Zephyr!

Zephyr!, a photo by William 74 on Flickr.

The west wind, known as the Zephyr, is considered to be the mildest and most favorable of the directional winds. In Greek mythology, Zephyrus was the personification of the west wind, bringer of spring and summer.

I've long thought this was an appropriate name for the Chicago, Burlington, and Quincy's famed name trains, most of which typically ran in an east west direction. But, they were also the Burlington's top flight service, and pioneered fast diesels on passenger trains. Fleet, like the wind. This is the lone remaining operable Zephyr train set, the Nebraska Zephyr, currently resident at the Illinois Railway Museum. We've visited it before, but I always think it's worth another look.

Rapid Transit

Rapid Transit, a photo by William 74 on Flickr.

Former CTA 5000 series cars. These are, I believe, the sole survivors of just four built.

37A

37A, a photo by William 74 on Flickr.

An old EMD E-9A, built in 1961. Electro-Motive's E series (and it's cousin, the F-series freight engine) is an icon of American railroading. Built between 1937 and 1963, these cab units (so named because of the car-like shape to their noses) were easy to use and maintain, and their ease of being run in tandem revolutionized railroading. They also proved to be long-lasting-E-series passenger units were still being used in commuter service into the early 1990's, and plenty of short lines continue to use them today, almost fifty years after production ceased.

This late example is a former Milwaukee Road unit, and is on display at the Illinois Railway Museum.

Pennsy Noir

Pennsy Noir, a photo by William 74 on Flickr.

Built specifically for the Pennsylvania Railroad, the GG1 was a unique, streamlined electric locomotive. They were also long lived-the GG1 was introduced in 1935, and served with the Pennsy, as well as successor companies Penn Central, Conrail, and Amtrak. The last GG1 left service in 1983.

Of the 140 GG1's built, fifteen survive. Sadly, none are currently operational, due mostly to the expense and other difficulties related to the large electrical transformers needed for such a large electric locomotive. This one, PRR 4927, served with Amtrak until the late 70's, and is now in storage at the Illinois Railway Museum.

North Shore Line

Old North Shore Line neon sign, a photo by William 74 on Flickr.

The Chicago, North Shore, and Milwaukee Railroad was a Chicago-based interurban line that ran from 1916 to 1963. One of the Insull Lines (along with the Chicago, Aurora, and Elgin and the Chicago, South Shore, and South Bend), the North Shore initially only reached Evanston, running on a private right of way all the way to Beer City. In 1919, the road obtained trackage rights over the Northwestern Elevated, which allowed access to the Loop, and service between the North Shore's two namesake cities.

Despite entering receivership in 1932, the North Shore managed to survive the Depression, even going so far as to introduce a pair of streamlined articulated trains, the famed Electroliners that ran five runs a day between the Windy and Beer Cities. The North Shore also saw a steep incline in ridership during the Second World War, due in no small part to the road's service at both Great Lakes Naval Base and Fort Sheridan.

However, like most interurbans, it didn't last. The North Shore saw fairly strong ridership after the war, but increased automobile ownership caused traffic problems in areas where there was still street running. In addition, the new Edens Expressway took local riders on the Skokie Valley Route (in use since 1926), which put a serious crimp in profitability. But by 1963 ridership had decreased so much that the North Shore ceased operations, with a final Electroliner run between Chicago and Milwaukee.

I'm not sure where this North Shore sign once stood-it is currently at the Illinois Railway Museum and has been beautifully restored since I shot this.

Traction Terminal Building

Traction Terminal Building, a photo by William 74 on Flickr.

The former Chicago, Aurora, and Elgin Railway terminal in Aurora, Illinois, also known as the Hotel Arthur. Completed in 1905, it was the tallest building in Aurora at the time, as well as being the only hotel on the east side of the Fox River. In 1915, the CA&E leased space in the ground floor, and the building was renamed the Traction Terminal Building, a name it carries to this day. Now on the National Register of Historic Places, it's being restored and converted to downtown condos.

Swift's Premium

Swift's Premium, a photo by William 74 on Flickr.

We recently visited this vintage Swift & Co. refrigerated car, parked out the back of the Fox River Trolley Museum. I've seen a couple of these in other museums, and somewhere I found a photo of a Chicago & North Western freight train pulling a solid line of them out of the city. Not a surprise since Swift had a big facility in Chicago (big enough to warrant it's own stop on the CTA's Stockyards branch).

