5
Figure 2. Lines currently opreating within the city area at a regional scale 5
Stations become, then, the points that really fulfill this new meaning. They are the small gateways where railroads and streets meet, an epicenter of users, pedestrians. They need to be visible and create an impact, a totally new type of circulations that can not be seen at any other part of the city. In the other hand, yards configure a parallel city not for inhabitans but for freight. Goods come and go, are distributed, alien to the city that lives around them.
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Regional scale In a medium scale, the railroad shows itself as a net that parts from the city and configures the territory in an area of around 50 miles. Metra runs service in eleven different lines that expand from a central point, push and trespass the city limits in order to reach close town within the metropolitan area. To make an idea of the extension of this net, it reaches the state of Minnesota to the north and, from east to west, spans for the third part of the state’s width. Its purpose is clear: connecting the city very center point to its suburbs and, beyond, a bunch of residential areas that grew up thanks to the boost of the service; offices and thousands of homes, on a daily basis. The frequencies vary form line to line, being an hour or less for those with smaller periods and many more hours in other cases. The demand depends on variables relating to economy, professional relationships, jobs, business, mainly. In the inverse order, stronger lines configure the surrounding areas in a different manner, encouraging a higher residential Raised passenger train tracks adjacent to IIT station development. As the lines abandon the city core, it is more evident that these railroads have a huge impact in the land they settle on. Corridors softly cut the pattern of low-density residential area and, suddenly, create a huge explosion of equipment, commercial uses, parking lots… when a station is reached. A small city center in every stop, merged with a huge residential fabric; a focus to receive travelers but also some others looking for leisure, parks, sport fields, shops, and everything that can be developed around every single station. There will be a moment, probably, when each one of this stations start to work as a real city itself. The territory will be, then, completely built from the previous railroad configuration, as well as highways nodes and so. The connection of this net to a high-speed system will put every small ‘train-city’ into a national train system.
View towards Millennium Metro Station from Spertus Institute
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3h 2h
Figure 3.Different networks at a national level 7 8
Continental scale The passenger service at a national level, run by Amtrak, has shown to be slow, obsolete and inefficient. Due to the nation scale and the low speed of the lines that are currently operating, the journey duration is far too long to be consider as an alternative to the automobile in short distances or to the plane, in longer trips. Thus, the existing railroad miles are only suitable to be used by freight transportation, not submitted to speed requirements and, in general, more profitable. The existing passenger lines slowly run across America -often taking more than one day to complete the whole journeyand establishes a huge net that joins points that are far too separated from each other. 6 Linked with the concept of megaregions, the national plan for a high-speed system could mean a valid approach to a railroad network in the U.S. And the main reason is because it would not be a complete network anymore, but a series of shorter, faster lines within small areas of the country (figure 3). These megaregions, established from a criteria of influence among close cities, dependence relationships and potentials as an ensemble, will eventually need a fast, sustainable and efficient system to physically join each of their cities. A system capable of taking an individual from city center to city center, with no airport transit, no parking issues, less pollution, more comfort. With speeds reaching 150mph, a high-speed railway system will connect the very center of Chicago with other cities in the Great Lakes megaregion, shading of their internal separations. References 1. Mayer, Harold M. “Location of Railway Facilities in Metropolitan Centers as Typified by Chicago.” Journal of Land and Public Utility Economics 20 (1944): 299–315. 2. Encyclopedia of Chicago, Railroads. Retrieved from http://encyclopedia.chicagohistory.org/pages/1039.html 3. Metra System Map. Metra Official Site. Retrieved from http://metrarail. com/ 4. Chicago “Circle Line” Plan(2002). Chicago Transit Authority. Retrieved from http://www.chicago-l.org/plans/CircleLine.html 5. Dennis McClendon. Chicago Growth 1850-1990. University of Illinois, Chicago. http://tigger.uic.edu/depts/ahaa/imagebase/chimaps/mcclendon. html 6. Federal Railroad Administration. High-Speed and Intercity Passenger Rail. http://www.fra.dot.gov/rpd/passenger/31.shtml 7. Federal Railroad Administration. Chronology of High-Speed Rail Corridors.
