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The Society
is delighted to present this wonderful description of the Life
and Death of Chicago's great Ferris Wheel of 1893. It was written
by Patrick Meehan in 1964 while he was a 4th year Mechanical
Engineering student at the University of British Columbia. His
paper was published at that time in The UBC Engineer and was
discovered for us by our late member and insightful writer, Jim
Stronks.
BY PATRICK
MEEHAN
In 1890, the
U.5 Congress decided that the celebration of the 400th anniversary
of Columbus' discovery of America should be centered in Chicago,
and accordingly, on April 9, the State of Illinois licensed the
corporation known as the World's Columbian Exposition to prepare
this great event.
The Corporation's directors, in October, 1890, appointed the
rising architect, Daniel H. Burnham, Construction Chief{ and
delegated to him autocratic powers. Burnham, architect of the
first "skyscrapers," was a good bet to score a smashing
success, both for the Exposition and for himself£ At this
early stage, he was chiefly concerned at the lack of participation
by America's civil engineers.
Seeking to stir them into action, he arranged to speak before
the "Saturday Afternoon Club," an informal group of
architects and engineers who were interested in the Fair. Their
gatherings had served as a sort of public opinion poll on many
of the architectural and engineering structures of the Exposition.
Burnham's speech was cleverly contrived to produce immediate
reaction: he asserted that the architects of America had covered
themselves with glory and enduring fame by their artistic skill
and original designs for mammoth buildings, while the civil engineers
had contributed very little or nothing in the way of originating
novel features or of demonstrating the possibilities of modern
engineering practices in America. He called on them to provide
some distinctive feature, something to fill the relative position
in the World's Columbian Exposition that was filled by the 984
foot Eiffel Tower at the Paris Exposition in 1889. It was immediately
proposed to build a tower 500 feet higher than Eiffel's, but
since this would be playing second fiddle to Eiffel's genius,
this idea was dismissed. Mere bigness was not what was wanted.
Something novel, original, daring and unique must be designed
and built if American engineers were to retain their prestige
and standing.
Seated in the audience was a tall, slight young engineer with
a pale, resolute face. This was George Washington Gale Ferris,
at that time the senior partner in a firm specializing in building
steel bridges. Thirty-two years old, he had been educated at
the California Military Academy and Rensseler Polytechnic Institute,
where he received an engineering degree in 1881. For several
years, he had worked on railroads and mining ventures and was
one of the first to make a profession of testing materials and
structures.
The popular story is that Ferris designed the wheel while at
dinner with friends in a Chicago restaurant and that it was built
without a change being made to this original sketch. There is
some evidence, however, that he had designed the Wheel five or
six years prior to the Exposition and it is possible that he
chose a quiet moment after dinner to reveal these plans.
Ferris decided
that this was the proper time and the opportunity he had been
looking for to build his Great Wheel and he at once set about
this monumental task.
I. Getting
the Concession
Designing the Wheel was no easy task, even for experienced engineers.
Stresses for such a structure had never been determined ... so
the theory of design had to be derived from first principles.
Difficulties were also met in obtaining financing ... for in
1892, the country was in the midst of a severe depression...
but Ferris's quiet yet enthusiastic manner inspired confidence
and the Ferris Wheel Company was eventually capitalized at $600,000.
Armed with completed plans and guaranteed financing, Ferris approached
the Columbian Exposition's Ways and Means Committee in the spring
of 1892. His ideas were treated as those of a lunatic... and
he became known as "The Man with Wheels in his Head."
The engineers and architects of the Saturday Afternoon Club believed
he was making a fool of himself as they loudly proclaimed that
his wheel could not be built or, if it could, it could not be
operated. But Ferris persisted and after much effort, the Committee
granted him a concession to build the Wheel, not in Jackson Park,
the main grounds, but in Central Avenue on the Midway. By the
terms of this concession, granted December 16,1892, The Ferris
Wheel Company was to retain $300,000 received from the sale of
tickets, after which one-half o the gross receipts were to be
paid to the Exposition.