Leviathan

Leviathan, a photo by William 74 on Flickr.

Always a popular draw, steam locomotives are still a rare enough sighting in the United States that they draw a crowd wherever they go. Leviathan is a replica of a Schenectady Locomotive Works engine, built in 1868 for the Central Pacific Railroad. Leviathan was built entirely from scratch by the Kloke Locomotive Works of Elgin, Illinois.

It is a truly beautiful machine. Every detail is absolutely perfect, and the Leviathan is fully functional. It appeared at the Illinois Railway Museum this past summer, and I was fortunate enough to ride behind it for a short trip on the museum's main line. Fun, and possibly a unique experience for me.

Little Joe

Little Joe, a photo by William 74 on Flickr.

Originally built by General Electric for export to the Soviet Union, the EF-4 "Little Joe" was one of the most famous electric locomotives to appear on American rails. After sales to Russia were prohibited in the late 40's, the Joes languished at GE's facility until the Milwaukee Road started to show interest in them for it's electrified Rocky Mountain Division. The Milwaukee used them in both passenger and freight service, up until the end of electric service in the seventies.

Other users of Little Joes included Brazil's national railway (which received five of them), and the Chicago, South Shore, and South Bend, which got three of them. This survivor is one of the South Shore's, and is preserved at the Illinois Railway Museum.

The Roarin' Elgin

The Roarin' Elgin, a photo by William 74 on Flickr.

The Chicago, Aurora, and Elgin was an interurban railroad that ran from Chicago out to what is now the far western suburbs but was then two medium sized cities and a bunch of small towns. When the lines opened in 1902 as the Aurora, Elgin and Chicago, the trip from Elgin to the city was just over an hour-about what it takes on Metra today.

However, the CA&E had some added benefits over the mainline railroads, such as the Chicago and North Western or the Burlington Route. It served some smaller towns, particularly at the outer reaches, that the big roads didn't. The AE&C also ran into the Loop, using the elevated tracks, terminating at Wells Street Terminal. And, the AE&C was able to send trains out every fifteen minutes, alternating between Elgin and Aurora, far more frequently than other roads.

The AEC suffered during World War One, filing for bankruptcy in 1919 and emerging as the Chicago, Aurora, and Elgin. Coming under the control of utilities magnate Samuel Insull, improvements were made to facilities and track, but it didn't keep the CA&E from filing for bankruptcy again in the late thirties, a bankruptcy it wouldn't emerge from until after the Second World War.

The CA&E never really recovered. Despite improvements both the physical plant and the purchase of new rolling stock, ridership steadily declined as automobile ownership exploded in the postwar years. The final death blow came in the fifties when the CTA ended service on the Garfield Park elevated branch, tracks that were used by the CA&E to reach the Loop. Trains stopped in Forest Park, where riders had to then transfer to CTA trains to reach the Loop. The end came at noon on July 3, 1956, with very little warning-riders who had taken the Roarin' Elgin into the city that morning found that they were stranded when they returned for a ride home.

This is an original Chicago, Aurora, and Elgin station sign. It's been nicely restored, and hangs on one of the sheds at the Illinois Railway Museum. I don't know if it's hooked up to power or not, but I'd love to see it lit up again.

Wye

Signal, a photo by William 74 on Flickr.

In railroad terminology, a wye is a triangular arrangement of tracks, allowing three lines to connect. It's often used to turn trains around, allowing them to do a sort of three point turn. Usually there's a switch or signal at each corner as well.

This is one corner of such an arrangement, at the Illinois Railway Museum. It's guarded by this unusual, short position signal. The only other place I've seen similar signals is at Chicago's North Western Station...er, I mean Ogilvie Transportation Center. I don't think they're in use at Ogilvie, though, however I think they date back to CNW days.

South Platform

Through the Viewfinder Tuesday! A real vintage railroad semaphore signal, given the fake vintage TTV treatment.

Rapid Transit

Not that 5th Avenue! This is a vintage station sign from the Chicago Rapid Transit Company's elevated train system, also known as the L. This one happens to be for 5th Avenue on the now-defunct Westchester branch, which ran from the old Metropolitan Elevated's Garfield Park line at Desplaines Avenue all the way out to Mannheim Road. It was meant to be a bypass for the Chicago, Aurora, and Elgin interurban, serving what was hoped to be the newly booming town of Westchester. Development never happened, and the line remained a footnote in CA&E and CTA history until it's abandonment in the fifties. Today, parts of it make up the Illinois Prairie Path.