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SUBWAY/ELEVATED TRAIN Ryan Hier, David Penka, Tristan Vetter
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ABSTRACT: Since the beginning of its existence, Chicago has been a leader in technological innovation. Not only was the first skyscraper erected in Chicago, transit innovation also took claim in the bustling new metropolis. During the 19th century, Chicago became the world’s fastest growing city, thus experiencing traffic congestion. A system to get people from one side of the city to the other and back again became the focus of Chicago’s city planners and entrepreneurs. Solutions for Chicago’s transit system were highly creative and extravagant, ranging from mobile public constructs pulled by horses, to vehicles driven by wind and sail. It wasn’t until 1892 that Chicago completed their first ambitious transit system, the Chicago “L”.1 This chapter focuses on initial construction of the “L” as well as significant milestones throughout the history of the Chicago Elevated System.
elevated line, rather than an on-grade line was to promote safety, due to the high number of railroad grade crossing accidents in previous years.2 After having witnessed the success of New York’s elevated rail, Chicago city planners began seriously engaging conversations about how to make this a reality in their city. One crucial component of any transit system is location – where should the “L” be routed? Of 70 submitted proposals for the “L”, one project suggested routing the train through the downtown city core; this idea was less than desirable. However, in the mid-1880s conversations were begun regarding the opportunity for Chicago to host a world’s fair. With the buzz of world prominence among city officials, decisions were more quickly and easily The Chicago “L” is regarded today as made regarding location of the first “L” line. After one of the world’s greatest transit systems. This Congress made the decision to hold the World’s engineering marvel costing anywhere from Columbian Exposition in Chicago, Jackson Park $500,000 to $1 million per mile of track constructed was to be the location – an area currently not has impacted multiple facets across the city and included on the “L” plan. It was only a matter of urban fabric. In Paris, France, the Eifel Tower had time before city planners and engineers had the “L” recently been completed resulting in a new steel extended to encompass the area surrounding the technology: riveted plate-steel. Because of this world fair site.3 advancement in steel construction, conception of After a successful “trial” during the World’s an elevated train line was made physically possible. Columbian Exposition, new thoughts were begun Through application of this new technology, on how to power these trains. From its beginning, constructing an elevated train-line had means the “L” used steam locomotives such as those used of becoming reality. Although the “L” received criticism, one major benefit of constructing an Right: Platform of 35 Bronzeville-IIT (Illinois Institute of Technology)
165
35 Bronzeville-IIT (Illinois Institute of Technology)
166
on the Metra: Chicago’s heavy-rail train. But, due to an electrical power for rail cars exhibition at the world’s fair, the city saw benefits of an electric system and began taking steps in that direction. Electrification of the Chicago “L” was vital to the life of the “L” – in 1890, street cars were transitioned to an electric power grid providing more comfortable and therefore a more desirable experience than riding on the “L” trains. Competition between multiple mass transit systems proved to be beneficial in the life and development of the “L”.4 The Loop “L” is one of the most disputed elevated Ridership Average Weekday 2010 671,261 persons lines in the system. For starters, the Loop was built to connect the downtown districts of Chicago; interesting revelation considering one of the initial design plans was to achieve downtown connectedness. Although the ambition and finances were aligned in order to allow this Ridership Average Sat/Sun 2010 feat to happen, countless objections and complaints were 361,730 persons filed. Many existing landowners of these locations did not want to see their streets become noisy and cluttered with the structure. Charles Tyson Yerkes, a railroad tycoon, possessed the financial know-how as well as control of virtually all of the elevated lines, making his proposal and bargaining power that much more influential. That being said, Yerkes has increased the property value of some already high-priced real estate.5 With the institution of the elevated rail, more clever engineering strategies were required for bridge operation. From time to time, the “L” would pass over the river. Rather than elevating the bridge to unthinkable heights, why not create an advanced draw-bridge design? Chicago did just that. This new type of bridge construct adapted a swing Average Weekday to Average Weekend Ridership