II. Building
the Wheel
By the time the concession was granted it was midwinter - only
four months until the opening of the Exposition. Since no single
shop could begin to do all the work, contracts were let to several
different firms, each chosen for its ability to do the particular
job entrusted to it. Great precision was required as few of the
parts could be assembled until they were on site. Ferris called
on Luther Rice, also only thirty-two ( as was Ferris) and only
three years out of Engineering School, to become Construction
Chief of the project. The foundation work was proceeding slowly
in the face of the most severe winter that Chicago had experienced
in many years. The frost at the Wheel site was three feet deep
and was underlain by twenty feet of saturated sand, which could,
when disturbed by construction activities or vibration, suddenly
behave like the proverbial quicksand. Pumps were kept running
day and night... live steam was piped in to thaw the frozen sand
and later to keep the concrete from freezing before it had set.
Piles were driven a further 32 feet... to hardpan and upon steel
beams resting on these piles were placed the eight monolithic
reinforced concrete and masonry piers 20 by 20 by 35 feet which
were to support the towers which in turn would support the axle.
On March 18, 1893, the 89,320 pound axle, forged in Pittsburgh
by the Bethlehem Iron Company, arrived in Chicago... the largest
hollow forging in the world at the time, it was 45 1/2 feet long,
33 inches in diameter... Four and one-half feet from each end
it carried two 16 foot diameter cast-iron spiders weighing 53,031
pounds. On March 20, placing of the first tower post was completed...
shortly after came the problem of raising the axle. In an amazingly
short two hours, the immense axle assembly was hoisted to the
top of the 140 feet high towers and placed neatly in its sturdy
pillow blocks.
Next came the
assembly of the actual wheel a very involved process. Meanwhile,
the power plant was being constructed over 700 feet away and
completely outside the grounds. Ten inch steam pipes fed two
1000 hp reversible engines one to be used for driving the wheel
and the second being held in readiness as an emergency reserve.
A Westinghouse air brake was used to control the Wheel and to
hold it motionless when desired.
The Columbian Exposition opened on May 1,1893, while the steelworkers
barely paused to watch, high on the growing Wheel. By June 9,
the Wheel, as yet without cars, was ready for a trial run. At
six o'clock in the evening with trusted men stationed at various
points, Rice ordered the steam turned on. Slowly, without a creak
or groan and only the soft clink of the chain, the great wheel
began to turn... in twenty minutes, it had completed one revolution.
When he got the word, Ferris, who was in Pittsburgh at the time,
immediately ordered the 36 cars hung.
Visitors and participants at the Exposition had viewed the Wheel
as an enigma, but the sight of it moving slowly on that summer
evening galvanized them into action... from all sides crowds
formed, shouting , gesturing... On June 10, one car was hung;
by June 13, twenty more had been added and the offices and loading
platforms practically completed.
The cars were 24 feet long, 13 feet wide, and 10 feet high, and
weighed 26,000 pounds. Each car carried fancy twisted wire chairs
for 38 of the 60 passengers. The five large plate glass windows
on each side were fitted with heavy screens and the doors at
each end were provided with secure locks.. firefighting equipment
was carried as a safeguard.. Six platforms were arranged to speed
loading and unloading, with a guard at each t9 signal the operator
when his car was filled and locked. Conductors rode in each car
to answer patrons' questions or, if necessary, to calm their
fears.
On June 11, with six cars hung, Daniel Burnham arrived to take
a trial trip and Margaret Ferris, who had often given words of
encouragement to workers on the Wheel, also went along~the Wheel's
first woman passenger. At six o'clock on June 13, Rice held a
trial trip for the local press who were very enthusiastic in
their praise... correspondents, particularly those from foreign
countries, began making repeated requests for drawings and data,
but Ferris appears to have been very reticent about releasing
details. As a consequence, no copies of the original plans or
calculations have survived.
