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TRANSPORTATION  LIBRARY 

AUG  0  5  1997 

NORTHWESTERN  UNIVERSITY 


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Quarterly 


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IN  THIS- ISSUE «-'"li'Af^/ 

The  Tr'ansTt'ffl^pi,  ..unt 
Evanston 
Management 
Women  Drivers 
Travel  in  Chicago 


CTA  Quarterly 

Vol.  1  No.  1 


Published  every  three  months  by 
the  Public  Affairs  Department, 
Chicago  Transit  Authority, 
Merchandise   Mart  Plaza, 
P.O.  Box  3555,  Chicago,  II.  60654. 
Telephone  (312)  664-7200. 


J.  Thomas   Buck, 

Manager,  Public  Affairs 
J.  H.  Smith, 

Editor  and  Director 

of  Publications 


Chicago  Transit  Board 
Milton  Pikarsky,  Chairman 
James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Wallace  D.  Johnson 
Clair  M.  Roddewig 
Lawrence  G.  Sucsy 
Donald  J.  Walsh 


Copyright,  1974,  Chicago  Transit  Authority: 
Permission  to  reprint  will  be  granted  upon 
request 


November,  1974 


The  CTA  is  the  circulatory  system  for  the  pulse  of  Chicagolajid, 


school,  to  duty, 


Getting  people  from  here  to  there  —  to  work,  tc 
irch,  to  health  care,  to  pleasure  —  is  what  makes  < 

The  CTA  performs  a  \-ital  service  for  every  ho: 


It  also  has  a  responsibility  to  report  regularly  to  the  leaders  of  thi 
community  —  to  acquaint  these  leaders  with  the  progress  we  are  making 
problems  we  are  attempting  to  solve,  and  the  challenges  we  are  facing. 


that  readership  will  be  motivated  a 

That  is  why  we  have  selected  a  popular, 
azine  style  and  format  for  these  new  quai 
our  hope  that  the  magazine  will  be  as  int 


i-ponderous,  non 


Fronf 

Toward  1976:  Moving  billboard  for  Chicagoland's  commem- 
oration of  our  country's  Bicentennial  is  the  Ben  Franklin, 
first  of  a  series  of  CTA  rapid  transit  trains  and  buses  to 
be  appropriately  decorated.  The  design  was  developed 
under  the  direction  of  George  Krambles,  Manager  of  Gen- 
eral Operations.  Dr.  Clarence  R.  Ver  Steeg,  professor  of 
history  at  Northwestern  University  and  noted  historian  of 
the  U.S.  colonial  period,  is  serving  as  a  consultant  to  the 
CTA  in  naming  the  Spirit  of  '76  vehicles. 

Bac^f 
Toward  2000:  First  artwork  to  be  installed  on  CTA  property 
is  Space  Junction  of  Energy,  a  12-gauge  sheet  metal 
sculpture  by  Jerald  Jacquard,  associate  professor  of  arts 
at  the  Chicago  Circle  campus  of  the  University  of  Illinois. 
The  sculpture  provides  the  theme  for  CTA's  modernized 
terminal  at  Kimball  and  Lawrence  avenues  on  the  Ravens- 
wood  rapid  transit  route.  Says  the  sculptor:  "People 
should  get  an  emotional  feeling  that  the  work  is  changing 
as  they  walk  around  it  and  look  through  its  spacial  areas. 
It  energizes  the  mind." 


What's  In  It  For  Me?  >  wr 

The  "Transit  Independent"  Also  Benefits  From  CTA 


Ted  Ingalls  is  fictitious— but  several 
million  people  real.  He  seldom  takes 
a  CTA  train  or  bus. 

He  has  no  idea  how  close  to  home 
the  bus  may  stop.  He  is  never  certain 
where  any  bus  is  going. 

When  he  reads  about  a  delay  on 
the  subway  in  the  morning,  Ted  is 
grateful  that  he  drives  to  work. 

When  the  legislature  votes  funds 
for  urban  mass  transit,  Ted  fumes  at 
his  wife  and  says:  "They're  spending 
so  much  to  keep  that  transit  system 
alive,  better  they  should  afford  to  cut 
my  taxes." 

Ted  is  not  a  bad  guy.  CTA  doesn't 
dislike  him.  It  just  wishes  it  could 
make  him  understand.  And,  CTA  rec- 
ognizes that  perhaps  it  hasn't  done 
enough  to  communicate  with  him. 

How  Tl's  Think 

CTA  has  a  label  for  people  such 
as  Ted.  They  are  Transit  Independents. 
In  the  good  old  American  way,  they  are 


beholden  to  no  conductor.  They  are 
also  oblivious  of  any  personal  benefit 
from  mass  transit. 

Ted  gulps  his  orange  juice  and 
coffee  so  fast  that  he  hardly  has  time 
to  read  the  morning  paper.  He  has  to 
get  out  there  on  Eden  s  before  the 
traffic  begins  to  form  clots  in  the  artery. 

It  isn't  the  cost  of  driving  that  con- 
cerns him,  it's  the  irritation.  He  doesn't 
stop  to  consider  that  even  his  compact 
costs  him  17.9  cents  per  mile  on  the 
way  from  Skokie  to  Big  Stan.  Down 
and  back,  that's  about  $4.28  a  day, 
without   gas-consuming    delays. 

He  could  do  it  for  $1.40  on  CTA. 
But,  of  course,  he  couldn't  charge  it 
on  his  credit  card. 

If  Ted  finds  his  regular  parking  lot 
open,  he  may  not  have  to  drive  around 
looking.  But,  at  best,  the  space  for  his 
car  to  wait  will  cost  him  more  than 
$3  for  seven-and-a-half  hours. 

When  Ted  goes  to  lunch,  and  it's 
more  than  a  two  block  walk,  he  will 
probably    look    for    a   cab.    The    fare 


will  run  around  $1.80  and  he  will  give 
the  cabbie  a  35  cent  tip. 

Over  the  course  of  a  week,  the 
Transit  Independent  may  think  he  is 
$7  or  $8  in  pocket  because  he  hasn't 
used  the  CTA.  But,  if  he  had  a  toll 
gate  at  his  home  that  he  had  to  put  $5 
to  $10  in  each  time  he  drove  down- 
town, rather  than  filling  up  with  gas 
once  or  twice  a  week,  he  would  know 
differently. 

As  it  is,  however,  why  should  he  be 
concerned  about  CTA?  What  has  it 
done  for  him? 

Well,  let's  see.  What  has  it  done? 


Traffic  Prevention 

First,  it's  always  sweeping  the  high- 
ways for  him.  That's  right,  the  high- 
ways. 

If  you  think  the  Monday  morning 
jam  at  the  Ohio  Street  turnoff  is  bad 
now,  would  you  like  to  imagine  it  with- 
out a  mass  transit  system  operating 
in  Chicago? 


The  1970  census  reports  that  584,- 
498  cars  are  driven  to  work  in  Chicago 
each  day.  At  any  time  between  8  and 
9  a.m.  on  the  Kennedy  (at  Sacra- 
mento), 7,000  cars  are  traveling  in  the 
local  lanes.  The  addition  of  1,000 
more  cars  would  cause  an  historically 
massive    traffic    jam. 

Now  let's  put  CTA  go-to-work  com- 
muters into  automobiles  and  see  how 
much  of  a  mess  they  can  make.  There 
are  459,290  riders  on  CTA  between  7 
and  10  a.m.  If  all  these  people  drove, 
and  we  figured  two  to  a  car — which 
is  generous — there  would  be  229.645 
more  cars  on  the  road. 


This  is  quite  enough  to  send  Ted 
Ingalls  to  Dunning,  but  there's  more. 

Work  and  Energy 

Let's  suppose  Ted  runs  a  small  busi- 
ness with,  say,  65  employees,  most  of 
whom  live  beyond  walking  distance 
to  the  shop.  Without  CTA,  even  those 
who  drive  are  not  going  to  get  there 
before  lunch.  That  comes  to  1,300 
man  hours  of  downtime  a  week  and 
few  businesses  can  afford  it. 

Neither  can  the  economy  afford  ad- 
ditional jamming  of  the  lanes  of  com- 
merce  which    bring    in    supplies    arid 


send  out  merchandise.  Anything  which 
inhibits  the  movement  of  goods  and 
materials  also  disrupts  business. 

Energy  is  being  saved  for  Ted  by 
the  CTA.  If  all  the  CTA  passengers 
were  to  get  into  automobiles  for  their 
daily  trips  to  the  office,  they  vyould 
be  burning  up  200  million  gallons  more 
of  gasoline. 

There's  also  the  pollution.  The  ac- 
cepted statistic  is  that  motor  vehicles 
give  off  60  per  cent  of  the  daily  air 
pollutants  in  Chicagoland.  Get  more 
motors  on  the  road  and  Ted's  eyes  are 
going  to  smart  quite  a  little. 

Of  course,  CTA's  diesel  buses  con- 


Chart  by  Robert  Heinlein.  CTA  Public  Affairs 


FUEL  SAVING 

in  City  Transportation 


EQUIVALENT  PASSENGER  MILES  PER  GALLON  OF  FUEL  USED 

RAPID  TRANSIT  r%  ^  ^\    PASSENGER   MILES 


320 


L^^^^_ 


246 


PASSENGER   MILES 


AUTOMOBILE 


^^9^ 


17.7 


PASSENGER   MILES 


Source:  Cleveland  (Ohio)  Transit  System 


REDUCTION   IN   FUEL  CONSUMPTION 
IN  URBAN  AREAS  IF  EXISTING  TRANSIT 
SYSTEMS  WERE  USED  TO  OPTIMUM  CAPACITY 


ESTIMATED   RESULTING  REDUCTION 
IN  EXISTING  PETROLEUM  IMPORTS 


n 


20% 


12°/c 


Source:  U.S.   Department  of  Transportation  Studies 


tribute  to  the  smog.  However,  one 
modern  bus,  while  serving  up  to  50 
times  as  many  people  as  one  car, 
produces  the  pollution  equivalent  of 
only  two  automobiles.  So,  the  arith- 
metic is  still  on  the  side  of  CTA  in  do- 
ing the  Transit  Independent's  lungs  a 
favor. 

Keeping  Taxes  Down 

Public  transportation  also  keeps  the 
non-user's  taxes  lower.  No  metropoli- 
tan area  could  conceivably  muster  the 
local  tax  resources  to  build  the  ad- 
ditional streets,  highways,  and  ex- 
pressways that  would  be  necessary 
if  mass  public  transportation  did  not 
exist. 

The  construction  of  more  highways 
and  parking  lots  would  grossly  under- 
mine local  tax  bases  by  removing 
more  land  from  the  tax  rolls.  Indeed, 
it  has  been  estimated  that  space 
equivalent  to  the  entire  Chicago  Loop 
section  would  have  to  be  cleared  just 
to  take  care  of  downtown  traffic. 

In  addition  to  the  indirect  benefits, 
the  public  transportation  system  is  ac- 
tually "used  by"  the  Transit  Independ- 
ent more  often  than  he  realizes. 

It's  so  comforting  to  have  a  standby 
utility.  Remember  the  big  snow  of 
1967,  for  instance,  when,  for  several 
days,  the  only  things  moving  were 
the  rapid  transit  and  commuter  trains? 
There's  been  nothing  like  it  since,  but 
most  winters  bring  one  or  two  periods 
in  which  the  CTA  trains  are  abnor- 
mally crowded. 

On  a  day-to-day  basis,  family  mem- 
bers, relatives,  and  friends  of  the  Ted 
Ingalls's  depend  on  the  CTA. 

The  kids  go  to  school  on  it. 

Grandma  takes  it  to  the  medical 
center. 

And,  there  is  a  handicapped  worker 
whom  Ted  ernploys  that  is  not  able 
to  drive  a  car. 

Not  A  Bad  Deal 

Now  let's  get  out  the  totalizer  and 
review  the  values  that  the  Transit  In- 
dependent receives. 

Mobility:  he  gets  around  easier. 

Operating  fluidity:  his  business  runs 
better. 

Energy:  more  for  his  use. 

Breathing:  it's  more  refreshing  this 
way. 


Milton  Pikarsky,  CTA  Chair- 
man, is  one  of  the  nation's 
leading  exponents  of  the 
value  of  public  transit  to 
the  total  population  of  a 
city  and  its  suburbs.  His  re- 
cent speech  on  The  Transit 
/ndependent,  delivered  be- 
fore the  1974  annual  meet- 
ing of  the  American  Trans- 
it Association,  is  available 
upon  request  to  Tom  Buck, 
IVIanager  of  Public  Affairs, 
Chicago  Transit  Authority, 
Merchandise  Mart  Plaza. 
P.  0.  Box  3555,  Chicago, 
111.  60654 


Tax  savings:  not  evasion,  but  aver- 
sion. 

It's  difficult  to  put  a  dollar  figure  on, 
but  it's  obviously  worthwhile  to  the 
Transit  Independent  to  keep  CTA  run- 
ning, even  expanding.  And,  worth  sup- 
porting whenever  and  wherever  pub- 
lic transportation  is  a  public  issue. 


POINTS  from 
PIKARSKY 

"Sunday  reduced  fares  have 
shown  that,  for  an  investment 
of  $19,000  in  transit  assist- 
ance, riding  can  be  increased 
to  an  extent  equivalent  to  a 
saving  of  $150,000  in  gas." 

"The  availability  of  federal  fi- 
nancial assistance  for  transit 
operation  costs  would  make 
possible  a  reduction  of  fares, 
which  in  turn  would  reduce  the 
cost-of-living  for  a  large  seg- 
ment of  our  urban  population." 

"Regardless  of  the  size  of  the 
federal  budget,  it  is  impera- 
tive that  public  transportation 
be  given  a  greater  share  of 
the  budget.  For  decades,  pub- 
lic transportation  has  been 
largely  unassisted  by  the  fed- 
eral government,  particularly 
in  relation  to  the  huge  out- 
lays for  highways  and  the  pri- 
vate automobile." 

"  ...  we  must  cast  aside  the 
thinking  of  the  past — the  atti- 
tude that  the  highways  and 
transit  are  competitors.  Quite 
the  contrary  is  the  case.  We 
now  are  beginning  to  think 
and  act  in  terms  of  highways 
and  transit  as  complementary 
facilities  of  travel." 

"A  new  and  higher  level  of 
federal  financial  assistance  is 
urgently  needed  for  operating 
costs  of  transit  .  .  .  To  obtain 
financial  assistance  for  only 
capital  improvements  would  be 
much  like  having  an  expen- 
sive automobile  but  no  money 
for  gasoline." 

"In  light  of  the  anti-inflationary 
effects  of  stabilized  or  reduced 
fares,  here  is  one  of  the  most 
important  of  many  reasons  why 
the  ■transit  independent' should 
give  support  to  public  assist- 
ance lor  transit  improvements 
and  operations." 


Energy 

And 
Transit 


By  Tom  Wicker 


This  column  by  Tom  Wicker 
of  The  New  York  Times 
presents  a  viewpoint  that  is 
worthy  of  your  considera- 
tion. It  appeared  in  the 
newspaper  on  October  29, 
1974. 


One  year  after  last  winter's  gaso- 
line shortages  began  to  be  felt  across 
most  of  America,  the  unthinkable 
has  happened.  Many  of  those  who 
had  to  desert  their  automobiles  and 
turn  to  mass  transit  have  remained 
as  transit  riders  even  though  gaso- 
line is  plentiful  again  (probably  not 
for  long) . 

Too  much  can't  be  made  of  this. 
There  weren't  too  many  mass  transit 
riders  to  begin  with.  Not  all  that 
many  Americans  shifted  to  buses 
and  subways  last  winter.  When  gaso- 
line reappeared  last  spring,  many 
of  those  quickly  returned  to  their  be- 
loved  automobiles. 

Yet,  the  facts  remain — as  repor- 
ted by  the  American  Public  Transit 
.Association  —  that  transit  ridership 
has  risen  nationally  for  twelve  con- 
secutive months,  so  that  in  Septem- 
ber, 1974,  there  were  7.8  per  cent 
more  transit  riders  in  120  cities 
than  there  had  been  in  September, 
1973.  The  25-year  decline  in  the 
national  use  of  mass  transit  —  a 
decline  unmistakably  caused  by  the 
proliferation  of  superhighways  and 
urban  freeways  —  has  been  halted 
and  marginally  reversed. 

Another  encouraging  sign  for  the 
sensible  de\elopment  of  mass  transit 
facilities  is  to  be  found  in  a  politi- 
cal issues  poll  taken  for  the  New 
York  Times  by  Yankelovich,  Skelly 
&  White,  Inc.  A  sampling  of  nearly 
1,400  persons  in  New  York  State 
showed  64  per  cent  of  them  fa- 
vored more  state  emphasis  on  mass 
transit  while  only  27  per  cent  favored 
improving  and  extending  the  high- 
way system  instead. 

the  inclusion  of  New  York  City, 
with  its  heavy  concentration  of  tran- 
sit riders  concerned  about  a  possible 
fare  increase,  undoubtedly  weighted 
the  results.  But  even  among  "upstate" 
New  Yorkers  —  outside  the  city  and 
its  suburbs  —  those  sampled  split  al- 
most evenly  on  the  question,  45  per 
cent  for  mass  transit,  44  per  cent  for 
the  further  development  of  high- 
ways. To  some  extent,  that  contra- 
dicts the  conventional  wisdom  that 
mass  transit  is  of  importance  only 
in  a  few  major  cities,  notably  New 
York   City. 

Yet,  these  good  signs  aside,  public 
policy  everywhere  still  tends  to  favor 
highways  and  automobiles,  despite 
the  near-certainty  of  renewed  gaso- 
line shortages,  the  real  possibility  of 
higher  gasoline  prices  (and  higher 
gasoline  taxes),  continuing  environ- 
mental concern,  and  the  energy  con- 
servation being  urged  on  Americans. 

President  Ford,  for  example,  in- 
sists on  looking  at  mass  transit  ap- 
propriations as  a  threat  to  his  budget 
and  therefore  to  his  campaign  against 
inflation.  More  properly.  Federal 
funds  in  aid  of  the  long-range  devel- 
opment of  mass  transit  should  be 
seen    as    a    vital    part    of   a    national 


effort  to  conserve  energy  and  con- 
trol the  enxironment. 

Even  in  New  York  City,  where  40 
per  cent  of  the  nation's  transit  riders 
are  concentrated,  transit  policy  ap- 
pears centered  on  the  problem  of 
saving  the  35-cent  fare  with  state, 
Federal  and  local  subsidies.  Holding 
down  the  fare  is  vital,  but  it  is  only 
one  part  of  the  long-range  need  — 
which  is  to  attract  more  riders 
through  improved  service. 

Every  increase  in  transit  fare,  as 
is  well  known,  results  in  a  loss  of 
riders  and  therefore  is  usually  self- 
defeating.  On  the  other  hand,  operat- 
ing subsidies  to  maintain  the  fare  can 
also  be  self-defeating.  Rising  costs 
mean  the  subsidies  have  to  rise,  too, 
absorbing  money  that  ought  to  go  for 
maintenance  and  capital  improve- 
ments; eventually,  the  fare  will  have 
to  go  up,  too,  and  the  rider  will 
find  himself  paying  more  for  deteri- 
orated service — another  sure  form- 
ula for  an  ultimate  loss  of  riders 
to   the     private    automobile. 

One  key  to  a  better  strategy  is 
in  the  fact  that  the  new  device  of 
giving  two  subway  fares  for  the  price 
of  one  on  Sundays  has  been  a  suc- 
cess, attracting  most  of  the  new 
riders  the  New  York  City  subway 
gained  in  the  past  year — after  many 
years  of  steady  losses.  Such  fare 
devices  consistently  attract  new  pas- 
sengers, and  others  ought  to  be  tried 
— reduced  fares  in  the  non-rush 
hours,  for  example,  or  computer- 
ized charges  calculated  by  the  length 
of  the  ride,  or  a  price  break  for 
buying  a  large  number  of  tokens 
at  once. 

Even  more  important,  however,  is 
capital  improvement,  especially  in 
old  transit  systems  like  New  York's 
subways.  The  plain  logic  of  the  con- 
verging problems  of  energy,  envi- 
ronment and  the  economy  is  that 
high  priority — not  grudging  lip  ser- 
vice— ought  to  be  given  to  providing 
new  transit  systems  and  vastly  im- 
proving old  ones.  Such  a  national 
mass  transit  program  might  even 
provide  a  useful  public  service  em- 
ployment program,  if  Mr.  Ford  can 
be  persuaded  that  rising  unemploy- 
ment requires  something  more  than 
the  limited  emergency  measures  he 
has  so  far  been  willing  to  support. 

The  problem  is  not  to  get  e\'e';v- 
oiie  out  of  auto  and  into  Trains  and 
buses.  The  problem  is  to  lure  enough 
people  to  mass  transit  to  ease  sub- 
stantially the  impact  of  the  auto- 
mobile on  energy  and  the  environ- 
ment. Nor  is  if  necessary  to  make 
mass  transit  self-supporting  by  the 
fares  of  transit  riders.  It  would  be 
equitable  for  everyone  to  support, 
through  their  taxes,  the  contribu- 
tion mass  transit  can  make  to  easing 
the  energy  and  environmental  crises 

iml  to  mention  the  traffic  problems 
that   plague  every  city. 


©1974 


Th 


N. 


TRANSITOPICS 

Worldwide 


-   CTA  - 

CTA  Chairman  Pikarsky,  at  White  House  for  President  Ford's  signing  of  $11.8  billion 
mass  transit  assistance  bill,  hailed  legislation  as  "landmark."  Most  significant 
point,  Pikarsky  said,  is  that  "federal  government  has  now  become  a  partner  with  state 
and  local  governments  in  helping  to  defray  the  operating  costs  of  public  transporta- 
tion."  It  means,  he  added,  l^hat  transit  is  now  recognized  at  federal  level  "as  a  true 
public  service."   The  law  will  bring  the  six-county  Chicago  area  $239,062,000  over  six 
years  in  operating  assistance  and  is  expected  to  provide  principal  means  of  carrying 
forward  modernization  of  CTA's  system  under  a  Phase  II  program  costing  upwards  of 
$400-million, 

-  CTA  - 

The  Department  of  Transportation  and  the  Administration  on  Aging  of  HEW  are 
providing  capital  loans  and  grants  to  private,  non-profit  corporations  and 
associations  to  develop  urban  transportation  systems  for  senior  citizens  (Federal 
Research  Report.  6/28/74) . 

-  CTA  - 

The  DOT  is  funding  a  massive  program  of  fiscal  '75  university  research  to  stimulate 
new  knowledge  and  techniques  in  transportation,  encourage  use  of  modern  analytical 
tools,  stimulate  local  and  state  sponsorship  of  university-based  transportation 
research,  contribute  toward  a  national  transportation  policy,  and  attract  young 
talent  into  transportation  careers. 

-  CTA  - 

In  a  Chicago  Sun-Times  interview.  Northwestern  University  economist  Robert  Eisner 
warns  against  cuts  in  government  spending  on  urban  mass  transit  as  an  inflation- 
fighting  move.  Cuts  could  well  lead  to  higher  costs  of  public  transit  and 
private  transportation,  he  says. 

-  CTA  - 

The  rapid  transit  system  being  planned  for  Los  Angeles  County  can  take  a  half 
million  cars  off  the  freeways  during  rush  hours,  research  consultants  for  the 
system  have  concluded. 

-  CTA  - 

A  New  York  Times-Yankelovich  poll  of  New  York  state  citizens  shows  that  64  per 
cent  of  respondents  would  rather  see  the  state  place  its  emphasis  on  mass  transit 
than  on  extending  or  improving  the  highway  system  (10/28/74).   In  Manhattan,  the 
vote  is  80  per  cent  for  mass  transit,  11  for  highways.   Upstate,  it's  45  per  cent 
for  mass  transit,  44  for  highways. 

-  CTA  - 

In  its  latest  study  on  national  goals,  the  National  Planning  Association  reports 
that  transportation  facilities  are  the  one  most  important  factor  in  the  viability 
and  future  growth  of  urban  communities.   It  places  particular  emphasis  on  fixed 
rail  systems. 


TV- 


V.u   -  TH 


Three  places  where  Evanston  bus 
service  is  essential.  Top,  at  Evanston 
Township  High  School  on  Dodge.  Cen- 
ter, for  shopping  and  business  in 
downtown  Evanston,  corner  of  Church 
and  Davis,  north  of  the  often-used  bus 
island.  Bottom,  at  Central  and  Ridge, 
a  key  stop  on  the  201  route  because 
of  Evanston  Hospital,  background, 
and  the  Koss  Building,  a  medical  of- 
fice center. 


Photographs  on  Pages  8,  9.  and   13  by  Al  Madsen 


When 
The  Buseg 


The  Evanston  example  proves  that 
a  suburb  may  meet  its  own  transpor- 
tation needs  better  by  linking  with 
the  urban  system  than  by  winging  it 
on  its  own. 

The  urban  system  has  more  know- 
ledge to  draw  upon,  more  facilities  to 
use,  and  a  wider  base  over  which  to 
spread  costs. 

By  purchasing  service  from  the  cit\' 
system  by  agreeing  to  protect  it 
against  losses,  the  suburb  can  provide 
its  residents  with  a  lower  fare,  be  less 
out  of  pocket,  and  run  fewer  risks  of 
service  interruptions  than  a  profit- 
making  local  transit  company  would 
present. 

Quiet  After  Tumult 

If  quiet  is  an  indication  of  satisfac- 
tion, then  Evanston's  riders  are  satis- 
fied with  CTA  bus  service.  City  Hall, 
and  other  collecting  points  foi-  com- 
lilaints,  just  don't  have  any. 

The  silence  is  in  sharp  contrast  to 
the  noise  of  12-to-15  months  ago  when 
a  local  strike  first  removed  brown 
buses  from  the  Evanston  streets  and 
eventually  replaced  them  with  green 
ones. 


n 


1 


Dvche  Stadium;  Evanston  landmarks  are  familiar  stops  on  201 


Came  Back  To  Evanston 


Man,  there  was  clamor  then! 

People  worried  vocally  about 
whether  the  nice,  comfortable,  air  con- 
ditioned buses  that  the  Evanston  Bus 
Co.  had  just  put  in  service  before  its 
drivers  went  on  strike  on  April  24, 
1973,  would  be  replaced  by  the  CTA's 
oldest  equipment. 

Now  many  riders  rate  the  CTA 
fleet  the  best  Evanston  has  ever  had. 

People  complained  about  the  origi- 
nal i-oute  plan  for  restoring  service 
in  Evanston,  claiming  that  it  didn't 
enable  most  people  to  get  on  or  get 
off  where  it  was  convenient. 

Now  every  resident  and  shopkeeper 
of  Evanston  ,  is  within  two  blocks 
walking  distance  of  a  CTA  stop. 

People  worried  that  the  Evanston 
Bus  Co.  drivers  would  be  replaced  by 
imports  from  Chicago. 

Now  they  find,  in  CTA  livery,  the 
same  friendly  drivers  they  have  known 
for  years- -drivers  who  really  know 
the  area. 

A  Ho  Hum  Strike 

It  all  began  peacefully  enough. 
When  the  drivers  first  went  out  on 
strike,   most  riders   gave   it   a  week. 


Friendly  drivers  who  said  "Good 
morning,  Mrs.  Murphy"  could  not  stay 
away  for  long.  And  the  company 
certainly  must  recognize  their  need 
for  more  take-home  pay. 

Yes,  the  company  did,  but  it  didn't 
have  the  money.  It  was  an  economic 
impasse  that  has  become  so  typical 
in  our  inflationary  age. 

As  it  became  more  obvious  that 
collective  bargaining  was  getting  no- 
where, muttering  began.  But,  school 
was  out  for  the  summer.  And,  when 
a  judge  refused  a  strike  injunction 
with  the  remark  that  it  wouldn't  hurt 
Evanstonians  to  walk  a  little,  many 
secretly  agreed. 

By  mid-August,  however,  the  bus- 
less  streets  of  Evanston  had  lost  their 
charm.  The  bus  company  was  seek- 
ing permission  to  fold.  Back-to-school 
sales  were  on  and  shoppers  were  off. 
How  were  the  kids  to  get  to  class 
after  Labor  Day?  And  who  wanted 
to  face  the  imminent  onslaught  of 
winter  on  foot  ? 

One  might  have  thought,  therefore, 
that  the  citizens  of  Evanston  would 
have  been  delighted  when  they  picked 
up  their  morning  papers  on  August  21. 


The  city  council  had  entered  a  pact 
with  CTA  the  night  before.  Four 
Evanston  bus  routes  were  to  be  re- 
stored by  early  September.  The  CTA 
would  also  continue  to  operate  some 
Evanston  elevated  stations  that  it 
had  previously  threatened  to  close. 
Reliirn  Trip 

The  bus  routes  would  make  east- 
west  loops,  up  and  down  the  backbone 
of  Evanston  marked  by  the  elevated 
tracks.  Each  route  would  intersect 
the  'L'  at  one  or  two  points.  The  in- 
Evanston  bus  fare  would  be  a  quarter 
(it  had  been  40  cents)  and  transfer 
privileges  to  the  in-Evanston  'L' 
would  be  free. 

The  city  of  Evanston  was  guaran- 
teeing to  make  up  the  CTA's  losses 
on  the  Evanston  service  to  the  extent 
of  $300,000. 

Few  Evanston  families  spilled  their 
coffee  in  excitement  when  they  read 
the  newspaper.  Fear  and  disappoint- 
ment were  the  more  prevalent  emo- 
tions. 

The  fear  was  not  so  much  of  taxes 
as  of  Chicago  control.  This  spectre 
was  rendered  the  more  believable  by 
the  seeming  favoritism  to  the  Loop- 
bound  commuter. 


The  disappointment  was  that  the 
main  north-south  bus  route,  plus  the 
route  serving  Evanston  Township 
High  School  from  the  center  of  town, 
were  not  being  restored. 

What  most  citizens  did  not  know  is 
that  it  was  the  city  fathers,  not  CTA 
management,  who  had  insisted  that 
there  be  no  bus  route  which  did  not 
depend  on  the  elevated.  The  reason 
was  to  force  increased  boarding  at 
Noyes,  South  Boulevard  and  other 
stations  which  had  been  threatened 
with  shutdowns. 


In  The  Public  In  I  ere. it 

Nor  did  most  citizens  yet  appre- 
ciate the  public  spirited  legerdemain 
some  of  their  officials  had  used  to  get 
service  restored  at  all. 

In  Evanston's  government  cham- 
bers, local  transportation  had  been 
recognized  as  a  critical  issue  since 
September  of  1971  when  bus  officials 
convinced  the  council  that  the  com- 
pany couldn't  hack  it  much  longer 
without  massive  support  from  some- 
where. 

Mayor  Edgar  Vanneman,  Jr.,  gen- 
eral counsel  of  Brunswick  Corpora- 
tion, and  Alderman  James  Staples,  a 
partner  in  the  Chicago  law  firm  of 
Baker  &  McKenzie,  took  the  lead  in 
seeking  a  solution.  It  soon  become 
clear  that  the  necessary  funding  must 
be  found  locally. 