mechanism pivoting on its center pier. Multiple examples of similar style train bridges can be seen throughout the urban fabric of Chicago. Currently, many of these train bridges are out of commission. Local developers and designers investigate implications of park and garden spaces occupying these magnificent structures.6 As in many high-density cities, subway transit systems dominate the subterranean infrastructure of the city. While the first subway in America was constructed in 1897, Chicago did not jump on the bandwagon until
1902. The immensity of the Chicago elevated line crippled the city from funding any type of subway system. By now population, commuter, and pedestrian numbers were increasing. Visually, streetcars and pedestrian foot-traffic were increasing in number creating cluttered and crowded street corridors. The time for the subway had arrived. While the initial cost was extremely steep, the proposal and implication of the subway yielded $40 million which would be used to help offset city construction prices following the completion of the â&#x20AC;&#x153;Lâ&#x20AC;?.7
carpool
drove alone
taxi
11%
167 .3%
transit 70.5%
11.5%
4.6%
subway/rail
6.6%
4.2% 2.9%
other work at home
Modes of Transportation with breakdown of public transit use; Chicago Transit Authority
bus
168
Chicago O’Hare and Midway airports are two landmark airports in the history of Chicago. In the year 1941, Midway Airport earned the title “World’s Busiest” airport. Around the same time, plans were in the making for the construction of Chicago O’Hare International Airport. O’Hare airport became “World’s Busiest” in 1962. Clearly, Chicago has become an aviation transportation hub. From these statistics, what kind of implications did these titles have on the elevated train? As ridership began to increase coming off the Great Depression, Chicago planners began to understand the importance of having rapid transportation from each of the corresponding airports to the central urban core of the city. In 1984, the “L” arrives for the first time at Chicago O’Hare International Airport. Despite the loss of “L” ridership experienced immediately following the establishment of the O’Hare stop, fortune has since looked with favor upon the “L” as well as O’Hare airport. According to present data, annual ridership on the Blue Line, connecting to O’Hare is just under 43 million passengers per year; that makes the Blue Line the second busiest rail line. Although Midway has lost some of its prominence in the shadow of O’Hare International, there was still a desire to extend the “L” to Midway Airport which occurred fairly recently, in 1993. Clearly, the peak of aviation transportation has had a notable, positive impact on the “L”.8 Over time, the history and urban fabric of Chicago Metra Entrance has changed and morphed in relation to contextual events. One important factor is the connectivity between multiple events over a specified period of time. For example, with both of Chicago’s premier airports obtaining national, even international prominence, the number of passengers passing through each corresponding terminal increases. With the increase of aircraft passengers, the need for mass transit to move travellers around the city is essential; thus, the creation of the Blue and Orange Line stops at O’Hare and Midway, respectively. Chicago’s elevated train has continued making an impact on the urban fabric of the city. As time progresses and newer, more innovative technologies are developed, the dynamistic nature of the “L” becomes more prevalent. As the “L” adapts, so must the city adapt to maintain equilibrium with such a prominent structure.
The Loop: Wabash Street
The Loop: Wabash and Washington
The Metra
McCormick Student Center: ITT Campus
10,743,545
1,547,466 75,863,923
42, 972,995 28,346,494
169 O’hare international airport
19,028,701
loop
8,311,152
15,610,987
midway airport
Total annual ridership by line (2010) total: 210,849,124 people
Total Annual Ridership per Elevated Line for the Year 2010
References: 1. Borzo, Greg. Chicago. Charleston, SC: Arcadia Publishing, 2007: 13 2. Ibid., 2007:11 3. Ibid., 2007: 23 4. Ibid., 2007: 43 5. Ibid., 2007: 51-53 6. Ibid., 2007: 67 7. Ibid., 2007: 91 8. “Route and System Guides.” Chicago Transit Authority.http://www. transitchicago.com/riding_cta/ systemguide/default.aspx (accessed March 10, 2011). “‘L’ System History.” Chicago-L.org. http://www.chicago-l.org/history/index. html (accessed March 10, 2011).
REGION Great Lakes (mega-region) Great Lakes watershed
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GREAT LAKES MEGAREGION Lindsey Leibold, Diana Ramos
172
