chicagopcclcar

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About chicagopcclcar

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    CTA L/Subway, Amtrak NE Corridor, Union Pacific
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    PCC St. Louis, 22, 33, 35, 6719, 6720

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  1. First, may I say welcome to Busjack. I had a conversation with one of the moderators when I discovered that you DO READ..... my posts. Welcome. On the south side, we have two ways to measure developments. 1. Frame housing versus brick and stone masonry. 2. Development followed the steam railroads, the Lake Shore Michigan and Pittsburgh and Ft. Wayne along S. South Chicago Ave, Straight south along the Rock Island and the Chicago & Western Indiana. Although frame residences were outlawed following the Great Chicago Fire, it took the "second great Chicago fire" to convince the city council that they should enforce the laws. When the Alley 'L' extension from 39th started building, there were only ten structures from Indiana to South Park; from 44th St. to 63rd St. Most of structures were along the Rock Island from downtown through Blue Island. As Busjack stated, 79th and 87th was "in-between" and vacant. But different than Englewood, the today's "in-between" is Chatham, kinda middle-class. DH
  2. Gene, that was the "State Road elevated" that planned to build a line past 83rd, not the "Alley 'L'" that actually built the "L" to 39th and later to 63rd. I even came across a period advertisement by the Illinois Central RR stating they had lots and houses for sale in Burnside and they had a map showing two ways to get from Burnside to downtown Chicago....their IC commuter trains and the planned "State St. elevated." Their ROW was north aside the alley next to St. Lawrence to 63rd....west to the alley east of Prairie......then north to 43rd St., west to State St. and then north building over the street to a downtown terminal. DH
  3. The 125th Anniversary of Chicago's first elevated route, the Alley 'L' will be on June 6, 2017. On the June 6, 1892, the first elevated train opened service on the Alley "L" running from Congress to 39th St. The reason why the southern terminal was located at 39th Street is.... when the ordinance was approved by the city council in 1888, 39th St. was the southern city limits. Congress St. was a short east-west street that only extended from State St. to Michigan Ave. There was no Congress St. across State St. like it is today. Before the first elevated construction was finished, the city annexed the Town of Hyde Park and the city's southern boundary became 138th St. The Alley 'L' quickly received city approval to extend the elevated to Jackson Park, the location for the World Fair, the Columbian Exposition. The extension opened by 1893. We pause with a note about the "alley" name. Now-a-days, many people think the name "alley 'L' comes from the 'L' being built over the alleys...FALSE. The original 'L' was built next-to the alleys, on the rear portion of lots next to the alleys. The actual use of the name..."alley" came as a comparison, not a "just where" the 'L' was built. There was a separate group of investors who advocated a different proposal....building a street elevated over S. State St. like the one over W. Lake St. They proposed an elevated extending well south to Burnside with a junction near 83rd St. and S. St. Lawrence going east to South Chicago. In the late eighties, residents, investors, politicians, land owners, and the newspapers lined up on each side, favoring one or the other. The "State St. road" claimed they had the necessary options from land owners to permit building their elevated while their opponents claimed their proposition had the necessary backers. The newspapers shortened the dispute becoming the "street road" versus the "alley road." In the council debate, the "alley road" won out and the rest is history. And the newspapers of that day also entered the debate about how to spell the nickname of elevated railroads in Chicago and they adopted 'L' rather than the eastern version, "el." So in Chicago, its 'L'! We add a "PS" about the "alley name"....in 1900s, the city granted the South Side Elevated permission to build OVER the alley from 12th St. to 43rd St. using the space to add a third express track, provided the Alley 'L' demolish ground level station houses and make the surface beneath the 'L' tracks accessible to the public as a thoroughfare. ` PHOTOS.....Alley 'L' entering Columbian Exposition, Wisc Univ. source; Steam locomotive at 39th St., CTA photo; Alley 'L' at 22nd St., location found by author using Sanborn Maps, CTA photo; Present day Green line near 29th St. DH
  4. Aisle facing seats is the norm in Boston and New York and that might be where the long-gone CTA engineers got their ideas from. The seating debate duplicated the seating debate of the 1910s when the first of the Cincinnati Car Company 4000 series debuted in Chicago and the cars had "bowling alley seats." CRT went back to transversal seating. That style remained through the years until the 3200 series were adopted in the 90s. That series featured a wider aisle and single seats on one side. The proposed 7000 series will go back to that seating. Photo....A 4001 series rail car built in 1914.. DH
  5. Here's a comparison....a mock-up of Boston Orange line submitted by their Chinese builder. Don't let the coloring lead you astray.... Boston always put color on their railcars to identify routes. DH
  6. That "radio"......was it a big box with a telephone receiver sitting in a cradle? Then that wasn't a "radio"....it was a "train phone". The motorman carried to the head end cab and it was suspended from hooks on the cab door. It hooked with a huge cable and it transmitted messages through a connection with the "third rail." I never understood how it worked and I was afraid of it.....I thought the 600 v. DC would end my life....LOL. In the late PM and midnights, conductors were given extra "train phones" to be set up in rear end cabs. When the Pullman 2000 series hit the scene, a new lighter model of "train phone" was introduced. Photo....The new model "trainphone" installed on the cab door of a 2000 Pullman series. CTA photo. DH
