Philip Spiess
Yes, I have more to say -- but on a different subject. Ann, thank you for posting the article on Cincinnati Union Terminal; I hope others of you have read it, as did I.
Fitst, let me note (as a Cincinnati architectural historian) that I hope you all know that Cincinnati Union Terminal is not only one of the most important of Cincinnati's architectural landmarks, but that it is a national architectural landmark as well, namely of the Art Moderne era. [N.B.: The term Art Moderne refers to a style of architecture, as in Cincinnati Union Terminal; the term Art Deco refers to a style of decoration, as is applied both to the inside and the outside of Cincinnati Union Terminal.] It was the last of the great "union" terminals built in the United States (1929-1933) -- "union" because all of the seven railroads serving Cincinnati (the Baltimore & Ohio Railroad; the Chesapeake & Ohio Railroad; the Pennsylvania Railroad; the Southern Railway; the Louisville & Nashville Railroad; the Norfolk & Western Railroad; and the "Big Four" Railroad), each of which had its own terminal in a different part of town, agreed to move their stations (terminals) to one great central location where all could be served (the idea was first proposed in 1905). I won't go into more of this, except to say that the problem was that no space could be found downtown for such an enterprise; hence its site by the Mill Creek at the existing Lincoln Park, two miles northwest of downtown. [Note: Lincoln Park, if I can judge from old photographs, was nothing much; yes, it covered the area now covered by the Terminal's fountain and esplanade, and yes, it had a fountain in a central lake, representing a neriad or somesuch spouting a gyser of water -- it all looked pretty dusty, and I don't think it was missed.]
Cincinnati Union Terminal saw its grandest moments during World War II, when the vast movement of troops, supplies, and other passengers by rail warranted its scope and size (it was also significant that buses, streetcars, and automobiles each had their separate arrival and departure ramps, thus maintaining an easy flow of traffic, an idea picked up by Eero Saarinen when he designed Dulles International Airport outside of Washington, D. C.). But after the war, passenger rail activity dropped significantly, and, by the late 1960s, Cincinnati Union Terminal had become nigh unto moribund. In the late 1960s, the short-lived Cincinnati Science Museum moved into the Terminal's Rotunda and Concourse areas, but the building's distance from other centers of civic activity caused the museum to close about 1970.
Then disaster struck: in 1972 Amtrak, the sole surviving passenger rail service to Cincinnati, moved its operation out of Cincinnati Union Terminal to a nondescript station under the 6th Street Viaduct, adjacent to some large trash heaps, which I described in a 1978 publication as being akin to "entering the city through its nether cheeks." At the end of 1972, the Southern Railway System bought the Terminal's Concourse, the large back half from which passengers had departed or into which they had arrived, and announced that it planned to tear it down to make room for its "piggy-back" freight operation, which was too high to fit under the Concourse. (Why the operation could not have been moved to the open tracks west of the Concourse, or why the tracks under the Concourse could not have been lowered the 12 inches necessary for clearance, has never been explained.) In short, the Cincinnati City Council unconscionably withdrew landmark status from the Cincinnati Union Terminal, declaring it was not "historic," and the Concourse, its most usable space, was torn down; two years later the Southern Railway abandoned its "piggy-back" operation through Cincinnati, never having really carried it out, anyway. (A last-minute effort, spearheaded by faculty and students from the University of Cincinnati's College of Design, Art and Architecture, managed to save the wonderful Art Deco murals of Cincinnati industries that decorated the Concourse; they were installed in Greater Cincinnati Airport in Kentucky, where they remain, though you can't always see them to good effect.)
The opening sentence in the article posted by Ann Shepard Rueve is a lie: Union Terminal's fountain did not delight visitors since its inception in 1933; that fountain lay dormant, forsaken, filled with trash, and decaying for years before the present restoration rebuilt it (and I have the pictures to prove it!). What delighted visitors to the Terminal over the years (aside from its decorations and the more recent museums) was the acoustical properties of the great arch of the dome: I remember my grandfather taking me and my sister to the drinking fountain at the base of one side of the arch and saying, "Now stay here and listen!" -- and he then walked across the Rotunda to the drinking fountain at the base of the other end of the arch -- and he talked to us! We could hear him perfectly, but we thought that his voice was coming out of the opening where you could get a paper cup to drink the water; we had no knowledge of acoustics in those days. (You can get the same effect in the U. S. Capitol Building in the old House of Representatives, now "Statuary Hall," a fact which John Quincy Adams learned when he returned to the House after his Presidency -- and discovered that his desk was on the right spot to overhear the discussions of the opposition!)
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