ABSTRACT: As the U.S. progresses forward through the recession, a crucial realization that the preconceived political boundaries of state lines is no longer an adequate basis for the countryâ&#x20AC;&#x2122;s future development is necessary. Society must no longer envision success at the local and state scales when considering issues of economics, transportation, and energy, but rather expand the boundaries according to the existing growth patterns. A mega-region is a network of linked metropolitan regions with shared economies, infrastructure, and natural resource systems. Mega-regions acknowledge the scalar shift that is occurring from the countryâ&#x20AC;&#x2122;s development and provide a new concept among urban planners and regionalists. The United States has eleven emerging mega-regions across the country from the northwestern mega-region of Cascadia, to the southern Gulf Coast and Florida mega-regions, each of which offer a unique aspect to the future of American cities of which we are familiar. What started as a by-product of late 20th century urban decentralization has now grown significantly due to the continuing population growth and low-density settlements. Consequently, as the pressures on the interconnecting systems of the mega-regions continue to grow, so does the impetus to coordinate a scalar shift on political agendas and urbanism approaches alike. One of the mega-regions with significant
potential is the Great Lakes Mega-region. The Great Lakes Mega-region includes parts of Minnesota, Iowa, Missouri, Wisconsin, Illinois, Indiana, Michigan, Ohio, Kentucky, and Pennsylvania. Cities such as Chicago, Detroit, Pittsburgh, Cleveland, Minneapolis, St. Louis, and Indianapolis make this the second largest mega-region in the country. Development initially began through trade among settlements located along the Great Lakes, which through time expanded to the east coast with the construction of the Erie Canal. As Chicago became a hub for industrial commerce and other cities began solidifying a national reputation, such as Detroit with the automotive industry, the Midwest region erupted with opportunity. The boundaries of the mega-region were determined by identifying the largest metropolitan areas bordering the Great Lakes. Then, in an effort to avoid islands within the mega-region, all adjacent counties having a population growth rate higher than eight percent, or that were surrounded on two or more sides by an already selected mega-region county, were also included in the shaping of the Great Lakes Mega-region boundary. The Great Lakes Mega-region can be analyzed through a number of different lenses, each one providing an investigative view into the potential of Right: Rail Lines approaching Chicago
173
Lake Shore Drive and Lake Michigan
174
this Midwestern territory. Some such lenses include: Water, Broadband, Economics, Energy and Climate Change, and Transportation. However, as one begins to investigate the components of the Mega-region, the confluence of these different scopes becomes evident. The Great Lakes Mega-region’s abundance of water resources, including the Great Lakes, inland lakes, and watersheds providing drinking water, industrial water, recreational opportunities, and tourism, give the Great Lakes Mega-region an advantageous position among other mega-regions. Twenty-five percent of this mega-region is occupied by agricultural land that produces a significant amount of the nations domestic food supply. However, due to urban sprawl and globalization, the Great Lakes Megaregion has suffered severely in the current recession. In an effort to return the U.S. to its prosperous stature, organizations, both political and design oriented, are working towards a solution to the metropolitan areas. Some favor the Great Lakes Mega-region because it is believed that “the structure of its economy, infrastructure, energy supply, workforce, and approach to the natural environment will largely determine [the U.S.’s] ability to compete and prosper in the 21st century.”1 Transportation: “America needs a transportation policy for the 21st century that can help rebuild the economy, promote energy independence, protect the environment, and provide affordable and dependable mobility options for all Americans.”2 Mega-regions are typically characterized on a scale that is merely too far apart for automotive transportation, yet insignificantly distanced for the use Steam Grate, Randolph and Columbus
of airplane transportation. How then are people to travel within a mega-region? Unlike other mega-regions, which tend to be organized around a corridor of urban centers, the cities of the Great Lakes Mega-region are organized in a “hub and spoke” network, with Chicago still remaining as the central urban center. Being the only city in the Great Lakes Mega-region to have a commuter rail network, Chicago’s central hub quality continues to remain intact despite other issues. In addition to the commuter train, Chicago is also a hub for flight travel, both international and domestic, with over 5 million passengers annually. In an effort re-establish public transportation that is less reliant on fossil fuels, the federal government is proposing a National High Speed Railway System, a long-term plan that implements travel along corridors over time. “Highspeed rail can be thought of as the mode of choice for