Staples  proposed  a  one-cent-per- 
gallon  tax  on  retail  gasoline  sales  in 
Evanston  stations.  As  one  might  ex- 
jiect,  this  brought  howls.  A  filling 
station  operator  on  the  north  side  of 
Howard  Street  didn't  see  how  he 
could  survive  when  motorists  could 
buy  across  the  street  at  a  penny  less. 
Evanston  automobile  owners  threat- 
ened to  drive  to  Skokie  for  their  fuel 
if  the  tax  went  through. 

"The  council  had  a  lady-and-tiger 
situation,"  Staples  says,  "but  it  had 
to  consider  riders  more  important 
than  drivers.  There  were  11,000  peo- 
ple using  the  buses  every  day,  most  of 
them  by  necessity.  It  wasn't  optional." 
As  luck  would  have  it,  the  oil  short- 
age hit  a  few  weeks  later  and  gaso- 
line prices  went  out  of  sight  anyway. 
Motorists  forgot  their  resentment 
about  the  tax  as  they  lined  up  at 
filling  stations  to  buy  gasoline  at  al- 
most any  cost. 

It  was  Staples'  money-raising  moxie 


that  gave  the  city  the  float  with  which 
to  guarantee  the  CTA  against  losses 
on  the  Evanston  service.  Originally, 
the  money  was  marked  for  the  North 
Suburban  Transit  District,  which 
Evanston  leaders  had  helped  to  form 
in  hopes  of  bailing  out  the  Evanston 
company  by  purchasing  it,  then  pool- 
ing problems  and  arranging  inter- 
connecting ridership  with  adjacent 
communities. 


(  TA  To  The  Rescue 

As  the  Evanston  bus  strike  con- 
tinued throughout  the  summer  of- 
1973,  however,  it  became  obvious  that 
the  North  Suburban  Transit  District 
itself  was  too  dependent  on  possible 
state  and  federal  funding.  If  buses 
were  going  to  be  back  on  the  streets 
of  Evanston  when  school  bells  rang, 
some  other  expedient  would  have  to 
be  designed. 

The  CTA  seemed  the  logical  an- 
swer. It  had  the  machines  and  the 
manpower.  It  had  an  Evanston  rapid 
transit  service. 

Mayor  Vanneman  and  Alderman 
Staples  accepted  the  proffered  help  of 
City  Manager  Ed  Martin  and  former 
Chamber  of  Commerce  Manager  Ger- 
ald Murphy  to  call  upon  Evanston 
resident  Lawrence  Sucsy,  a  CTA 
board  member,  and  Chairman  Milton 
Pikarsky  to  study  the  situation  and 
see  what  could  be  done. 

The  answer  that  came  back  might 
have  been  disquieting  if  Staples  had 
not  had  the  $170,000  gas  tax  card  in 
his  hand.  What  CTA  said  was  that 
it  had  the  willingness  and  the  capac- 
ity to  do  the  job.  But,  as  a  public 
organization  responsible  to  the  city 
of  Chicago,  it  could  not  consider  per- 
forming the  Evanston  rescue  at  any 
financial  penalty  to  the  citizens  of 
Chicago  proper. 

A  quick  estimate  showed  that  the 
service  would  probably  cost  about 
.'5300,000  more  than  the  farebox  would 
bring  in.  The  gasoline  revenues  made 
it  possible  for  the  council  to  agree  to 
make  up  the  difference  to  the  extent 
necessary. 


i  Slow  Response 

Resumption  of  bus  service  on  Sep- 
tember 10  was  met  with  Dixieland 
salutes  at  the  'L'  stations.  But  many 
of  the  footsore  continued  to  obey  the 


judge's  walking  orders. 

Few,  however,  were  too  tired  to 
protest.  Calls  and  cards  kept  coming 
in  to  City  Hall.  Gripes  came  from 
senior  citizens  who  couldn't  climb  the 
stairs  to  the  'L'  platforms.  Others 
came  from  parents  of  school  children 
and  merchants  on  north-south  thor- 
oughfares. Some  came  from  incon- 
venienced residents  who  didn't  find 
the  bus  back  on  their  corner. 

While  CTA  planners  worked  behind 
scenes  to  revise  the  routes  so  that 
missing  services  might  be  restored 
without  undue  additional  expense. 
Mayor  Vanneman  and  other  officials 
labored  to  restore  rider  confidence  the 
way  things  were. 

A  green  public  information  folder, 
with  map  of  the  new  system,  was 
hand  distributed  to  all  residents.  Yet, 
ridership  fell  considerably  short  of 
the  9,400  pegged  as  the  weekday 
break-even  point  if  the  full  subsidy 
were  applied. 

A  Fast  Repair  Job 

Thanksgiving  time,  1973,  should  be 
marked  for  special  gratefulness  to 
Evanston  leaders  (and  those  of  CTA) 
for  it  was  in  late  November  that  the 
north-south  and  high  school  bus  serv- 
ices were  restored. 

In  the  efforts  that  led  to  this  crisis- 
resolving  action,  the  Evanston  Cham- 
ber of  Commerce  served  as  catalyst. 

Murphy,  the  Chamber  manager, 
decided  to  use  the  organization's  spe- 
cial September  27  section  in  the 
Evanston  Review  (the  weekly  news- 
paper) to  conduct  a  survey  of  what 
citizens  thought  about  the  restored 
routes — and  what  ideas  they  had  to 
better  them. 

More  than  600  citizens  responded. 
Two  thirds  of  all  suggestions  called 
for  resumption  of  the  routes  in  ques- 
tion. Many  added  that  they  hoped 
that  the  change  could  be  made  before 
the  impending  cold  weather. 

To  implement  these  suggestions 
quickly,  the  Chamber  not  only  rushed 
a  written  report  to  the  city,  but  also 
called  a  meeting  involving  members 
of  the  council's  transportation  com- 
mittee and  Evanston  bus  drivers. 

The  drivers  had  been  asked  in  ad- 
vance to  think  about  where  service 
should  be  added.  Under  leadership  of 
driver  Otto  Williams,  representatives 
appeared  at  the  town  meeting  at  the 


When  the  buses  came  back  to  Evanston  in  September,  1973,  Mayor  Edgar  Vanneman,  Jr.,  who  sparked  the 
effort  to  bring  CTA  to  the  rescue,  was  on  hand  to  greet  the  first  passengers.  Also  on  hand  was  Lawrence 
Suscy,  right,  Chicago  Transit  Board  member  and  Evanston  resident,  who  served  as  an  advocate  and  organizer 
within  the  CTA  family. 


University  Club  with  maps  of  sug- 
gested route  changes,  taped  com- 
ments from  riders  and  otiier  drivers, 
and  campaign  slogans  that  could  be 
used  for  increasing  public  interest. 

Murphy  and  Staples  were  impressed 
that  Chairman  Pikarsky  took  the 
time  to  attend  this  meeting  personally 
and  that  a  CTA  research  team  spent 
two  weeks  riding  the  Evanston  buses 
to  see  how  the  system  was  working. 

Put  On   .4   Happy  Face 

Haste  to  put  the  new  route  changes 
into  effect  allowed  insufficient  time 
for  an  all-media  promotional  cam- 
paign. Yet,  massive  impact  on  the 
total  Evanston  population  (and  com- 
muters into  the  suburb)  was  man- 
datory. This  was  not  only  to  bring 
the  good  news  to  all  the  impatient, 
but  to  restore  bus  riding  habits  which 
had  atrophied  during  20  weeks  of 
traveling  some  other  way. 

City  Manager  Martin  asked  the 
Chamber  to  conduct  the  marketing 
campaign  for  the  improved  service. 
CTA  marketing  and  public  informa- 
tion specialists  joined  the  team. 

The  chosen  strategy  centered  on 
public   relations  —  the   creation  of 


events  that  would  be  played  as  news 
by  the  Evanston  press  and  radio 
stations — and  utilized  as  opportuni- 
ties by  business  organizations  and 
civic  clubs. 

A  Smile-A-Ride  program  was  the 
keystone.  For  one  week,  dui-ing  non- 
rush  hours  and  all  day  on  Saturday, 
a  passenger  could  receive  a  free  ride 
on  CTA  just  by  smiling  at  the  bus 
driver  or  the  'L'  ticket  agent.  The 
Smile-A-Ride  was  tied  into  a  procla- 
mation of  the  period  as  Shop-By-Bus 
Week  by  Mayor  Vanneman. 

A  second  major  event  was  an  an- 
tique car  show,  staged  in  the  Evans- 
ton parking  garage.  This  was  espe- 
cially designed  to  reach  the  personal 
auto  buffs  with  the  mass  transit 
message.  Timetables  and  maps  were 
distributed  to  the  1,500  people  who 
visited  the  heart  of  the  Evanston 
shopping  area  to  see  the  classic  auto- 
mobiles and  an  1859  Chicago  horse- 
drawn  transit  car. 

Ridership  Goes  Up 

Basic  publicity  and  promotion  in- 
cluded use  of  the  Chamber's  ad  space 
in  the  Evanston  Review,  news  releases 
to  and  personal  contact  with  editors 


and  broadcasters,  and  distribution  of 
a  map  and  timetables  to  all  house- 
holders in  Evanston. 

In  addition,  a  large  four-color  map 
of  Evanston-CTA  service  routes,  as 
revised,  was  displayed  at  bus  stops, 
rapid  transit  stations,  and  in  store 
windows  throughout  the  city.  Wind- 
shield leaflets  were  placed  on  parked 
cars  by  the  Boy  Scouts,  the  League 
of  Women  Voters,  and  the  YMCA. 

Within  two  weeks,  Evanston  rider- 
ship  broke  all  previous  records.  By 
December  10,  it  had  more  than 
doubled  to  an  average  weekday  figure 
of  8,300.  By  January  20,  1974,  it  hit 
a  weekday  average  of  9,320 — and  it 
has  been  well  over  the  quota  figure 
ever  since. 

The  original  subsidy  estimate  of 
Alderman  Staples  has  proved  to  be 
amazingly  accurate.  A  report  on  the 
year's  agreement  (September-to-Sep- 
tember)  shows  that  Evanston  must 
ante  up  $311,000  compared  with  a 
projected  $300,000. 

In  renewing  the  city's  purchase-of- 
service  arrangement  with  CTA,  Mayor 
Vanneman  wrote  Chairman  Pikarsky : 
"We  are  most  appreciative  of  the 
ready  response  to  our  local  transit 
needs  by  you,  Larry  Sucsy,  and  other 


11 


CTA  Board  members,  and  by  your 
staff  experts  who  tailored  our  service 
to  the  wishes  of  the  community." 

Among  those  "staff  experts"  are 
CTA  veteran  Frank  Misek,  and  asso- 
ciates Richard  Brazda  and  Harold 
Hirsch,  of  CTA's  Operations  Planning 
department.  These  specialists  in  rout- 
ing and  scheduling  to  meet  riding 
needs  had  actually  surveyed  the 
Evanston  situation  and  come  up  with 
possible  solutions  before  being  asked, 
officially,  so  to  do.  This  was  at  the 
suggestion  of  CTA  management.  In- 
cidentally, this  early  plotting  had 
assumed  the  continuance  of  Route  1. 

Safisfnclion  ReiiiiiK 

Since  the  buses  have  come  back  to 
Evanston,  wearing  CTA  insignia, 
what  has  been  the  public  reaction? 
Happy. 

The  bus  strike  had  a  recessionary 
impact  on  downtown  Evanston  busi- 
ness, merchants  admit.  Even  without 
the  old  No.  1  route,  store  traffic  and 
sales   remained   somewhat   depressed. 


Since  the  first  of  this  year,  however, 
things  have  been  much  better. 

Marshall  Field  &  Company's  store 
at  Sherman  and  Church  is  having  one 
of  its  best  years,  says  Robert  J.  Wit- 
tebort,  manager.  The  store's  front 
vestibule,  where  shoppers  may  wait 
inside  for  the  bus,  is  a  popular  Evans- 
ston  meeting  place. 

At  Washington  National  Insurance 
Company,  Evanston's  largest  cor- 
porate employer,  a  strike-period  sur- 
vey revealed  that  33  per  cent  of  bus- 
using  office  workers  travel  to  and 
from  their  jobs  on  Evanston  buses. 

By  far  the  largest  WNI  ridership  is 
on  the  old  No.  1  route.  According  to 
Teri'ence  M.  Jenkins,  public  affairs 
director,  the  company's  figures  on 
this  were  instrumental  in  getting 
Evanston  leaders  to  restore  the  route. 

Miss  C.  D.  Schaible,  personnel  di- 
rector, says  that  WNI  workers  were 
ingenious  in  forming  instant  car  pools 
and  developing  other  sets  of  wheels 
during  the  strike.  But,  she  adds,  all 
are  glad  the  buses  are  back. 


A  typical  reaction  is  that  of  Mrs. 
Kathi  Wild,  an  analyst  in  Washington 
National's  group  master  policy  sec- 
tion, who  lives  in  South  Evanston. 

"I  just  love  the  buses,"  Kathi  tes- 
tifies. "I  can  get  right  on  at  the  cor- 
ner, transfer  at  Main  and  Chicago  at 
no  extra  cost,  and  I  almost  always 
get  a  seat.  And  where  could  I  even 
park  in  Evanston  for  25  cents?" 


Students  Like  Servire 

Evanston  high  school  students  have 
greeted  the  return  of  buses  as  a  neces- 
sity rather  than  just  a  convenience. 
Buses  are  the  only  way  of  getting  to 
the  school  from  some  residential  areas 
without  pedaling  or  walking  long  dis- 
tances. With  homework  and  books, 
this  is  doing  it  under  handicap. 

Some  parents  are  relieved  that  ad- 
ditional numbers  of  bicycles  and  pe- 
destrians do  not  create  impossible 
traffic  hazards  during  the  periods 
when  students  are  going  to  school  or 
back  to  their  homes. 


Evanston  Bus  Driver 
Likes  His  Work 

Top  seniority  among  bus  drivers  of  the  former 
Evanston  Bus  Co.  belonged  to  Joseph  Sanhamel. 
So,  m  effect,  he  was  the  first  Evanston  driver  hired 
by  CTA  when  service  was  restored. 

Sanhamel  also  drove  the  pacemaker  bus.  He  was 
at  the  wheel  when  Mayor  Vanneman  hosted  a  special 
preview  for  local  officialdom. 

Now  driving  a  regular  run  on  the  Evanston  202 
bus,  marked  Main-Emerson,  Sanhamel  is  most  happy 
with  his  new  employer.  He  says  the  management 
is  good,  the  pay  is  regular,  and  the  equipment  is 
"great." 

A  bus  driver  for  nearly  34  years,  Sanhamel  is  a 
lifetime  resident  of  Evanston.  He  graduated  from  the 
former  St.  George  high  school.  He  has  three  children, 
all  married  and  with  families  of  their  own.  The  San- 
hamel   residence  is  on  Dempster  street. 

Sanhamel  knows  many  of  his  passengers  well  and 
finds  that  they  also  rate  the  CTA  service  grade  A. 


Joseph  Sanhamel,  experienced  Evanston  bus  driver, 
kept  his  job  when  CTA  came  in.  He  piloted  the  first 
bus  on  the  big  day. 


12 


Buses  bring  many  people  to  work  in  Evanston.  This  corner,  at  Davis  and 
Orrington  (Fountain  Square),  is  a  major  one.  The  new  State  National 
Bank  building  is  in  right  background.  Washington  National  Insurance 
Company,  Evanston's  largest  corporate  employer,  is  just  a  block  away. 


Assistant  Superintendent  Phil  Mc- 
Devitt  says  that  the  new  CTA  service 
is  "most  acceptable."  However,  he 
continues  to  hope  that  a  way  can  be 
found  to  get  students  from  Northwest 
Evanston  to  the  high  school  without 
the  necessity  to  ride  downtown  and 
then  transfer. 

How  does  the  Northwestern  Univer- 
sity family  like  the  service? 

"I  think  it  is  important  that  I  have 
not  heard  any  complaints,"  says 
James  Stull,  dean  of  student  affairs, 
"because  this  is  the  office  where  most 
of  the  gripes  seem  to  focus." 

Dean  Stull  says  that  about  70  per 
cent  of  Northwestern's  9,000  students 
live  on  campus.  He  guesses  that  about 
5  per  cent  use  the  bus  and/or  the 
elevated.  The  majority  of  these  come 
to  class  from  South  Evanston  or  the 
Rogers  Park  section  of  Chicago. 

Although  student  ridership  is  not 
large,  it  is  concerned.  The  dean  says 
that  a  number  of  students  were  wor- 
ried that  the  buses  might  disappear 
from  the  streets  permanently.  When 
CTA  came  to  the  rescue,  Stull  hur- 
riedly posted  route  maps  at  gathering 
spots  around  the  campus.  He  is  doing 
it  again  this  fall. 


The  Northwestern  staff  and  faculty 
rely  on  the  buses  even  more  than  the 
kids,  Stull  says.  These  riders  seem 
highly  pleased  with  the  new  service. 


Seniors  And  Nurses 

The  North  Shore  Hotel  is  one  of  a 
number  of  fine  living  centers  for  sen- 
ior citizens  in  Evanston.  The  social 
program  is  filled  with  opportunities 
and  the  hotel  has  a  walled  patio.  Con- 
sequently, bus  riding  is  not  an  every- 
day habit. 

Those  who  take  the  bus,  according 
to  Mrs.  Ruth  Zwick,  social  director, 
are  happy  that  they  have  only  a  block 
and  a  half  to  walk  to  the  Sherman 
Avenue  bus  island.  Most  of  the  senior 
riders  to  Chicago  prefer  to  take  the 
bus  to  Howard  and  then  transfer  to 
another  bus  rather  than  climb  the 
stairs  of  the  'L'. 

Bus  service  to  Howard  Street  is 
much  less  circuitous  and  much  more 
convenient  for  the  aging  since  the  so- 
called  No.  1  route  was  restored. 

Uniformed  nurses  serving  at  Evan- 
ston Hospital  frequently  alight  from 
a  CTA  bus  at  the  corner  of  Central 


street  and  Ridge  avenue  on  their  way 
to  work.  Not  as  distinguishable  are 
other  members  of  the  hospital's  1,800 
employee  staff. 

Miss  Barbara  Trager  and  John 
Scully,  director  and  assistant  director 
of  public  relations,  respectively,  agree 
that  an  absence  of  bus  service  would 
be  a  considerable  handicap  to  the  in- 
stitution. 

A  large  parking  garage,  recently 
opened,  has  relieved  the  cases  of  mo- 
torist frustration  around  the  hospital. 
Even  so,  a  number  of  visitors  to 
hospital  patients  find  it  easier  to  come 
on  the  bus. 


4F 


orerunnerr 


One  of  the  lessons  of  the  Evanston 
experience  is  that  the  individual 
transit  needs  of  an  outlying  commu- 
nity need  not  fail  to  be  analyzed, 
understood,  and  accommodated  when 
a  core  organization  applies  its  broader 
experience  and  capacities  to  do  the 
planning. 

When  the  buses  came  back  to  Evan- 
ston, therefore,  the  wisdom  of  the 
Regional  Transportation  Administra- 
tion idea  became   more  visible. 


13 


When  this  double-deck  bus  was  carrying  pas- 
sengers along  Sheridan  Road  in  June,  1923 — 

— some  may  have  been  going  to  the  Woods 
Theater  to  see  Jesse  Lasky's  "The  Covered  Wa- 
gon" on  a  reserved  seat  basis  .  .  .  while  others 
may  have  been  headed  for  Orchestra  Hall  to  see 
Harold  Lloyd  hang  on  the  side  of  a  building  in 
the  comedy  breathtaker,  "Safety  Last"  .  .  .  and 
some  may  have  been  heading  for  Henry  C. 
Lytton's  to  get  a  sailor  straw  at  four  bucks. 

Mayor  William  E.  Dever  was  leading  a  fight 
to  keep  Springfield  from  outlawing  our  daylight 
saving  time  .  .  .  Pure  Oil  was  trading  on  the 
stock  exchange  at  3414  ...  a  new  building  on 
south  Lake  Shore  Drive  was  renting  apartments 
(with  lake  view)  for  $100  a  month  .  .  .  "Black 
Oxen"  by  Gertrude  Atherton  was  a  best-seller 
novel  at  $2  .  .  .  Paul  Biese,  "the  Saxophone 
King,"  was  playing  for  dancing  at  the  Terrace 
Garden  in  the  Morrison  .  .  .  and  Eddie  Collins 
was  at  second  base  for  the  White  Sox. 

The  car  that  passed  the  bus  might  have  been 
a  Willys-Knight  Country  Club  model  with 
khaki  top,  red  Spanish  leather  upholstery,  and 
Brussels  floor  carpets  .  .  .  parents  of  coeds 
worried  about  whether  they  might  bob  their 
hair  .  .  .  Jack  Dempsey  was  getting  ready  to 
fight  Tommy  Gibbons  in  Shelby,  Montana,  of 
all  places  .  .  .  Walgreen's  was  featuring  Star- 
Rite  electric  fans  (because  of  the  heat  wave) 
at  S9.49  and  Listerine  tooth  paste  at  19  cents. 

A  marathon  dance  at  the  Coliseum  Annex 
was  the  subject  of  a  court  injunction  case  .  .  . 
the  city  council  was  charging  that  sugar  was 
being  hoarded  .  .  .  George  Capper,  the  clothier, 
was  urging  the  city  to  build  subways  .  .  .  Trib- 
une cartoonist  Carl  Ed's  Harold  Teen  was  the 
young  folks'  most  popular  comic  strip  .  .  .  and 
another  Ford  (Henry)  was  considering  run- 
ning for  president. 

Mrs.  Evelyn  Marshall  Field  took  out  a  .52  mil- 
lion insurance  policy,  said  to  be  the  largest  ever 
issued  for  a  woman  .  .  .  headlining  the  Orpheum 
Circuit  vaudeville  were  comic  Leon  Errol  and 
songsters  'Van  &  Schenck  .  .  .  the  Ladies  Home 
Journal,  at  15  cents,  was  featuring  a  complete 
Western  novel  by  Zane  Grey  .  .  .  the  newest  train 
to  Washington  was  the  Baltimore  &  Ohio's  Cap- 
itol Limited  .  .  .  John  M.  Smyth  was  adver- 
tising gate  leg  tables  .  .  .  and  Doris  Blake  ( in- 
stead of  Abby)  was  handling  love  problems  for 
the  Tribune. 


More  prominent  in  the  movie,  "The 
Sting,"  was  CTA's  rapid  transit.  But, 
outside  that  diner  where  Robert  Red- 
ford  hung  out,  Chicago  Motor 
Coaches  kept  going  by.  This  was  the 
type.  The  period  is  the  thirties.  You 
will  probably  recognize  the  building 
in  the  background. 


So  you  thought  Casey  Jones  spent  his  whole 
career  on  the  Wabash  Cannonball?  He  could 
have  trained  on  the  South  Shore  Rapid  Transit. 
Yes,  steam  locomotives  traveled  the  overhead 
rails.  On  Lake  street,  also.  The  coal-burning  era 
ended  .just  before  the  turn  of  the  century. 


14 


This  is  what  is  really  meaiil  l),\  horsepower.  When  the  "motor"  was 
doubled,  the  speed  improved  considerably.  Teams  of  horses  were  first 
used  in  Chicago  in  1871.  Milwaukee  avenue  was  one  of  the  familiar,  but 
not-alvvays-fast  tracks  for  this  display  of  horsemanship. 


A  commuting  businessman  of 
1890  could  keep  cool  on  a  warm 
day  by  standing  on  the  "obser- 
vation car"  of  this  wood  rapid 
transit  car.  It  was  a  sooty  lo- 
cation because  the  Lake  Street 
elevated  was  pulled  by  steam 
locomotives.  And  it  was  breezy 
for  newspaper  reading.  However, 
one's  suit  didn't  stick  to  the 
seats. 


Remember  this  naturally  air- 
conditioned  streetcar?  If  you 
rode  one  like  it,  either  you  are 
past  50 — or  you  played  an  extra 
in  Judy  Garland's  "Meet  Me  In 
St.  Louis."  A  warm  Sunday 
afternoon,  a  picnic  basket,  your 
romance  of  the  moment,  and  an 
excursion  to  Kolze's  (pronounced 
Cozy's)  Corner.  Ah,  that  was 
living. 


15 


eta 


SPECIAL 

ASSISTANT 

BERNARD  FORD 


CHICAGO  TRANSIT, 
BOARD 

^ 


ADMINISTRATIVE  CHAIRMAN 

ASSISTANT  MILTON   PIKARSKY 

MARY  MILES 


0 


LAW  AND 

CLAIMS 

FRANK  MULLEN 


o 


GENERAL 

OPERATIONS 

GEORGE   KRAMBLES 


TRANSPORT 
JAMES   Bl 

, INTENDS 
N  OLMJ 


TRANSPORTATION 
JAMES   BLAA 


MAINTENANCE 
EVAN  OLMSTEAD 


OPERATIONS 

PLANNING 

HAROLD   HIRSCH 


fv^fsJ 


SAFETY 
THOMAS  BOYLE 


SECURITY 
EDWARD  JORDAN 


% 


LINE 


DEPARTMENTS 


ASSISTANT 
SECRETARY 
SAL   BIANCHI 

PUBLIC 

AFFAIRS 

TOM   BUCK 


GENERAL 
ADMINISTRATION 
JOHN  AURAND 


PERSONNEL 
FRAN   KNAUTZ 


HUMAN 
RELATIONS 
FRED   KING 


5URA 
PEN 
AM  / 


INSURANCE 
AND   PENSIONS 
WILLIAM   ASHLEY 


MEDICAL 
STEPHEN   MOSNY   M.D. 


LABOR 
ELATIOI 
PH    STE 


LABOR 

RELATIONS 

JOSEPH    STEVENS 


MANAGEMENT 

SERVICES 

(JOHN  AURAND) 


3ENERAI 
FINANCE 
i\UL   KOL 


GENERAL 

FINANCE 

PAUL   KOLE 


MATERIALS 

MANAGEMENT 

GERALD   GRAYBIEL 


CONTROLLER 
SAM  MILLER 


TAG  EN 

HN   HO 


DATACENTER 
JOHN  HOGAN 


TREASURY 

CLARENCE  GRUBE 

(retiring) 


MANAGEMENT 

SYSTEMS 
ADEL  ELDIB 


ENERAl 
ELOPME 
RELL  H 


GENERAL 
DEVELOPMENT 
TERRELL  HILL 


ENGINEERING 
A.   R.   SANDBERG 


/ELOPIV 
■LANNI^ 
NE  VLE 


DEVELOPMENT 

PLANNING 

JOANNE  VLECIDES 


CAPITAL 
DEVELOPMENT 
RONALD  LUCZAK 


L© 


MARKETING 
STEPHEN  KABALA 


Chart  by  Jack  Sowchin,  CTA  Public  Affairs 


16 


\)r^ 


hrt 


f^r^~ 


RUNNING 
THINGS— 

For  Today 

and 

Tomorrow 


Seeing  a  business  in  the  context  of 
its  role  in  society,  as  well  as  its  func- 
tion to  get  things  done,  makes  signi- 
ficant differences  in  the  capacity  of  a 
management  structure  to  perform  for 
long-range  stability  and  survival. 

Managements,  even  of  unrelated 
businesses,  may  find  worthwhile  clues 
in  the  way  in  which  the  Chicago  Trans- 
it Authority  assumed  this  view  and 
refocused  accordingly. 

It  is  essential,  thinks  CTA  Chairman 
Milton  Pikarsky,  for  an  urban  transit 
system  to  recognize  that  it  is  more 
than  a  means  of  getting  people  from 
here  to  there  with  reasonable  speed, 
safety,  comfort,  and  economy. 

Transit  is  the  bloodstream  of  the 
economy  of  the  metropolis.  Transit  is 
vital  to  keeping  the  core  of  the  city 
alive  with  employment  and  sales  and 
to  enabling  the  suburbs  to  grow. 
Transit  must  be  accessible  and  afford- 
able to  all  ethnic,  income,  and  age 
groups  which  comprise  the  city's  soci- 
ety, market,  and  work  force. 

Musi  Manage  Change 

In  re-evaluating,  perhaps  reorganiz- 
ing, the  management  structure — in 
short,  "running  the  railroad" — it  is 
thus  essential  for  CTA  to  give  major 
attention  to  such  things  as  what  is 
happening  in  life  along  the  right  of 
way  before  deciding  in  what  direction 
future  tracks  should  be  laid. 

So,  when  the  management  consult- 
ing firm  of  Harbridge  House  was  com- 
missioned to  assist  CTA  with  these 
important  studies  in  the  spring  of  1973, 
the  organization's  capability  to  cope 
with  change  and  to  manage  its  new 
and  broader  mission  became  the  basic 
measure. 

For  getting  things  done  on  a  daily 
basis,  the  management  machine  was 
already  in  excellent  working  order. 
Like  the  Oakland  Athletics,  the  team 
performed.  It  made  the  right  plays  at 
the  right  time.  It  functioned  with  pre- 
cision and  efficiency. 

Unlike  the  Oakland  Athletics,  the 
CTA  team  also  had  great  esprit 
d'corps  The  executives  had  been 
working  together  for  many  years  and 
they  respected  each  other's  profes- 
sional skills.  They  had  also  been 
through  several  wars  together,  as  one 
Harbridge  House  consultant  puts  it, 
and  could  be  quickly  mobilized  to 
attack  a  transit  problem. 


But  the  structure  was  not  right  for 
the  new  mission.  It  was  almost  totally 
oriented  to  operations.  Its  decision- 
making was  too  programmed  to  what 
was  really  necessary  and  where  costs 
could  be  curtailed.  Challenges  were 
seen  in  short-term  focus,  not  in  long- 
range  perspective. 

This  was  nobody's  fault.  Nor  could 
it  be  called  bad.  Operations  were 
well  run  and  did  produce  immediate, 
tangible  results.  Immediate  crises  were 
handled. 

Still,  it  was  management  in  a  cap- 
sule— largely  unaware,  except  for  bad 
weather  and  energy  shortages,  of  the 
complex  of  external  forces  which  any 
business  must  master,  in  its  own  way, 
if  it  is  to  be  sure  of  continuing  success. 

Further,  a  large  number  of  varied 
responsibilities  reported  directly  to 
one  executive. 

Must  Motivate  Executives 

If  a  presently  successful  structure 
company  is  to  derive  full  benefit  from 
a  reorganization  study,  it  must  be 
aware  that  its  executives  are  condi- 
tioned by  their  present  style  of  opera- 
tion. If  organizational  change  is  to  be 
accomplished,  these  people  must 
change  first — and  voluntarily. 

The  nature  of  human  beings  is  to 
wait  for  change,  not  to  initiate  it.  As 
for  trying  the  unusual  and  the  un- 
charted, there  must  be  some  proof 
that  it  will  work.  And,  there  is  hesi- 
tancy to  push  a  new  idea  once  it  has 
been  seemingly  squelched. 

Consultants  who  attempt  to  super- 
impose change  upon  a  successful 
management  are  usually,  and  right- 
fully, resented. 

As  Harbridge  House  began  its  en- 
gagement with  CTA,  the  firm  assumed 
the  role  of  the  catalyst  of  change, 
rather  than  the  change  maker.  A  high 
degree  of  involvement  at  all  levels 
was  sought. 

