CHICAGO RAILWAY TERMINALS ºn Edenic A. de L.A.No sº º º dº º º lºſiºſºſºlº tºº lºſt flººriſtºſtºlºtlººſtºlºſſºſºlſtºmſºmºſºſºſºlſtºniºſidºtºſ.ſtlºſſº º - a sat- * * * * * * * * * * * * * * * * * * * * * * * * * * * * * º “ - a - “ - as a tº a • * * * * * * * * * * * * * * ~ * g e º sº. : THE GIFT OF i ARA/V NŒ|ſſſſſſſſſſſſſſſſſſſſſſſſ！！！ |||||||||||É·|N_№D----"¡IL[LI]Éſ| || .L|-！ FEETŇ|׺ſť=!! 1 !*|]]ŤTI||-[][]ae¿?IĘ |||||ſiſºlº| 3：（~~|№||||||L|||Eſ[\ſ,]D！！!| _ Fiſſiſ，|->Lºſ ºſſº. Eſſīſā№= |iſt）EEN（§§ſººſ：EELLEDHJULLETOETĘ） |×→ H+ = E==*：）|EE = [=R=|ſ=ET DET E TEŞTE: №= ####.=№=H||E= |ſ= №[−] ） ）}N№s）.ſ-LÈHDE! DET! DET[];Ll| | |= [][]; [][][][]DE! E = || ||L] [ ]SOEE E Eºlº,=№| 1]|[[E][ERET [T][ ] Œ=D-1 !T ：Zººlº·] LI LI LI||NLI LI LILĖLĘ，\!ŘEL[ſE|[]|][E~~~~= ==|- = =--El||||||||||||||||||||N| ]|=|Eiſtī£|（10_I_ Laeſ||||||||||||||||| №EſH ， UD|[][]№ſae[ ][ ][EE,ETË E || . ] | №№|||E||Eì№[][]|¿№.E HE E PEȘTI |-，—ſº|| || ||ºſÌ+-T DOETTEÑENERE§-ſ|- №ĒĒĒĒ.|ſ=||||||||||）（||||EEË№ ſiūĒĒĒĒĒĒĒĒĒĒ||||||||||||ſiſſ||E.Eſ= [][][][][][]HE HIER！| –||||||||EſiſÍTI[I] № _ÉÉ E = []| №j ſ}！== ----~~~SI，|- -|№-º №ſſaeſ ≡ Ø ). EFE|----№=K|-~===Œ|×~ DE!| }-||-|_lºſ_ſº№| ]|-·Eſ| ||| №Ť\LL \ }ſººſ EE =| №ſſae№{EEEEE|H]]'，\， №Ę. .EDFi F\，— ）--№m--[−] [−] [−] [）= ſ \，} §），-¿E|-&LI LI[−] [ | || |$º№.·k--·} №=|HOE || || №Hſ.ſ №ſ} № №. !！!!!!ſiſiſºſ}， L=ſſſſſſſſſſſſſſſſſſſſſLI LI LI TJ TT• 7:TTT|| } Eſ||-||-||||||||HEELILſſſſſſſſſſſſ} LI LI§–！-№ſ |-| ſ|№i || ||[I]（~~~~' ：-（（（--Ť：L_]ſaeL·|---- LI [L]№ſſº1 E-lèſ-№}}=№[]LI L-Eī！№.LI LI|-| || || LI LIſººſDE！!EL]|| I || || E EE=[]№!E |T];|=Ä==|-$§–）|-| ||C„..]$ ]│ │[−]ſ.|-ſae-Ņ ĒĒ (№ſ№№ſ ETV ] ]ĻſºſEŘEJDE）}}： 4.–1–\\ | –Ęſººſ|№ſº||-§ETIT__]L}T|№.!!！!！!！！!||T] （[T]T§ ETHſ'，·→LID|Ēl i|-|||×~ſ||Œ |-- -3，-R Eſſ=||E.T|||| || LI FI TITT TIT ĪĪĪĪİL№ HHHHHH ！|-N ſººſL]№ſ |||-ſ=ſ.| |||||L_Ilſºſ$T||||：，ſºſ, -r=·----|-F. F FF FF. №Tº||||||||| %ſ||||||||||-ſſ-|№ſĒĒĒĒĒ|||||||||||||№||E|||||||||||||||||||||// -│ │ │| EŞLİ.-F F H HÌ!！！!------| №zae|~1 TOETT TIIT … º za §º |||||||||||||№TEÏÏĪĪİIĮĮHILE| |||||||||||||||||||||||||||ſº/， ¡¡¡¡¡¡№ſſſſſſſſſſſſſſſſ！！！|||||||||||||||||||||||||№ſſa №= ÉÉTJE№ll|||||||||||||E.|| I || || |||№||\ſ|}}}ſň „! ! !！ |||||||||||||№ſſ||=（ſ==））!}|||||||||||| TL||||||||DEŅĒEſ ſºlſI-III, I，HÆ， ,|-LI LIL LI LI\|-||||||fíº |||||||||||||||||||||||№ſſºſſĒĒĒĒĒĒĻ Ņ ||||||||||fiſ |[][][]-*DITT TIL L.Œ|/\||||T }|||||||Haeae-№ſſaeſī£№===№5）（[\\\（|||||||||||| „sºz: ſÏ№ſſſſſſſſſſſſſſ！===ſae{\\||\|||||| TTĪTĪ№||№ſ，|º||ſº№ſ：| || || ~ ~ ~^|||||||||||| ·| || {| 1||×|-[ _]）§.TZ！！！-· ||||||||= =; ;— Ē, Ī， ， ºſĒĒĒĒ））= №||\|Hſ|Hſ|Hſí ſ \\|.|- P={E} = = {}=ſ.HE），== ||||||R.№ №|│ │ │| ſiiſ ， F}， ĒĒĒĒĒĒĒ！！!!!!!№}} \!\，}. =E[][]=|-H|] |IS.Z！=|E.|-№-|-tī£E=-Eſſ==Ē|-|\!|：§| ==№ſ=ſ[ſ]|ſ=（ſ=H=\{V_/ae/ }§ №ſºſ|№ 1 [1，№.| _!!！! :）） _^ ， ==№=tºſ= {|E7%EËſ.[T] IT№----№ae，#** ==#EEËHºſſ， №№ſſſſſſſſſſſſſſ ， LI[___],[ HLZ-~~ ~~~~№ſaeHEſiſ|-T|ſz:� --№te---- / L_---- |-=|- _)T|-D|-|| =ĒĒĒĒ%№|[]||-||-||||||||||||||||~[[][][]TIT.\, EE|EE[]Z||LELI TİİT EILETI TILLEH H H H!，### = H+g'~ - ==№ſ[ _] [ E[][][][]|-H1[][][][] EE||E.ſ=ſ[ſ.]||||||211||- =№Ilſ Eſ|F|W|{E},HHHHHĒĒĒĖĖ=2：1|ſſſſſſſſſſſ EŘE*=iſ}}%Eſ |!！!!！!！! E[][][][][]EEE=}|-|-|||||ſº[2à·[]ſae| _li_ E№ſºſ=}，||||ĖLIH=E[]2，11|||/||||||||||H||-|| |-*| |=|-|-D）E=}，·Il r.ſe ºvº |EEřſ））[H[][]=[]|-ĒĒĒĒĒ= | ſaeſÎ№|||||||Thiſ №={E[]EHDIE||||||||ſºlſ||№ |||||||| || DOET-DTL- -|-[] -- №±，±-±| |ſe，TIFT EE/E！!!！！!!！！!！！