mega-regions, and the transportation technology needed to allow mega-regions to fulfill their economic potential.”1 The rail line has been predicted to influence transportation in the 21st century the way the Interstate Highway System influenced transportation in the 20th century. The Midwest Interstate Passenger Rail Commission is pursuing incremental improvements to the passenger rail network in the meantime. In January 2010, the states of the Great Lakes Mega-region were awarded $2.6 billion to begin said improvements, primarily on the two major corridors, Chicago-St. Louis and Chicago-Minneapolis. However, in relation to the high-speed rail line project, the two corridors most likely to receive funding on the federal scale are the Chicago-Milwaukee and Chicago-Minneapolis corridors. On February 15, 2011, President Obama announced the 2012 budget for federal spending, $53 billion of which has
Seattle
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Minneapolis San Francisco
Salt Lake City
Detroit
6 Erie Ca na 182 lC
Cleveland
New York Newark Philadelphia ed uc
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s tr on
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d e
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pl e t
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Houston
M ichiga n
Dallas
n 8 Illi ois 4
0hrs 55mns / 169mi (272km) 1hr 8mns / 240mi (386km) 1hr 4mns / 255mi (410km) 1hr 5mns / 257mi (414km) 1hr 5mns / 310mi (499km) 1hr 14mns / 341mi (549km) 1hr 25mns / 419mi (674km) 1hr 39mns / 594mi (956km) 1hr 45mns / 615mi (990km) 1hr 45mns / 672mi (1,081km) 1hr 55mns / 725mi (1,167km) 2hrs 25mns / 725mi (1,167km) 2hrs 20mns / 799mi (1,286km) 2hrs 5mns / 862mi (1,387km) 2hrs 40mns / 903mi (1,453km) 2hrs 30mns / 933mi (1,502km) 2hrs 25mns / 991mi (1,595km) 2hrs 55mns / 1,192mi (1,918km) 3hrs 20mns / 1,251mi (2,013km) 3hrs 39mns / 1,440mi (2,317km) 3hrs 45mns / 1,509mi (2,429km) 4hrs 10mns / 1,719mi (2,766km) 4hrs 15mns / 1,723mi (2,773km) 4hrs 29mns / 1,745mi (2,808km) 4hrs 40mns / 1,847mi (2,972km)
Airports Rail System
18
ORD – IND : ORD – DTW : ORD – STL : ORD – CVG : ORD – CLE : ORD – MSP : ORD – OMA : ORD – DCA : ORD – BWI : ORD – PHL : ORD – EWR : ORD – JFK : ORD – DFW : ORD – BOS : ORD – DEN : ORD – HOU : ORD – MCO : ORD – MIA : ORD – SLC : ORD – PHX : ORD – LAS : ORD – SAN : ORD – SEA : ORD – LAX : ORD – SFO :
om
Phoenix
Orlando
Miami
GLM Networks of Transportation
176
been dedicated to funding the rail line project in a 6-year plan. Economics: Urban centers succeed due in large response to the surrounding economies of smaller markets, and with every additional layer, a stronger foundation for our nation’s urban centers to rest upon is created. When one considers the economics of the Great Lakes Mega-region, the initial thought usually is associated with global trading, more specifically, the automotive industry. And when considering the effect the recession has had on the automotive industry, in addition to the globalization, it is understandable that the Great Lakes Mega-region has been dubbed the nickname “the Rust Belt”. However, experts have reason to believe that despite the challenges being faced, the Great Lakes Mega-region “could show the rest of the country the way forward to the next economy.”3 Among the fundamental resources provided by the Great Lakes Mega-region is toprank universities, companies with deep experience in global trade, and emerging centers of clean energy research, crucial elements to building an innovatively-driven economy focused on low-carbon energy strategy and increased exporting. The Great Lakes Mega-region has a built in system of global trade networks set up in seven metro areas including Dayton, Detroit, Grand Rapids, Indianapolis, Milwaukee, Toledo, and Youngstown, which are among the nations top metro areas for metro output. Another aspect East Randolph to Lake Michigan of growth potential via exports is that of knowledge exports through the concentration of top universities and associated medical complexes. Energy: The Great Lakes Mega-region is initially 1857 recognized for its economic role in the nation, but few people are aware of the impressive array of innovation1858 1867 related strengths in this essential lens of investigation. 1834 1846 First, the Great Lakes Mega-region is a recognized 1837 1837 leader in research and development, being home to 33% 1806 1837 1836 of all academic and 30% of all industrial research and 1794 development performed in the United States. The Great 1821 1812 1853 1819 Lakes Mega-region has also received numerous funding for 1822 1780 continued work in their research and development facilities. Other educational facilities have a strong collaboration history both among themselves and the industry. The 1780 1794 1805 1806 1808 1812 1817 1819 1819 1821 1822 1823 1830 1832 1833 1834 1834 1834 1835 1836 1837 1837 1838 1840 1845 1846 1846 1848 1848 1849 1850 1850 1850 1850
Louisville Pittsburgh Dayton Detroit Charlestown Columbus Owensboro Cincinnati Evansville Indianapolis St. Louis Decatur Muskegon Buffalo Toledo Rochester Rockford Toronto Frankfort Cleveland Chicago Parkersburg Green Bay Fort Wayne Peoria Hamilton Milwaukee Madison Moline Cedar Rapids Bloomington Grand Rapids Huntington Jackson
1850 1850 1850 1851 1851 1851 1853 1853 1853 1853 1853 1854 1854 1855 1856 1857 1857 1857 1857 1857 1858 1859 1860 1865 1865 1867 1867 1868 1869 1871 1883 1883 1912