The sign itself is pretty interesting too. This style of station sign was current in the CRT from 1892 until 1977, when an entirely new, unified sign package was introduced in the CTA's system. Quite a few of the classic blue and white signs remained in use, though, the most famous one being at Sheridan on the Red Line, which remained in place until 2002! These signs are quite sought after today, along with the old yellow street signs, as a piece of Chicago history.

Santa Fe All The Way

The Atchison, Topeka, and Santa Fe Railroad is one of the classic American roads. Founded in the 1850's, the Santa Fe grew west from Topeka, eventually crossing the Rockies twenty years later. Through mergers and acquisitions the company grew rapidly, and by the mid twentieth century was just about the largest road in America. Famed for it's passenger service, Santa Fe's Chiefs were renowned for their top-tier service and dome cars to help passengers better enjoy the fabulous Western scenery. The iconic red-and-silver "Warbonnet" featured heavily in advertising, and was so famous that eventually the Santa Fe resurrected it for it's freight service.

This is a later ATSF passenger locomotive, an EMD FP45. Based on a freight engine, the 45 was designed to have a smoother "cowl" style body like the classic E units, rather than the more workmanlike freight trains. The Santa Fe was the major buyer of these units-nine of the fourteen build went to the road. When Amtrak took over passenger service the FP's went on freight duty. Six of the Santa Fe's old units still survive, including this one at the Illinois Railway Museum.

The Santa Fe name sort of lives on, as the "SF" part of BNSF, and even today you can still spot classic warbonnets plying the rails.

Oscar Mayer

Oscar Mayer, originally uploaded by William 74.

While not the most common rail cars (especially now), box cars are probably the most versatile, with the ability to carry just about anything that can be loaded into it. Originally they were hand loaded, but of course forklifts and other devices have sped up the process. However, box cars are still a good deal slower to load and unload than other types of car, which helps to explain the decline in their use since World War II. They've been largely supplanted by intermodal containers, which can be loaded once at the factory and unloaded once at their final destination.

This happens to be an old Oscar Mayer car. That's right, the hot dog and baloney people. A lot of companies had their own fleets of box cars, which sped up the shipping process a bit and also provided a nice rolling billboard.

Evanston Express

Evanston Express, originally uploaded by William 74.

A pair of Chicago L trains. The Evanston Express was originally a "shoppers' special", a fast train to the Loop to serve Christmas shoppers from the suburbs. After the war, the Express was reinstated, making limited stops on the Howard line until reaching the Loop. These trains typically ran several times a day, although they lost the "Shoppers' Special" name in the mid fifties.

By the time these 6000-series cars were running the Express, it was running several times a day and was very popular with Evanston residents. The name stayed until 1993, when the various lines were renamed with colors, and the Evanston Express became the Purple Line Express.

The Road To Ride

Rock Island/Nickel Plate neon sign, originally uploaded by William 74.

It's pretty common for railroads with long names to be more famous by nicknames or shortened versions of their full names. Two such roads are shown on this sign.

The Chicago, Rock Island, and Pacific was a classic Midwestern railroad, famed for it's "Rocket" passenger trains, as well as being one of the roads that handled the Golden State Limited from Chicago to Los Angeles. However, declining revenues throughout the fifties and sixties, as well as having routes that were doubled by the Burlington Road, caused the Rock Island to slide into bankruptcy, and by 1980 was out of business for good.

The New York, Chicago, and St. Louis was better known as the "Nickel Plate" because of the road's smooth riding rails. Primarily an eastern carrier, the Nickel Plate ran from New York to Chicago, and was renowned for it's use of steam well into the postwar diesel era. However, like so many mid-sized railroads in America, declining revenues forced a merger with the stronger Norfolk & Western, and the Nickel Plate disappeared in 1964.

The title comes, of course, from the folk classic Rock Island Line, by Kelly Pace, and popularized by Leadbelly and Lonnie Donegan. Originally recorded by John Lomax, and sung by Pace and his fellow inmates at an Alabama prison, the song tells the story of a train operator who smuggled pig iron by claiming he had nothing but livestock.

Get your ticket at the station!