=;|ſſſſſſſſſſſſſ ----ſaeºſ： | |· ſaeſ|||||||||| №|#|#Hſ|Hſ|Hſ |ſº.|||-|-|W||a：----ſ.|}|}ſl º||\[×}）=№ſ1.1|| ||ſººſ| ---- }，||-|}ſººſźff.|.ſtr.T| \----…ººº ：Œºſ=\\=E.|-ſae!!!！ ē：№sſi№!ſſſ �ſ \!\，[−]Eſſ=;| ||-||-HHHH ſi Eſſi |-[]\[];[−1|TTT-t rſri |-~"→ ·©（~|| €._^ ，ſi[T] TOE | _^ ſº■< - - - --- AL Lºº iso-4 In ALs, as THEY EXIs. T ºw. way TER NAILs < CIHICAGO "RAILNWAY-TERNMINA ºr EL Lºw. ºriovvºn IN PAILwa"r 5 TATIONS ºri PRE5 EPIT CHICAGO RAILWAY TERMINALS 5 to connect the south side system at Twelfth Street with the west side sys- tem near Halsted. The idea contemplates bringing in the passenger tracks say twenty feet above the present surface and slightly above the viaduct level, utilizing the entire space beneath them from Twelfth to Fourteenth streets, and from State Street to the river, and, if needed, west of the river, for handling on the present ground level, baggage, express, mail, and less than carload (L. C. L.) freight. The proposed depots, five of which would be located east of the river (and, when needed, one in addition west of it), would be separated from each other by the streets running north and south, some of which would be elevated. State Street and Wabash Avenue would run through as now, while Clark Street and Fifth Avenue would be raised to the level of the viaduct at Twelfth Street, and would come down to the present grade again in the neighborhood of Sixteenth Street. The space under these streets would be utilized in some cases for railway tracks, in others for teams to reach the freight houses, and at the extreme south end, under the diminished head-room, as a convenient means of connecting these freight houses by passages for the trucking of freight. Subterranean galleries running east and west at convenient intervals between Twelfth and Sixteenth streets, and reached by elevators, would also connect the warehouses for the handling of baggage, express, U. S. mails, and L. C. L. freight, so that not only would the entire story on the boulevard level be used for passenger business, but the present ground level would be assigned for the handling of baggage, express, mail, and freight. In this freight warehouse facilities would be given for handling less than carload interchange business in a way that has been many times suggested, but never satisfactorily worked out. This less than carload interchange is now accomplished either by load- ing cars with miscellaneous shipments which have to be switched and rehandled, involving expense and delay in transit; or by teaming, which is more rapid, but more expensive. A still further advantage would be that on the western edge of this immense freight warehouse the river frontage would give facilities for delivering to the railroads all freight handled by lighters or steamers, so that all the merchants in the city having water frontage, could receive or make deliveries of their freight to or from any railroad, by this method. The plan, as thus far worked out, contemplates changing the course of the river between Twelfth Street and Sixteenth Street. At this point the river now bends abruptly toward the lake, and then back again to the west. This scheme proposes to make a new channel straight south, as indicated in Plate 2, thus putting on the east side of the river property which is now N N=|| | | | | | | | | | | |Hº Hºllº H. º | | | ſºlº E . HHHHH. \ Nº|| | | | | | H Eº | | | | | H || || H= H == - VI. - |-|| ||== H | s |||||W T T- s º | LIC II —VIIIlllllll E_E==#| || ||H==== F WNºmini-Hºi Alfiºſi TLITT iſ / | ||= | ºffiºſºlſ|| D Tissºlſ|| HH H-1 IT Hºn HH Tºrºn IT III. T. |E| | | | º º º Hº H -- H|| ||| | º |isºll | ||||| | |||||||| |- | | | $|| =. º HH EE |. |REL º º - --~~~~. - T TMIT. T. Hºſ TIT III ITTINIT D. L. Aſ ſº § R N A || || | || R. T iſſiliili Hill º |E|| ||= | |||||| *BS'ſ lllllllllllllllllllllllllll: ºriº || || || || || 7 || TFTſ ºf TE | ==|| H|| ||ºiſºlº. Hiſ HHHHill|| || || El º HELL/EHEll D. º Dr - Fºſſi T, Cºs T. T. T º –– F FE [T LT sºlſ|| || || || || HHHH Q\º NHHHH. 1||Nº| III. HDZRHHHHHH. |H|| || º | ºil iſ | ELIElliſi–Hºlº lºſ | |THT H|E|E = H = H | |Rººf | |||||| HRHE Hill- || || [...] [Hiſtºff. I EEEE ºil ſºlºisieº | || || || |H|H|| ||Eiff HE * ºmi HEEEE|\|EEZE|| || Hºi Hºs H=\ |lººe: Hillº- EIHHi iſ ſº =|º Eºlº-ET | EELE LIHLHH ºffl|| || # Fºº |Nilſſºil. || || || || ||º ºlº N || || | | |ºllºiº º Hiſ] § NH== # = | |UA HEE |HELLIEEE |- ºf E EL. EEI iſ \ ºf Hi |*|| || || L|H=HE HEE Bººſ. TTTT tº IIHHHiſ ºº: "T l H}: | e == | - | iſ Il-. -> - - |º º | | ºffl | | | | | (NS H}=\|Etº - Etº º Eſº - |Hº Hº-Hº- H. - Fiſ i | \\ || EE § N = F = | | |IF HD III IL H H - º Z\ || S. . . . . || || ( ºf H-Hºlſ |Tº Lº E-DE HTT||Nº|| || | 8 || ||Nº||||I||||Bººl #ºssº iſ || || || ||LITIL Eß ============N= | r iſ iſ III I III: LEEEE| EEEE HHHE-HHH === | | | | | | | | | || || || |H||EEEE|| ||H== § 1 - TD I | = |\ \-lº § - --- - wn *TITIAT|Taſ |- 2-º-º-º-º: L. L T TST T] [I] T Hi-Hº-Hº-E - - Hºllº ==º-à----- | | Nº|| || || | H-E-HHH | HE-F- ==|| || Hºº | || || R. | ?” || || . . . º iſ Lºr iº iſ - ||| || || || * (CIHICAGO - JRAILWAY-TEJ2MINAILS - - - - Proposer STATION's 3 of FICE BUILDINGs show N IN RED , PPEs ENT showing Peoposer reeAreeArts EME ºr of Railway TER wrizºnals STATIONS SHOvvºi IN YELLOw. VVITH Con TEMPLATED CHAAIGES IN Boul Eva RP5, PARK sººst EM LAND vºv-ATER FE ovºi T. -º-º-º-º: º cºal- 772-2 ºr 37 ºr 122a- ºp -º-º-º-º-º-º/vernºr ºw?"--ºr Aººs/AWAY –2(CHICAGO RAILWAY TERMINALS- sºc"TION THROUGH CENTER LINE OF CLARK eIREET AND VIEW Lookºsſº wº.s"Tº e * * º º * ----- PLATE ºpe TºllT1C TIT TITTI - [lſ]] DD T I ITT|T TITT TTTTTTTTTTTTTTTTTTT Cºzºo Avº. -(CHICAGO RATLWAY TERNMINALs cº- sECTION THROUGHT CENTER LINE OF Tºlº"TH sºlºbºſ' AHD VIEW LookurIQ, souTHI 2 º - – tº: --- -- e-al- PLATE: 4- 6 CHICAGO RAILWAY TERMINALS on the west side, making the river more readily navigable, and securing thereby the co-operation and assistance of the Drainage Board. Plate 2 shows the map of Chicago with the proposed depots, with the widened driveway, and on the west side with suggested boulevards to the northwest and southwest, and so provide better and more direct connection with these new terminal facilities. It also shows the straightened river just mentioned. Plate 3 is a north and south cross-section, through Clark Street, giving a view of one of the stations with a head-house facing on Twelfth Street. It shows clearly the relation of the Twelfth Street viaduct and the north and south streets to the railway termini; also the use to be made of the space underneath the passenger tracks. - Plate 4 shows an east and west cross-section at a point south of Twelfth Street, showing in another way the relation of the tracks to the street levels, etc. Plates 5 and 6 show, on a larger scale, and in some detail the arrange- ment of