Mishawaka Oshawa Racine Ann Arbor Des Moines Erie Janesville Kansas City Lafayette Oshkosh Terre Haute Canton Windsor London St. Cloud Appleton Duluth Omaha Saginaw Topeka St. Paul Lansing Elkhart Akron South Bend Holland Minneapolis Waterloo Lincoln Fargo Kalamazoo Sioux Falls Kitchener
1856
1854
1838 1857 1853
1850 1857 1846 1848 1830 1912 1850 1853 185018671859 1855 1834 1851 1849 1883 1854 1850 1851 1850 1848 18651860 1833 1853 1840 1867 1865 1845 1854 1868 1853 1881 1866 18371823 1805 1853 1850 1837
1861
1857
1851
1819
1873 1838
GLM Regional Development Diagram
1835
1850
Interstate Connectivity
University of Illinois is currently working as a key research partner in the BP-funded $500 million Energy Biosciences Institute, aimed at finding alternative fuel source plants. In addition to energy innovation at the academic research and development level, the Great Lakes Mega-region also has the potential for clean energy, such as advanced nuclear technologies, precision wind turbines, and complex photovoltaics. The capabilities of the Great Lakes Megaregion is believed by experts to be significant in not only the transformation of the Great Lakes Mega-region, but in the transformation of the nation as a whole, given the right policies and investments are put into affect. As the sustainability for the worldâ&#x20AC;&#x2122;s natural resources drives designers worldwide to new extents, U.S. designers specifically are trying to heal consequences the shifting economics and new technology has had in the development of our urban centers. Mega-regions have become the natural progression resulting from patterns of economic functioning. By embracing this development, a new generation of designers can grow new ideas from the intial strides made by Charles Waldheim, Chris Reed, Pierre Belanger, and other designers inspired by the collaboration of landscape and architecture. Realizing the new boundaries has opened up the possibility for projects such as the 3rd Coast Atlas, which was initiated in 2009 by Clare Lyster, University of Illinois, Chicago; Charles Waldheim, Harvard University; and Mason White, University of Toronto to explore the Great Lakes Mega-region as a coast instead of merely individual lakes, based on the urbanization, landscape, infrastructure, and ecology of the area. Regardless of the lenses through which one analyzes a mega-region, it is evident that the scalar shift is a continuing concept as the country moves forward. References 1. http://www.spur.org/publications/library/article/megaregions_and_ america%E2%80%99s_economic_recovery 2. http://www.america2050.org/transportation.html 3. http://www.brookings.edu/papers/2010/0927_great_lakes.aspx
Chicago Rail Yard
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GREAT LAKES WATERSHED Alejandro Mota, Julia Villa
178
ABSTRACT: The term “watershed” refers to an area of land were rain is collected, located high allowing water to flow down and supply rivers and lakes at lower levels to a single area. It is the boundary of a basin, working as a line of division between adjacent rivers or lakes with respect to the flow of water by natural channels into them. The watershed is the most important source of water for the U.S. and Canada.There are many factors such as the ecosystem, climate, the role that plays in the economy of the two countries and resources it offers that makes the Great Lakes watershed a primary source of development for the U.S ,mostly, and Canada.The population of this region has decrease in the past years but and many important cities are located within its boundaries.
33.4 million people combining Canadian and U.S. population lived in the basin. While the rest of both countries’ population grew by 22% from 1970 to 1990 the population on the watershed grew by less than 1%.By 2001 the population on the watershed was 34, 033, 244 people. The major U.S cities located in the watershed include Buffalo, NY; Erie, PA; Cleveland, OH; Detroit, Saginaw, and Grand Rapids MI; Chicago, IL; Milwaukee, Green Bay, and, Superior, WI; and Duluth, MN. The population in these cities according to U.S 2000 Census Data is about 22,814,845 5. “One area of the Great Lakes Basin that presents special problems for determining the population is in the Chicago metropolitan area where substantial alteration of the natural hydrologic basin and direction of water flow has occurred. As a water quality measure, Lake Michigan water is diverted through the Illinois waterway at a longterm average rate of 3,200 cubic feet per second. This diversion, which has been in effect since 1848 along with a more recent one affecting the Calumet River, has converted 673 square miles of original Lake Michigan watershed into part of the Illinois River-Mississippi River drainage basin. By using the original Lake Michigan basin boundary rather than the present “man-made” one which demarks