III. The
Grand Opening and Successful Run
June 21st dawned
clear and bright, and for a little while, it seemed to the men
who had labored so tirelessly, that the sun rising over Lake
Michigan was rotating around the axle of their Wheel. Important
investors and various dignitaries dressed in their Sunday best,
were gathered about. On the speakers' platform were the officers
of the company and other important persons. The last speaker
was Ferris. In this moment of triumph, his happily framed speech
drew attention to the fact that he "had gotten the wheels
out of his head and made them a living reality." The final
success he attributed to his wife, Margaret, who had encouraged
and comforted him in the most difficult times. In conclusion,
he dedicated his work to the engineers of America. Mrs. Ferris
handed him a golden whistle which he blew as the signal to start
up the Wheel. The Iowa State Band struck up "America"
and to the cheers of the assembled thousands, the Great Wheel
slowly and majestically revolved, towering above them in its
magnificence.
The Wheel was opened to the public and ran without the slightest
difficulty until November 6, 1893. A trip consisted of one revolution,
during which six stops were made for loading, followed by one
nine-minute, nonstop revolution.
On a clear day, patrons could not only see the Fairgrounds and
City, but miles out onto the lake and the surrounding states
of Illinois, Wisconsin, Indiana and Michigan. Attendance on dark
smoky days was nearly as heavy as on good days, so it seems the
Wheel itself was more of an attraction than the unprecedented
view it offered. 3000 of Edison's new incandescent light bulbs
were mounted on the Wheel and made it a dazzling sight as they
blinked on and off.
Of course, it attracted sensationalists, such as several couples
who wished to be married in the highest car. Two couples went
so far as to have their invitations printed, inviting their friends
to see them married on the Ferris Wheel, but since the Company
was not seeking notoriety, they were forced to be content with
a ceremony performed in the Company's offices.
False stories appeared in the newspapers too, such as that of
the pug dog leaping to his death through an open window or the
story that the Wheel was stopped for some hours with a number
of people in the upper cars. The wheel experienced four months
of trouble-free operation on, accompanied only by the clink of
the driving chain and an occasional exuberant whistle blast from
the engine crew.
The Wheel weighed
2,079,884 pounds and when carrying the maximum live load of 2,160
passengers a weighing, say, 140 pounds each, the total weight
in motion would have been 2,382, 244 pounds or 1,191 tons. The
capacity of the Wheel was never taxed, even on Chicago Day, when
there were 34,433 paid admissions... The supper hour was heaviest
during the summer months but in the fall, as many people were
carried in the early morning as in the late afternoon.
By November 6th, 1,453,611 paid admissions had been received
with possibly a thousand or more free trips having been given
to various important people. The gross earnings were $726,805,
of which $513,403 was retained by the company, giving them a
profit of $395,000.
IV. The Ferris
Wheel Park Fiasco
Though the Exposition closed on November 1, 1893, the Wheel stood
idle on the Midway until April 29, 1894, when a new site was
found. It took 86 days and cost $14,833 to dismantle it. In July,
1895, re-erection was begun and the Wheel was ready for service
by October. The new site, adjacent to Lincoln Park, was only
20 minutes from the city's principal hotels and railway stations
and the Directors sold bonds hoping to landscape the grounds,
build a restaurant, a band shell, a Vaudeville theater, to paint
the Wheel and Cars... It is doubtful if many of these improvements
were made...the company began to lose money rapidly, as patrons
failed to materialize.
Shortly after the bonds were placed on sale, George Washington
Gale Ferris, age 37 years, died of tuberculosis on November 22,
1896.
On June 3, 1903,
the Chicago Tribune reported:
FERRIS WHEEL
LIVES ANEW
Though sold
as junk it will revolve again
Brings $1800
at receiver's sale. Attorney H. M. Seligman representing buyers
of Old Truck, being the successful bidder.
Debts of $400,000
outstanding
There is an
opening in Chicago for a bright young executioner who will undertake
to put the Ferris Wheel out of existence and dispose of the remains.
Experience in the destruction of cars is considered requisite.
For yesterday the Ferris wheel turned up with a new life-the
ninth and last, it is declared, though this is by no means certain.
The wheel passed under the hammer for $1800, and thereby sank
into the category of junk.
Once the incarnation of a wondrous feat of engineering, the old
World's Fair relic now seems to be inevitably approaching the
final dissolution which has threatened it periodically for ten
years... A wrecking company has agreed to remove the structure.