One  method  was  to  hold  meetings 
which  considered  future  pressures 
upon  the  CTA  or  posed  problems 
which  could  emerge  as  a  result  of 
existing  habit  patterns.  Open  discus- 
sion of  these  topics  tended  to  encour- 
age executives  to  make  proposals  and 
to  endorse  the  fact  that  new  tools  for 
management  would  have  to  evolve. 

Another  method  was  to  open  the 
door  to  any  executive  to  walk  in  with 
his  own  ideas  for  improvements.  Some, 


17 


indeed,  brought  carbons  or  memor- 
anda that  had  been  in  their  files  for 
months. 

A  third  method  was  to  challenge 
thinking  as  to  what  could  be  done  by 
the  CTA  to  take  advantage  of  changed 
conditions  outside  the  CTA  itself.  For 
example,  to  take  advantage  of  in- 
creased financing  from  Washington, 
CTA  would  need  to  mount  programs 
that  would  justify  grants. 

And,  an  underlying  premise  was:  no 
big  surprises.  The  secrecy  that  so  of- 
ten accompanies  a  consulting  engage- 
ment— setting  off  unfounded,  but  dam- 
aging rumor  and  gossip — was  scrupu- 
lously avoided.  Executives  were  fre- 
quently given  drafts  of  papers  which 
affected  their  departments  and  the 
consultants  paid  close  attention  to 
their  reactions. 

Must   Facilitate   Direction 

The  structure  which  emerged  from 
the  Harbridge  House  study  has  four 
line  divisions,  instead  of  one,  and  two 
staff  departments. 

The  pivotal  change  made,  at  the  di- 
visional management  level,  is  to  sepa- 
rate the  running  of  today's  system  from 
the  building  of  tomorrow's  system — 
or,  to  use  company  terms,  mainte- 
nance from  engineering. 

General  Operations,  under  George 
Krambles,  one  of  the  country's  best 
known  and  most  experienced  operat- 
ing executives,  has  three  major  sub- 
divisions. These  are  Transportation 
under  Jim  Blaa,  Maintenance  under 
Evan  Olmstead,  and  Operations  Plan- 
ning under  Harold  Hirsch.  For  all  four 
of  these  key  managers,  these  positions 
represent  a  "step  up" — that  is,  broad- 
er responsibilities  and/or  a  new  as- 
signment. 

The  new  "futures"  division  is  called 
General  Development  and  is  managed 
by  Terrell  Hill,  who  has  extensive 
experience  with  urban  transit  devel- 
opment in  Atlanta  and  with  related 
interests  elsewhere.  Reporting  to 
Hill  are  Engineering  under  Art  Sand- 
berg.  Development  Planning  under  the 
CTA's  first  female  manager  Joanne 
VIecides.  Capital  Development  under 
Ron  Luczak,  and  a  new  Marketing  de- 
partment under  Steve  Kabala.  Three  of 
the  five  managers  were  new  to  CTA. 


General  Administration  is  the  port- 
folio of  John  Aurand  who  also  super- 
vises the  Management  Services  de- 
partment. Other  departments  reporting 
to  Aurand  are  Personnel  under  Fran 
Knautz;  Insurance,  Pensions  and  In- 
dustrial Safety  under  William  Ashley; 
the  Medical  department  under  Stephen 
Mosny,  M.D.;  Labor  Relations  under 
Joseph  Stevens:  and  Human  Relations 
under  Fred  King. 

General  Finance  is  headed  by  Paul 
Kole.  Sam  Miller  is  Controller.  Other 
financial  departments  are  Materials 
Management  under  Gerald  Graybiel, 
the  Treasury  under  Clarence  Grube, 
the  Datacenter  under  John  Hogan, 
and  Management  Systems  under  Adel 
EIDib. 

The  management  teams  of  the  lat- 
ter two  divisions  represent  a  healthy 
mix  of  experienced,  promoted,  and 
new  managers. 

Two  staff  departments  report  di- 
rectly to  Chairman  Pikarsky.  One  of 
these  is  Public  Affairs  (from  which 
this  publication  emanates)  under  Tom 
Buck.  The  other  is  Law  and  Claims 
under  Frank  Mullen. 

Must  Generate  Involvement 

Of  even  greater  importance  than 
the  organization  chart,  however,  is 
the  new  pattern  of  leadership  which 
has  developed.  These  are  the  ele- 
ments of  that  pattern: 

1.  It  is  participative,  but  demand- 
ing. Goals  and  objectives  are 
agreed  upon  and  the  various 
managers  are  expected  to  de- 
velop programs  to  reach  them. 
At  the  same  time,  performance 
and  results  are  definitely  ex- 
pected— and  within  a  reasona- 
ble time.  Everybody  knows  it. 

2.  It  is  highly  performance-ori- 
ented. The  end  result  is  what 
counts,  not  the  appearance  of 
being  busy. 

3.  It  permits  simultaneous  concern 
for  both  the  long  term  and  short 
term  targets.  This  was  never 
possible  when  the  same  execu- 
tives had  to  grapple  with  both. 
For,  in  a  transit  system,  and 
probably  in  other  businesses,  the 
suddenness  and  repetition  of  the 
rush  job  consumes  most  of  an 
executive's  time. 


4.    It    communicates    awareness   of 
the  needs  and  problems  of  the 
future,    through    internal    chan- 
nels and  through  the  Chairman's 
public    statements.    This   stimu- 
lates more  attention  on  how  such 
challenges  can  be  met  and  how 
problems  can  be  solved  before 
they  arise. 
Naturally,  managing  a  public  service 
such  as  CTA  entails  some  differences 
from    managing   the   private   corpora- 
tion. The  only  consequential  difference 
is  that  the  profit  motive  cannot  domi- 
nate.   A    public   authority   cannot — or 
should    not — eliminate    an    essential 
service  to  the  public  simply  because 
it  does  not  make  money. 

But,  it  is  still  money  that  the  man- 
agement of  the  public  service  is  work- 
ing with.  And,  while  there  are  no 
stockholders  as  such,  there  is  the 
public.  So,  a  prudent  course  must  be 
followed. 

The  similarities  of  needs  and  prob- 
lems between  private  and  public  com- 
panies far  outweigh  the  differences. 
Both  must  live  in — and  get  along  with 
— society.  Both  should  take  advan- 
tage of  scientific  and  technical  prog- 
ress. Both  derive  their  very  livelihood 
from  public  acceptance — and  they 
must  deliver  benefits  to  justify  their 
long  term  existence. 

Must  Sustain  Momentum 

A  management  study  is  well  worth 
doing,  but  it  doesn't  end  with  the  sub- 
mission of  the  report. 

As  a  Harbridge  House  executive 
reminds  us,  improvement  is  a  dynamic 
and  continuing  process.  If  something 
isn't  working,  you  don't  live  with  it 
any  longer.  You  throw  it  out  and 
replace  it  with  a  new  and  better  way. 

And,  if  you  pick  up  a  good  worka- 
ble idea  from  the  outside,  you  don't 
wait  for  the  next  management  study 
to  consider  it  for  installation.  You  do 
it  now. 

The  built-in  capability  of  the  new 
CTA  management  structure  is  to  sense 
these  things  and  to  be  flexible  enough 
and  informed  enough  to  act — now. 

We  think  that  is  the  right  way  to 
run  a  railroad.  Or  almost  anything 
else. 


18 


"^^.    i^u^^s     tc^ 


'<^ 


The 

intimate 
Liberatittii 
of  Wo  III  en 
Drivers 


In  the  days  when  Hudson  was  bet- 
ter known  in  the  midwest  as  an  auto- 
mobile than  it  was  as  a  river,  women 
were  not  supposed  to  be  very  good 
drivers. 

Ask  any  man  and  he'd  tell  you  that. 

Why,  they  would  signal  left  when 
they  wanted  to  turn  right,  they  would 
pull  the  choke  out  to  hang  their  hat 
on  it,  and  when  they  approached  a 
corner  where  the  fellows  were  holding 
a  bull  session,  it  was  every  man  for 
himself. 

Of  course,  this  foolishness  all 
started  way  back  when  they  gave 
women  the  vote.  It  took  a  few  years, 
but  sure  enough,  women  were  eventu- 
ally demanding  the  right  to  be  con- 
sidered for  jobs  that  had  always  been 


performed   by  men.   Like  accounting 
and  the  law. 

But,  the  height  of  effrontery  was 
when  the  Chicago  Transit  Authority 
began  hiring  them  for  something 
everyone  had  always  known  they 
were   lousy  at — driving.   Driving! 

The  First  Move 

One  well  remembers  the  mild  shock 
when  Mary  Wallace  appeared  on  the  10 
o'clock  TV  news  in  a  CTA  bus  driver's 
uniform  and  Chairman  Milton  Pikar- 
sky  announced  this  women's  lib  move 
as  part  of  the  Authority's  affirmative 
action  program. 

To  make  it  even  worse,  in  the  news 
release  which  was  issued.  Miss  Wal- 
lace admitted  that  she  had  run  afoul 


Ophelia  Ellis  takes  the  wheel.  One  of  her  passengers  wrote  her  a  mash  note 
— congratulating  her  driving  skill. 


19 


Here's  a  togetherness  note  for 
Chicago  area  employers:  how 
about  encouraging  your  people 
to  come  to  work  in  groups  in- 
stead of  all  alone?  It  will  help 
our  country  save  fuel. 

It  will  also  help  the  environ- 
ment, sparing  us  some  of  those 
drab,  stifling  days  during  the 
wintertime  air  inversions. 

An  ad  hoc  committee  of  Chi- 
cago business  and  professional 
people,  nicknamed  Downtown 
Chicago!,  is  joining  the  U.S.  En- 
vironmental Protection  Agency 
in  a  special  campaign  to  encour- 
age commuters  to  BUNCH-UP. 
John  Taylor  of  Sears  heads  the 
committee. 

According  to  Midwest  Admin- 
istrator Francis  T.  Mayo  of  EPA, 
auto  exhaust  emissions  in  the 
Loop  are  already  twice  as  high 
as  they  should  be  and  "volun- 
tary action  on  the  part  of  the 
public"  is  the  best  hope  of  re- 
ducing them. 

CTA  is  delighted  to  participate 
in  spreading  the  message  that 
more  group  riding,  on  a  daily 
basis,  is  good  for  you — and  your 

I       community. 

Car  card  BUNCH-UP  promo- 
tion is  appearing  during  Decem- 
ber on  more  than  400  CTA  buses 
and  rapid  transit  cars. 

But,  of  course,  CTA  riders  are 
already  BUNCHING-UP  in  about 
the  most  effective  way  possible. 
They  don't  even  have  to  worry 
about  stop  lights,  traffic  trauma, 
and  slippery  streets. 

It  has  another  advantage  over 
a  car  pool  in  that  the  CTA  ve- 

i       hides    leave    on    your    personal 

I       schedule   and    not   on    the    pre- 
ferred   time    of    the    automobile 

1       driver. 


of  a  minor  traffic  law  once  in  her  past 
and  a  kindly  judge  had  dismissed  the 
case. 

"I  was  driving  through  a  controlled 
intersection,"  she  explained,  "and  a 
policeman  ticketed  me  for  entering 
an  intersection  on  a  yellow  light. 
When  I  went  to  court,  the  judge  dis- 
missed the  charge  after  I  had  ex- 
plained that  the  light  had  changed 
after  I  entered  the  intersection." 

Uh  huh. 

But,  anyway,  no  sooner  had  Miss 
Wallace  taken  to  the  streets — and 
been  pictured  again  actually  driving 
the  bus — then  applications  with 
strange  sounding  female  names  began 
to  come  into  the  CTA  personnel  offices 
in  the  Merchandise  Mart  at  the  rate 
of  a  dozen  a  day. 

And  now,  the  CTA  has  as  many 
women  drivers  on  our  streets  as  Heinz 
has  varieties. 

Look,  fellows,  it's  safe,  I  tell  you. 
Even  if  a  woman  can  show  a  citation 
from  Mike  Hewlett,  she  still  has  to 
pass  a  qualifying  test  at  CTA,  just 
like  the  men.  She  also  has  to  pass 
a  profile  examination  to  determine 
how  personable  she  can  stay  behind 
the  wheel.  Could  you  pass  it? 

After  completing  their  examina- 
tions in  the  CTA  personnel  depart- 
ment, successful  applicants  must  still 
take  a  15-day  driver  training  course 
on  a  bus  with  a  supervisor-instructor 
in  attendance. 

The  Female  Ego 

What,  however,  does  the  job  do  for 
the  woman  especially? 

Testifies  one  applicant:  "This  is 
super.  Women  traditionally  are  tied 
to  homes — or  oflices.  For  bus  drivers, 
things  are  always  changing.  No  two 
days  are  alike." 

One  gal  driver  who  is  making  a 
man  happy  with  her  job  is  Barbara 
,Jean  Williams.  Her  father,  Verner 
Swanagain,  is  a  veteran  CTA  employee 
and  a  former  CTA  bus  driver  himself. 

"If  a  man  can  drive  a  bus,  so  can  I," 
bravely  states  Naomi  Caldwell,  a  for- 
mer beautician  and  beauty  culture  in- 
structor. One  of  her  daughters  origi- 
nally suggested  that  she  apply,  Mrs. 
Caldwell  says.  Mrs.  Caldwell  is  also 
continuing  her  studies  at  Kennedy- 
King  College. 

Her  bus  driving  job  is  the  key  to 
bringing  her  family  together  again  for 
Mrs.    Evelyn   Hayes,   47.   She  has   1] 


children,  ages  six  through  23,  and 
eight  of  the  children  have  been  in 
foster  homes  due  to  the  lack  of  family 
income. 

The  job  is  also  a  lifetime  ambition 
for  Mrs.  Hayes.  "I  always  wanted  to 
be  a  bus  driver,  even  as  a  girl,"  she 
says.  "To  me,  driving  is  as  enjoyable 
as  eating." 

Dorothy  Smith,  21-year  old  former 
U.S.  postal  clerk,  has  taken  the  job 
to  help  her  seven  younger  brothers 
and  one  younger  sister  through  school. 
Major  focus  right  now  is  on  a  brother 
who  is  a  freshman  at  Alabama  A  &  M. 

Miss  Smith  hopes  one  day  to  resume 
her  own  college  studies  and  become 
a  lawyer.  She  holds  an  associate  de- 
gree in  the  arts. 

The  Service  .\ppeal 

"Serving  people"  is  one  of  the  ap- 
peals to  the  bus  driving  job.  This 
was  the  motivation  that  brought 
Mrs.  Ivory  Graham,  34,  from  a  food 
store  checkout  counter  to  the  CTA 
employment  office. 

"If  you  regard  people  as  though 
they  are  someone  special,"  says  Mrs. 
Graham,  "they  will  treat  you  the 
same  way." 

Gladys  Hernandez,  brought  up  in 
the  traditional  and  strict  Latin- 
American  cultural  environment,  which 
has  different  roles  for  women  and 
men,  said  she  was  hesitant  at  first 
about  applying. 

"It  might  have  looked  unfeminine," 
she  says,  "although  actually,  it  is  not. 
It  is  a  good-paying  job.  Besides,  it  is 
about  time  that  we  Latin-American 
women  got  rid  of  our  many  inhibi- 
tions and  old-fashioned  ideas." 

Miss  Hernandez,  a  native  of  Puerto 
Rico,  has  a  10-year  error-free  record 
on  her  automobile  driver's  license.  She 
has  also  driven  trucks  and  jeeps  for 
such  organizations  as  Western  Elec- 
tric and  Zenith  Radio. 

Mildred  M.  Grover,  a  former  gaso- 
line station  manager,  is  one  of  the 
drivers  hired.  Working  with  motors 
has  always  fascinated  Mrs.  Grover  and 
the  bus  job  gives  her  a  great  deal  of 
satisfaction. 

Apparently  she  communicates  it  at 
home  for  her  teenage  daughter,  Mary, 
has  now  decided  that  she  also  wants 
to  drive  a  bus  as  soon  as  she  turns  21. 

Irma  Wesley,  whose  brother,  Jim, 
is  also  a  CTA  bus  driver,  says  that 
he  attempted  to  discourage  her  from 


Girl  Watching  On  The  "L",  Too 


A  female  voice  on  the  "L"-subway 
public  address  system  will  soon  be- 
come  familiar  to  transit   riders. 

Women  have  obtained  suffrage  for 
conductors'  jobs,  too.  They  didn't 
have  to  march  for  it. 

The  CTA  work  rules  are  the  same 
for  both  sexes.  After  three  months 
of  conductor  duty,  the  women  must 
go  into  training  to  become  motor- 
women.  Later  they  must  qualify,  as 
part  of  normal  procedure,  as  either 
towerwomen  or  switchwomen. 

In  other  words,  they  must  be  able 
to  handle  any  of  three  jobs  until  re- 
cently monopolized  by  men. 

First  women  to  sign  on.  in  late 
August,  were  Mrs.  Marilyn  Jackson 
and  Mrs.  Sandra  Anne  Watkins.  Pub- 
lic service  runs  in  their  families. 
Bennie  Jackson  is  a  CTA  bus  driver, 
working  out  of  the  77th  Street  Ga- 
rage. Robert  Watkins  is  a  Chicago 
fireman. 

You  may  think  computers  are  glam- 
orous, but  Mrs.  Watkins  left  one  for 
an  'L'  train.  "I  would  rather  work 
with  people  than  just  machines,"  she 
says. 

Mrs.  Doris  O'Neal  applied  for  her 


Voice  training,  as  well  as  track  and  operating  techniques,  is  in  the  rapid 
transit  conductor's  curriculum.  Here  soprano  Saundra  Watkins  tries  a  station 
announcement  solo  while  Marilyn  Jackson  awaits  her  turn.  The  instructor  is 
veteran  Willie  Mann. 


conductor's  job  to  avoid  the  longer 
waiting  line  of  applicants  for  bus 
driving.  She  is  using  her  income  to 
save  for  a  home  for  her  family. 


Lean  Phillips  selected  transit  work 
after  receiving  her  degree  in  sociology 
at  the  University  of  Illinois  Circle 
Campus. 


applying  for  the  job. 

This  wasn't  male  chauvinism,  ac- 
cording to  Jim.  It's  just  that  he 
looked  upon  her  as  "his  little  sister," 
perhaps  too  young  for  such  a  respon- 
sibility. Miss  Wesley  was  previously 
associated  with  an  interior  decorating 
company,  but  no  draperies  have  yet 
been  hung  in  her  bus. 

The  Attention  Factor 

Pearlena  Thpmas  has  been  a  fan  of 
the  CTA  since  her  high  school  days. 
However,  her  first  job  was  as  a  secur- 
ity guard  at  McVickers  Theater  in  the 
Loop. 

She  waited  to  sign  on  until  some 
other  women  had  tried  the  bus  driv- 
ing job.  She  didn't  want  to  be  first. 

Some  of  the  girls  are  getting  more 
attention.  Emily  Anne  Palma  says 
that  policemen  have  craned  their  necks 
to  watch  her  driving  performance.  As 
a  result,  they  have  risked  more  squad 
car  accidents  than  she  has  ever  risked 
with  the  bus.  Miss  Palma  applied  for 


the  job  on  her  21st  birthday. 

Ophelia  Ellis  was  handed  a  con- 
gratulatory note  from  one  passenger. 
He  wrote  it  en  route. 

When  her  bus  is  parked  on  Wacker 
Drive,  according  to  Delores  Walker, 
kids  still  come  up  and  look  at  her 
wide  eyed,  as  though  she  were  a 
curiosity. 

Phyllis  Montgomery,  sister  of  Mrs. 
Walker,  left  a  secretarial  job  to  as- 
sume the  wheel  of  a  CTA  bus. 

Guess,  maybe,  if  you  have  been  vice 
president  of  a  charter  bus  company 
for  five  years,  that  ought  to  qualify 
you  as  a  good  driver.    Right? 

That  is  the  background  of  Mar- 
garet Jarvis  and  the  experience  made 
her  familiar  with  all  of  the  neighbor- 
hoods of  greater  Chicago. 

The  Unconvinced 

There  are,  apparently,  some  men 
who  have  not  yet  accepted  the  libera- 
tion movement.  One  of  these,  a  steel 
mill  worker  in  south  Chicago,  boarded 


Lorraine  Newton's  bus  one  evening 
and  began  criticizing  her  for  taking 
a  job  he  should  have  had. 

It  seems  that  he  had  applied  for  a 
CTA  driver  position  and  hadn't  got- 
ten it.  In  the  ensuing  discussion,  how- 
ever, a  male  passenger  asked  the  com- 
plainant if  he  passed  the  CTA  driver 
test.    He  admitted  that  he  hadn't. 

Then  there  was  the  day  that  Ger- 
aldine  Davis  pulled  up  at  a  stop  where 
a  man  was  waiting.  He  stepped  onto 
the  bus,  saw  the  female  at  the  wheel, 
shook  his  head  "huh,  uh"  and  backed 
off  again. 

On  the  whole,  however,  public  re- 
action is  overwhelmingly  positive.  It's 
a  popular  job  with  applicants,  too. 
Since  the  first  hire  in  June,  more  than 
50  women  have  become  bus  drivers 
and  nearly  10  have  become  rapid 
transit  conductors.  At  press  time,  231 
other  females  had  qualified  and  were 
awaiting  openings  as  bus  drivers ;  119 
as  rapid  transit  conductors. 


21 


Make  Your  Next  Trip— 


Chicaf 


c 


Research  and  Text  by  Anit  Leppiks,  CTA  Public  Affairs 


Planning  your  next  trip?  Thinking 
of  exotic  places  like  China,  Japan, 
Sunny  Spain  or  Iran? 

You  can  explore  these  cultures— 
and  a  lot  more— in  Chicago.  On  a 
budget  you  will  find  easy  to  afford. 
The  CTA  Travel  Information  Center 
will  tell  you  how. 

The  newly  equipped  center,  opened 
in  July,  1974,  gives  directions  to  an 
average  of  3,064  persons  a  day,  telling 
them  how  to  get  to  new  jobs,  shopping 
centers,  or  the  museums. 

On  weekends,  most  persons  ask 
directions  to  the  Museum  of  Science 
and  Industry,  the  Field  Museum  of 
Natural  History,  McCormick  Place,  Ad- 


ler  Planetarium,  the  Civic  Opera,  and 
Lincoln  Park  Zoo. 

Then  there  are  requests  to  learn 
new  routes  to  not  so  well  known,  but 
still  very  much  alive  places  such  as 
the  South  Water  Market  in  the  area 
surrounding  1500  S.  Racine  Ave.  Mer- 
chants will  sell  you  any  type  of  fruit 
or  vegetable— as  long  as  you  buy  in 
bulk  like  the  grocers  do.  But  go  early 
—3  a.m.  marks  the  start  of  trading 
which  continues  until  early  afternoon. 

By  dialing  670-5000  you  will  discover 
that,  just  six  minutes  from  the  middle 
of  the  Loop,  you  can  celebrate  the  be- 
ginning of  the  Year  7673  in  China. 

Twenty  minutes  in  the  other  direc- 


These  »ace//>ce  iron  staircases  provide  one  reason  why  they  wouldn  t 
let  them  raze  The  Rookery.  Why  not  stop  in  for  a  look?  The  location 
is  just  a  block  south  of  the  Board  of  Trade  and  the  Continental  Illi- 
nois Bank  on  LaSalle. 


tion  you  could  catch  the  roar  of  the 
Lincoln  Park  lions. 

Or,  riding  northwest  30  minutes,  you 
could  "capture  a  bit  of  Scandinavia." 

Trips  That  WIN 

With  today's  squeeze  on  the  econ- 
omy, the  trend  is  toward  mini-vaca- 
tions that  allow  greater  exploration  of 
the  area  where  you  live. 

Not  that  Chicago,  once  called  the 
"most  American  city,"  has  to  be 
proven  to  you.  You  have  heard  the 
songs  immortalizing  its  railroads  and 
steel  mills,  you've  seen  the  films  re- 
cording the  deeds  of  its  "bad  guys," 
you've  walked  through  the  halls  of  its 
architectural  masterpieces. 

That  is  why  a  mini-vacation  in  the 
city  offers  you  an  ingredient  you  can- 
not often  find  in  travel— discovery. 
While  tours  can  be  nice,  it  is  kind  of 
a  kick  to  dig  up  things  you  did  not 
know  existed  in  your  own  back  yard. 

So  take  a  three-day  vacation  away 
from  home— or  try  a  short  break  like 
a  half  day  off  when  you  become  bored 
at  the  office— to  explore  Chicago. 

You  could  plan  your  trip  by  follow- 
ing your  interests. 

For  example,  if  you  are  an  archi- 
tectural buff,  Chicago  is  where  it  all 
began. 

"Architectural  Forum"  noted,  "Here, 
in  Chicago,  the  skyscraper  received 
the  first  major  workout:  here,  too,  a 
bold  modern  plan  for  a  United  States 
city  of  great  parks  and  great  avenues 
was  drawn  up  and  then  transplanted 
into  dramatic  reality:  and  here,  in 
Chicago,  modern  American  technology 
was  given  some  of  its  most  powerful 
boosts:  the  mechanical  elevator,  the 
steel  frame,  the  glass  and  metal  wall." 

High  and  Handsome 

Plan  a  weekday  roundtower  tour. 
Start  early — 9  a.m. — when  one  of  the 
newest  buidlings— the  Sears  Tower- 
opens    its    observation     deck.     After 


Photo  by  Richard  Nickel  for  the  Commission  on 
Chicago  Historical  and  Architectural  Landmarks 

Alta  Vista  Terrace,  an  official  landmark,  is  a  one  block  stroll  tfirough  the  Chicago  of  another  cen- 
tury; the  biennial  exhibition  of  works  in  all  media,  by  artists  from  Chicagoland,  will  be  featured 
in  the  Morton  Wing  of  The  Art  Institute  December  14-January  19. 


watching  latecomers  scurry  to  work 
all  over  the  city,  you  can  hop  a  bus 
across  town  and  get  a  glimpse  of  the 
Standard  Oil  building,  200  E.  Randolph 
St.,  gleaming  white  against  the  sun  as 
you  head  for  another  tower — and  a 
more  northern  view.  The  94th  floor 
observation  deck  of  the  John  Han- 
cock Building,  875  N.  Michigan  Ave., 
is  open  from  9  a.m.  until  midnight. 

You  can  walk  into  a  subway  to  get 
to  the  Circle  Campus  of  the  University 
of  Illinois,  prototype  of  the  modern 
urban  university  campus.  Be  sure  to 
check  the  Behavorial  Sciences  Build- 
ing, rviorgan  and  Harrison.  A  prime 
example  of  the  field  theory  concept  of 
design,  the  building  boasts  all  sorts  of 
nooks  tucked  behind  any  one  of  its 
eight  separate  staircases. 

You  can  grab  a  quick  sandwich  and 
cucumber  salad'  in  the  self  service  line 
— but  then  try  to  find  a  seat  in  the 
maze-like  eating  area! 

Be  sure  to  visit  the  Jane  Addams 
Hull  House,  800  S.  Halsted  St.,  while 
you  are  on  campus.  A  designated  Chi- 
cago landmark,  restoration  of  Hull 
House  was  completed  in  1967.  (Just 
don't  lean  on  the  banister,  which 
trembles  with  age.) 

With  the  Hull  House  visit,  you  have 
started  a  trip  back  into  time.  Continue 
it  at  the  Glessner  House,  located  at 
1800    S.    Prairie    Ave.     Designed    by 


Henry  Hobson  Richardson  in  1886,  it 
soon  earned  the  nickname,  "Granit 
Hut"  because  its  outside  walls  only 
had  fortress-like  slits  for  windows; 
large  windows  on  inside  walls  face 
a  courtyard  to  produce  a  light,  airy 
effect  in  the  rooms. 

Richardson's  design  influenced  the 
work  of  Frank  Lloyd  Wright;  his  Gless- 
ner House  is  the  only  one  of  his  build- 
ings still  standing  in  Chicago. 

Compare  the  Glessner  House  with 
the  Frederick  C.  Robie  House,  5757  S. 
Woodlawn  Ave.,  a  Frank  Lloyd  Wright 
building  finished  in  1909.  The  Robie 
House  is  one  of  the  first  buildings 
Wright  designed  in  the  Prairie  School 
style.    For  tours  call  753-4429. 

Be  sure  to  save  enough  time  so 
that,  returning  to  the  Loop,  you  can 
spend  a  while  at  the  Rookery  Build- 
ing, 209  S.  LaSalle  St.  The  building 
is  the  lone  survivor  of  a  cluster  of 
buildings  which  made  up  the  first 
LaSalle  Street  financial  district.  De- 
signed by  John  Wellborn  Root  in  1886, 
the  Rookery  is  considered  a  monu- 
ment to  the  art  of  masonry  archi- 
tecture. 

The  Church  Beat 

Or  maybe  your  interests  lie  in  great 
churches. 

Fourth  Presbyterian  Church,  126  E. 
Chestnut    St.,    is    well    known    for    its 


103  year  old  Gothic  arches. 

A  few  blocks  away,  at  435  W.  Me- 
nomonee  Ave.,  is  the  Midwest  Bud- 
dhist Temple,  starkly  simplistic  in 
Japanese  styling,  hewn  in  rough  con- 
crete and  wood.  Just  three  years  old, 
the  temple  stands  where  Ogden  Ave- 
nue used  to  be. 

Traveling  south  to  730  N.  Wabash 
Ave.,  you  can  feast  your  eyes  on  the 
splendor  of  Holy  Name  Cathedral, 
which  celebrated  its  centennial  anni- 
versary in  1974  following  a  restora- 
tion completed  in  1969. 

The  restoration  was  actually  the 
seventh  time  the  cathedral  was  rebuilt 
since  1846.  The  work  done  in  the 
sixties  was  to  restore  the  deteriorating 
cathedral  to  the  original  Gothic  design 
intended  by  New  York  architect  Patrick 
Charles  Keely  when  he  rebuilt  the 
cathedral  out  of  the  ashes  of  the  Chi- 
cago fire. 

Continuing  your  trip  further  south  to 
Hyde  Park,  you  will  be  able  to  see  the 
oldest  Reform  Congregation  in  Illinois, 
K.A.M.  Isaiah  Israel,  1100  Hyde  Park 
Blvd.  Anyone  in  the  office  will  take  you 
on  a  tour  of  the  Mediterranean  style 
temple  from  9-5  weekdays.  Call  be- 
forehand for  an  appointment  on  week- 
ends, however. 

You  could  pretend  you  are  part  of 
the  troupe  for  a  weekend  by  sampling 
Chicago  theatre. 


23 


If  you  like  to  browse  through  old  homes,  the  Glessner 
House  on  Prairie  Avenue  provides  a  19th  century  co- 
ordinated interior  design  by  Isaac  Scott.  If  you  vifant  to 
see  a  dragon  dance,  go  to  Chinatown  on  New  Years 
(Chinese  calendar  variety). 

Photo  by  Harry  Tun 


Start  Friday  night  with  dinner  and 
an  8:30  p.m.  curtain  at  the  Ivanhoe 
Theatre,  3000  N.  Clark  St.  Saturday 
morning  you  can  arouse  the  kids  with 
the  temptation  of  seeing  "Peck's  Bad 
Boy"  (January  25-March  16),  at  the 
Goodman  Theatre  Center,  200  S. 
Columbus  Dr.  Or  convince  your  wife 
to  interrupt  her  shopping  for  a  couple 
of  hours  to  catch  a  matinee  perform- 
ance at  the  Blackstone  Theatre,  60  E. 
Balbo  St. 