tracks, etc., on the ground level and on the upper level. As an engineering proposition this plan presents no serious difficulties, and in fact, makes possible the elimination of some which now exist, be- cause if the arrangement were made with the common consent of all the roads concerned (and it could not well be made otherwise), a re-grouping of the railroads would then be feasible which would almost entirely unravel the bad snarl of crossings at Clark and Sixteenth streets, and at Archer Avenue and Twenty-first Street. The real difficulty in the situation is, obviously, that of bringing to- gether the more or less discordant interests. It is recognized that some companies, seeing their advantage under present conditions over their neighbors, may be unwilling to give up that advantage, even though the new arrangement offers some attractive features. But, perhaps, when the matter is studied carefully, proper means of reconciling these differences will be found. It certainly is not the intention of the writer to belittle such difficulties, but simply to direct attention to what appears to be a very remarkable opportunity of straightening out a rather bad situation. Chicago, already the greatest city in the Middle West, destined, in the opinion of many, to be the greatest city of the world, has here a chance of making for itself an ideal railroad entrance. It is recognized that no one union station can accommodate the volume of traffic; it is recognized further, that there is such a thing as making a union passenger station too large; but the pro- posed plan of placing five or six units in convenient relation to each other, and in practical juxtaposition, units which together will serve not only the CHICAGO RAILWAY TERMINALS 7 passenger business, but to a very important extent the freight business of the city, is surely a move in the right direction. The plan, too, is suscepti- ble of considerable expansion, because in the location suggested there is no doubt that between State Street and the river as straightened, more than double the present facilities could be provided, with all the space between the river and Canal Street for future expansion. But the one fact above all others which makes it possible is, as stated above, that practically all of the property is already owned by the railroad companies. There is the further advantage that the existing improvements upon it are not of great value, and could be readily replaced elsewhere. The plan does not require its immediate adoption by all roads; it would not be proposed, for example, to disturb those now running into the Illinois Central station. They would continue to use their present terminal and be connected with the proposed station by adequate subways. It would be possible (though perhaps not desirable) for the roads in the Grand Central, Polk Street, and Lake Shore-Rock Island stations to run their trains through the proposed new depot, of course under the viaduct level, into their pres- ent terminals. The roads using the Union station could do so until they were ready to use the new one, and obviously the C. & N. W. could still utilize its present terminal. But, as may not be generally known, that company owns a right of way along Sixteenth Street from the west that would give its Omaha line ready entrance to the proposed station. Then a connecting link parallel to the C. M. & St. P. from