Entrance to Chicago Harbor [Six Charts]

Amazing collection of surveys cataloging Chicago’s early waterfront development.

James Duncan Graham (1799 – 1865) had a long and illustrious career as an engineer for the United States Army. He participated in a number of important events throughout his lifetime; including Stephen Harriman Long’s exploration of the Louisiana Purchase, the Mexican-American War, two international boundary commissions, the re-survey of the Mason-Dixon line, and the American Civil War. From 1854 to 1857, he served as the general supervisor of the harbor improvements on Lake Michigan, and it was in that role that he oversaw the design of these six maps.

Collectively, they document the early efforts of the federal government to improve the important waterway (the Chicago River) that served as the harbor for the growing city, as well as an important stepping stone in the maritime connection between the Great Lakes and Mississippi River. Though Chicago’s strategic position – on the lakeshore situated amid a continental divide – helped ensure its relevance to America’s growing economy, the currents of Lake Michigan constantly deposited huge quantities of sand in front of the river. This hazard made approaching the city risky and limited maritime commerce. Herculean efforts to dredge the harbor (river) entrance and other infrastructure improvements were necessary to ensure the smooth flow of trade. Such endeavors are captured on this incredible collection of maps, providing a detailed overview of Chicago’s growth in the mid-1850s.

Map G. No 11 – Entrance to Chicago Harbor – 31.75″ x 23″ – The scarce first edition that outlines the approaches to the Chicago River prior to the dredging of the extensive sand bar on the right. Depth soundings performed by William Gamble note shallow waters of less than 8 feet in the area, with the ‘South or Steam Tug Entrance’ labeled near the bottom. (Presumably powered craft were necessary to navigate the tricky channel). A handful of labeled buildings in the city include Old Fort Dearborn (location of Graham’s office), the McCormick Reaper Factory, Illinois Central Freight House & Ship Basin, and the first Marine Hospital. There are no bridges crossing the Chicago River, but a ferry service is offered.

Map G. No 12 – Chart of Chicago Harbor Illinois – 32.4″ x 25.4″ – An entirely redesigned plate, lithographed in Chicago by Edward Mendel, highlights the work of Graham’s team to dredge the entrance to the river. A new set of soundings show approaches with a minimum depth of 11.5 feet, though shallower sand bars remain, and a spit is clearly building north of the pier. Necessary excavation work to shore up the banks of the river is noted, along with a proposed draw bridge.

Map G. No. 38 Chicago Harbor & Bar, Illinois from Survey made between March 29th & April 9th, 1856 – Another dramatic update highlights the ongoing battle against the accumulation of sand deposits in the lake. A myriad of depth soundings accompany complex written sailing directions in the upper right. The shape of the bar(s) has shifted once again, offering ships a particularly tricky approach. Little progress has been made on the proposed excavations further upriver, though they have been updated to include a protected basin for moored watercraft. Further south, the tracks of the Illinois Central Railroad can be seen approaching the passenger house, completed the same year as publication, and the towering new grain elevator. Also of interest are the several parcels attributed to Jean Baptiste Beaubien, a prominent early Chicagoan, and the key of buildings on the grounds of Old Fort Dearborn (center right).

Map G. No. 43 Chicago Harbor & Bar, Illinois. From Survey made between the 10th and 15th of September, 1856 – 31.75″ x 24.25″ – More dredging! A Main Ship Channel with a minimum depth of twelve feet is now shown immediately approaching the river. Plans for a new lighthouse and an extension of the southern pier can also be seen, along with the ever present sand spit. Several lines highlight the dramatic growth of the lakefront in the preceding years, due in large part to the ongoing improvements to the piers. Old Fort Dearborn is in the process of being excavated for further updates to maritime navigability, though five buildings have been allowed to remain until destruction is necessary (see note in the center right). Interestingly, a new liberty pole has been constructed on Michigan Avenue, presumably for use as a guide and survey reference, as well as a symbol of patriotic pride.

Map G. No. 44 Chicago Harbor & Bar, Illinois. From Survey made between the 11th and 14th of November, 1856 – 31.75″ x 24.25″ – An almost immediate follow up to the preceding map that highlights the devastating impact of autumnal storms on the buildup of sand deposits. A huge shoal, with depths of less than 9 feet, now covers the mouth of the shipping channel which was formerly dredged to 12 ft. or more. The October 24th storm that added so much sediment also resulted in the loss of the S.S. Toledo and all but two of its occupants near Port Washington, Wisconsin.

Map G. No. 52 Chicago Harbor & Bar, Illinois From Survey made in April 1857 – 51.25″ x 33.5″ – Near the end of his appointment, Graham’s work had extended beyond the mouth of the river up to the juncture of the north and south branches, colloquially known as Wolf’s Point after the tavern that once stood there. His headquarters also moved from the (now excavated) Old Fort Dearborn to a building at the corner of Huron and Wolcott. Numerous survey reference points – generally the tallest accessible areas in the city – are noted throughout the image. A number of bridges are identified and railroad property adjacent to the lakefront continues to develop.

Each of the maps has been affixed, on the verso, with a personal dedication from J.D. Graham himself. Manuscript ink indicates they were sent to the Royal Institute of Engineers at the Hague on August 19, 1861.

Sources: Encyclopedia of Chicago; WTTW; Yale;