Southside  Cruise 

If  you  would  prefer  to  stay  in  one 
area,  opt  for  a  Southside  jaunt. 

Leaving  the  Evergreen  Park  Shop- 
ping Plaza  at  95th  St.  at  8:30  a.m., 
you  could  reach  the  South  Pullman 
District,  111th  St.  and  Cottage  Grove 
Ave.  about  9  a.m.  by  way  of  CTA  bus. 
For  the  most  part  still  intact,  South 
Pullman  was  founded  by  George  S. 
Pullman  in  1880  as  a  planned  urban 
community  for  the  employees  of  his 
sleeping   car  company. 

By  11  a.m.,  you  could  be  peering 
at  African-American  culture  at  the 
DuSable  Museum, 740  E.56th  PI.  before 
you  lunch  at  Hyde  Park's  Courthouse 
Restaurant,  5211    S.   Harper  Ave. 

Spend  the  afternoon  at  the  Glessner 
House  and  the  Oriental  Institute,  1155 
E.  58th  St.  The  culture  of  Egypt,  Pales- 
tine, Syria,  Anatolia,  Mesopotamia,  and 
Iran,  from  5000  B.C.  to  1000  A.D.  are 
displayed  in  scale.  The  Institute  also 
has  a  fragment  of  the  Dead  Sea 
Scrolls  on  display.  Hours  are  10-5 
daily,  closed  Monday. 

If  you  fancy  modern  architecture 
you  could  even  take  in  the  Lutheran 
School  of  Theology,  1100  E.  55th  St., 
while  you  are  in  the  area. 

Suppose,  one  Sunday  in  February, 
you  wanted  to  cover  the  city's  special 
exhibitions  and  events  in  one  day. 
You  might  spend  a  morning  at  Spertus 
Museum  of  Judaica,  618  S.  Michigan 
Ave.,  learning  about  Life  In  The  Time 
of  Solomon  (starting  February  9), 
catch  the  Chinese  New  Year  Parade 
down  Wentworth,  the  main  street  of 
Chinatown,  and  later  go  sniff  the  aza- 
leas at  Lincoln  Park  and  Garfield  Park 
Observatories  annual  show. 

Before  you  get  too  heady  with  the 
scent  of  the  flowers,  make  up  your 
mind  whether  to  spend  the  evening 
at  the  Ice  Capades  at  the  Chicago 
Stadium  or  the  folk  festival  at  the  Uni- 


versify   of   Chicago.   You    can    get   fo 
eiffier  by  bus. 

A  Bit  Of  Sweden 

Searcfiing  ffirough  tfie  city's  lesser 
known  attractions  some  Saturday,  you 
could  stroll  through  the  Alta  Vista  Ter- 
race. Called  by  some  the  "street  of 
40  houses,"  by  others  the  "street  of 
40  doors,"  Alta  Vista  Terrace  is  a  one 
block-long  north-south  street  3800 
north,  1050  west.  Many  of  the  masonry 
rowhouses  reflect  the  Classic  renais- 
sance in  American  architecture 
spawned  by  the  World's  Columbian 
Exposition   of   1893. 

Travel  30  minutes  and  you  can  easily 
spend  the  rest  of  the  day  (and  lots  of 
money)  in  Andersonville,  three  blocks 
of  Swedish  shops,  bakeries,  and  res- 
taurants. Pick  up  a  copy  of  "Svenska," 
the  weekly  newspaper  (in  Swedish,  of 
course),  and  sample  the  Limpebread 
at  Erickson's  Delicatesson,  5250  N. 
Clark.  The  Sweden  Shop,  3313  W. 
Foster  Ave.,  near  North  Park  College, 
carries  imported  fabric  and  stemware. 
And  do  not  neglect  Signe  Carlson 
Bakeries,  Inc.,  at  1701  W.  Foster  Ave. 
You  could  make  a  traditional  tour 
of  those  places  you  knew  by  heart  as 
a  kid.  You  would  be  amazed  how  they 
have  changed. 

Start  with  the  trio  of  the  Adier 
Planetarium,  the  Field  Museum  of  Nat- 
ural History  and  the  Shedd  Aquarium. 
The  three  form  a  trinity  devoted  to  the 
heaven  above,  the  earth,  and  the  wa- 
ters below  the  earth. 

The  planetarium,  dedicated  in  1930 
and  the  first  of  its  kind  in  the  United 
States,  will  present  "Cosmic  Choreog- 
raphy," exploring  the  motions  of  the 
different  planets,  comets  and  double 
stars  in  the  Milky  Way  Galaxy,  in  a 
show  running  January  6-March  21. 

The  Field  Museum  offers  a  special 
exhibit  for  children  on  "Cats,  the 
Graceful  Hunters,"  through  February 
28.  Spinning  will  be  demonstrated  by 
members  of  the  North  Shore  Weavers' 
Guild  the  first  and  third  Monday  of 
each  month  January  through  May. 

If  you  are  at  the  Shedd  Aquarium  at 
11  a.m.  or  2  p.m.  any  day,  you  can  see 
a  scuba  diver  feed  the  fish  in  a  sim- 
ulated coral  reef  in  the  round.  He 
dives  into  a  90,000  gallon,  125-foot 
tank  which  holds  a  complete  marine 
community. 
Taking    a   bus   to   the   Art    Institute 


Spirelike  tower  of  Rockefeller 
Chapel  tells  you  tfiat  you're  on 
the  Midway  at  the  University  of 
Chicago  campus. 


One  of  the  many  beautiful 
churches  of  Chicago  is  Fourth 
Presbyterian  across  from  the 
John  Hancock. 


25 


Brighten  up  February  with  azaleas;  simultaneous  annual  shows  at  Garfield  Park  and  Lincoln  Park  con- 
servatories, both  reachable  by  the  CTA,  provide  one  of  the  spectacular  garden  features  of  the  indoor  season. 


The  tovirn  of  Pullman  is  a  legacy  of  bygone  era — a  living  study  of  orderly  urban  planning.  The  population 
of  3,000  includes  a  few  remaining  residents  who  came  as  immigrant  laborers  in  the  1920s. 


Photo  by  Barbara  Crane  for  the  Commi; 
Historical  and  Architectural  Landmarks 


iion  on  Chicago 


26 


Don't  leave  the  Sears  Tower  to 
your  out-of-town  guests.  Go 
yourself — and  play  "I  Spy." 
Here's  one  angle  on  your  rield 
of  play. 


will  lead  you  into  the  75th  Exhibition 
of  Artists  of  Chicago  and  Vicinity, 
which  runs  through  January  19. 

A  Cosmopolitan  Scene 

If  you  have  close  ethnic  ties,  you 
may  be  interested  in  the  Balzekas 
Museum  of  Lithuanian  Culture  at  4012 
Archer  Ave.  The  Polish  Museum  of 
America  ,  984  N.  Milwaukee  Ave.,  also 
provides  tours. 

The  Ukrainian  Institute  of  Modern 
Art  at  2247  W.  Chicago  Ave.,  exhibits 
paintings  and  sculpture  by  nine  Amer- 
ican and  Canadian  artists  of  Ukrainian 
descent.  Nearby  at  2453  W.  Chicago 
Ave.,  is  the  Ukrainian  National  Mu- 
seum. 

Chinese  history  from  4000  B.C. 
through  the  foundation  of  the  1911 
republic  is  depicted  in  the  dioramas 
at  the  Ling  Long  Museum,  2238  S. 
Wentworth  Ave. 


Up  To  Your  Eye-Browse 

When  you  tire  of  relics,  browse 
through  the  faddish.  Plan  an  upbeat 
tour  of  Chicago's  specialty  shops 
which  carry  everything  from  art  sup- 
plies, furniture,  leatherware  and  acces- 
sories to  appetizers  and  witchcraft. 
London's  Carnaby  Street  has  nothing 
on  us. 

One  inviting  area  is  Hyde  Park's 
Harper  Court.  In  one  block  area  you 
will  find  20  to  30  shops  that  will  serve 
your  pet  needs  (Canine  Castle  and  the 
Hyde  Park  Animal  Clinic),  provide  hints 
for  growing  your  plants  (Plants  Alive), 
drawing  a  picture  (Art  Directions)  or 
collecting  antiques  (The  Mustard  Pot). 
If  you  like,  The  Fret  Shop  will  make 
a  musical  instrument  to  your  specifica- 
tions or  restring  that  guitar  you  found 
in  the  attic. 

Scandinavian  designed  furniture, 
glassware,  and  rugs  command  lower- 
than-you-might-expect  prices  at  a  shop 
in  conjunction  with  the  Hyde  Park  Co- 
op  Supermarket    at   5201    S.    Harper. 

There  is  a  lot  more  to  look  at — The 
Practical  Tiger  advertises  itself  as  the 
place  for  people  with  a  lot  of  taste 
and  little  money.  It's  a  great  place  to 
get  ideas  to  furnish  an  apartment.  Or 
Cooley's  Corner  has  dozens  of  candles 
in  all  sorts  of  shapes. 


At  DeKoven  and  Jefferson  Streets,  wfiere  the  great  Chicago 
fire  of  1871  was  "kicl<ed  off,"  there's  an  interesting  commemora- 
tive sculpture  by  Egon  Weiner.  It's  called  "Pillar  of  Fire." 


Photo  by  Richard  Nickel  for  the  Commission  on  Chicago  Historical  and  Architectural 
Landmarks 


27 


^ 


A  drink  and  a  snack  at  one  of  Chicago's  many  bistros  is  a 
pleasant  way  to  start  or  finish  a  CTA  all-in-Chicago  travel  adven- 
ture. Example:  the  Wild  Onion  in  the  new  Hyatt  Regency  near 
the  Bridge. 


Dial  670-5000  and  this  is  what  you  connect  with—CTA's  well- 
equipped,  well-staffed  Travel  Information  Center.  It  handles  an 
average  of  3,064  calls  a  day,  but  an  automatic  call  director 
assures  you  that  no  wait  will  be  long. 


Another  area  worth  getting  ac- 
quainted with  is  Near  North  Side  which 
continues  to  solidify  its  position  as  the 
high  fashion  shopping  center  of  the 
city  with  the  opening  of  such  stores 
as  I.  Magnin  and  the  construction  of 
Water  Tower  Plaza. 

Oak  Street  is  the  Gold  Coast's  local 
shopping  turf  and  boasts  furniture 
(Scandinavian  Design),  makeup  de- 
signed for  the  high  fashion  models, 
a  number  of  shoe  shops,  not  to  men- 
tion women's  boutiques  and  men's 
haberdasheries  specializing  in  the 
latest  of  designers. 

Take  a  No.  36  Broadway  bus  to  New 
Town  and  you  can  wander  among  the 
shops  until  you  are  too  tired  to  resist 
one  of  its  ethnic  eateries  such  as  the 
House  of  Yakitori,  Inc.,  where  the  man- 
ager will  break  a  board  for  you. 

Jewelart  is  a  library  of  bobbles, 
bangles  and  beads  for  the  home  crafts- 
man. Or,  the  health  foods  addict  can 
find  relief  in  any  number  of  groceries 
in  the  area. 


For  Indoor  Sports 

If  you  want  to  take  a  winter  sports 
trip  without  going  all  the  way  to  Wis- 
consin or  Michigan,  you  can  do  that. 

Any  CTA  bus  to  Marina  City  near 
the  Chicago  river  may  be  considered 
a  "skate  bus."  For  Marina  has  about 
as  glamorous  an  urban  rink  as  you 
will  find  anywhere  west  of  New  York's 
Rockefeller  Center. 

If  you  want  to  keep  up  your  tennis 
during  the  snowy  months,  take  your 
racket  (no  extra  fare)  on  CTA  and 
head  for  one  of  the  indoor  courts  in 
the  city.  Among  the  locations  are  the 
Lakeshore  Racket  Club  (477-9888), 
McClurg  Court  Sports  Center  (944- 
4546)  and  the  Mid-Town  Tennis  Club 
(235-2300). 

College  basketball  is  exciting  and 
the  Chicago  area  has  some  of  the  best 
in  the  land.  The  DePaul  Blue  Demons, 
who  predict  a  comeback  to  national  im- 
portance this  year,  play  their  games 
at  the  Alumni  Hall,  1011  W.  Belden. 
Their  Loyola  rivals  play  home  games 
at  Alumni  Gym,    6526  N.  Sheridan  Rd. 

These  are  just  a  few  ideas  for  your 
winter  adventuring.  Chicago  is  full  of 
new — and   reachable — discoveries. 

Regardless  of  where  you  are  going 
or  what  you  want  to  see  in  Chicago, 
call  670-5000  and  leave  the  rest  to 
the  CTA 


Reproduction  of  Rapid  Transit  Poster  by  CTA  Marl^eting 


For  schedule,iDute,and  fere  inirmatico 

Call  your  CTATravel  Agent 
670-5000 


29 


Eating  along  the  CTA 

Take  the  rapid  route 
to  Chicago's  best  fare 

How  about  eating  your  way  along  the  CTA  ? 

For  those  who'd  like  to  give  it  a  try,  here  are  tips  for  gustatory 
trips  on  the  CTA. 

This  sampling  of  restaurants  has  been  compiled  with  the  help  of 
CTA  personnel  along  the  line  and  CTA  patrons,  including  Kay  Lor- 
ing,  the  Tribune's  resident  gourmet,  and  Leanlta  McClain,  the 
Tribune's  soul  food  specialist. 

The  appraisals  are  Mrs.  Loring's,  with  soul  food  Insights  by 
Miss  McClain.  The  directions  come  courtesy  of  the  CTA.  A  call 
to  the  restaurant  of  your  choice  is  recommended  to  make  sure 
your  travel  schedule  meshes  with  their  service. 

Bon  voyage  and  bon  appetit ! 

The  Evanston  Leg  of  the  North-South  Route 

NOYES  STATION,  EV.INSTON: 

Corinthian  Column  (Greeli),  828  Noyes,  CTA  neighbor  to  the  east,  and  The  Pig's 
End,  819  Noyes,  half  a  block  east;  both  popular;  moderately  priced. 
FOSTER  STATION,  EVANSTON: 

Michelini's,  2001  Maple,  half  a  block  west.    Italian;  art  gallery. 
DAVIS  STATION,  EVANSTON; 

Pine  Yard,  924  Church,  half  block  north,  half  block  west;  Mandarin;  e.\cellent. 

Fritz  That's  It!,  1615  Chicago;  two  blocks  east  in  Davis,  then  just  a  little  north. 
Cheerful,  swinging,  noisy,  wildly  diversified  menu  from  health  juices  to  wines,  bur- 
gers to  fUet  mignon. 

The  Dominion  Room,  501  Davis;  three  blocks  east  in  Davis.  Long  established; 
gracious;  a  touch  of  home  at  its  best. 

Along  the  North-South  Line 


block  north. 


Peking  Lo,  1525  Howard,  1  block  east.    Very  new;  promising;   Mandarin  fare  quite 
good. 

Villa  Girgenti,  7625  N.  Paulina,  i  block  east,  a  little  north.    Good  Italian  dishes; 
topflight  pizza. 
LOYOLA  STATION; 

My  Pie,  6568  ;..  Sheridan  Rd.    Pizza's  much  better  than  average. 
GRANVILLE  STATION; 

El  Inca,  6221  N.  Broadway;  J  block  west  to  Broadway,  i  block  north.    Gay;  attrac- 
tive; delicious  Peruvian  food;  fixed  price  dinners  onlv. 
THORNDALE  STATION: 

Lake  Breeze,  1116  W.  Thorndale;  It's  right  in  the  station.    Small;  reasonable;  im- 


BERWY-N  STATION: 

Wing  Hoe,  5356  N.  Sheridan;  2  blocks  east,  1  block  north.     Fine  Cratonese  dishes. 
SHERIDAN  STATION: 

Liborio,  4005  Broadway;  \  block  north,  2  blocks  east.    Very  neat,  clean;  Inexpen- 
sive; Cuban. 
BEL.MONT  STATION  (also  served  by  Ravenswood  route); 

Acapulco,  908  W.  Belmont;  w  block  east.     Mexican  supper  club;  good  food;  enter- 
tainment, dancing. 

The  Ivanhoe,  3000  N.  Clark;  1  block  east,  2^  blocks  south.    Charming  theater  in 
the  round;  some  excellent  continental  dishes;  nm  of  mill  American  fare. 

L'Escargot,  2925  N.  Halsted;  li  blocks  east,  2^  blocks  south.    Topflight  French 
provincial;  fine  food  and  wines. 

Myako,  3242  N.  Clark;  1  block  east,  J  block  north.  Japanese  family  fare. 

.Ann  Sather's,  925  Belmont;  j  block  east.    Excellent;  Swedish;  inexpensive;  usually 


Sam  Mec,  3370  N.  Clark;  1  block  east;  2  blocks  i 
Tcnkatsu,  3365  N.  Clark;  1  block  east,  2  blocks  i 


Japanese;  attract! 
Dean  of  Chicago's 
Japanese;  pleasar 


FULLERTON  STOP: 

Cafe  Bernard,  2100  N.  Halsted;  2  blocks  e; 
little  restaurant  serving  French  provincial  food 
NORTH  &  CLYBOURN  STATION: 

Golden  Ox,  1578  N.  Clybourn;  across  the  street.  An  oasis 
Museum  quality  antiques  prevail  in  the  53-year-old  Interior. 
CLARK-DIVISION  STATION: 

North  Star  Inn,  15  W.  Division;  ij  blocks  east.    Clublike  al 
go;  excellent  steaks;  Italian  food. 
CinCAGO-STATE  STATION: 

Jovan  Restaurant,  16  E.  Huron;  2  blocks  south  and  around 
gant;  continental  fare;  well  worth  the  S12.50  fixed  price. 

Gaylord  India,  678  N.  Clark;  2  blocks  west,  2  short  blocks 
cellent  Indian  fare. 


of  good  German  cooking. 


GRAfJD-STATE  STATION: 

Pizzeria  Uno,  29  E.  Ohio;  1  block  north,  1  block  east.    Outstanding  pizza;  Italian 
salad. 
CERMAK  STATION: 

Mama  Batt's,  112  E.  Cermak;  1  block  east.    Jewish  blintzes,  chicken  in  the  pot. 

Sauer's,  311  E.  23d;  3  blocks  east,  1  block  south.    German  brauhaus  atmosphere 

Soul  Queen  Cafe,  2200  S.  Michigan;  2  blocks  east.    Excellent  food;  coUard  greens 
and  yams  among  the  side  dishes;   cornsticks  and  cobblers,  all  served  with  a  Soul 


47TH  STREET  STATION: 

Glad  '  Luncheonette,  4527  S.  Indiana;  Ij  blocks 
songs  to  soothe  the  soul ;  your  fill  of  such  delicacies  ai 
buttered  biscuits,  and  hot  peach  cobbler  a  la  mode. 

Queen  of  the  Sea,  215  E.  47th;  1  block  west.    Roast  chicken  and  spicy  dressing;  no 
limit  on  seconds;  sometimes  chitterlings  for  the  connoisseurs. 
61ST  STREET  STATION: 

Mary  Ann's,  359  E.  61st  St.;  i  block  east.    Often  neckbones,  ham  hocks;  generous 
servings;  sometimes  highly  seasoned,  especially  the  greens;  warning:     "No  shirt,  no 


KING  DRIVE  STATION: 

H&A  Restaurant,  422  E.  63d  St.;  3  block  east.  Going  strong  after  29  years,  whicl 
says  plenty  for  the  ham  hocks  with  mixed  greens,  black-eyed  peas,  and  pickled  beets 
peach  cobbler;  pig's  foot  sandwiches. 


t  than  100  Cantonese  ( 


.  block  e 
which  to  choose. 

Along  the  Ravenswood  Route 

KEDZIE  STATION; 

The  Bagel,  4806  N.  Kedzie;  1  block  north.  All  its  good  name  impli 
WESTERN  AVENUE  STATION: 

Family  House,  2425  W.  Lawrence;  1  block  north.    Good  Greek! 

Lutz  Continental  Pastries  &  Candies,  2458  W.  Montrose ;  3  block 
west.  Wonderful  old  \vorld  Viennese  pastry  and  coffee  shop;  serving  \ 
sandwiches  as  well  as  coffee  and  dessert. 

Olympic  Flame,  4657  N.  Western;  a  couple  of  doors  north.    Good 


rman  food;  piano  mus 


DAMEN 

The   Oyste 

10:30  p.m. 


Along  the  Dan  Ryan  Route 

CER.VLiK-CHINATOWN  STATION: 
Mandar-Inn,   2130  S.  WentwortI 
aurant;   Mongolian  h( 


Or  s 


1  Wen 


1  block  west,  i  block  north.    Chinatown's  first 
pot  the  specialty;   Cantonese  dishes  also  served. 

1  for  a  great  choice  of  Cantonese  cuisine;  Haylemon,  at  2201; 

3;  King  Wah,  at  2225;  Won  Kow,  at  2237;   Lee's  Canton  Cafe, 


Along  the  Lake  Street  Route 


HALSTED  STATION 
market  area  landmar 


Along  the  Douglas  Service  from  the  West 


WESTERN  AVENUE  STATION: 
Febo's,  2501  S.  Western;  5  I 

Toscano's,  2439  S.  Oakley;  4 
not  frills. 
18TH  STREET 

Nuevo  Leon, 1515 


The  Douglas-Congress  Lines 


1  blocks  farther.  Old  Prague,  5928  Cermak 

h.    Italian  fiesta  as  well  as  more  moderate 
ith  to  24th  PI.,  1  block  east.     Italian;  value. 


UNIVERSITY  OF  ILLINOIS  (U.  of  I.)  HALSTED  STATION: 

The   Parthenon.  315  S.   Halsted;  1  block  north.    In  Old  Greek  Town;  big,  bustling; 
gyros,  spinach  pie,  saganaki  and  such;  low  prices. 

Dianna,  212  S.  Halsted;  1  block  north  of  Halsted  Station,    Good  Greek  food  in  res- 
taurant in  the  back  of  a  grocery  store  made  famous  in  movie,  "Dream  of  Kings." 

Rodity's,  222  S.   Halsted.  2  blocks  north.    Another  good  Greek 
Greek  Town. 


Along  the  Northwest  Milwaukee-Kennedy  Route 


GRAND  AVENUE  STATION: 

Como  Imi,  546  N.   Milwaukee, 
phere;  Italian  cuisine. 
DAMEN  STATION: 


iFFERSON  PARK  STATION: 

Gale  Street  Inn,  4914  1 
Lfe:  excellent  barbecued  back  ribs. 


staff;  dancing,  too. 
:atlon.    Popular  pub  type 


Compilation  and  Editing  by  Ruth  Moss  Buck,  Chicago  Tribune 


Rapid  Transit 


XWl        \       I      j 1        I        I       ^  «  ll         SS;ro.„|B    B    Ce,.. 

slfSillS^  11         i|  ^'      Sox-35ABf    ABijf<:''-35 

ksih         "^        ^        S      Si  i        i        i        i  i  }y.,an. 


B     -K      II    I    BOO. 
B      ,8         II" 


Spot  your  route  to  enjoyment  and  use  the  CTA  as  your  chauffeur. 


Designed  by  Lauretta  Akkeron,  Northwestern  University 


CHICAGO 


TRANSIT     AlUTHOR 
3555,  Chicago,  l|  60654 


TY 


Address  Correction  Requested 


BULK   RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


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yen 

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Quarterly 


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^ANSPORTATION 

m    81975 


IN  THIS  ISSUE 
RTA  Today 
Patriots 
Hidden  Park 
'L'  Scenes 
Railf^n-c: 


Spring,  1975 


CTA  Quarterly 

Vol.  1  No.  2 


V 


Chicago  Transit  Board 

James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.  Walsh 


Copyright  1975,  Chicago  Transit 
Authority:  Permission  to  reprint  will 
be  granted  upon  request. 


Spring,  1975 

RTA  Today 
RTA  Board 
In  the  Spirit  of  76 
Hidden  Parl< 
L-ementary  Art 
Life  Size  Hobby 


The  Covers 


Front:  The  orbit  of  Chicago  is  the 
responsibility  of  the  RTA.  Inter- 
dependence of  communities  within 
this  area  is  typified  by  this  view  of 
Chicago  via  telescopic  lens  from 
the  tower  at  Oak  Brook  where  new 
RTA  Chairman  Milton  Pikarsky  held 
his  first  suburban  news  conference. 
Transportation  brings  these  cities 
as  close  together  as  the  camera 
makes  them  seem. 


J.  Thomas  Buck, 

Manager,  Public  Affairs 
J.  H.  Smith, 

Editor  and  Director 

of  Publications 
JackSowchIn, 

Art  Director 


Published  every  three  months  by 
the  Public  Affairs  Department, 
Chicago  Transit  Authority, 
Merchandise   Mart  Plaza, 
P.O.  Box  3555,  Chicago,  II.  60654. 
Telephone  (312)  664-7200. 


Back:  State  of  the  Art  Car  (SOAC) 
is  shown  at  Howard  Street  during  its 
dedicatory  run  on  the  Skokie  Swift 
tracks.  Developed  by  St.  Louis  Car 
with  parent  Boeing-Vertol  as  sys- 
tems manager,  SOAC  is  a  project  of 
the  Urban  Mass  Transportation 
Administration  of  the  Department  of 
Transportation.  Purpose:  to  show 
what  can  be  done  —  NOW  —  to 
make  transit  more  appealing, 
efficient. 


Photo  Credits 

Front  Cover: 

Jack  Sowchin,  CTA  Public 

Affairs 
Back  Cover: 

Kee  Chang,  Chicago  Associa- 
tion of  Commerce  and  Industry 
Page  3: 

Kee  Chang,  CACI 
Page  4,  top: 

Burlington  Northern  R.R. 
Page  4,  bottom: 

Chicago  &  North  Western  R.R. 
Page  5,  top: 

West  Towns  Bus  Company 
Pages,  bottom: 

CTA  Photo  Department 
Page  8: 

Urban  Mass  Transportation 

Administration 
Page  9,  top: 

Southern    California    Regional 

Transportation  District 
Page 9,  bottom: 

Boeing  Vertol  Company 
Page  10: 

Jack  Sowchin,  CTA  Public 

Affairs 
Page  1 1 : 

Fabian  Bachrach 
Pages  12-1 5: 

Jack  Sowchin,  CTA  Public 

Affairs 
Page  18,  top: 

CTA  Photo  Department 
Pages  18-22: 

All   historic   illustrations  sup- 
plied   by    Historical    Pictures 

Service-Chicago. 
Page  20,  center: 

Jack  Sowchin,  CTA  Public 

Affairs 
Page  20,  bottom: 

George  Krambles  Collection 
Page  21 ,  bottom: 

Courtesy  of  Field  Enterprises 
Page  23: 

CTA  Photo  Department 
Pages  24-28: 

William  Wild 
Page  29: 

CTA  Photo  Department 
Page  30: 

CTA  Photo  Department 


eta  Quarterly 


--^OG^^ 


A  lot  of  knowledge  about  the 
Regional  Transportation  Authority 
seems  to  have  gotten  lost  since  the 
thorough  airing  of  the  Issues  during 
the  referendum  campaign  of  last 
March. 

Now  that  a  chairman  has  been 
elected  and  action  Is  under  way,  It  is 
time  to  restate  the  facts  and  to  cor- 
rect whatever  mislmpressions  may 
exist  so  that  the  RTA  can  continue 
its  complex  task  in  an  environment  of 
maximum  understanding. 

The  creation  of  the  RTA  is  timely 
because  It  coincides  with  the  new 
era  In  public  transportation  that 
began  with  President  Ford's  signing 
of  the  $11.8  billion  Mass  Transit 
Assistance  Act  last  November.  The 
climate  Is  one  in  which  the  public  as 
a  whole  is  Increasingly  accepting 
public  transportation  as  a  public 
service. 

Mission 

The  RTA  was  created  to  coordinate 
and  Improve  service  to  the  public, 
maintaining  quality  of  service  at 
stabilized  fares. 

The  charter  of  the  RTA  requires  the 
new  area-wide  authority  "to  provide 
and  facilitate  public  transportation 
which  is  attractive  and  economical  to 
users,  comprehensive,  coordinated 
among    its   various  elements,    safe. 


efficient,  and  coordinated  with  area 
and  state  plans." 

This  envisions  a  network  through 
which  any  Individual  in  the  region 
may  get  almost  anywhere  else  he 
wishes  to  go  within  the  region.  True, 
he  may  have  to  change  trains  or 
buses,  but  interconnections  must  be 
available  to  make  changing  con- 
venient. And  transfer  charges  must 
be  standard  and  reasonable. 

Many  people  in  the  area  are  com- 
pletely dependent  on  public  trans- 
portation. A  General  Electric  survey 
reports  that  28  per  cent  of  Chicago 
families  do  not  even  own  a  car. 
Public  transportation  is  essential  to 
the  handicapped,  and  to  senior 
citizens.  Transit  Is  a  vital  facility  in 
getting  large  numbers  of  students  to 
school,  patients  to  doctors,  shop- 
pers to  stores. 

A  paramount  reason  for  mass 
movements  of  people  in  any  metro- 
politan area  Is  employment  —  get- 
ting to  and  from  work.  In  Chicago, 
the  CTA  provides  job  access  for  more 
than  70  per  cent  of  lower  income 
families.  The  railroads  are  of  major 
importance  to  commuters. 

But  the  growth  pattern  of  the 
Chicago  region  has  made  inter- 
suburban  transportation  as  Impor- 
tant as  that  between  outlying  areas 
and  the  city. 

Multiply  the  following  Incidents  In 


three  figures  and   you   get   a  good 
picture  of  the  complexities: 

1.  A  15-year  worker  in  a  Chicago- 
based  corporation  has  been  com- 
muting, with  ease,  from  the  family 
home  In  Wilmette.  Now  the  company 
occupies  a  new  headquarters  build- 
ing In  the  O'Hare  area.  The  employee 
does  not  want  to  change  jobs  and 
lose  seniority.  Neither  does  the 
person  wish  to  sell  the  house  and 
move  to  a  new  community. 

2.  A  job-seeker  in  Park  Forest  can- 
not find  employment  in  an  area 
which  he  can  reach  by  public  trans- 
portation. He  is  offered  a  good  job  In 
Algonquin. 

3.  An  out-of-town  company  builds 
a  new  manufacturing  plant  In  what 
has  been  an  agricultural  part  of  the 
area.  For  sufficient  labor  supply,  the 
company  must  draw  from  a  munici- 
pality such  as  Elgin  or  Wheaton,  but 
the  drive  for  workers  from  such  areas 
is  long. 

Filling  the  gap  areas  in  the  trans- 
portation network  (those  that  can  be 
closed  with  services  having  enough 
riders  to  justify  them)  is  part  of  the 
RTA's  job  —  one  that  requires  exten- 
sive professional  research,  surveys, 
and  liaison  with  local  governmental 
bodies  and  planning  groups. 

But,  as  this  activity  Is  proceeding, 
there  is  the  priority  task  of  coordina- 
ting what  service  is  already  In  exlst- 


Spring,  1975 


The  Burlington  Northern,  a  youngster  with  two  superb  railroad  parents,  skilled 
and  respected.    RTA  is  a  guarantee  of  permanence. 


ence,  on  rails  or  on  roads,  at  fares 
which  are  logical  and  affordable. 