Mayfair Junction to Western Avenue and Kinzie Street would make the same possible for the Wisconsin and Milwaukee divisions. The C., M. & St. P., already a tenant of the Pennsylvania Company, for its trackage facilities east of Western Avenue, could reach the new sta- tion by its present route, i. e., through the Union depot, or could without doubt find another and more direct way. However, it is not essential to the success of the plan that the Chicago and North-Western or the Chicago, Milwaukee and St. Paul should partici- pate in it. These railways might prefer to join in a station on the north or west sides, but all other lines entering the city come in from the South or from the West south of Fifteenth Street, so that the location suggested is obviously the most convenient for them. It may be argued that for suburban traffic the present downtown ter- minals cannot be abandoned, nor does this plan require it. Under it, both the Illinois Central and the North-Western roads (which have the largest suburban business) would continue, undoubtedly, to use the same arrange- ments for their suburban traffic as they now do. Whether the other roads 8 CHICAGO RAILWAY TERMINALS doing a suburban business could or would find it desirable to run trains to their present terminals need not be settled now. It cannot be seriously contended that the proposed railroad center will be too far from either the business or the geographical center of Chicago. Ten years ago this might have been so, but conditions are rapidly changing and the business center of the city, limited by the lake on the east, and the river on the north and west sides, must move southward. An analysis of the advantages of the proposed scheme to passengers using through trains in contra-distinction to suburban trains may be of interest in this connection. They may be classified as follows: (a) Passengers continuing their journey by other roads will be better served by the juxtaposition of the different railroad depots. (b) Passengers living in Chicago who wish to arrive and go to their homes will be equally well or better served. (c) Passengers going to hotels in the city by street cars, bus, cab, or carriage, will be equally well if not better served at Twelfth Street, the location being nearer the hotel center than most of the existing depots. (d) Business men entering or leaving the city and wishing to go directly to or from their offices would surely on the whole be as well off as at pres- ent, for the proposed group of depots would be served by five north and south arteries, and have direct elevated railway connections with the west side. The idea contemplates that on the north side of the proposed Twelfth Street boulevard the railroads would erect opposite their passenger depots office buildings adequate for all their needs, giving themselves office room which would be cheaper than they could get elsewhere, which would be convenient for the public desiring to do business with the railroads, and so accessible for railroad officers and employees as to be most desirable. An improvement in the present situation is very much needed; perhaps more needed than any of us realize. The extent to which people are actu- ally driven away from Chicago by the aversion they feel for the city, grow- ing largely out of what they see of it as they enter or leave it, means a seri- ous loss. Some one has well