Immediately? 0 not they-in five months. Sentimental persons who
would drop a tear for the passing of the wheel, and other citizens
who have procrastinated the adventure of a run about its axle
may take heart. It is understood that rural excursionists in
search of thrills may still be accommodated if they can guarantee
30 cents in receipts and wait for the engineer to get up steam.
The auction was a touching scene, marked with the usual reminiscences
of past glory. The chief mourner appeared in the person of Receiver
Rice. The judge called for a bid from anyone present... a representative
of the Chicago House Wrecking Company, after glancing all about,
offered $800, bidding in cautious tones as if awed by his own
temerity. There was another long silence and then a voice: "I'll
bid $1800. "It was Attorney H. M. Seligman, representing
a junk firm... and the judge declared the wheel "going,
going, once, twice-gone, and sold to the gentleman on the right."
Receiver Rice drew a long face and exclaimed:
"It's a shame, a terrible shame! Why, that engine alone
is worth $10,000, and the boilers $7000,and then there are 2000
pounds of steel."
"Yes, but just think! It's going to cost us $30,000 to take
the wheel down." replied Seligman.
"What will we do with all that $1800?" exclaimed Receiver
Rice, whose grief was melting away in the humor of the situation.
"Well, I'll tell you, " responded Attorney Seligman.
"I'll call a stockholders' meeting, apply the sum on the
indebtedness and declare a dividend." Then the party filed
out of the courtroom with Mr. Seligman in the lead.
V. The Last
Days
Some months after the sale, crews of workmen began dismantling
the Wheel for shipment to St. Louis for the Louisiana Purchase
Exposition of 1904. Ninetyfive men spent 72 days building the
falsework towers and taking down the wheel .. .by July, 1904,
the Wheel was in operation in St. Louis.
Nothing is known about the profits made during the Exposition,
but it is probable they were not as great as they were expected
to be. The company's failure to remove the Wheel after the close
of the fair brought complaints from many who considered it to
be an eyesore. Again in neglect, the Wheel's end came on the
morning of May 11, 1906.
From the
Chicago Tribune:
FERRIS WHEEL
IS BLOWN UP
Blown to pieces by a monster charge of dynamite, the Ferris wheel
came to an ignominious end yesterday at St. Louis, after a varied
career of thirteen years. At its ending it was unwept and unsung.
The Wheel first was a treasure of the Chicago World's Fair in
1893.
Then for a long period of monumental and unprofitable inactivity,
it towered in an amusement park at North Clark Street and Wrightwood
Avenue. It finally was removed to St. Louis to form for the second
time the huge mechanical marvel of a great exposition.
The old wheel, which had become St. Louis' white elephant died
hard. It required 200 pounds of dynamite to put it out of business.
The first charge... wrecked its foundation and the wheel dropped
to the ground... as it settled it slowly turned, and then, after
tottering a moment like a huge giant in distress, it collapsed
slowly. It did not fall to one side, as the wreckers had planned...
it merely crumpled up slowly. Within a few minutes it was a tangled
mass of steel and iron thirty or forty feet high. The huge axle,
weighing 45 tons, dropped slowly with the remnants of the wheel,
crushing the smaller braces and steel framework. When the mass
stopped settling it bore no resemblance to the wheel which was
so familiar to Chicago and St. Louis and to 2,500,000 amusement
seekers from all over the world, who, in the days when it was
in operation, made the trip to the top of its height of 264 feet
and then slowly around and down to the starting point.
Following the blast that wrecked the wheel, but which failed
to shatter its foundations, came another charge of 100 pounds
of dynamite. The sticks were sunk in holes drilled in the concrete
foundations that supported the pillars in the north side of the
wheel.
The wheel was the wonder of two continents by reason of its cost,
its dimensions, and its utter uselessness. It was the rival of
the Eiffel Tower of Paris. Chicago was glad to get rid of it
and St. Louis is said to have witnessed its destruction with
satisfaction.
Ferris and his
great wheel were gone but he had left, as a legacy to generations
of entertainment-seekers, the World's Greatest Ride.
For additional
comments about this article and to find out what happened after
the fair was over, go to Ferriswheel
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