Because  this  activity  has  substan- 
tial impact  on  national  and  state 
goals  in  the  conservation  of  energy, 
the  safeguarding  of  the  environment, 
and  the  provision  of  full  employ- 
ment, the  public  interest  nature  of 
RTA's  task  commands  keen  interest 
from  Washington  and  Springfield,  as 
well  as  locally. 

Programming 

Beginning  with  July  1,  1976,  the 
RTA  Board  must  prepare  and  adopt  a 
Five-Year  Program  to  inform  the  pub- 
lic and  government  officials  of  the 


immediate  and  longer-range  objec- 
tives and  the  plan  for  carrying  them 
out. 

Included  in  the  statement  of  the 
Five-Year  Program  must  be: 

1.  The  changing  pattern  of  popu- 
lation density  growth  which  public 
transportation  planning  must  take 
into  account; 

2.  Projected  commercial  and  resi- 
dential development  which  may  re- 
quire public  transportation  changes; 

3.  Availability  of  alternative  modes 
of  transportation  for  the  mass  move- 
ment of  people  within  these  social 
and  economic  patterns; 

4.  Proposed  capital  improvements 
of  $250,000  or  more  and  their  pur- 


Chicagoland's  commuter  service,  nation's  best,  must  be  kept  that  way.  The 
North  Western  is  a  prime  example  of  Chicago's  superiority. 


pose; 

5.  Proposed  operating  changes 
and  improvements; 

6.  Standards  of  service  which  the 
riding  public  may  expect; 

7.  Plans  for  coordinating  routes 
and  services  and  the  anticipated  ex- 
penses of  fulfilling  them. 

Public  hearings  must  be  held  in 
each  of  the  six  counties  before  final 
adoption  of  the  program  in  order  that 
citizens  of  various  areas  have  an  op- 
portunity to  express  their  own  needs 
and  ideas. 

The  program  must  also  be  re- 
viewed with  all  public  planning  agen- 
cies in  the  metropolitan  region.  The 
comments  of  these  groups  must  be 
solicited  and  considered. 

The  Five-Year  Program  must  be 
updated  —  and  extended  —  annually, 
with  the  changes  and  the  next  year's 
schedule  again  subject  to  public 
hearings  in  each  of  the  counties  and 
to  checking  with  public  planning 
commissions. 

To  maintain  a  highly-informed 
level  from  which  to  do  the  planning, 
the  law  requires  the  Board  to  — 

1.  Study  current  developments 
and  potential  problems  in  public 
transportation; 

2.  Encourage  experimentation  in 
the  development  of  new  transporta- 
tion technology; 

3.  Keep  up  with  developments  in 
transit  financing  procedures; 

4.  Be  familiar  with  economies  and 
efficiencies  in  management  organi- 
zation and  science; 

5.  Join  with  other  agencies  in 
studies,  demonstrations,  and  devel- 
opment projects  which  may  further 
public  transportation; 

6.  Make  a  continuous  study  of 
ways  to  reduce  transportation  costs 
for  riders; 

7.  Make  continuous  study  of  ways 
in  which  to  increase  ridership  on  and 
use  of  public  transportation. 

Service 

The  RTA  has  been  given  a  number 
of  methods  through  which  it  may 
maintain  and  improve  the  quality  and 
frequency  of  service  in  the  region: 

1 .  The  Authority  may  purchase 
public  transportation  from  existing 
agencies. 

If  the  agency  is  a  private  business, 
the  agency  is  entitled  to  keep  net 


eta  Quarterly 


^»(^Wette 


farebox  income,  after  agreed-upon 
deductions  for  depreciation  and  re- 
serves, equal  to  an  amount  repre- 
senting "a  reasonable  return"  on  the 
company's  property. 

The  Authority  is  entitled  to  deter- 
mine what  fares  may  be  charged.  In 
the  event  there  is  a  dispute  over 
these,  the  Illinois  Commerce  Com- 
mission is  designated  as  the  arbiter. 

If  a  private  transportation  agency, 
m\h  at  least  one  year's  operating  his- 
tory, requests  a  purchase  of  service 
agreement,  the  Authority  must  offer 
the  terms  it  will  require  within  a  180- 
day  period. 

The  purchase  of  service  agreement 
is  designed  to  be  the  principal  instru- 
ment for  assuring  maintenance  of  the 
excellent  Chicago  commuter  service 
provided  by  the  railroads. 

No  such  agreement,  according  to 
law,  may  interfere  with  the  railroad's 
freight  or  intercity  passenger 
services. 

2.  The  Authority  may  acquire  and 
operate  any  public  transportation 
facility  in  the  region  including  the 
agency's  reserve  funds,  pension  and 
retirement  funds,  franchises,  li- 
censes, permits,  and  patents. 

This  would  be  expected  to  be  lim- 
ited to  cases  in  which  the  existing 
facility  was  either  unwilling  to  co- 
operate with  RTA  or  unable  to  con- 
tinue with  the  income  foreseeable 
with  assured  public  funding. 

3.  The  Authority  may  plan  and 
construct  a  new  transportation  facil- 
ity on  its  own  initiative. 

Such  action  might  first  be  ex- 
pected between  two  communities 
unlinked  by  public  transportation 
and  where  no  existing  service  was 
able  to  close  the  gap. 

4.  The  Authority  may  make  grants 
to  transportation  agencies  for  operat- 
ing expenses,,  for  planning  or  devel- 
oping public  transportation,  or  for 
acquiring  additional  transportation 
facilities. 

Grants 

The  RTA  is  the  grants-making 
authority  and  clearing  house  for  all 
grants  for  public  transportation  any- 
where in  the  region. 

It  is  required  to  adopt  guidelines 
setting  forth  uniform  standards  that 
must  be  met  to  receive  a  grant. 

The  RTA  may  seek  grants  from  the 


Spring,  1975 


Suburban  buses  must  be  kept  in  business  —  and  more  services  must  be 
instituted.    West  Towns  buses  are  one  of  many  RTA  components. 


federal  government  for  its  own  re- 
gional planning  purposes.  It  may 
decide  through  what  components  of 
its  public  transportation  network  this 
capital  will  be  utilized. 

The  RTA  may  make  grants  from  its 
own  treasury  to  assist  its  com- 
ponent public  transportation  services 
in  maintaining  fares  and  quality 
standards. 

Acquisitions 

The  RTA  condemnation  powers  are 
made  more  restrictive  than  they  are 
for  other  governmental  bodies,  such 
as  the  highway  agencies. 

In  the  case  of  public   lands,   for 


example,  an  extraordinary  two-thirds 
majority  vote  of  the  Board  is  re- 
quired. Further,  the  RTA  is  not 
permitted  to  use  the  "quick  take" 
powers  that  make  it  possible  for  a 
highway  department,  for  example,  to 
take  title  to  land  before  a  condemna- 
tion law  suit  is  concluded. 

The  RTA  Act  contains  an  absolute 
ban  against  the  taking  of  any  nature 
preserve. 

If  the  public  property  should  be  a 
park  or  forest  preserve,  there  must 
have  been  a  public  hearing,  preceded 
by  a  written  study  and  written  find- 
ings attesting  to  the  fact  that  no 
feasible  alternatives  exist  and  that 
the  advantages  to  the  public  from  the 


How  to  use  highways  most  efficiently?  Put  rapid  transit  lines  in  the  median 
strips.    Chicago  pioneered  this  development.    RTA  has  more  in  mind. 


taci 


planned  utilization  far  outweigh  the 
disadvantages.  No  other  Illinois  law 
provides  this  safeguard  for  parks  and 
forest  preserves. 

Facilities 

If  public  travel  on  or  over  any 
street,  lane,  or  bridge  in  the  region  is 
essential  to  the  coordinated  program 
of  the  RTA,  it  may  be  used  without 
fee,  even  on  the  part  of  the  transpor- 
tation agency  using  it. 

Special  lanes  on  any  street  may  be 
reserved  for  exclusive  use  by  public 
transportation  without  regard  to  any 
local  ordinances  to  the  contrary. 

Security 

The  RTA  is  empowered  to  arrange 
for  coordination  and  cooperation 
between  any  security  forces  retained 
by  public  transportation  services  in 
the  region. 

It  may,  if  necessary,  provide  a 
supplementary  police  force  of  its 
own. 

It  may  establish,  enforce,  and 
facilitate  safety  regulations  for 
public  transportation  services 
throughout  the  region. 

Rights 

Among  the  other  powers  delegated 
to  the  Regional  Transportation 
Authority  by  the  statute  are  these: 

1.  To  enter  agreements  with 
abutting  sections  of  Wisconsin  and 
Indiana  to  provide  coordinated 
transportation  service; 

2.  To  invest  any  funds  not  re- 
quired for  immediate  use  or  dis- 
bursement; 

3.  To  sell,  lease,  or  transfer  any 
real  or  personal  property  necessary 
to  carrying  out  its  programs; 

4.  To  make  examinations  and 
surveys  of  any  lands  or  premises 
after  reasonable  notice  to  the 
owners; 

5.  To  contract  for  group  insur- 
ance, pensions,  and  benefit  arrange- 
ments for  its  own  employees; 

6.  To  appear  before  the  Illinois 
Commerce  Commission  in  all  pro- 
ceedings concerning  any  transporta- 
tion agency  in  the  region; 

7.  To  enforce  fair  employment 
practices  in  public  transportation  by 
withholding  grants  from  transporta- 


FIRST  RTA  CAPITAL  GRANT  SCHEDULE  (For  FY  75) 

As  Submitted  to  Washington  for  80%  Federal  Funding 

For  Applicants 

OTA:   Improvements 

$100,000,000 

Chicago  Urban  Transit  District 

31 ,250,000 

City  of  Chicago:  State  Street  Mall 

12,473,558 

State  of  Illinois:   Commuter  Parking 

11,716,000 

Mass  Transit  Districts 

West  Suburban 

14,881,000 

South  Suburban 

15,240,000 

Greater  Lake  County 

724,800 

Village  of  Niles 

364,380            ^ 

Village  of  Oak  Lawn 

262,750 

RTA  Initiated 

Suburban  Buses  and  Shelters 

$  11,706,000 

Rock  Island  Commuter  Equipment 

40,000,000 

TOTAL 

$238,623,488 

NOTE:     RTA  programs  include  147  air-conditioned  buses,  364 

bus  shelters,  50  bi-level  commuter  coaches,  21 

push-pull  loco- 

motives. 

tion  services  that  do  not  carry  out  an 
affirmative  action  program. 

Promotion 

The  RTA  is  expected  to  give  atten- 
tion to  increasing  the  utilization  of 
public    transportation. 

It  may  undertake  programs  to 
encourage  ridership.  Such  programs 
might  well  include  advertising,  direct 
promotion,  special  events  and 
publicity. 

It  may  provide  coordinated  ticket 
sales.  It  is  providing  coordinated 
passenger  information.  The  base 
organization  is  already  in  place:  the 
CTA's  Travel  Information  Center 
(phone:  670-5000)  which  has  been 
enlarged. 

The  CTA  Travel  Information 
Center  already  provides  how-to-get- 
there  guidance  involving  public 
transportation  services  not  only  in 
the  RTA  area,  but  also  in  two  north- 
western counties  of  Indiana. 

Disclosure 

The  RTA  is  truly  management  in  a 


fishbowl. 

To  date,  the  Board  meetings  have 
been  well  attended  and  thoroughly 
covered  by  the  media.  In  many  cases, 
television  cameras  have  been 
present. 

The  RTA  must  hold  public 
hearings  .  .  . 

.  .  when  any  extension  of  service 
or  acquisition  requires  capital  invest- 
ment of  $5  million  or  more; 

.  .  when  any  general  increase  or 
series  of  increases  in  fares  is 
proposed; 

.  .  when  any  route  (or  portion  of  a 
route)  that  has  been  in  service  for 
more  than  a  year  is  about  to  be  dis- 
continued; 

.  .  when  changes  are  being  con- 
templated that  will  affect  at  least  a 
quarter  of  the  regular  riders  on  public 
transportation; 

.  .  when  acquisition  of  public  park 
or  forest  preserve  property  is  being 
considered. 

Before  the  annual  budget  and  pro- 
gram has  been  presented  to  the 
General  Assembly  and  the  Governor, 
the  RTA  must  hold  at  least  one 
public  hearing  in  each  county. 


eta  Quarterly 


FIRST  RTA  BUDGET  (For  FY  76) 

As  Submitted  to  Gov.  Walker,  February  1 ,  1975 


Estimated  Income 

From  State  Public  Transportation  Fund 
City  of  Chicago  and  Cook  County 
New  Federal  Funding 
Interest  on  Investments 


Estimated  Outgo 


$114.0  million 

5.0  million 

31 .6  million 

2.0  million 

$152.6  million 


For 


Operating  Assistance  to  Carriers  $1 37.6  million 

Chicago  Services  $107.6  million 

Commuter  Railroads  24.0  million 

Suburban  Bus  6.0  million 

RTA  Operating  Costs  6.0  million 

Debt  Repayment  (State  of  Illinois)  7.0  million 

$150.6  million 


NOTE:  Amounts  based  on  current  level  of  service,  rates  of  fares, 
senior  citizen  reimbursements,  and  CTA  bond  servicing. 


county  be  utilized  for  public  trans- 
portation in  the  same  county. 

.  .  A  tax  on  the  privilege  of  parking 
motor  vehicles  in  commercial  park- 
ing facilities  in  the  six-county  area. 
Such  parking  facilities  must  rent 
space  to  two  or  more  cars.  Parking 
meters  on  the  street  are  specifically 
exempted.  The  estimate  was  that  this 
parking  tax  would  produce  $10  mil- 
lion a  year. 

Neither  of  these  new  taxes  may  be 
imposed  without  a  two-thirds  vote 
of  the  Board. 

The  Chairman  has  stated  that  there 
is  no  present  need  for  nor  intention 
to  levy  either  of  these  new  taxes. 

The  RTA  also  has  the  power  to 
borrow  money  and  to  issue  negoti- 
able bonds  and  notes. 

These  instruments  may  pay 
interest  of  no  more  than  eight  per 
cent  annually.  They  must  mature 
within  40  years.  And,  they  must  first 
be  offered  on  a  bid  basis. 

At  any  given  time,  the  Authority 
may  have  no  more  than  S500  million 
of  such  bonds  and  notes  outstanding. 


Program 


Four  months  after  the  close  of 
each  fiscal  year  (July),  the  RTA  must 
issue  an  annual  report. 

All  records,  documents,  and 
papers  of  the  Authority,  except  those 
covering  closed  sessions,  must  be 
readily  available  for  public  inspec- 
tion. 

Finance 

How  is  the  operation  of  the  RTA 
financed? 

Farebox  receipts  will,  of  course, 
go  directly  to  the  transportation 
agencies  producing  them.  Even  at 
local  levels,  farebox  revenues  have 
proven  to  be  inadequate  to  meet 
operating  expenses  and  public  fund- 
ing has  been  required. 

The  RTA  Act  provides  for  five 
sources  of  revenue  —  three  from 
existing  taxes  and  sources  and  two 
from  taxes  which  the  RTA  Board  may 
elect  to  levy. 

The  three  existing  taxes  or  sources 
are  as  follows: 

.  .  A  diversion  by  the  state  of 
3/32  of  the  state  sales  tax  collected 
in  the  six-county  area  for  an  esti- 


mated $80  million  annual  total. 
(Estimate  made  prior  to  the  March 
19,  1974  referendum.) 

.  .  A  payment  to  the  RTA  of  $14  for 
each  automobile  registration  state 
fee  collected  in  the  City  of  Chicago, 
for  an  estimated  annual  total  of  $16 
million. 

.  .  An  annual  contribution  of  $5 
million  to  the  RTA  by  a  unit  or  units 
of  government  within  Cook  County. 
It  is  interpreted  that  most,  if  not  all, 
of  this  contribution  is  to  come  from 
the  City  of  Chicago  and  the  County 
of  Cook.  Arrangements  were  recently 
made  for  the  City  of  Chicago  to  con- 
tribute $3  million  and  the  Cook 
County  Board  $2  million  to  meet  this 
requirement  for  the  current  year. 

The  two  new  taxes  which  the  RTA 
Board  may  elect  to  levy  are: 

.  .  A  sales  tax  of  up  to  5  per  cent 
on  gasoline  sold  in  the  six-county 
area.  The  estimate,  prior  to  the 
March  19  referendum,  of  this  poten- 
tial source  was  $60  million  annually. 
This  tax  must  be  applied  universally 
throughout  the  region.  However, 
amendments  to  the  Act  stipulate 
that  all  of   the   receipts   from   each 


An  instant  program  was  needed  to 
meet  the  requirement  that  a  first  year 
program  and  budget  be  submitted  to 
the  Governor  and  the  legislature  by 
February  1 . 

Because  the  RTA  Board  had  no 
staff  for  this  work,  it  drew  upon  the 
comprehensive  urban  mass  transit 
budgeting  and  planning  expertise  of 
the  Illinois  Department  of  Transpor- 
tation and  IDOT's  offices  in  Marina 
City. 

The  proposed  budget,  subject  to 
inputs  from  public  hearings  in  each 
of  the  six  counties,  tentatively 
rounds  out  at  approximately  $150 
million  for  the  first  fiscal  year. 

For  its  first-year  proposed  pro- 
gram, the  Board  adopted  the  general 
outlines  of  a  Mass  Transit  Develop- 
ment Program  issued  in  October, 
1974  by  the  Regional  Transportation 
Planning  Board  —  a  coordinating 
group  including  the  Chicago  Area 
Transportation  Study,  the  City  of 
Chicago,  the  Northeastern  Illinois 
Planning  Commission,  and  the  State 
of  Illinois. 

The  RTPB  program  is  actually  a 
five-year  plan  calling  for  $2.3  billion 
in  expenditures.  It  also  encompasses 


Spring,  1975 


The  Next  Generation:  Commuters  of  the  future  may  well  be  riding  a  train  sim- 
ilar to  UMTA's  Act  One  model.  This  is  the  type  of  new  development  about 
which  RTA  must  keep  continuously  informed. 


two  counties  in  northwest  Indiana, 
an  area  in  which  the  RTA  Board  is 
empowered  to  make  connecting 
arrangements. 

Among  the  highlights  of  the  RTPB 
five-year  plan  are  these: 

1.  An  improved  interface  with 
automobile  transportation  through 
expanded  parking  facilities  at  com- 
muter stations  and  transit  utilization 
of  the  corridors  created  by  existing 
and  planned  expressways: 

2.  Transportation  centers  at  which 
bus,  rapid  transit,  and  all  rail  lines 
will  intersect,  allowing  for  easier 
exchange  of  riders  from  one  type  of 
transit  to  another; 

3.  Direct  rail  access  to  O'Hare 
Airport,  and  probably  other  air  ter- 
minals,    through     rapid     transit 


Suburban  Clue 


extensions; 

4.  Installation  of  suburban  bus 
lines  in  outlying  towns  presently 
unserved  by  local  bus  transportation; 

5.  Improved  express  service 
through  the  elimination  of  suburban 
rail  stops  within  the  Chicago  city 
limits  and  the  curtailment  of  rapid 
transit  service  beyond  this  same 
area,  with  the  probable  exception  of 
Evanston  and  Wilmette; 

6.  Intermodal  transportation  cen- 
ters tying  in  with  urban  redevelop- 
ment and  industrial  growth  plans  in 
cities  such  as  Aurora.  Improved 
transit  facilities  and  arrangements 
for  elderly  and  handicapped  riders 
are  also  likely  to  get  priority 
attention. 


Types  of  new  suburban  services  that  RTA  may  bring  about  were 
indicated  by  Director  Richard  Newland,  temporary  treasurer,  in  a 
February  27  interview  with  the  Libertyville  Independent-Register. 
Newland  told  reporter  Christopher  tVladison  that  he  will  bring  the 
following  proposals  before  the  RTA  Board: 

.  .  mini-bus  service  from  Winchester  House  (nursing  home)  in 
Libertyville  to  the  Waukegan-North  Chicago  area  for  convenience 
of  employees; 

.  .  similar  bus  service  from  Waukegan  to  the  College  of  Lake 
County  in  Grayslake; 

.  .  a  new  bus-train-taxi  terminal  at  the  North  Western  station  in 
downtown  Waukegan,  connecting  with  the  Lakefront  Express- 
way, now  under  construction. 


Perspective 

The  direction  of  the  RTA's  initial 
work  is  evident  in  the  public  state- 
ments of  Chairman  Pikarsky  and  the 
actions  of  the  Board  since  early 
January. 

Shortly  after  receiving  the  news  of 
his  election,  Milton  Pikarsky  invited 
the  media  to  the  CTA  Board  Room 
and  issued  a  statement,  the  high- 
lights of  which  are  as  follows: 

"All  capabilities  of  the  RTA, 
including  funding  and  revenues, 
must  be  utilized  in  accordance  with 
the  cardinal  principle  of  treating 
the  Chicago  area  as  a  whole,  with  full 
realization  that  the  entire  area  is 
more  important  than  any  single 
part  .  .  . 

"We  could  not,  for  instance,  adopt 
policies  that  would  penalize  subur- 
ban service  to  the  benefit  of  transit 
service  in  Chicago  .  .  . 

".  .  .  we  should  work  towards  a 
universal  transfer  system  so  that 
riders  can  use  any  or  all  of  the 
facilities  in  the  RTA  structure.  We 
also  should  eliminate  any  inequities 
in  fares  on  both  buses  and  commuter 
railroads. 

"The  energy  crisis  has  served  to 
further  emphasize  the  problems  of 
mass  transportation  in  suburban 
areas,  particularly  in  Cook  County. 
The  RTA  must  act  to  guarantee 
efficient  bus  service  for  the  residents 
of  suburban  Cook  County,  as  well  as 
in  other  areas  where  needed  .  .  . 

"...  I  will  not  support  any  pro- 
posals or  policies  for  RTA  which 
would  dilute  the  availability  of 
gasoline  tax  revenues  that  are  devel- 
oped in  suburban  areas  for  use  in  any 


eta  Quarterly 


other  area  of  the  RTA  system  .  .  ." 

Members  of  the  RTA  Board  ar- 
ranged meetings  throughout  the 
six-county  area  to  introduce  Pikarsky 
to  community  leadership. 

At  these  appearances  and  else- 
where the  new  Chairman  has  empha- 
sized the  RTA's  concern  with  subur- 
ban transportation.  "The  greatest 
need  for  public  transportation 
expansion  is  in  the  suburbs,"  he  told 
the  American  Road  Builders  Asso- 
ciation. 

Indicative  of  the  spirit  of  co- 
operation that  seems  to  have  been 
engendered  is  an  editorial  in  The 
Barrington  Herald,  a  publication  that 
did  not  endorse  the  RTA  during  the 
referendum  campaign. 

Concurring  with  Barrington  Mayor 
Maurice  Noll  in  welcoming  the 
election  of  a  competent  RTA  chair- 
man, the  Herald  said: 

"It  seems  that  all  of  us,  whether  in 
Chicago  or  the  suburbs,  have  fallen 
into  an  identity  trap.  Quite  frankly, 
we  at  the  Herald  are  no  exceptions; 
we've  fallen  into  the  same  trap. 

"Instead  of  being  part  of  the  RTA 
area,  we  are  suburbanites  or  Chi- 
cagoans;  instead  of  RTA  delegates, 
we  have  suburban  delegates  and 
Chicago  delegates. 

"The  point  most  of  us  are  missing 
is  that  transportation  is  needed 
throughout  the  region.  Improvement 
of  the  CTA  isn't  necessarily  a  slap  at 
the  suburbs.  Many  of  us  use  or 
should  use  the  system  when  in 
Chicago. 

"Similarly,  bus  lines  from  suburb 
to  suburb  benefit  Chicago  dwellers 
as  well  as  those  in  Lake  county. 

"From  a  transportation  standpoint, 
we  need  to  begin  thinking  of  the 
entire  region  as  a  whole  or  none  of 
our  transportation  needs  will  be  met. 

"That  consciousness  must  also 
pervade  the  RTA  offices.  More  speci- 
fically, what  we  need  now  —  what 
we  hope  Pikarsky  can  provide  —  is  a 
well  thought  out  plan  for  a  transpor- 
tation network  throughout  the 
six-county  area. 

"We  do  not  advocate  blind  loyalty; 
we  advocate  a  limited  trust,  a  trust 
combined  with  wariness  and  a  trust 
which  must  exist  for  the  RTA  to  be 
successful." 


Transbus:  It's  the  "dream  bus"  of  the  multi-passenger  motor  makers  —  and  it 
may  encourage  more  riders  to  leave  their  cars  at  home. 


On  Order:  The  Chicago  Transit  Authority  has  ordered  200  air-conditioned 
rapid  transit  cars  such  as  those  shown  above.  Specifications  call  for  stain- 
less steel  skins,  less  noise,  less  vibration. 


Spring,  1975 


An  RTA  Board  meeting  at  Marina  City  Office  Building,  12th  floor  conference  room. 


Progress 

At  the  Board's  meeting  on  March 
6,  the  Chairman  reported  the  follow- 
ing actions  and  organizational 
projects  during  the  first  few  weeks 
of  full  operation: 

1.  A  compilation  of  capital  im- 
provement programs  in  the  area  of 
RTA  responsibility  for  the  1975  fiscal 
year  ending  next  June  30. 

2.  Accompanying  grant  applica- 
tions by  the  RTA  totaling  approxi- 
mately $51  million  for  acquisition  of 
new  buses  for  the  suburbs  and 
commuter  railroad  cars. 

3.  A  formalized  procedure  for 
reviewing  and  evaluating  grant 
requests  on  a  prompt  and  equitable 
basis  in  response  to  the  needs  of  the 
various  public  transportation 
operators. 

4.  Quick  examination  of  all  as- 
pects of  the  Rock  Island  commuter 
situation  within  the  context  of  the 
mandate  to  continue  present  com- 
muter rail  services  to  and  from  the 
suburbs. 

Pikarsky  has  set  up  initial  task 
forces,  composed  of  RTA  directors, 


to  address  important  aspects  of  the 
RTA's  work.  These  (with  task  force 
leaders  named  first)  are  as  follows: 

1.  Liaison  with  suburban  bus 
operations  —  Daniel  Saldino,  Jerry 
Boose,  Nicholas  Bosen. 

2.  Coordination  with  transporta- 
tion related  efforts  by  planning 
agencies  of  the  region,  particularly 
in  relation  to  federal  and  state  poli- 
cies —  Joseph  Tecson,  Pastora 
Cafferty,  Pikarsky. 

3.  Liaison  with  the  Chicago 
Transit  Authority  —  James  Kemp, 
Baldino. 

4.  Meetings  with  suburban  offi- 
cials and  information  gathering  in 
the  suburbs  —  Tecson,  Richard 
Newland,   Boose. 

5.  Definition  and  implementation 
of  the  RTA's  own  retirement  and 
benefit  program  for  employees  — 
Ernest  Marsh,  Cafferty,  Newland. 

6.  Confirmation  of  the  RTA's 
designation  as  the  statutory  recipient 
for  federal  funds  due  this  six-county 
metropolitan  area  under  the  federal 
government's  new  $1 1 .8  billion  Mass 
Transit  Assistance  Act  —  Tecson. 

On  an  annual  basis,  this  potential 


for  federal  assistance  for  the  RTA  is 
estimated  as  follows: 

FY  75 $18,042,000 

FY  76 $30,070,000 

FY  77 $39,092,000 

FY  78 $46,609,000 

FY  79 $51,120,000 

FY  80 $54,127,000 

7.  Liaison  with  commuter  railroad 
management  regarding  purchase-of- 
service  agreements  and  related 
matters  —  Pikarsky,  Boose,  Marsh, 
Newland,  Tecson. 

Directors  Baldino,  Boose,  and 
Bosen  --  known  as  the  "three  B" 
committee  —  have  continued  their 
pre-1975  work  of  establishing  criteria 
for  the  evaluation  of  aid  requests. 
Directors  Kemp  and  Baldino  have 
been  actively  engaged  in  meetings 
with  federal  officials  on  questions 
involving  fair  employment  practices. 

J.  H.Smith 
CIA  Public  Affairs 


eta  Quarterly 


The  RTA  Board 


Milton  Pikarsky 

Before  assuming  the  RTA  chairmanship  early  this  year, 
Milton  Pikarsky  had  served  for  nearly  two  years  as  chairman 
of  the  Chicago  Transit  Authority.  In  his  relatively  short  admini- 
station,  Pikarsky  effected  significant  improvements  in  CTA 
management  organization,  efficiency,  scheduling,  and  service  to 
the  public.  Among  his  innovations  were  modernized  six-county 
wide  travel  information  center,  computerization  of  operating 
data,  experimental  Sunday  bargain  fares  which  proved  highly 
successful,  greater  recognition  of  transit's  right  to  expanded 
public  funding,  and  improved  safety  measures.  Prior  to  joining 
CTA,  Pikarsky  had  served  for  more  than  nine  years  as  Commis- 
sioner of  Public  Works  for  Chicago.  In  this  capacity,  he  was 
active  in  development  of  median  strip  rapid  transit  on  major 
expressways   as    well    as    construction    of   and    public    trans- 


portation to  O'Hare  airport.  Pikarsky  has  a  nationwide  reputa- 
tion as  a  transportation  executive  and  engineer.  After  receiving 
his  degree  in  civil  engineering  from  City  College  of  New  York  and 
U.S.  Navy  service,  Pikarsky  joined  the  New  York  Central  Rail- 
road as  an  assistant  engineer.  He  spent  1956-59  as  a  construction 
consultant,  then  became  project  coordinator  for  the  Blue  Island 
Railroad  Group  in  Chicago.  In  1960,  he  went  to  work  for  the 
City  of  Chicago  as  Engineer  of  PubUc  Works.  He  received  his 
masters  degree  from  Illinois  Institute  of  Technology  in  1968. 
Pikarsky  is  the  present  chairman  of  the  Transportation  Research 
Board,  a  member  of  the  advisory  council  to  the  Urban  Mass 
Transportation  Administration,  and  a  member  of  the  govern- 
mental affairs  steering  committee  of  the  American  Public  Trans- 
portation Association. 


Spring,  1975 


D.Daniel  Saldino 

One  of  two  suburban  Cook  County 
representatives  on  the  Board,  Dan  Bal- 
dino  resides  in  Evanston.  The  33-year-old 
director  served  as  assistant  to  the  presi- 
dent of  the  Illinois  State  Senate  when  the 
Hon.  William  C.  Harris  held  the  chair. 
Previously,  Saldino  was  director  of  pub- 
lic and  legislative  affairs  of  the  Civic 
Federation  of  Chicago.  He  was  an  assist- 
ant professor  of  political  science  at 
Niagara  University  and  St.  Dominic  Col- 
lege. Baldino  has  served  as  chairman  of 
the  RTA's  so-called  "Three  B"  commit- 
tee which  worked  out  the  original  criteria 
for  emergency  grants  to  carriers.  He 
holds  masters  and  undergraduate  degrees 
in  government  and  international  studies 
from  the  University  of  Notre  Dame.  The 
Baldinos  have  five  children. 