The Great Lakes Watershed is located among eight U.S states; Minnesota, Wisconsin, Illinois, Indiana, Ohio, Michigan, Pennsylvania and New York as well as the Canadian province of Ontario. It is the largest system of water containing some 20 percent of the world’s fresh surface water. It holds about 6 quadrillion gallons of water or about 95% of the United States’ fresh surface water. If the water was spread over the U.S. it would cover the land with about 10 feet of water. The watershed drains almost 200,000 square miles. The total Great Lakes shoreline is over 10,000 miles long.5 The basin is home to more than one-tenth of the population of the U.S. and one-quarter of Canada’s population. An estimate for 1991 was that Right: Great Lakes Satelite Image, SeaWiFS Project, NASA/Goddard Space Flight Center, and ORBIMAGE. June 08 2006 10
179
Asian Carp 9
180
Sea Lamprey 4
a drainage area only 11 percent of its former size, the population of the Lake Michigan basin is increased by nearly three million persons, almost all residing in Cook County”.3 The watershed ecosystem is an important source for the living and non-living to have interaction, this provides the opportunity for different species to grow ergo an important source of economy such as fishing. The ecosystem makes life possible in the area offering natural resources for recreation, agriculture, industry and utilities. Within the ecosystem we can find different fish species as the Asian carp, Lake trout, Lake Whitefish, Muskellunge and some others. It is also an important migration corridor and provides breeding, feeding and resting for migratory and resident birds, some example of these are American bittern, Double-crested cormorant, Northern goshawk, Black Rail, Dickcissel and many other bird species. Around 130 endangered or rare plant and animal species inhabit the Great Lakes ecosystem. “It is also subject to the ever-increasing introduction and spread of non-indigenous animals and plants, such as the sea lamprey, eurasian ruffe, round goby, zebra mussel, rusty crayfish, and purple loosestrife”.6 as well as the asian carp.The opening of the St. Lawrence Seaway opened the way for inavsive species, they represent a significant problem for the ecosystem in the watershed ,during the past two centuries these species have change it having economic and social effects on people inside the system that obtain food,water and recreation from the lakes. At least 25 non-native species have entered beign responsible for degradation of coastal wetlands,loss of plant cover and diversity and damages to power and water infrastructure.
Rust Crayfish 4
Zebra Mussel 4
Wetland are an important part on the Great Lakes watershed ecosystem, defined as areas where the water table occurs above or near the land surface a part of the year. There are an estimated 300,000 acres of Great Lakes basin coastal wetlands”5. Four basic types of wetland are encountered in the Great Lakes basin: swamps, marshes, bogs and fens. “Wetlands serve important roles ecologically, economically and socially to the overall health and maintenance of the Great Lakes ecosystem. At least 32 of the 36 species of Great Lakes fish studied depend on coastal wetlands for their successful reproduction. Over two-thirds of the Great Lakes wetlands have already been lost and many of those remaining are threatened by development, drainage or pollution”.4
Invasive Spieces:Asian carp in Lake Superior 12
Ground water is very important for the watershed ecosystem because it provides water storage and slowly replenishes the lakes in the form of base flow. It is also a source of water for many communities in the Great Lakes watershed, about 8.2 million people7. Most residents of Chicago use water from Lake Michigan but many people in the Chicago suburbs that live outside of the watershed, but are close to it, use ground water as a source of supply. “Although more than 1,000 mi3 of ground water are stored in the basin–a volume of water that is approximately equal to that of Lake
Michigan–development of the ground-water resource must be carefully planned”7. Of all the Great Lakes, Lake Michigan has the largest amount of direct ground-water discharge (2,700 ft3/s) because it has more sand and gravel aquifers near the shore than any of the other Great Lakes. Surface runoff is also an important factor in the character of the Great Lakes basin it provides a significant amount of water, less than ground water, but still vital for the existence of the watershed Although is a significant source of pollution to the Lakes. The climate in the Great Lakes is affected by three factors: Boundaries of the drainage basins of the five Great Lakes
CANADA
ONTARIO
St Clair River Lake St Clair Detroit River
St Marys River Straits of Mackinac 184m Lake Superior
405m
177m
174m
Lake Huron 229m
Lake Erie 64m Sea Level
Swelland Canal
St Lawrende River
75m
Lake Ontario
177m Lake Michigan
244m Sea Level
281m
U.S.A
E SUPERIOR LAK
181 QUEBEC
U.S.A
LAKE MI C
WISCONSIN
N RO HU
HIGA N
LA KE
MINNESOTA
LAKE ONTARIO
NEW YORK
RIE EE K A L
IOWA ILLINOIS INDIANA
Great Lakes Basins and Region Watersheds
PENNSYLVANIA OHIO
25% 75%
CANADA
21%
ONTARIO
U.S.A
Lake Superior
E SUPERIOR LAK QUEBEC
HIGA N
U.S.A
LAKE MI C
Lake Huron
48%
LAKE ONTARIO
LAK
IOWA
35% 65%
72%
N RO HU
WISCONSIN MINNESOTA
Lake Michigan
28%
LA KE
Surface runoff
79%
35%
NEW YORK
RIE EE
52%
Ground Water
Lake Erie
65%
ILLINOIS INDIANA
PENSYLVANIA OHIO
Lake Ontario
Average ground water and surface runoff, components of streamflow.