said that the gateway of a large city is its rail- road terminal, and from this gate the great majority gain their impressions. What has already been done in European capitals, and in this country in some of our larger cities hardly needs to be referred to. By co-operation of the railroad companies, the municipality, and public-spirited citizens, the railway terminals in Boston, which for a long time were anything but a credit to that city, have been brought up to a high and creditable standard. Immense sums are at the present time being spent for this purpose in New CHICAGO RAILWAY TERMINALS 9 York City and in Washington, and a number of other large cities have large and comprehensive plans in view. Chicago, the leader of them all in importance as a railway terminus, cannot afford to remain behind. A difficulty in the problem, and one not to be overlooked, is that to carry out the plan in its entirety necessitates a readjustment of ownership in much of the real estate concerned. In all probability the best way would be to pool all property involved within the limits indicated, placing it in the hands of a single large corporation, which would issue securities to the present owners, and be in a position to raise sufficient money to carry out the plan. No very definite estimate has been attempted as to the cost of carrying out this scheme; the expense will, obviously, vary with the details of the plan as adopted, but it is thought that, exclusive of the land, $75,000,000 would cover the entire cost. On the assumption that the roads using the Illinois Central terminal would remain where they are, and that the other eighteen companies would come in, this does not seem a very serious bur- den, and as already suggested, the sale of the property north of Taylor Street and the use of the space over the tracks north and south of Twelfth Street for office buildings would to a considerable extent offset this expen- diture. Moreover, while as a general proposition it may be a mistake for a railroad company to part with valuable inside property, it would be of great advantage to Chicago if the property now so largely held by the rail- roads between State Street, the river, and Van Buren and Taylor streets could be added to the business center of the city. In conclusion it is perhaps unnecessary to state that to carry out a plan so large and comprehensive requires the co-operation of all the business interests involved. The railroad interests—that is, not only the companies that control the property, but those that are tenants—must act in harmony, while in addition, the co-operation and encouragement of our leading citizens and fair consideration at the hands of the city government to grant the necessary ordinances and authority are indispensable. This scheme must not be regarded as offered or backed by any railway company. It is simply a personal suggestion on the part of one who has studied the problem from an engineering and operating standpoint. It is submitted as such for the consideration of those who are in a position to carry it out. I am indebted to Mr. D. H. Burnham and members of his staff for the plans forming part of this paper, and to him as well as to other friends for encouragement in the matter. FREDERIC A. DELANo. Chicago, September 10, 1904. PRINTED BY R. R. DONNELLEY AND SONS COMPANY, AT THE LAKESIDE PRESS, CHICAGO, ILL. UNIVERSITY OF MICHIGAN