Jerr>  D,  Boose 

The  reference  volume.  Outstanding 
Young  Men  of  America,  lists  Jerry  D. 
Boose  of  South  Elgin  as  a  member.  In 
1974,  Boose  received  the  distinguished 
service  award  of  the  Elgin  Jaycees.  He  is 
a  partner  in  a  law  firm  in  St.  Charles  and 
is  presently  serving  a  two-year  term  as 
chairman  of  the  Illinois  Young  Republi- 
can Organization. 

Boose  is  active  in  suburban  community 
affairs.  He  is  a  member  of  the  executive 
board,  of  the  Two  Rivers  Council  of  the 
Boy  Scouts  of  America  and  has  worked 
with  such  charitable  activities  as  the 
Salvation  Army,  the  Community  Chest, 
and  the  United  Way. 

Boose  is  a  graduate  of  the  University  of 
Illinois  at  Urbana,  receiving  a  bachelors 
degree  in  accountancy  in  1964  and  his 
law  degree  in  1967.  Boose  was  recently 
married  to  the  former  Carol  Jahn  of 
Bartlett  and  took  his  bride  on  a  round- 
world  honeymoon  trip. 


eta  Quarterly 


Nicholas  J.  Bosen 

The  Junior  Chamber  of  Commerce 
named  Nick  Bosen  one  of  their  outstand- 
ing young  Chicagoans  of  1975. 

An  attorney  with  The  Berger  Company, 
Bosen  was  dean  of  students  at  the  Uni- 
versity of  Chicago  Law  School  before 
entering  private  practice.  He  graduated 
from  the  same  school  in  1963  and  received 
his  undergraduate  degree  from  the  Uni- 
versity of  Illinois  at  Urbana. 

Bosen  is  a  director  of  the  U  of  C  Law 
School,  the  City  Club,  and  the  Midwest 
Association  for  Sickle  Cell  Anemia.  He 
is  the  treasurer  for  the  Board  of  Com- 
missioners of  the  Chicago  Housing 
Authority. 

Bosen  is  interested  in  international 
affairs  and  is  a  member  of  the  Chicago 
Council  on  Foreign  Relations.  He  is  a 
native  of  Springfield,  the  state  capital. 

Bosen  has  been  a  member  of  the  RTA 
three-B  committee  responsible  for  con- 
sidering and  recommending  emergency 
grants  to  carriers. 


Pastora  San  Juan  Cafferty 

As  an  assistant  professor  in  the  School 
of  Social  Service  Administration  at  the 
University  of  Chicago,  Pastora  Cafferty 
has  become  one  of  the  nation's  leading 
authorities  on  the  social  implications  of 
mass  transportation. 

Mrs.  Cafferty  came  to  Chicago  with 
her  late  husband,  Michael,  when  he 
assumed  the  chairmanship  of  CTA.  She 
had  been  in  the  nation's  capital  on  the 
staff  of  the  Department  of  Transporta- 
tion. She  received  her  Ph.D.  in  American 
literary  and  cultural  history  at  George 
Washington  University  and  her  under- 
graduate degree  in  English  at  St.  Bernard 
College,  Cullman,  Alabama. 

Her  numerous  community  activities  in- 
clude the  Chicago  Urban  Transit  District, 
of  which  she  is  treasurer;  the  Chicano 
Training  Center;  and  the  Mayor's 
Advisory  Commission  on  the  School 
Board.  She  is  co-host  of  Oiga,  Amiga 
on  Channel  7  and  a  director  of  WTTW. 


Spring,  1975 


James  Kemp 

The  RTA  director  who  has  been  ap- 
pointed by  Chairman  Pikarsky  to  serve 
as  chief  liaison  with  the  Chicago  Transit 
Authority  is  James  Kemp,  one  of  the 
leading  labor  officials  in  the  area.  Kemp 
is  a  member  of  the  executive  board  of  the 
Chicago  Federation  of  Labor  and  Indus- 
trial Union  Council  (AFL-CIO).  He  is 
active  with  the  A.  Phillip  Randolph  Insti- 
tute and  a  director  of  the  Service  Federal 
Savings  and  Loan  Association.  Prior  to 
his  RTA  service,  Kemp  was  a  commis- 
sioner of  the  Illinois  Fair  Employment 
Commission.  He  is  a  past  chairman  of 
the  local  chapter  of  National  Association 
for  the  Advancement  of  Colored  People. 


Ernest  S.  Marsh 

A  railroad  man  from  his  first  job, 
Ernest  Marsh  began  as  a  clerk  in  the 
Santa  Fe  office  at  Clovis,  New  Mexico.  In 
1958,  he  became  a  chairman  and  chief 
executive  officer  of  Santa  Fe  Industries  in 
Chicago,  serving  until  his  retirement. 

Marsh  was  born  in  Lynchburg,  Vir- 
ginia, and  moved  to  the  Southwest  with 
his  parents  while  still  a  boy.  With  the 
Santa  Fe,  he  worked  in  finance  and 
administration,  and  held  positions  in 
various  parts  of  Texas  and  Kansas  before 
coming  to  Chicago. 

Marsh  has  served  as  a  director  of 
Montgomery,  Ward  &  Co.,  of  Harris 
Bankcorp,  of  the  Midwest  Research 
Institute,  of  Junior  Achievement,  of  the 
Chicago  Community  Fund,  and  of  the 
Association  of  American  Railroads. 

He  is  the  holder  of  a  degree  from 
Harvard  Business  School. 

Mr.  and  Mrs.  Marsh  live  in  Chicago 
and  have  a  family  of  five  grown  children 
—  three  girls  and  two  boys. 


eta  Quarterly 


Richard  D.  Newland 

President  of  The  Waukegan  Bank, 
Richard  D.  Newland  has  been  serving  as 
temporary  treasurer  of  the  RTA  Board 
where  he  has  already  added  several 
million  dollars  to  working  capital  through 
prudent  investment  of  funds. 

Newland  has  been  in  banking  since 
1951  when  he  left  a  promising  profes- 
sional baseball  career  (Cincinnati  Reds) 
to  enter  the  Wisconsin  School  of  Banking 
at  Madison.  He  received  his  under- 
graduate degree  from  Drake  University. 

An  active  civic  worker  in  Lake  County, 
Newland  has  served  for  10  years  as  an 
officer  of  the  YMCA  and  has  been  a 
director  of  the  Waukegan  School  Board. 
He  has  also  been  comptroller  of  the  North 
Shore  Sanitary  District. 

Newland  is  a  native  of  Iowa.  He  and 
his  wife  have  two  married  daughters  and 
a  16-year-old  son. 


Joseph  A.  Tecson 

Attorney  Joseph  Tecson  served  as 
temporary  chairman  of  the  RTA  Board 
during  its  organizing  phases.  Tecson 
had  been  an  active  suburban  campaigner 
for  the  RTA  during  the  1974  referendum 
campaign. 

Tecson  lives  in  Riverside  and  is 
treasurer  of  the  Republican  Central  Com- 
mittee of  Cook  County.  He  was  a  delegate 
to  the  lUinois  Constitutional  Convention 
in  1969-70. 

Tecson  is  a  leader  in  the  Filipino- 
American  Community  in  Midwest.  He 
graduated  from  Lake  View  High  School 
in  Chicago,  got  his  undergraduate  degree 
from  Ripon  College,  and  his  law  degree 
from  the  University  of  Wisconsin. 

As  a  special  assistant  to  Illinois 
Attorney  General  William  J.  Scott, 
Tecson  advised  the  Illinois  Board  of 
Investment  in  the  handling  of  pension 
funds  in  excess  of  $400  million. 

Mr.  and  Mrs.  Tecson  have  two  boys 
and  a  girl.  One  of  the  sons  is  a  student  at 
Lawrence  University. 


Spring,  1975 


15 


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Spring,  1975 


17 


In  the 


Spirit  of 


Namesakes  of  Our  Bicentennial  Fleet 


Haym  Salomon,  The  Financier 

The  first  War  Bond  issued  in  our  history  may  have  been  floated  by  Haym 
Salomon.  In  any  event,  more  than  $350,000  went  through  his  bank  account 
and  out  again  to  finance  the  Revolution.  The  Polish-born  patriot  also  ne- 
gotiated a  $400,000  loan  for  Gen.  Washington's  army,  much  of  which  may 
well  have  come  from  his  own  funds.  Salomon  emigrated  to  New  York  in 
1772  and  opened  a  dry  goods  business.  In  1776,  as  the  official  provisioner, 
he  traveled  with  the  Continental  troops  in  upper  New  York  state.  In  New 
York  City,  he  was  twice  arrested  by  the  British,  but  managed  to  escape  to 
Philadelphia  where  he  offered  his  financial  expertise  to  the  Second  Conti- 
nental Congress.  While  living  in  Philadelphia,  he  did  much  to  obtain  equal 
treatment  for  the  Jews.  Salomon  was  no  war  profiteer.  In  fact,  he  lost 
most  of  his  money  in  the  post-war  recession  of  the  1 780s. 


Mercy  Otis  Warren,  The  Author 

The  sister  of  James  Otis,  a  leader  in  protest  movements  against  the 
British  Stamp  Act,  Mercy  Warren  married  a  political  leader  and  was  so- 
cially acquainted  with  many  of  the  New  England  revolutionists.  As  a  tal- 
ented writer,  Mercy  Warren  found  fodder  for  both  poetry  and  prose  in  her 
contacts  with  these  people.  She  wrote  satirical  plays  and  poems  presaging 
the  overthrow  of  British  domination.  She  later  wrote  a  three-volume  his- 
tory of  the  war  for  independence  under  the  title  of  A  History  of  the  Rise, 
Progress,  and  Termination  of  the  American  Revolution.  The  work  is  still 
drawn  upon  for  its  insight  into  the  philosophies  and  personalities  of  the 
political  leaders  of  the  day.  Mercy  Otis  Warren  was  born  in  Massachusetts 
and  spent  all  of  her  life  there. 


eta  Quarterly 


Baron  Von  Steuben,  The  Prussian 

Recommended  to  the  Continental  Congress  as  a  military  expert.  Baron 
Friedrich  Wilhelm  Ludolf  Gerard  Augustin  von  Steuben  arrived  in  Ports- 
mouth, New  Hampshire,  in  1777  and  was  directed  to  assist  Gen.  Washing- 
ton at  Valley  Forge.  Highly  successful  in  drilling  the  Army,  the  Baron 
wrote  the  official  regulations  for  the  order  and  discipline  of  troops.  He 
fought  with  distinction  at  the  battle  of  Monmouth,  commanded  a  division 
at  the  battle  of  Yorktown,  served  as  Washington's  aide  in  military  and  de- 
fense planning  for  the  new  nation,  and  directed  demobilization  of  the  Con- 
tinental army  in  1783.  Baron  von  Steuben  was  accorded  citizenship  by  an 
act  of  the  Pennsylvania  legislature  in  1783.  He  took  residence  at  Utica, 
New  York  and  became  one  of  the  first  regents  of  the  State  University  of 
New  York.  He  also  served  as  president  of  the  German  Society  in  the  U.S. 


John  Hancock,  The  Signer 

It  wasn't  only  that  John  Hancock  was  the  first  signer  of  the  Declaration 
of  Independence.  He  also  had  the  largest  handwriting  —  big  enough, 
Hancock  said,  so  King  George  III  could  read  it  without  his  spectacles.  The 
adopted  son  of  a  wealthy  Boston  merchant,  Hancock  became  intensely  in- 
terested in  independence  as  chairman  of  the  town  committee  formed  to 
investigate  the  Boston  Massacre.  Later  he  supplied  some  of  the  collabora- 
tion and  much  of  the  money  for  Samuel  Adams'  agitation.  Hancock  was  a 
member  of  the  Continental  Congress  from  1775  to  1780  and  was  president 
when  the  Declaration  was  adopted.  He  commanded  6,000  Massachusetts 
troops  during  the  war  and  later  served  as  the  first  governor  of  the  Bay  State. 


Betsy  Ross,  The  Flagmaker 

At  a  small  upholstery  shop  on  Philadelphia's  Arch  Street,  Betsy  Ross 
carried  on  her  late  husband's  business.  One  day  in  June,  1776,  George 
Washington  came  to  the  shop  with  her  uncle-by-marriage,  George  Ross, 
and  the  financier  Robert  Morris.  Could  she  make  a  flag?  She  said  she 
never  had,  but  would  be  glad  to  try.  A  rough  pencil  sketch  of  the  preferred 
design  was  made.  Betsy  Ross  suggested  the  five-point  stars  because  they 
could  be  made  with  a  single  clip  of  the  scissors.  Later,  as  she  worked  on 
the  flag  in  her  back  parlor,  the  gentlemen  sent  her  a  desired  color  plan, 
painted  by  the  established  artist,  William  Barrett.  No  documentary  evi- 
dence of  these  incidents  has  ever  been  discovered.  The  story  was  first  pre- 
sented in  a  paper  read  in  1870  before  the  Historical  Society  of  Pennsylvania 
and  verified  by  descendants  of  the  family  as  told  to  them. 


Spring,  1975 


Paul  Revere,  The  Midnight  Rider 

Paul  Revere,  a  Boston  silversmith,  is  the  man  most  famous  for  gallop- 
ing through  the  Revolutionary  War.  A  leader  of  the  Mohawks  raiding  the 
Dartmouth  ship  in  the  Boston  Tea  Party,  Revere  followed  up  his  action  by 
riding  to  New  York  City  with  the  news.  He  rode  from  Charleston  to  Lex- 
ington April  18,  1775,  to  warn  John  Hancock  and  John  Adams  that  the 
British  were  after  them.  He  also  alerted  the  entire  countryside  to  the  ap- 
proach of  British  troops.  It  was  this  ride  that  was  the  subject  of  Henry 
Wadsworth  Longfellow's  famous  poem.  However,  Revere  was  not  fa- 
mous just  because  he  could  handle  a  horse  ;  he  seemed  to  have  a  penchant 
for  associating  himself  with  historical  events.  A  master  craftsman,  Revere 
designed  the  official  seal  for  America,  engraved  the  first  Continental 
money,  and  cast  the  copper  accessories  and  spikes  for  "Old  Ironsides," 
the  ship  made  famous  in  the  War  of  1812.  Revere  also  made  the  copper 
plate  fitting  the  dome  of  the  Boston  State  House. 


Paul  Revere  Rides  The  Skokie  Swift 


The  fastback  model  of  the  CTA  array  —  the  Skokie  Swift  —  was  appro- 
priately reserved  for  the  Spirit  of  '76  train  christened  the  Paul  Revere. 
Now  in  regular  service  on  the  route,  the  Paul  Revere  is  a  three-car  articu- 
lated (hinged)  train.  A  dedication  ceremony  was  held  at  the  Skokie  Shops 
on  Saturday,  February  22  (appropriately,  George  Washington's  real  birth- 
day). Suburban  dignitaries  present  were  Mayor  Albert  J.  Smith  of  Skokie; 
Mrs.  Jackie  Goi;ell,  chairperson  of  the  Skokie  Bicentennial  Commission; 
and  Lawrence  G.  Sucsy,  CTA  Board  member.  Skokie  families  brought  the 
kids  for  free  rides  offered  on  the  Paul  Revere  that  afternoon. 


Skokie's  Mayor  Smith  salutes  our  local 
Paul  Revere  as  Leonard  Beatty,  president 
of  CTA's  Rapid  Transit  Division  308  of 
the  Amalgamated  Transit  Union,  observes. 


Poised  for  the  run:  Paul  Revere's  wheeled 
pony. 


eta  Quarterly 


Abigail  Adams,  The  Scribe 

In  1764,  Abigail  Smith  had  married  John  Adams,  a  Boston  lawyer,  and 
a  zealot  for  American  independence.  During  the  framing  of  the  Declara- 
tion of  Independence,  when  John  Adams  was  absent  for  long  stretches  in 
Philadelphia,  his  wife  wrote  him  letters  which  present  a  particularly  vivid 
picture  of  the  times  and  of  the  dedication  of  the  involved  families.  Some 
of  these  letters  play  prominent  roles  in  the  recent  prize-winning  musical 
drama,  1776.  Mrs.  Adams  was  one  of  the  country's  early  advocates  of 
women's  rights.  "Do  not  put  such  unlimited  power  in  the  hands  of  hus- 
bands," she  cautioned  in  one  letter.  "Remember,  all  men  would  be  tyrants 
if  they  could."  Mrs.  Adams  became  the  second  First  Lady  of  the  United 
States  and  the  mother  of  the  U.S.  President,  John  Quincy  Adams.  The 
Adams  retired  to  their  home  in  Quincy,  Massachusetts. 


Filippo  Mazzei,  The  Vintner 

The  new  wine  of  freedom  proved  irresistible  to  Filippo  Mazzei  and  his 
farm,  next  to  Thomas  Jefferson's  Monticello  in  Virginia  was  allowed  to 
languish  for  a  time.  The  Italian  physician  had  established  the  vineyards 
and  groves  when  he  emigrated  to  the  colonies  in  1773  to  introduce  Italian 
grapes  and  olives  to  the  New  World.  A  friend  and  correspondent  of  Jeffer- 
son, Mazzei  is  thought  to  have  influenced  some  of  the  state's  rights  provi- 
sions of  the  Constitution.  In  1779,  Gov.  Patrick  Henry  dispatched  him  to 
Tuscany  to  borrow  money  for  Virginia.  His  sailing  was  delayed  after  he, 
his  wife,  and  his  stepdaughter  were  captured  and  imprisoned  on  Long 
Island  for  three  months.  He  served  as  an  agent  for  the  American  cause  in 
Europe  and  published  four  volumes  of  a  French-language  chronicle  of  the 
American  struggle  for  independence. 


Crispus  Attucks,  The  Black 

At  the  time  of  the  Boston  Massacre,  the  mulatto,  Crispus  Attucks,  a 
fugitive  slave,  was  working  as  a  seaman  on  a  ship  sailing  out  of  Boston 
harbor.  Here  he  may  have  seen  evidence  of  the  burdens  imposed  on  the 
colonies  by  Britain's  navigation  and  tax  laws.  King  George's  soldiers  were 
in  constant  evidence  at  the  Boston  wharf  areas  and  in  nearby  King  Street. 
One  day  Attucks  shouted,  "The  way  to  get  rid  of  these  soldiers  is  to  attack 
the  main  guard."  He  led  a  group  of  unarmed  men  to  King  Street  to  force 
the  troops  out.  The  group  was  fired  upon  and  Attucks  was  the  first  to  fall. 
His  death  may  well  have  done  much  to  crystallize  the  colonists'  resistance. 
For  here  was  a  slave,  20  years  on  the  run,  who  was  still  willing  to  resist 
armed  might  with  his  bare  hands.  If  one  would  risk  his  own  life  and  free- 
dom for  the  freedom  of  others,  it  was  reasoned,  could  the  colonists  do  less? 


Spring,  1975 


Button  Gwinnett,  The  Georgian 

It  was  as  a  member  of  the  Georgia  Council  of  Safety  that  Button  Gwin- 
nett was  elected  a  delegate  to  the  Continental  Congress  and  thus  became  a 
signer  of  the  Declaration  of  Independence.  Few  signatures  have  proved 
worth  as  much  to  collectors  —  as  high  as  $51,000  —  and  few  names  are  as 
colorful.  Gwinnett  emigrated  to  Savannah  as  a  trader  and  later  founded  a 
large  plantation  on  St.  Catherine's  Island.  In  1777,  he  was  named  presi- 
dent of  its  militia.  He  was  killed  in  a  duel  arising  from  a  dispute  about 
responsibility  for  the  failure  of  a  mission  against  British  posts  in  Florida. 


Charles  Carroll,  The  Catholic 

Although  his  Roman  Catholic  faith  barred  Charles  Carroll  from  parti- 
cipation in  political  affairs,  he  could  not  resist.  In  1773,  this  country  gen- 
tleman engaged  in  a  newspaper  debate  on  the  issue  of  colonial  rights  in 
Maryland.  His  involvement  gave  him  recognition  as  a  leader  and  he  was 
elected  to  serve  in  the  first  Maryland  convention,  1774-76.  He  was  a  mem- 
ber of  the  party  which  traveled  to  Canada  to  seek  support  for  the  colonies 
and  was  a  signer  of  the  Declaration  of  Independence.  He  was  elected  as 
one  of  the  first  two  U.S.  Senators  from  Maryland  in  1789  and  an  original 
director  of  the  Baltimore  &  Ohio  Railroad.  At  the  time  of  his  death  in 
1832,  he  was  the  last  surviving  signer  of  the  Declaration.  American  Cath- 
olics generally  supported  the  war  for  independence  and  Carroll's  leader- 
ship is  credited  with  being  the  major  influence. 


Kazimier  Pulaski,  The  Pole 

Widely  honored  by  Polish-Americans,  Count  Kazimier  Pulaski  had  al- 
ready won  military  honors  in  Europe  before  his  involvement  in  the  Ameri- 
can revolution.  The  earlier  revolution  in  which  he  participated  was  that  of 
his  native  Poland  against  the  Russian  occupation.  When  further  resistance 
seemed  useless,  Pulaski  sailed  to  the  colonies.  He  served  as  brigadier  gen- 
eral under  General  Anthony  Wayne  and  was  later  given  permission  to  or- 
ganize his  own  Legion  of  cavalry  and  light  infantry.  In  1779,  after  a  cam- 
paign of  guerrila  warfare  against  the  British,  Pulaski  led  his  Legion  against 
the  siege  of  Savannah.  He  was  mortally  wounded  in  that  batttle. 


eta  Quarterly 


CHICAGO'S   569th   PARK 


CTA  riders  using  the  rapid  transit  ter- 
minal at  Kimball  and  Lawrence  avenues 
on  the  Ravenswood  line  would  never 
guess  that,  just  outside  the  parking  lot 
near  the  end  of  the  CTA  property,  there 
is  a  park  in  the  railyard. 

At  last  count,  the  Chicago  Park  Board 
listed  568  parks  in  Chicago.  This  is  one 
they  overlooked. 

More  than  15  years  ago,  Tom  Gavin,  a 
CTA  switchman  now  retired,  decided  to 
do  something  to  beautify  the  area  around 
the  work  shanty.  His  idea  was  welcomed 
with  enthusiasm  by  his  co-workers  who 
cleared  the  area,  then  planted  some  flow- 
ers and  a  rosebush. 

This  activity,  between  and  after  work- 
ing hours,  was  greatly  enjoyed  by  the 
CTA  switchmen.  They  next  decided  to 
build  a  waterfall.  One  thing  led  to  another 
and  they  soon  had  a  park  with  ducks,  rab- 
bits, flowers  and  a  vegetable  garden. 

Richard  Walter,  founder  of  the  project. 


says:  "It  only  takes  a  few  minutes  a  day  to 
take  care  of  the  place  and,  since  I  am  a  pet 
lover,  it  is  a  pleasure  for  me  to  take  good 
care  of  these  animals." 

The  switchmen  have  been  contributing 
$1  every  payday  towards  the  purchase  of 
fresh  lettuce,  carrots  and  grain  for  their 
pets.  The  owner  of  Imperial  Products, 
across  from  the  station,  supplies  his 
steady  customers  with  boxes  of  selected 
produce  several  times  a  week. 

Elmer  Johnson  reports  that  the  present 
animal  population  consists  of  six  mallard 
and  five  domestic  type  ducks.  Some  of  the 
mallards  were  brought  in  after  hunting 
trips. 

"But  we  also  have  five  healthy  and 
tame  rabbits,"  he  adds.  Two  of  the  rab- 
bits are  in  different  shades  of  brown  and 
one  is  black  and  white.  A  few  feet  away 
there  are  two  cages  containing  Bugs,  a 
large  brownish-pepper  male,  and  Prin- 
cess, an  all  white  Australian  variety  of 


rabbit. 

Princess  was  brought  in  as  a  bunny  by 
children  living  in  the  neighborhood,  who 
had  found  it  wandering  in  the  street,  pro- 
bably after  escaping  from  a  not  so  gentle 
little  master  or  an  Easter  celebration. 

While  feeding  Bugs  with  a  juicy  carrot, 
Edward  Graetz,  yard  foreman,  remarks: 
"We  really  enjoy  our  little  place  and,  by 
this  summer,  we  will  also  have  goldfish  in 
the  pond  to  keep  the  water  cleaner  and 
make  the  place  look  nicer." 

Throughout  their  rotating  shifts,  the 
switchmen  take  turns  in  caring  for  the 
pets.  These  include  Superintendent  Wil- 
liam Rooney,  Frederick  Riddle,  Raymond 
Eichelberger,  Hugh  McCauley,  Lou 
Maher,  Richard  Lemke  Jr.,  John 
Schwartz,  Edward  Irwin  and  Richard 
Wiercioch. 

Dda  Leal 
CTA  Public  Affairs 


Spring,  1975 


eta  Quarterly 


L-ementary  Art 


a  photo  portfolio 

from  the  camera  of  William  Wild 


Spring,  1975 


An  artist 

in  search  of  a  subject 

to  communicate 

the  gut  feeling  of  the  city 

could  do  no  better 

than  the  elevated. 


eta  Quarterly 


William  Wild's  eye  is  his  camera, 
but  his  paintbrush  and  palette  are  a 
darkroom,  negatives,  paper,  and 
reproduction  techniques.  A  native  of 
Iowa,  Wild  is  an  executive  with  Oscar 
and  Associates,  commercial  photo- 
graphers. His  hobby  is  creative 
photography  and  he  selects  subjects 
from  his  everyday  environment.  For 
example,  his  daily  ride  to  work  from 
Evanston  on  the  L. 


eta  Quarterly 


LIFE   SIZE 
HOBBY 


George  Krambles:    his  vocation  is  his  avocation 

Some  people  never  lose  interest  in 
electric  trains  —  especially  if  they  are 
members  of  an  elite  railroad  fraternity 
called  the  Central  Electric  Railfans 
Association. 

Based  in  Chicago,  the  36-year-old 
group  of  electric  railroad  enthusiasts 
thrill  at  the  sight  of  any  antique  on  the 
tracks  —  from  an  obsolete  Chicago 
North  Shore  and  Milwaukee  Railroad 
S-606  line  car  which  was  used  to  main- 
tain the  trolley  wires  to  the  CTA  Paul 
Revere  Spirit  of  '76  train. 

They're  people  who  will  spend  hours 
travelling  to  an  almost  obliterated  set  of 
tracks  to  unravel  the  story  of  a  now 
defunct  rail  line.    It's  play  for  them. 

They're  well  established  as  part  of  a 
little  known  half-century  old  tradition 
which  includes  such  devotees  as  band- 
leader and  composer  David  Rose,  the 
late  Harry  Truman,  and  Chicago 
architect  Arthur  Dubin. 

And  their  research  is  valued  by  city 
and  transportation  planners  as  well. 


A  Krambles  Creation 

CERA  was  formed  by  George 
Krambles,  CTA  Operations  Manager, 
and  Frank  Butts,  owner  of  a  Wisconsin 
bus  company,  in  1938. 

Attending  an  early  CERA  meeting  was 
not   unlike  going   to   the    Friday   night 


movies. 

Held  on  chartered  'L'  cars,  with  rows 
of  seats  facing  one  direction,  the  lights 
would  even  be  dimmed  for  a  slide  show. 

They  had  plenty  to  talk  about  then  too 
—  621  electric  rail  companies  which,  at 
their  peak  used  16,000  miles  of  inter- 
urban  track  across  the  country. 

CERA  established  itself  as  a  scholarly 
society  by  issuing  an  historical  bulletin 
on  the  Gary  Railways  at  its  first  excur- 
sion. The  group  was  riding  the  Gary 
Railways  from  Gary  to  Valparaiso,  Ind. 

These  annual  bulletins  have  evolved 
into  full  fledged  books.  The  largest,  600 
pages,  traces  the  history  of  The  Mil- 
waukee Electric  Railway  and  Light 
Company. 

A  few  CERA  publications,  such  as  the 
original  "Electric  Railways  of  Iowa," 
published  in  1956  as  a  limited  edition 
that  sold  for  $9  in  bookstores,  now 
display  pricetags  of  $75  as  collector's 
items. 

A  history  of  Chicago  rapid  transit, 
1892-1947,  will  be  brought  up  to  date 
with  volume  II,  currently  on  the  press. 

Most  of  the  research  materials  for 
these  books  comes  from  the  private 
collections  of  CERA  members. 

While  some  members  boast  basements 
full  of  railroad  hardware,  others  collect 
timetables,  tokens,  and  photographs. 

Krambles,  for  instance,  is  well  known 


for  his  donations  of  photographs  of 
tracks  and  aerial  views  of  the  city,  which 
curators  at  the  Chicago  Historical 
Society  relate,  prove  invaluable  as 
research  material  for  city  planners. 

Photos  Pay  Off 

Krambles  explained  that  the  CTA  also 
once  saved  itself  a  lot  of  unneeded  work 
thanks  to  a  photograph  in  the  collection 
of  William  Janssen,  a  CTA  engineer. 

The  picture,  taken  in  Decatur  in  1935, 
showed  an  experimental  usage  of  a  pan 
trolley  on  an  Illinois  Terminal  car. 

"The  fact  that  their  experiment  failed 
gave  us  an  indication  of  what  went 
wrong.  We  redesigned  the  pan  trolley 
and  got  ours  to  work,"  Krambles  said. 

The  air  foil  on  the  pan  trolley,  which 
uses  the  principle  of  aerodynamics  used 
in  an  airplane  wing,  creates  hft  at  the 
same  time  the  train  is  moving,  assuring 
good  sliding  contact  with  the  overhead 
trolley  wire. 

But  lest  you  think  CERA  is  merely  a 
bookish  crew  of  railroaders,  consider 
that  they  have  interrupted  parades  and 
started  fires  while  "at  play." 

For  it  is  on  rail  trips  that  these  railfans 
let  it  "all  hang  out"  (cameras,  lenses, 
tripods,  note  pads,  and  timetables)  as 
they  hang  on  for  a  ride  on  the  oldest  or 
most  unusual  electric  train  they  can  find. 


Spring,  1975 


Special  Train:  to  a  railfan,  it's  better  when  it's  aged. 


I  was  privileged  to  ride  with  this 
band  of  buffs  when  they  turned  out  in 
force  to  give  the  SOAC  train  a  once  over. 

The  SOAC  Trip 

Created  by  the  federal  government  to 
demonstrate  the  state  of  the  art  of 
advanced  rapid  transit  vehicles,  the 
SOAC  train  drew  a  number  of  com- 
ments from  these  railfans  who  are  used 
to  riding  somewhat  aged  cars. 

Bill  Scott,  a  finance  manager,  said: 
"Electric  traction  interests  me  —  it's 
almost  an  article  of  faith.  The  thing  that 
impresses  me  with  SOAC  is  its  stability 
at  high  speeds." 

1  saw  a  couple  of  the  older  fans  shak- 
ing their  heads  as  they  walked  through 
SOAC's  ultra  modern  interior. 

Apparently,  SOAC  was  just  too  new. 
For  while  railfans  range  in  age  from 
seven  to  70,  a  train,  they  seem  to  feel, 
must  have  a  50-year-old  track  record . 

With  all  of  the  wisdom  these  railfans 
must  have  gleaned  from  riding  such 
impressive  electric  lines  as  the  Pennsyl- 
vania RR,  now  part  of  the  Penn  Central, 
the  Pacific  Electric,  portions  of  The 
Milwaukee  Road,  and  the  Chicago  North 
Shore  &  Milwaukee  Railway,  I  asked 
what  advice  they  would  pass  on  to 
present  day  transportation  planners. 