Map of Urdan Areas in the watershed region. Watershed´s Population in Canada vs. Total Population 31.9%
Population Watershed Total
29.4%
U.S.
CANADA
24,033,244
10,000,000 31,281,092
291,421,906
= 50,000 persons = Main Cities
0.7%
ONTARIO
E SUPERIOR LAK
182
LA KE
7.3%
HIGA N
29.2%
LAKE MI C
MN
N RO HU
WI
LAKE ONTARIO
Watershed´s Population in U.S vs. Total Population 8.24% MI 8.4%
3.5%
IL
1.1% PA
IN
Population in Watershed Region
NY
RIE EE LAK 8.5%
OH
12%
Fauna:Night Heron,Elements Photoblog 13
Wetland: Lake Ontario, Cootes Paradise,Elements Photoblog 13
Chicago:View of Lake Michigan from John Hancock Tower.February 2011
air, location of the basin and the influence of the lakes themselves. The usual movement of air comes from west and the changeable weather is the result of alternating flows of warm, humid air from the Gulf of Mexico and cold, dry air from the Arctic. In summer, the northern region around Lake Superior generally receives cool, dry air masses from the Canadian northwest. In the south, tropical air masses originating in the Gulf of Mexico are most influential. As the Gulf air crosses the lakes, the bottom layers remain cool while the top layers are warmed. In the autumn, the rapid movement and occasional clash of warm and cold air masses through the region produce strong winds. Air temperatures begin to drop gradually and less sunlight, combined with increased cloudiness, signal more storms and precipitation. In winter, the region is affected by two major air masses. Arctic air from the northwest is very cold and dry when it enters the basin, but is warmed and picks up moisture traveling over the comparatively warmer lakes. Spring, is characterized by variable weather. Alternating air masses move through rapidly, resulting in frequent cloud cover and thunderstorms. By early spring, the warmer air and increased sunshine begin to melt the snow and lake ice, starting again the thermal layering of the lakes.4 References 1. Cambridge Dictionaries - http://dictionaries.cambridge.org 2. Hyperdictionary - http://www.hyperdictionary.com/search. aspx?define=watershed 3.Great Lakes Information Network - http://www.great-lakes.net 4.U.S. Environmental Protection Agency - http://www.epa.gov 5.WTOL 11-http://wtol.envirocast.net/ow-regionalwatersheds-04 6.U.S. Fish & Wildlife Service - http://www.fws.gov/midwest/greatlakes/ ecosystem.htm 7.USGS - http://water.usgs.gov/ogw/pubs/WRI004008/conditions.htm 8.Great Lakes Restoration Initiative - http://greatlakesrestoration.us/action/ wp-content/uploads/glri_actionplan.pdf 9.Asian Carpa Regiona単 Coordinating Committee - http://asiancarp.org/ news/federal-judge-denies-preliminary-injunction-in-asian-carp-litigation/ 10. http://visibleearth.nasa.gov/view_rec.php?id=1244 11. http://ragasreport.com/tour-on-the-chicago-river-and-lake-michigan-p 12. http://www.asiancarp.info 13. http://pics4twitts.com/2010/08/25/cootes-paradise-marsh-wetland-andlake-ontario-birds/
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Contributors
6 SCOPES, 20 TOPICS, 44 STUDENTS
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Sarah Baranowski Nick Bender Evan Bliss Stephanie Brady Martie Burke Ricardo Camio Amy Catsinas Matt Conway Dan Gage Greg Gettman Elizabeth Hawks Ryan Hier Alison Ingunza Peter Kisicki Zach Klebba Josh Klooster Joe Kotulak Dennis Krymuza Lindsey Leibold Alexander Lohn Spencer Luckey Colee Maass
Daniel Magharious Francisco MarinNieto Julia Villa Maynez Ryan McDermott Tara Meador Mercado Agustin Mota Matt Nederhiser Brent Pauba David Penka Baptiste Pryen David Ross Diana Ramos Lindsey Schaffer Justin Schuerman Dan Scott Scott Shiffermiller Nolan Stevens Tristan Vetter Trevor Watson Carter Weitz Dan Williamson Wenjia Xu