  7. Jackson Park opened as the Columbian Exposition closed and "L" tracks and the "Fair" station on the grounds were closed and dismantled. CTA reorganized the interlocking at Jackson Park, removed the tower, and made the terminal an auto-mated operation..."first in, first out." Because the end-of-the-line yard was at 61st St. the terminal operations were unusual. In the AM, put-outs were dispatched southbound at 61st and ran out of service to Jackson Park where they turned and went into service. In the PM, road trains ended their service at Jackson Park and the trains ran out of service back to 61st where they were layed-up. There was a selector switch on the platform where a crew member could cancel the automated interlocking and give a route to his lay-up train. After the lay-up train leaves, the automated operation would go back. NB trains that were remaining in service but were scheduled to receive cuts of cars when the reached 61st they would close off the cars from passenger use between Jackson Park and 61st. Most cuts at 61st were "rear-ends cuts" but if there were "bad order" cars to be cut in the front end, a "front cut" would made at 61st. When the Jackson Park terminal was closed with the Dorchester bridge taken out of service, an interesting CTA rail service was closed. Photo from my video, (msibnsf). EDIT....Found this video taken 1991 shows University terminal and 61st St. yard. https://www.youtube.com/watch?v=kW2uOgphblI&feature=em-subs_digest-vrecsDH
  8. Soon, I'll be posting my own "take" on how the Jackson Park "L" was demolished based on my activities on the debate. You are right, there was "new" structure from Kenwood to Dorchester. Here's a picture showing the last two bents before removal. The second picture shows what happened to the "new" steel....its still there, in 2017. Sitting next to 61st St. yard at Calumet Ave. DH
  9. That big building between Dorchester Ave. and the tracks was Illinois Central offices and train station. There was a passageway from the building that lead to stairs beneath the platform. Illinois Central trains and Big Four trains (C.C.C. & St. L.) stopped at 63rd St. DH
  10. A few people dare to dream about the "good old days".....them remember the Jackson Park station, known as "Stony Island"....the "Island" for insiders. And the Dorchester Bridge over the Illinois Central railroad is remembered to others. Photo showing the end terminal and structures at 63rd & Stony Island Ave. Second photo.....The Dorchester Bridge shown a "B" train with 4200 Cincinnati Cars above and an IC commuter train with Pullman equipment northbound, 02/1950. Credit: George Krambles Collection. DH
  11. Seems that we agree...Washington Park is a better location for the President Obama Library. So course, in my original statement opening this topic...I said "A Jackson Park location would offer a close connection to Hyde Park, the U of C, the Science Museum, and the lakefront. These areas are thought by some as being "more" safe. But that is an idea that runs counter to a main theme...."the library should bring new investments to the surrounding neighborhoods, creating jobs and spurring economic growth." Which community is in dire needs: Hyde Park or Washington Park. A major task would be making the Green line "safe." So now, CTA Green line Cottage Grove station takes center stage. The CTA press release about Cottage Grove stated...... The conceptual plan for Cottage Grove proposes visual, architectural and lighting treatments outside of the station to enhance the experience of both CTA customers and pedestrians. Options under consideration include architectural screening and community identifiers along sidewalks and on the ‘L’ structure. Changes to the station itself could include new canopies and reconfigured stairs. Cottage Grove opened as a station when the 1893 Jackson Park extension opened. The CTA closed eastbound service and made the station an exit-only station. In the 1990s, the station received an complete rebuilding. But during the Green line overhaul, the community noticed that the building was not being carried on east of Cottage Grove Ave. The rest is history. First photo: The northbound station with stairs and elevator with multi-story vacant in the background, used to be church for Rev. Leon Finney, former head of TWO and chairman of Green line rehab oversight committee on the 1990s. Second photo: All the TWO redevelopment from 63rd north to 60th Sts. has been all demolished including retail stores and offices. New developments are sponsored by new organizations. Third photo: West view from beyond the end-of-track. Yes, that a sign advertising "Daley's Restaurant....Since 1918". Family relationship is correct. DH
  12. In 1964, due to increasing passenger loads, two more double-ended cars were pressed into service within weeks. They were not high speed cars like #1-4, but shop personnel were able to change the electrical components so those cars exceeded the base speeds of plus 60 MPH. The experiences made with four previous high speed cars, #6127-6130, including running as Shoppers' Specials on the Evanston Express route helped to formulate plans for the Skokie Swift. The #6127-6130 never ran in Swift service. Based upon experience gained, all future railcars orders have a 70 MPH capability, from 2200 series through 5000 series. DH
  13. The Cubs World Series "W" railcars made it there....Ashland/63rd. And sporting their red LED rollsigns as well. DH
  14. Glad you get a chance to ride southbound onto the Green line. Red line reroutes southbound on the Green line from Roosevelt and Ashland/63 are only less than 90 minutes in both rush hours. The real priority is giving peak service on the Red line between Roosevelt and Howard in the AM and PM rush hours. Your scheduled wait in the PM might cause you to SEE two 95th Red line trains before an Ashland/63 arrives. DH
  15. Here's two shots from the head end of Sunday's charter as the train rolls through Washington/Wabash. DH