All  agreed  public  funding  is  impera- 
tive; however  most  felt  riders  should  still 
pay  "some  kind  of  fare"  to  "keep  a 
sense  of  pride   in   'their'    railroad." 

Another  railfan,  a  suburbanite,  said  he 
has  watched  areas  rise  or  decline  depend- 
ing upon  the  avilability  of  working  mass 
transportation. 

"There's  still  a  lot  of  room  to  expand 
in  the  South  suburbs,  for  instance  —  if 
people  could  only  get  there." 

He  advocated  at  least  one  commuter 
train  an  hour  both  ways.  He  said  he 
hopes  the  Regional  Transit  Authority 
would  be  able  to  manage  trains  so  that 
no  suburb  should  be  further  from 
Chicago  than  a  35-45  minute  ride. 


Later,  watching  all  75  of  those  on 
board  eagerly  jump  off  the  train  for  a 
picture  taking  stop  —  this  despite  the 
cold  of  what  was  a  bleak,  windy  Sunday 
afternoon  —  I  wondered  what  made 
these  people  get  so  excited . 

An  Enthusiastic  Group 

Norm  Carlson,  an  accountant  and  vice 
president    of    CERA,    explained: 

"Railroads  are  something  outdoors  — 
kind  of  a  brawny  thing  strictly  in  con- 
trast to  work.  Most  of  the  time  I'm 
outdoors  photographing  —  I've  had 
several  frozen  ears." 

Butts,  like  Carlson,  has  had  his  own 
adventures  with  railfan  trips. 

He  related  that  it  was  on  a  Memorial 
Day  fan  trip  aboard  the  Chicago  South 
Shore  and  South  Bend  Railroad  to 
South  Bend,  Ind.,  that  "we  scattered  a 
village  band." 

"They  sure  weren't  expecting  us.  They 
were  in  the  middle  of  a  parade  when  we 
decided  to  ride  through  town,"  he  said. 

Charles  Garay,  a  telephone  systems 
reliability  engineer,  remembered  the 
last  streetcar  trip  over  a  line  in  Washing- 
ton, D.C.,  where  the  plow  jammed  on 
the  tracks  and  caught  fire. 

"Flames  were  spurting  up  blocks 
ahead  of  us  down  the  middle  of  the 
street.  But  it  wasn't  until  a  flame  shot 
up  between  the  legs  of  a  traffic  police- 
man that  a  fire  engine  came  —  and 
quick,"  he  said. 

Watching  Krambles  manage  complex 
CTA  operations  in  his  quiet,  well  bred 
manner,  you  would  never  picture  him 
knocked  off  his  feet  —  indeed,  even  out 
of  his  golashes  —  on  a  simple  railfan 
trip. 

"It  was  a  frosty  morning  in  November 
when  our  chartered  car  —  one  of  the 
heavy  wooden  interurban  cars  —  came 
into  Fort  Dodge,  Iowa,"  he  said. 

"There  was  a  regular  car  waiting  at 
the  end  of  the  line  for  a  return  trip.  But 
when  the  motorman  applied  the  brakes 


—  and  we  were  travelling  at  less  than 
walking  speed  —  our  car  went  into  a 
slide." 

Krambles  continued,  "It  banged  into 
the  waiting  train,  knocking  us  all  down. 

"When  we  got  up,  I  noticed  my 
golashes  sitting  in  the  spot  I  had  been 
standing  in,"  he  said. 

Hobby  To  Job 

Krambles  and  Butts  have  proven  that 
while  electric  railroads  may  be  a  nice 
hobby,  it  can  also  expand  into  a  profit- 
able career. 

Both  admitted  their  interest  stemmed 
from  boyhood  fascination  with  trains. 

Butts  said  he  was  intrigued  with  groups 
of  cars  running  down  the  tracks  without 
an  engine  to  pull  them. 

Living  at  63rd  and  University,  Butts 
watched  CTA  'L'  trains,  Illinois  Central 
trains  and  both  North  and  South  Shore 
trains.  All  were  electric. 

For  Krambles  it  was  an  almost  inborn 
love  for  electric  trains. 

"I  automatically  took  the  locomotive 
off  and  pushed  the  cars  of  my  train  set 
on  the  floor,  pretending  they  were  elec- 
tric," he  said. 

By  the  time  he  was  14,  Krambles  was 
reading  all  the  trade  publications  on  elec- 
tric trains  he  could  find. 

By  1938,  Krambles  had  earned  a  B.S. 
degree  in  railway  electrical  engineering 
with  honors  from  the  University  of  Illi- 
nois. Butts,  graduated  with  a  B.S.  degree 
in  geography  from  the  University  of  Chi- 
cago, was  trying  to  run  several  small 
transit  companies. 

Butts  has  travelled  to  Europe  17  times, 
once  bringing  home  a  streetcar  which  was 
presented  to  him  by  the  City  of  Fribourg, 
Switzerland.  The  car,  built  in  1899,  is 
currently  on  display  in  Trolleyville, 
U.S.A.,  a  streetcar  museum  in  Olmstead 
Falls,  Ohio. 

Not  all  of  us  can  ship  trains  across  the 
ocean.  But  if  you  would  still  like  to  be  a 
participant  rather  than  an  observer  of 
electric  trains,  there  is  still  plenty  of 
room  aboard  one  of  the  "nostalgia 
trains"  CERA  charters. 

But  watch  it  —  you  may  really  get 
hooked.  If  you're  married,  maybe  you 
should  check  with  your  spouse  before 
joining  CERA.  It's  significant  to  note 
that  75  per  cent  of  the  active  CERA 
members  are  bachelors. 

Anil  Leppiks 
CTA  Public  Affairs 


eta  Quarterly 


TRANSITOPICS 

Worldwide 


-  CTA  - 

To  demonstrate  optimum  of  today's  technology  in  rapid  rail  vehicles,  DOT's  Urban  Mass 
Transportation  Administration  has  been  exhibiting  and  test-running  State-Of-The-Art  Cars 
at  major  rapid  transit  centers  in  U.S.   Chicago's  mobile  "stage"  was  the  Skokie  Swift  with 
playdates  in  January-February. 

Opening  ceremonies  at  Skokie  Shops  were  attended  by  several  hundred  Chicago  area  lead- 
ers including  Mayor  Albert  J.  Smith  of  Skokie,   UMTA  head  Frank  Herringer  was  principal 
speaker, 

SOACs  were  developed  by  Boeing  Vertol  of  Philadelphia  as  systems  manager  for  UMTA 
with  St.  Louis  Car  as  principal  subcontractor.   Cars  are  people -oriented.    Sculptured  from 
one-piece  molded  fiberglass.    Seats  are  upholstered,  floors  are  carpeted.   Cars  are 
climatized.   Normal  conversations  can  be  carried  on  by  riders  as  though  they  were  seated 
in  modern  office  building. 

SOAC  noise  level  is  lowest  yet  attained  in  U.S.   Cars  can  accelerate  to  80  mph  in  less  than 
60  seconds.    Ride  quality  is  smooth,  non-jerky  on  deceleration. 


Rapid  transit  beat  a  souped-up  car  from  Providence  (RJ.)  suburbs  to  Union  Station,  ac- 
cording to  United  Press  International  wire  story.   Course  was  27  miles  during  rush  hour 
traffic.   Driver  based  his  delay  on  frequent  inability  to  pass  other  vehicles  —  and  on  stop 
lights. 

-  CTA  - 

Rising  gasoline  prices  and  increasing  motor  traffic  congestion  have  heightened  emphasis 
on  public  transportation  worldwide,  Robert  Lindsey  reports  in  New  York  Times.   In 
Bologna,  Italy,  cars  are  now  banned  from  center  of  town,  but  city  buses  can  be  ridden 
without  charge.   In  Rio  de  Janeiro,  subway  is  under  construction  and  jitneys  are  being  used 
in  business  district.    Transit  systems  are  being  built  in  ei^t  new  West  German  cities, 

-  CTA  - 

A  level  of  $6  billion  a  year  in  federal  funding  of  mass  public  transportation  was  advocated 
to  the  Senate  Budget  Committee  in  recent  testimony  by  RTA  Chairman  Milton  Pikarsky. 
The  RTA  chief  executive  said  that  the  annual  funding  was  within  the  parameters  of  the 
needs  and  capacities  of  existing  urban  transit  systems.   He  stated  that  the  funding  might 
well  be  considered  a  public  "investment"  in  that  it  would  help  the  U.S.  to  solve  such  major 
problems  as  the  energy  shortage,  environmental  improvement,  and  control  of  the  cost  of 
living. 

March,  1975  31 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK  RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


^T'    CVl TCV    f T 


c/ta 
Quarterly 

rDAMODnOTATIOM  ^ 


\M^ 


TRANSPORTATION 
CEMTER  LIBRARY 

JUL  3  1 1975 


IN  THIS  ISSUE 

All  About  CTA, 
incorporating  the 
1974  Annual  Report 


rKo 


\' 


Summer,  1975 


iA 


CTA  Quarterly 

Vol.  1  No.  3 


Chicago  Transit  Board 

James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.  Walsh 


Copyright  1975,  Chicago  Transit 
Authority:  Permission  to  reprint  will 
be  granted  upon  request. 


The  Issue 

This  issue  of  CTA  Quarterly  in- 
corporates portions  of  the  1974 
Annual  Report.  In  the  articles,  par- 
agraphs that  would  otherwise 
appear  in  the  narrative  section  of 
the  Annual  Report  are  indicated  by 
italics.  A  statistical  section,  ap- 
pearing at  Page  24,  carries  basic 
tables  and  charts.  A  supplement, 
containing  other  financial  tables 
and  audited  notes,  is  available 
upon  request  to  CTA.  A  supple- 
ment, containing  the  audited  fi- 
nancial tables  and  notes  by  Arthur 
Andersen  &  Co.,  is  available  upon 
request  (see  enclosed  card). 


J.  Thomas  Bucl<, 

Manager,  Public  Affairs 
J.H.Smith, 

Editor  and  Director 

of  Publications 
Jack  Sowchin, 

Art  Director 


Published  every  three  months  by 
the  Public  Affairs  Department, 
Chicago  Transit  Authority, 
Merchandise   Mart  Plaza, 
P.O.  Box  3555,  Chicago,  II.  60654. 
Telephone  (312)  664-7200. 


Summer,  1975 

Headline  News  In  Transit 

3 

Riders 

6 

Routes 

10 

Safety 

11 

Facilities 

12 

"Wet  Dock" 

12 

Managers 

14 

Chicago  Transit  Board 

18 

Money 

20 

eta,  Statistically 

24 

Workers 

28 

Highlights  of 
CTA's  Biggest  Year 

Supertransfer  experiment,  link- 
ed with  Sunday  bargain  fare, 
boosted  weekend  riding  by  50  per 
cent. 

$391  million  capital  develop- 
ment program  launched.  Orders 
placed  for  200  air-conditioned 
rapid  transit  cars,  600  air-condi- 
tioned buses. 

First  women  bus  drivers  and 
rapid  transit  conductors  hired  and 
trained. 

Executive  machinery  stream- 
lined for  responsibilities  of  tomor- 
row. Marketing,  Human  Relations, 
Safety   Departments  established. 

Improved  liaison  with  ethnic 
and  minority  groups  and  media. 
News  announcements  translated 
into  Spanish  for  convenience  of 
Latin-American  press. 

Expanded  marketing  program 
for  ridership.  Catchy  jingles  on 
radio,  color  TV  commercials. 
Posters.  Display  ads. 

Expanded  Travel  Information 
Center  (call  670-5000)  takes  on  job 
of  advising  riders  on  public  trans- 
portation services  throughout  six- 
county  area. 

Energy  shortage  focuses  new 
attention  on  importance  of  public 
transportation.  In  winter  crisis, 
CTA's  increased  Sunday  ridership 
alone  saves  more  than  300,000 
gallons  of  gasoline. 

RTA  approved  by  voters  at 
March  19  referendum. 


The  Covers 


The  Center  Spread 


Front:  Chicago's  landmark  Water 
Tower  and  the  rapidly  developing 
upper  Michigan  Avenue  area  are  bet- 
ter served  by  the  year's  most  publi- 
cized bus  route  additions, 
(see  Routes,  Page  10). 


Back:  Beauty  bath  for  buses  is  a  fea- 
ture of  one  of  year's  major  capital 
developments:  new  bus  service  gar- 
age for  CTA  vehicles  serving  Chi- 
cago's south  side,  (see  Facilities, 
Page  12). 


i 


Important  contact  between  CTA  pub- 
lic transportation  and  interconti- 
nental air  travel  is  typified  by  this 
scene  of  1974-tested  articulated  bus 
at  O'Hare.  Daytime  express  service 
between  Jefferson  Park  and  airport 
was  stepped  up  to  every-15-minutes 
in  74. 


eta  Quarterly 


^f^^ 


^ 


In  Any  Year  — 

Money  Is 

The  Headline  News 

In  Transit 


For  the  CTA,  1974  was  the  biggest  year  of  headline  news  in 
nearly  a  quarter  of  a  century. 

On  that,  I'm  sure  all  of  them  would  agree  —  all  of  the  reporters 
for  Chicago's  major  newspapers  who,  at  one  time  or  another, 
were  assigned  to  cover  the  CTA. 

We  were  good  friends  who  respected  each  other's  judgment, 
but  that  didn't  stop  us  from  scooping  each  other  on  CTA  stories 
at  every  opportunity. 

Assigned  from  the  Daily  News,  over  the  years,  were  James 
Mundis,  now  with  AT&T  in  Washington,  D.C.;  Roy  Fisher,  now 
dean  of  the  School  of  Journalism  at  the  University  of  Missouri; 
the  late  Horton  Trautman;  and  Dennis  Byrne,  who  is  now  cover- 
ing the  CTA. 

From  ihe  American  which  later  became  Chicago  Today,  there 
were  the  late  Walter  Sutherland,  Mike  Meredith,  the  late  Sam 
Blair,  Marty  O'Connor,  and,  more  recently,  C.  Owsley  Shepherd 
and  Bob  Glass. 

In  the  early  CTA  years,  William  Miner  covered  for  the  Sun- 
Times.  Then,  for  many  years,  the  Sun-Times  was  represented  by 
Fletcher  Wilson,  who  retired  to  Florida  to  grow  roses  and  to- 
matoes. Fletch  was  succeeded  by  William  Harsh,  now  with  the 
Illinois  Department  of  Transportation.  Peggy  Constantine  is  cov- 
ering for  that  paper  today. 

At  the  Tribune,  it  was  my  good  fortune  in  1950  to  inherit  the 
CTA  beat  from  Clayton  Kirpatrick,  now  the  Tribune  editor. 
David  Gilbert  has  been  covering  for  the  Trib  the  last  two  years. 

We  competed  on  such  major  stories  as  how  the  Green  Hornet 
streetcars  were  converted  to  elevated-subway  cars;  how  Chicago, 

Convenient  ramp  for  wheel  chair  riders,  foreground,  is  one  of  features 
line  at  Kimball  and  Lawrence. 


One  of  best  linown  voices  and  by-lines  in  Chicago  is  Tom  Buclt's. 
This  article  views  CTA's  '74  from  perspective  of  20  years  of  report- 
ing transit  scene  for  The  Chicago  Tribune.  As  CTA  Manager  of 
Public  Affairs,  Tom  is  frequently  on  phone  to  give  media  first- 
hand facts  on  CTA  happenings. 

in  conjunction  with  the  Cook  County  and  Illinois  Highway  De- 
partments, pioneered  in  creating  rapid  transit  lines  in  the  median 
strips  of  superhighways;  and  how  the  CTA  gained  national 
attention  with  the  creation  of  the  Skokie  Swift  as  the  first 
federal  grant  demonstration  project  in  the  rapid  transit  field. 

There  also  were  the  stories  of  lighter  vein,  such  as  how 
female  pigeons  were  used  to  trap  other  pigeons  on  the  Loop 
"L",  and  how  wider  seats  were  put  on  buses  to  meet  the 
specifications  of  a  witty  and  pragmatic  CTA  chairman  with  the 
physique  of  the  Big  Ten  wrestler  that  he  had  actually  been. 

But  the  most  significant  of  all  CTA  stories  always  were 
concerned  with  one  subject  —  money. 

Or,  more  specifically,  money  for  two  purposes  —  money 
for  new  equipment     and  other  improvements    and  money  to 

of  new  (1974)  and  modern  rapid  transit  terminal  of  Ravenswood 


Summer,  1975 


Greater  involvement  with  the  community 
was  marked  trend  in  CTA's  year.  This  in- 
cluded students,  youth,  ethnic  groups, 
nation.  One  of  the  first  of  CTA  Bicenten- 
nial vehicles  was  named  for  Crispus 
Altucks,  black  patriot.  Bus  was  used  for 
history  lesson  dedication  at  school  of  same 
name.  New  travel  convenience  bus  be- 
tween elevated  line  and  the  zoo,  appro- 
priately christened  'L'ephant,  was  deco- 
rated by  three  teams  of  Model  Cities 
youngsters  working  at  CTA's  South 
Shops.  Shuttle  fare  is  just  a  dime. 

meet  rising  costs  of  operations. 

All  things  considered,  that's  what  the 
big  story  of  1974  was  really  all  about:  how 
to  finance,  without  raising  fares,  the  oper- 
ations of  not  only  the  CTA,  but  also  all 
other  public  transportation,  including  the 
commuter  railroads  and  the  suburban  bus 
systems. 

There  were,  of  course,  other  major  rea- 
sons for  the  creation  of  the  Regional 
Transportation  Authority.  And  while  the 
RTA  already  is  making  headlines  with 
plans  to  improve  and  expand  service 
throughout  the  six  metropolitan  Illinois 
counties,  its  ongoing  role  of  supplement- 
ing fare  box  collections  with  public  fund- 
ing is  certain  to  continue  as  headline  news. 

Next  to  1974,  the  most  significant  head- 
line year  for  the  CTA  was  1951.  The  sub- 
ject of  those  headlines,  commanding  the 
top  of  the  front  pages  in  July,  also  was 
money. 

It  was  the  first  major  test  of  whether 
the  original  basic  premise  of  the  CTA 


-i*v,^^ 


could  be  made  to  work.  Under  this  con- 
cept, the  CTA  Board  was  obliged  to 
charge  fares  at  a  level  sufficient  to  pay  all 
costs,  including  debt  service  and  a  depre- 
ciation requirement. 

The  newspaper  stories  told  how  "more 
than  300  jeering  and  angry  straphangers 
filled  a  hot,  stuffy  room  for  stormy  hear- 
ings" on  CTA  proposals  for  a  20-cent 
universal  fare  and  a  weekly  pass  for  both 
the  surface  lines  and  the  elevated-subway 
system.  The  universal  fare  of  20  cents 
would  have  meant  increases  of  5  cents  for 
the  surface  lines  and  3  cents  for  the  "L". 

JameS  R.  Quinn,  CTA  vice-chairman 
and  the  only  remaining  member  of  the 
original  Board,  recalls  how  it  became  nec- 
essary to  call  in  policemen,  both  in  uni- 
form and  plainclothes,  to  help  preserve 
order  at  the  hearings.  He  recalls,  too,  the 
chagrin  of  a  plainclothes  policeman  who 
confided  later  that  his  pocket  had  been 
picked  during  one  of  the  turbulent 
sessions. 


The  controversy  was  climaxed  by  a 
decision  by  the  CTA  Board  to  raise  the 
fares.  The  fare  for  the  surface  lines  (then 
mostly  streetcars)  was  increased  2  cents  — 
to  17  cents.  For  the  "L"-subway,  the  fare 
was  raised  1  cent  —  to  18  cents.  The  pro- 
posed weekly  pass  was  not  adopted  be- 
cause it  was  not  considered  feasible.  The 
fare  increases  were  not  as  much  as  the 
staff  had  proposed,  but  they  were  suffi- 
cient to  restore  the  CTA  to  a  break-even 
financial  position. 

The  significance  of  those  1951  fare  in- 
creases was  that  the  CTA  Board  had  dem- 
onstrated its  intention  of  adjusting  fares 
to  keep  the  authority  in  sound  financial 
health. 

From  then  on,  too,  there  developed  a 
distinctive  pattern  of  news  coverage  on 
the  part  of  the  reporters  regularly  assigned 
to  the  CTA  beat. 

Each  month,  the  CTA  published  a  fi- 
nancial statement.  Reporters  began  keep- 
ing a  close  eye  on  those  statements  for  any 


eta  Quarterly 


1 

■ 

1 

t                             /^w^        '"1 

®l® 


Among  the  major  events  in  Chicago  tran- 
sit's big  year  were  remodeling  of  Bryn 
Mawr  station,  left,  on  North-South  rapid 
route,  to  include  new  stainless  steel  hard- 
ware, terra  cotta  floor,  and  run-it-yourself 
escalator;  an  experimental  Supertransfer 
that,  linked  with  Sunday  bargain  fare,  pro- 
duced a  significant  increase  in  weekend 
riding;  and,  below,  successful  "Yes"  ref- 
erendum vote  for  the  new  Regional  Trans- 
portation Authority  in  the  six-county 
northeastern  Illinois  area. 


012345 


indication  of  possible  further  fare  in- 
creases in  view  of  the  direct  relationship 
that  had  been  established  between  revenue 
totals,  operating  costs,  and  money  neces- 
sary to  fulfill  other  financial  obligations 
under  the  break-even  formula. 

If  revenues  were  not  sufficient  to  meet 
all  of  the  financial  obligations,  the  first 
item  to  be  blotched  with  red  ink  was  the 
depreciation  account,  which  represented 
money  that  should  be  set  aside  for  the  fu- 
ture replacement  of  equipment  and  other 
improvements.  And,  when  the  accumu- 
lated deficiency  in  the  depreciation  ac- 
count was  a  significant  figure  such  as  $1 
million,  all  of  us  reporters  became  alerted 
to  a  probable  need  for  another  fare  in- 
crease to  erase  the  deficit  and  make  the 
CTA  whole  again. 

We  then  began  writing  stories  to  alert 
the  public  of  a  possible  fare  increase. 

We  also  began  asking  CTA  officials 
about  the  possibility.  Seldom,  if  ever, 
would  we  get  definite  confirmation,  but 


there  often  were  subtle  indications  that 
we  were  on  the  right  track.  Walter  J. 
McCarter,  for  many  years  the  general 
manager,  would  sort  of  grin  and  say,  "No 
comment."  Thomas  B.  O'Connor,  later 
the  general  manager,  would  be  equally 
noncommunicative. 

A  meaningful  silence  to  queries  about 
possible  higher  fares  was  the  response  of 
Peter  J.  Meinardi,  the  long  time  CTA  fi- 
nancial expert,  and  of  Harry  PoUand,  the 
able  and  conscientious  public  information 
director. 

Then,  as  another  monthly  statement 
would  show  a  still  larger  deficit  in  the  de- 
preciation account,  all  of  us  assigned  to 
the  CTA  would  begin  scooping  each  other 
with  more  specific  speculative  stories, 
pointing  out  not  only  how  many  cents  the 
fare  might  go  up,  but  also  predicting  the 
probable  date  of  the  increase.  By  then, 
our  best  indication  of  accuracy  was  that 
no  one  at  the  CTA  would  tell  us  that  we 
were  wrong. 


Shortly  thereafter,  the  CTA  would  an- 
nounce officially  the  staff  proposals  for  a 
fare  adjustment.  And  action  soon  would 
be  forthcoming  from  the  Board  as  the 
necessary   move   to    balance   the   books. 

This  pattern  of  fare  adjustments  —  and 
news  coverage  —  prevailed  until  1970, 
when  the  last  fare  changes  were  made  and 
after  which  the  public  decision  was  made 
to  stabilize  fares. 

That  decision  to  stabilize  fares  was 
based  on  the  realization,  both  here  and 
elsewhere  in  the  country,  that  the  vital 
service  of  public  transportation  could  no 
longer  be  sustained  by  the  fare  box  alone. 

The  paramount  subject  of  providing 
adequate  funding  for  public  transporta- 
tion has  now  moved  to  the  regional  or 
metropolitan,  the  state,  and  the  federal 
levels. 


Tom  Buck 
CTA  Public  Affairs 


Summer,  1975 


Riders 

They're  Going  Places 


CTA  ridership  is  riding  with  a  purpose.  Every  rider  is 
going  somewhere. 

Of  the  1 ,1 50,000  riders  on  CTA  buses  and  trains,  on  the 
average  weekday,  about  785,500  are  going  to  work  —  or 
home  from  work.  Most  are  employees  of  Chicago  area 
organizations  who  find  CTA  the  most  affordable  way  to 
commute. 

204,000  riders  are  going  to  school,  most  at  the  reduced 
fares  provided  to  public  and  private  school  students  of 
high  school  age. 

Other  riders  are  going  to  professional  appointments,  to 
the  doctor  and  the  dentist,  to  visit  friends  in  the  hospital, 
to  sporting  events. 

On  Sundays,  when  a  bargain  fare  is  in  effect,  many 
riders  are  going  to  church.  Many  also  are  going  to  Chicago 
art  galleries,  museums,  and  concert  halls. 

Ridership  on  CTA  increased  by  5.0  per  cent  in  1974. 

Total  revenue  passengers,  including  originating  riders 
and  transfer  fares  were  625,420,858  in  1974  compared 
with  595,543,461  in  1973. 

A  loss  in  rapid  transit  passengers  of  1.0  per  cent,  or 
94.184,863  passengers  in  1974  compared  with  95,160,135 
in  1973  was  offset  by  an  increase  in  surface  system  pas- 
sengers. There  were  287,453,420  surface  passengers  in 
1974  compared  with  272,414,322  in  1973,  an  increase  of 
5.5  per  cent. 

With  CTA  fares  stabilized,  increases  in  ridership  pro- 
vide the  best  means  of  reducing  the  public  funding  nec- 
essary to  meet  operating  costs. 

A  reasonable  investment  in  marketing  —  analysis  of 
what  motivates  ridership,  the  development  of  induce- 
ments, and  the  communication  of  benefits  —  was  initi- 
ated by  the  CTA  Transit  Board. 

A  new  transfer  plan,  giving  riders  more  for  their  money 
than  ever  before,  has  been  effective.  The  plan  enables 
riders  to  combine  both  ends  of  their  trips  (at  the  CTA  tare 
plus  the  10  cent  transfer  charge)  with  intermediate  rides 
on  eight  commuter  railroads.  The  plan  also  permits  use 
of  the  10  cent  transfer  for  an  unlimited  number  of  rides, 
within  an  hour,  in  any  direction. 

Experimental  Sunday  fares  of  25  cents  for  adults  and 
10  cents  for  senior  citizens  and  children  (ages  7  to  11; 
those  under  7  are  free)  combined  with  the  Supertransfer 
to  boost  weekend  riding,  on  the  average,  by  approxi- 
mately 280,000  rides  each  Sunday. 

The  gasoline  shortage  in  the  early  months  of  1974  pro- 
vided additional  fuel  for  ridership  promotion.  March  rider- 
ship was  up  4.9  per  cent  over  the  same  month  in  1973. 

As  the  energy  situation  eased,  monthly  gains  were 
momentarily  reduced.  But,  the  communications  effort 
sustained  an  upward  momentum  to  finish  the  year  with 
an  overall  gain.  A  high  of  6.6  per  cent  gain  was  set  in 
October. 


eta  Quarterly 


;A&at\ 


Expansion  of  CTA's  round-the-clock  infornnation  bur- 
eau into  a  modernized  Travel  Infornnation  Center,  with 
the  widely-advertised  phone  number  of  670-5000,  has 
alerted  present  and  potential  riders  to  CTA's  concern  for 
their  convenience.  The  Travel  Information  Center  handles 
95  per  cent  of  incoming  calls,  without  waiting,  through 
an  automatic  call  routing  system.  Information  is  available 
on  all  public  transportation  services  within  the  six-county 
Chicago  area. 

The  Travel  Information  Center  was  introduced  to  the 
public  through  colorful  posters,  intriguing  newspaper 
advertisements,  and  an  extensive  schedule  of  radio 
commercials. 

Keeping  the  public  informed  as  to  riding  conditions 
during  morning  and  evening  rush  hours  is  also  helpful  in 
maintaining  customer  confidence. 

The  combined  services  of  Operations  Control,  moni- 
toring nerve  center  for  the  entire  CTA  system,  and  Public 
Affairs  supply  twice-daily  rush  hour  reports  to  radio  and 
TV  stations  throughout  the  area,  notably  WBBM  News- 
radio  78  which  programs  the  announcements  with  its  reg- 
ular traffic  coverage,  and  WGN  Radio  which  utilizes  the 
large-audience  Wally  Phillips  show. 

During  emergencies,  more  continuous  coverage  is  pro- 
vided throughout  the  day  and  night.  For  example,  during 
the  spring  blizzard  of  April  2,  1975,  a  "weather  watch"  for 
commuters  was  maintained  from  3  P.M.  one  afternoon 
through  the  night  and  into  the  rush  hour  of  the  succeed- 
ing afternoon.  In  such  cases,  riding  delays  and  unusual 
conditions  are  signalled  to  all  media  through  the  Chicago 
City  News  Wire  so  that  special  remote  coverage  can  be 
obtained  by  mobile  units  and  taped  program  inserts  may 
be  easily  made  through  calls  to  the  Public  Affairs  office 
in  the  Merchandise  Mart. 

CTA's  new  Marketing  Department  staged  a  continuing 
series  of  promotional  programs  throughout  the  year. 

A  new  'L'ephant  Bus,  colorfully  decorated  by  art  stu- 
dents in  the  Model  Cities  program,  was  promoted  as  eco- 
nomic family  transportation  between  the  Fullerton 
elevated  station  and  Lincoln  Park  Zoo. 

To  augment  the  revenue-producing  potentials  of  CTA's 
pool  of  buses  and  rapid  transit  cars,  a  sales  campaign  for 
charter  service  was  launched.  A  Christmas  shopping 
shuttle  to  Woodfield  Mall  was  arranged. 

Other  special  services  instituted  included  guaranteed- 
seat  bus  express  service  to  Chicago  Bears  football  games 
at  Soldier  Field,  special  buses  between  the  Northwestern 
University  campus  and  Dyche  Stadium  on  football  Satur- 
days, and  several  nostalgia  trips  for  rail  fans  on  CTA's 
"antique"  rapid  transit  trains. 

Three  major  inducements  to  ridership  are  the  focal 
points  of  CTA's  promotion  effort.  Economy  —  particularly 
in  these  days  of  inflation.  Convenience  —  particularly  in 
these  times  of  overcrowded  space.  And  accessibility. 

Those  who  sell  and  inform  ridership  on  CTA  are  taking 
advantage  of  methods  and  techniques  that  have  proved 
effective  in  other  metropolitan  areas,  both  through  parti- 
cipation in  American  Public  Transit  Association  activities 
and  through  individually  arranged  idea  exchanges. 


Summer,  1975 


Riders 


While  most  commuters  use  the 
CTA  once  they  arrive  downtown, 
Mrs.  Millie  Gary  uses  the  CTA  to  get 
to  her  commuter  train. 

Mrs.  Gary,  the  nurse  in  charge  of 
the  Myocardial  Infarction  Research 
Unit  at  Albert  Merritt  Billings  Hos- 
pital, 950  E.  59th  Street,  boards  a 
North-South  train  at  the  Fullerton 
elevated  station  each  morning. 

She  then  transfers  from  the  sub- 
way to  the  Illinois  Central  Gulf  Rail- 
road station  at  Randolph  Street, 
reversing  her  trip  each  evening. 

Priscilla  Banakis,  a  marketing  stu- 
dent at  the  University  of  Illinois  at 
Chicago  Circle,  catches  the  103rd 
Street  bus  to  take  her  to  the  Lake  Dan 
Ryan  rapid  transit  station  at  95th  and 
State  Streets.  Miss  Banakis  transfers 
to  the  Congress  Douglas  subway  at 
Clark  and  Lake  Streets  and  continues 
on  to  the  Circle  Campus  at  Halsted. 
She  says  the  trip  takes  between  1  V2 
to  2  hours,  depending  on  traffic. 


Ota  Quarterly 


Leading  members  of  Chicago's  business  corps  are  in- 
cluded in  CTA's  ridership  totals. 

For  example,  there's  Thomas  H.  Coulter,  chief  execu- 
tive officer  of  the  Chicago  Association  of  Commerce  and 
Industry,  whose  offices  are  on  South  Michigan,  just  a 
block  from  a  rapid  transit  stop. 

The  CACI  leader  relies  on  the  CTA  for  many  of  his  in- 
town  luncheon  appointments  and  businesstrips  to  such 
spots  as  the  Tribune  Tower,  Circle  Campus,  and  the  West 
Side  Medical  Center. 

Coulter  discovered  the  extra  convenience  and  economy 
of  this  round-town  CTAing  during  a  snowstorm  when  he 
was  unable  to  hail  a  cab  for  an  engagement  on  upper 
Michigan  Avenue.  He  walked  over  to  State  and  Adams  and 
went  below  to  the  subway.  It  was  a  breeze. 

He  has  also  adopted  the  practice  of  using  CTA's  ex- 
press service  to  O'Hare.  One  time,  he  got  to  the  airport 
from  downtown  in  35  minutes,  recovering  his  flight  sche- 
dule despite  a  late  start  from  the  office. 

Whenever  Coulter  commutes  to  work  on  the  CTA, 
(about  50  percent  of  the  time)  he  has  his  wife  drive  him  to 
Dempster  Street  where  he  picks  up  the  Skokie  Swift. 
The  Coulters  live  in  Golf. 

Reasons   for  riding    CTA    more   are     effectively    pro- 
moted   tfirough     car    cards. 


Tadceastand 
on  inflation* 


comer 


The  ClA-kk  your  move,  Chicago. 


Summer,  1975 


Routes 

They  Cover  The  Territory 


CTA  public  transportation  serves 
the  entire  City  of  Chicago,  providing 
transit  service  to  vi^ithin  3/8  of  a  mile 
of  99  per  cent  of  the  city's  population. 

Service  is  also  provided  through  20 
suburbs  and  along  the  borders  of  11 
additional  suburbs  for  a  total  of  31 
served. 

At  the  close  of  1974,  miles  of  rev- 
enue bus  routes  totaled  2,013  and 
miles  of  revenue  rapid  transit  track 
were  191.6. 

New  service  is  added  or  expanded 
in  accordance  with  the  density  of 
population  and  changing  patterns  of 
traffic.  Significant  route  additions 
made  during  the  past  year  were  as 
follows: 

1.  Inauguration  of  every-15-minute 
daytime  service  by  O'Harexpress 
buses  between  the  Jefferson  Park 
rapid  transit  terminal  and  the  airport; 

2.  Bus  routes  connecting  the  rail- 
road commuter  stations  with  the  de- 
veloping near  North  Side  and  the 
Water  Tower  area  —  available  at  a 
special  shuttle  fare  of  35  cents; 

3.  Three  South  Side  bus  routes  to 
better  serve  the  hospitals  and  the 
high  rises  in  the  Prairie  Shores  and 
Lake  Meadows  neighborhoods; 

4.  Weekday  rush  period  bus  serv- 
ice, at  a  local  25  cent  fare,  between 
downtown  Skokie  and  the  Jefferson 
Park  terminal; 

5.  Extended  bus  routes  on  the 
South  Side  to  better  serve  such 
points  as  the  Republic  Steel  Works 
and  Olive-Harvey  College. 

Early  in  the  new  year  in  1975  CTA 
bus  service  in  and  to  the  suburb  of 
Schiller  Park  v^as  launched.  A  sub- 
sidy program  by  the  village  govern- 
ment enabled  a  25  cent  fare  to  be 
established. 

Combined  vehicle  miles  operated 
in  1974  came  to  136,  985, 139. 

Surface  system  miles  were 
88,185.180.     Rapid    transit    system 


—  -  -.-  -- "         -i  -J  Ma  t2j  W' ■ 


t  i 


^1 


Commuter  train  to  Chicago's  growing  upper  Michigan  complex  —  Big  John, 
Water  Tower  Plaza,  I.  Magnin,  Bonwit's,  Field's  uptown,  et  al  —  for  35  cents. 


miles  were  48, 799,959. 

On  each  weekday  during  the  year  an 
average  of  2,234  buses  operated  over 
273,386  miles  and  an  average  of  892 
rapid  transit  cars  operated  162,833 
miles. 

Average  scheduled  speed  of  buses 
was  12.16  miles  per  hour  compared 
with  12.11  miles  per  hour  in  1973. 
Average  scheduled  speed  of  CTA 
rapid  transit  trains  was  26.63  miles 


per  hour  compared  with  27.53  miles 
per  hour  a  year  ago. 

An  important  interchange  develop- 
ment of  the  year  was  the  arrange- 
ment of  an  experimental  transfer 
system  with  North  Suburban  Mass 
Transit  District  (NORTRAN)  permit- 
ting exchange  of  passengers  between 
two  United  Motor  Coach  routes  and 
CTA  service  to  Jefferson  Park  and 
points  on  Milwaukee  Avenue. 


eta  Quarterly 


Safety 

It's  A  Major  Goal 


A  new  Safety  Department  was 
created  bytheCTA  in  1974.  Said  then 
Chairman  Milton  Pikarsky:  "The  CTA 
still  has  one  of  the  best  safety  rec- 
ords among  the  large  public  trans- 
portation systems  of  the  world.  But 
we  are  not  content  to  rest  upon  past 
records." 

Compared  with  1973,  the  previous 
safest  year  in  CTA  history,  1974  was 
not  regarded  hy  management  as 
satisfactory. 

The  rapid  transit  system  rate  of  1. 1 
per  100,000  miles  was  11.0  per  cent 
lower  than  the  previous  'L'  record  set 
in  1972.  The  surface  system  accident 
rate,  however,  increased  to  9.9  per 
100,000  miles,  up  5  per  cent. 

CTA's  new  Safety  Department 
further  augments  an  intensive  safety- 
training  program  initiated  in  1954. 
Since  that  time,  there  has  been  a 
downward  trend  in  accident  rates, 
year  after  year. 

In  1974,  CTA  stations  and  depart- 
ments received  13  awards  granted  by 
the  Greater  Chicago  Safety  Council 
in  recognition  of  reductions  in  acci- 
dent frequency  rates. 

Cab  signalling  —  the  new  elec- 
tronic safety  system  that  controls 
both  the  spacing  and  speed  of  trains 
—  was  completed  on  the  heavily  trav- 
eled North-South  elevated  route 
shortly  after  the  end  of  the  year. 

Equipment,  both  in  the  cars  and  at 
track  wayside,  works  together  to 
keep  trains  safely  apart  and  to  re- 
strict trains  to  posted  speed  limits, 
particularly  at  curves  and  switches. 
The  motorman's  cab  of  each  train  is 
equipped  with  three-color  (red,  yel- 
low and  green)  signals  and  a  speed- 
ometer which  relates  actual  speed  to 
allowable  speed. 

The  motorman  also  receives  an 
audible  beep-beep  signal  when  the 
speed  exceeds  allowable  limits  or  a 
preceding  train  is  too  close.  This  in- 


What  the  motorman  sees  in  his  cab.  In  box  at  upper  right  allowable  and  actual 
speeds  are  constantly  posted;  below,  red-amber-green  lights  flash  in  traffic 
sign  fashion.  Motorman  is  also  warned  with  audible  beep  signal  when  he's 
just  close  enough  to  train  ahead. 


struction  is  delivered  through  way- 
side "logic"  equipment  (a  series  of 
relays  which  produces  a  command 
signal  transmitted  through  the  run- 
ning rail). 


The  motorman  is  required  to  bring 
his  train  to  allowable  speed  within 
2V2  seconds  or  the  train  will  be 
brought  to  an  emergency  stop  auto- 
matically. 


Summer,  1975 


Facilities 

Their  Development 
Is  Continuous 


Continuous  innprovement  of  serv- 
ice to  \he  public  of  the  Chicago  area 
is  the  underlying  mission  of  CTA's 
Capital  Development  Department. 

Projects  brought  on  stream  in  the 
year  1974  represented  a  total  invest- 
ment of  $25,659,837. 

Among  the  major  accomplish- 
ments were: 

.  .  a  modernized,  escalator-equip- 
ped Bryn  Mawr  station  on  the  North 
elevated  route,  the  first  of  nine  rapid 
transit  stations  to  be  modernized  un- 
der the  CTA's  $140  million  capital 
improvement  program; 

.  .  a  second  new  terminal,  with 
ramp,  at  the  end  of  the  Ravenswood 
elevated  route  at  Kimball  and  Law- 
rence Avenues; 

.  .  anew  bus  maintenance  station 
and  service  garage  at  79th  Street  on 
the  South  Side  (see  companion  fea- 
ture in  this  issue  of  the  CTA  Quar- 
terly); 

.  .new  cab  signalling  equipment 
for  CTA  rapid  transit  (see  more  de- 
tailed description  in  the  article  on 
Safety). 

In  addition,  under  Phase  II  of  the 
development  program,  orders  were 
placed  with  successful  bidders  for; 

.  .  200  air-conditioned  rapid  tran- 
sit cars; 

.  .  600  new  buses,  most  of  which 
are  to  be  air-conditioned. 

The  Phase  II  capital  development 
program,  in  which  the  CTA  is  pre- 
sently engaged,  is  a  $391  million  pro- 
gram funded  by  the  Urban  Mass 
Transportation  Administration  of  the 
U.S.  Department  of  Transportation 
and  the  Illinois  Department  of  Trans- 
portation. 


At  New  77th  Street  Garage: 

CTA  Buses  Go  Into 


Top:  When  a  CTA  bus  gels  its  beauty  bath  and  spruce-up,  the  wash  job  is  automated. 
After  wheels  are  steamed  and  lather  is  applied,  sprayer  runs  back  and  forth  across  the  bus 
to  rinse  the  suds  away. 

Bottom:  For  the  internal  housekeeping,  hoses  bring  cleaning  fluids  in  through  the  win- 
dows. Rubbing  down  of  "furniture"  and  thorough  scrubbing  of  bus  floors  are  next 
operations. 


eta  Quarterly 


*Wet  Dock"  Every  24  Hours 


Under  construction  throughout  1974  — 
and  now  in  operation  —  is  the  largest  bus 
service  station  ever  built  by  CTA.  This 
$2.6  million,  two  level  structure  was  prob- 
ably the  capital  development  achievement 
of  the  year. 

Dramatic  feature  of  the  new  station  is 
an  automated  bus  beauty  bar,  providing 
daily  shampoo  and  rinse  to  every  one  of 
the  316  buses  in  service.  Even  the  color 
scheme  and  decor  are  salon-like  for  psy- 
chological impact  on  the  "beauticians" 
whose  job  is  to  keep  every  bus  as  attrac- 
tive to  riders  as  is  possible. 

The  beauty  bar  can  work  on  1 1  buses  at 
a  time.  Gantry  washers  move  over  the 
1 , 1 36  square  feet  of  a  bus  exterior  in  only 
five  minutes,  applying  detergent,  brush- 
ing, rinsing,  air  drying,  and  scrubbing  the 
wheels.  The  wash  lines  are  equipped  with 
underground  water  reclamation  systems 
for  environmental  control. 

The  beauty  bar  gives  CTA  the  most 
modernized  and  cost-efficient  cleaning 
and  washing  facility  in  the  transit  industry. 

Buses  go  in  for  servicing  at  the  new  gar- 
age every  4,000  miles  or,  on  the  average, 
every  four  weeks.  The  72,000  square  foot 
garage  can  handle  up  to  34  buses  at  a  time 
in  various  steps  of  servicing  and  minor 
repairs. 

During  this  bi-weekly  check-up,  clean- 
ing fluids  are  brought  inside  the  bus 
through  long  flexible  hoses.  The  cleaning 
crew  applies  detergents  and  water,  then 
dries  it  as  it  goes  through  the  vehicle. 

Six  lanes  of  double  length  pits  can  ac- 
commodate up  to  12  buses  for  under- 
carriage inspection  and  lubrication.  Oils 
and  lubricants  are  fed  through  a  system  of 
computerized  control  equipment.  To  pro- 
tect the  environment,  used  oils  and  lubri- 
cants from  the  buses  are  siphoned  into  an 
underground  storage  tank  where  they  are 
collected  and  sold  to  a  commercial  oil 
company. 

The  building  contains  16  heavy  duty 
hydraulic  lifts  for  undercarriage  repair 
work. 


Top:  Cleaning  underneath  is  a  lift  operation.  High  pressure  steam  hoses  blast  mud  and 
grime  away  to  help  bus  operate  in  smoother  fashion,  last  longer. 

Bottom:  Finally,  mechanics  inspect  the  engine  to  see  that  it's  clean  also  —  and  in  good 
operating  condition.  Bus  maintenance  records  and  cues  are  computerized  so  condition 
of  entire  fleet  can  be  before  supervisors  constantly. 


Summer,  1975 


Managers 

CTA  is  Growing  Them 


Not  all  CTA  managers,  directors, 
superintendents  and  supervisors  are 
home  grown.  When  experienced  pro- 
fessional talent  is  required  to  fulfill  a 
rapidly-developing  current  need  —  as 
in  computer  science,  development 
planning,  communications  —  CTA 
goes  out  and  finds  it. 

However,  14  per  cent  of  CTA's  ad- 
vanced management  (managers  and 
directors)  have  been  with  CTA  since 
1935,  and  47  per  cent  have  been  with 
CTA  at  least  20  years.  Many  of  the 
superintendents  and  supervisors  in 
the  system  began  their  CTA  careers 
as  bus  drivers  or  rapid  transit  con- 
ductors. 

One  of  the  emerging  personnel 
policies  at  CTA  has  been  that  of  giv- 
ing executives  total  awareness  of  the 
various  departments  and  job  func- 
tions necessary  in  keeping  the  sys- 
tem operating  smoothly  and  effici- 
ently as  a  vital  public  service.  The 
philosophy  is  that  everyone  should 
see  his  job  in  relationship  to  the 
many  others  with  which  it  interacts. 

CTA's  own  "business  administra- 
tion college",  called  Management 
Institute  I,  carried  out  an  educational 
program  for  285  CTA  employees  dur- 
ing the  1973-74  and  1974-75  academic 


years.  Some  of  these  employees 
served  as  discussion  leaders. 

Developed  by  the  Personnel  Devel- 
opment department,  this  innovative 
program  has  attracted  the  interest  of 
the  transit  industry  nationwide.  A 
number  of  other  organizations  have 
drawn  upon  our  techniques. 

To  date,  the  Management  Institute 
has  concentrated  on  the  middle  man- 
agement level.  Future  plans  call  for 
the  addition  of  both  upper  and  entry 
level  management. 

Students  in  the  Management  Insti- 
tute have  been  selected  by  their 
department  managers.  Each  class 
has  been  given  one  day  a  week  of 
instruction  over  a  ten-week  period  so 
that  regular  job  responsibilities  are 
not  unduly  interrupted. 

The  curriculum  includes  role  play- 
ing, analysis  of  case  problems, 
examination  of  leadership  styles, 
and  management  by  objective.  Most 
classroom  sessions  are  of  the  semi- 
nar type.  Activities  throughout  CTA 
are  visited. 

A  complementary  educational  pro- 
gram, also  initiated  by  Personnel 
Development,  is  the  CTA  Technical 
Institute  (CTATI)  which  has  been  at- 
tended by  200  people  since  the  pro- 


gram was  launched  in  1972. 

The  intensive  one-week  program 
is  held  six  times  each  year.  Attendees 
have  included  employees  of  other 
transit  systems  and  state  transpor- 
tation departments  as  well  as  CTA 
personnel. 

The  curriculum  includes  field  train- 
ing in  bus  operation,  line  and  power 
supervision,  terminal  operation, 
security,  construction,  shop  meth- 
ods, bus  maintenance,  tower  and 
yard  operation,  fare  procedures,  cost 
accounting,  government  relations, 
track  maintenance,  materials  man- 
agement, community  relations,  and 
data  processing. 

A  third  aspect  of  CTA  training 
helps  develop  future  talent  for  the 
system  and  the  industry.  CTA  works 
with  universities  and  colleges  in  the 
area  to  give  transportation-interested 
students  opportunities  to  do  intern 
work  in  their  chosen  fields. 

A  Co-Op  Trainee  Program  consists 
of  a  work  semester  during  the  stu- 
dent's regular  college  year.  A  Grad- 
uate Training  Program  is  also  con- 
ducted and  co-op  students  some- 
times go  right  on  into  this  phase  of 
education. 


Commencement  time  at  Manage- 
ment Institute.  Key  management  [left 
to  right,  James  Blaa,  transportation; 
John  Aurand,  general  administration; 
Paul  Kole,  general  finance]  awards 
diplomas.  In  this  case,  to  Eugene 
Vanella,  supervisor,  power  operation 
and  substation  maintenance.  Insti- 
tute faculty  members  are  Mike  Smith 
[next  to  Kole],  Robert  Desvignes, 
and  Ron  Baker. 


r        33?*   '  :fL    % 


eta  Quarterly 


CTA  Technical  Institute  class  is 
shown  at  left  during  typical  instruc- 
tional tour  of  facilities.  Top,  at  silk 
screen  shop,  where  directional  signs 
are  printed.  Center,  at  west  shops, 
observing  rail  planer,  which  hones 
down  metal  at  ends  to  make  switch 
joints  fit  precisely.  Bottom,  at  ma- 
chine which  bends  rails  for  curves. 

Co-op  trainee  George  Grimes,  below 
civil  engineering  student  from  the 
University  of  Illinois,  gets  first-hand 
surveying  experience  on  the  Evan- 
ston  right-of-way  of  the  rapid  transit. 


Summer,  1975 


CLR14FT 


-'^^ 


«l.- 


pmm    r^^f 


^'^ 


m%. 


The  Chicago  Transit  Board 


Donald  J.  Walsh 

The  Chicago  tradition  of  outstanding 
newspaper  executives  is  borne  out  by 
Donald  J.  Walsh.  Representative  of  the 
business  side  of  journalism,  Walsh  entered 
the  field  in  1920  as  secretary  to  the  late 
Victor  F.  Lawson,  publisher  of  the  Chi- 
cago Daily  News.  He  served  as  Daily  News 
circulation  manager  from  1934  to  1942, 
then  moved  to  the  same  position  with  the 
Chicago  Sun.  In  1950,  he  joined  the 
Herald-American  where  he  became  busi- 
ness manager.  Walsh  was  state  director  of 
public  safety  during  the  administration  of 
the  late  Governor  Adlai  Stevenson  and  w  as 
appointed  to  the  Transit  Board  by  Mayor 
Richard  J.  Daley  in  1971.  Walsh  is  a 
trustee  of  DePaul  University  and  a  mem- 
ber of  the  board  of  Catholic  Charities. 


Ernie  Banks 

One  of  the  most  popular  civic  heroes  in 
Chicago's  history,  Ernie  Banks  was  ap- 
pointed to  the  Transit  Board  in  1969  by 
Governor  Richard  B.  Ogilvie.  Banks 
joined  the  Chicago  Cubs  in  1953  from  the 
Kansas  City  Monarchs,  playing  first  as  a 
star  shortstop  and  later  as  a  first  baseman. 
He  was  voted  the  most  valuable  player  in 
the  National  League  in  both  1958  and 
1959and  participated  in  13  All-Star  games. 
Banks  is  now  a  member  of  the  Cubs' 
coaching  staff.  He  is  a  native  of  Dallas, 
Texas,  but  has  lived  in  Chicago  since  1953. 
He  has  been  active  in  such  community  acti- 
vities as  the  Boy  Scouts  of  America  and  the 
YMCA.  In  1959,  the  Chicago  Press  Club 
honored  Banks  by  naming  him  its  Man  Of 
The  Year. 


New  Designees 

Marshall  Suloway,  Commissioner  of 
Public  Works,  has  been  designated  by 
Mayor  Richard  J.  Daley  to  fill  the  Board 
vacancy  caused  by  the  resignation  of 
Milton  Pikarsky  to  become  chairman  of 
the  Regional  Transportation  Authority. 
Edward  F.  Brabec,  business  manager  of 
the  Chicago  Journeyman  Plumbers 
Union,  Local  130,  is  Mayor  Daley's  ap- 
pointee to  fill  the  Clair  Roddewig  vacancy. 


Clair  M.  Roddewig 
(1903-1975) 

Clair  M.   Roddewig,   who  served  as 
Acting  Chairman  of  the  Board  for  four 
months  in  1973,  died  February  23,  1975.  A 
lawyer,  railroad  and  business  executive, 
and  civic  leader,  Roddewig  had  been  ap- 
pointed to  the  Board  by  Mayor  Richard  J. 
Daley  in  1970. 

■ 

■ 

eta  Quarterly 


James  R.  Quinn 

Chicago's  most  powerful  package  of 
transit  experience,  public  service  wisdom, 
and  human  relations  is  labelled  James  R. 
Quinn.  Quinn,  who  serves  as  Vice  Chair- 
man of  the  Transit  Board,  was  appointed 
in  1945  by  the  late  Mayor  Edward  J.  Kelly. 
From  1931  to  1945,  Quinn  was  a  Chicago 
alderman  representing  the  50th  Ward.  He 
was  chairman  of  the  Council's  Committee 
on  Local  Transportation  for  1 1  years.  He 
took  an  active  part  in  the  formation  of  the 
Chicago  Transit  Authority  in  1945  and 
played  the  key  role  in  the  bringing  of  the 
subway  system  to  State  Street.  Quinn  is  an 
attorney  with  offices  on  LaSalle  Street. 
He  has  been  assistant  state's  attorney  and 
a  professor  of  law  at  Loyola  University. 


Lawrence  G.  Sucsy 

Key  Transit  Board  member  in  bringing 
CTA  bus  service  to  Evanston  was  Law- 
rence G.  Sucsy,  who  was  appointed  to  the 
Board  in  1971  by  Governor  Richard  B. 
Ogilvie.  Sucsy  has  a  background  in  invest- 
ment banking  and  management  consult- 
ing. In  the  latter  capacity,  he  directed  a 
joint  venture  that  gave  the  developing 
country  of  Nigeria  its  first  intercity  bus 
service.  He  spent  six  years  with  Chicago- 
headquartered  Booz,  Allen  &  Hamilton 
where  he  directed  consulting  assignments 
with  major  railroads,  airlines,  and  govern- 
ment agencies.  Sucsy  received  his  under- 
graduate degree  in  electrical  engineering 
from  Yale  University  and  his  M.B.  A.  from 
Harvard  Business  School,  where  he  was 
also  a  Baker  Scholar. 


Wallace  D.  Johnson 

An  investment  banker  throughout  his 
business  career,  Wallace  D.  Johnson  was 
appointed  to  the  Transit  Board  in  1970  by 
Governor  Richard  B.  Ogilvie.  He  had 
drafted  the  plan  of  reorganization  for  the 
North  Western  Railroad  in  1955,  was  co- 
author of  a  plan  for  rehabilitating  the  New 
Haven  Railroad,  and  had  served  as  finan- 
cial adviser  to  the  president  of  the  South 
Shore.  In  1971,  Johnson  made  a  five- 
nation  tour  to  study  mass  transportation 
impact  on  urban  and  suburban  living  in 
European  cities  under  the  auspices  of  the 
U.S.  Department  of  Transportation. 
Johnson  is  a  member  of  the  High  Speed 
Ground  Transportation  Advisory  Com- 
mittee for  DOT.  A  graduate  of  Lake 
Forest  College,  Johnson  has  served  as 
chairman  of  the  board  of  the  Chicago 
Association   of  Stock    Exchange   Firms. 


Sumnner,  1975 


Pivotal  day  for  urban  transportation:  President  Ford  signs  $11.8  billion  legis- 
lation signalling  federal  government  acceptance  of  transit  as  necessary  public 
service. 

Even  "transit  independents"  like  this  "happy"  drive-to-work  motorist  benefit 
from  public  funding  of  transit.  CTA  keeps  140,000  cars  off  the  expressways 
in  the  rush  hour.  He's  already  coping  with  36,000. 


Money 

It's  What  Makes 

The  Wheels  Go  'Round 


1974  was  a  landmark  year  in  transit 
economics.  Wlien  President  Ford 
signed  the  Urban  Mass  Transit  As- 
sistance Act  last  November,  it  signi- 
fied recognition,  at  federal  levels,  of. 
the  public  service  necessity  of  public 
transportation. 

The  importance  of  stabilizing  fares 
at  reasonable  levels  so  that  the  use 
of  public  transportation  is  attractive, 
and  a  balancing  factor  in  the  con- 
sumer price  index,  has  been  ac- 
cepted. No  longer  is  it  regarded  as 
necessary,  or  even  feasible,  to  equal- 
ize rising  operating  costs  with  rising 
fares. 

At  the  same  time,  it  is  also  recog- 
nized that  a  public  service  such  as 
transit  must  maintain  the  highest 
level  of  performance,  convenience, 
efficiency,  and  safety  in  its  equip- 
ment, facilities,  and  schedules.  The 
riding  public  must  not  be  deprived  of 
up-to-date  service  because  of  dim- 
inishing net  revenues. 


eta  Quarterly 


This  factor  has  been  effectively 
communicated  throughout  the  past 
few  years  by  former  Chairman  Milton 
Pil<arsky  and  other  CTA  spokesmen. 
The  importance  of  public  transporta- 
tion to  the  so-called  "transit  indepen- 
dent" who  seldom,  if  ever,  uses  tran- 
sit has  been  one  theme.  Another  has 
been  the  return  to  the  public  on  pub- 
lic investment  in  mass  transit  in 
terms  of: 

a.  energy  conservation; 

b.  environmental  protection; 

c.  efficient  use  of  space; 

d.  employment; 

e.  stabilization  of  go-to-work  liv- 
ing costs. 


Illustrating  energy-saving  return  to 
the  public  on  investment  in  mass 
transit:  The  automobile  delivers  17.7 
passenger  miles  per  gallon  of  fuel. 
The  bus  delivers  246  passenger 
miles.  The  rapid  transit  train  delivers 
320  passenger  miles.  In  terms  of  pol- 
lutants, the  bus  produces  the  equiva- 
lent of  less  than  two  cars,  yet  serves 
20  times  or  more  the  number  of 
riders. 


Summer,  1975 


Money 


In  1974,  CTA  operating  revenues 
increased  $8,563,266  or  4.6  per  cent 
over  the  previous  year.  Increased 
costs  of  Social  Security  taxes,  em- 
ployer's insurance,  motor  fuel,  and 
miscellaneous  services  accounted 
for  16.7  per  cent  of  the  increase  in 
operating  expenses. 

Before  applying  grants  received, 
operating  revenues  fell  $62,574,420 
short  of  meeting  operating  expenses. 

Operating  revenues  were  short 
$8,228,134  to  make  deposits  to  debt 
service  funds  In  order  to  comply  with 
the  trust  agreement  assuring  the 
Authority's   public   revenue    bonds. 

Operating  revenues  also  failed  to 
meet  the  required  provision  for  de- 
preciation. 

Thus,  total  revenue  deficiency  be- 
fore applying  grants  amounted  to 
$86,406,489. 


The  State  of  Illinois  reimburses 
fare  differentials  caused  by  reduced 
fares  for  students  and  senior  citi- 
zens. In  1974,  the  total  reimburse- 
ment for  these  two  groups  amounted 
to  $18,886,372  compared  with 
$10, 774,613  in  the  previous  year. 

During  1974  grants  to  CTA  were 
authorized  as  follows: 

.  .  $70  million  for  system  mod- 
ernization and  capital  improvements 


from  the  Urban  f^ass  Transportation 
Administration  of  the  U.S.  Depart- 
ment of  Transportation; 

.  .  $16  million  from  the  newly- 
constituted  Regional  Transportation 
Authority  for  operating  costs. 

The  Regional  Transportation  Au- 
thority will  fund  the  difference  re- 
maining between  operating  costs 
and  the  $62. 6  million  deficit  as  well  as 
equipment  trust  deficits  of  $1.7 
million.  Interest  earnings  on  invest- 
ments Increased  in  line  with  gener- 
ally rising  interest  rates  during  the 
year. 

For  the  year  1975,  a  budget  of 
$291,837,000  was  adopted  by  the 
CTA  Board.  This  budget  is  based  on 
an  estimated  $198,223,000  in  system- 
generated  revenue  and  public  fund- 
ing through  the  Regional  Transporta- 
tion Authority  of  $95,314, 700. 


Modernized  data  processing  contri- 
butes to  improved  efficiency  of  CTA 
financial  and  management  functions: 
for  example,  accounting,  record 
keeping,  budgeting,  estimating,  pay- 
roll, purchasing,  personnel. 

Money-saving  is  a  major  argument 
for  CTA-model  transportation.  How 
the  message  is  conveyed,  in  one  of 
CTA  Marketing's  current  television 
commercials  is  reflected  in  story- 
board  at  right. 


eta  Quarterly 


K'X'% 

1.  (Music  under)  DEALER:  I  see. 
So  you're  looking  for  an  economv 
model. 


4.   ...with  your  sporty  two-tone 
paint  job.  All  standard! 


7.   . .  .power  brakes, 


10,  And,  you'll  never  have  to 
spend  a  nickel  on  gas,  mainte- 
nance or  parking. 


L. 


Chicago  Transit  Authority 
"Herman  &  Gladys-30" 
CTA-5013 


klii^i 


2o  Well,  this  is  our  biggie. 
It's  your  basic  two-door, ,  .  , 


5,  Comfy  bench  seats, 


11,  MAN:  How  much? 


3.   ..  .automatic  transmission, . , 


6,   ,.,lots  of  leg  room. 


9,  MAN:  Standard?  DEALER: 
Standard! 


12,  DEALER:  Aifi  down.  And 
45^  back. 


13.  What  do  you  say  folks? 


14.  (Music  and  natural  sfx) 


15,  You  look  terrific  in  it! 


c\a,  statistically 

{Subject  to  final  audit.) 


2,420  buses 

1 ,100  rapid  transit  cars 

serving  the  city  of  Chicago 
and  31  suburbs 

2,018  miles  of  bus  routes 
205  miles  of  rail  routes 

14,000  bus  stops 

142  rapid  transit  stations 

all  within  3/8  of  a  mile 
of  99%  of  the  population 

2.3  million  rides 

on  an  average  weekday 


Financial  Highlights  '"<=^««s« 

^          ^  1974  1973  (Decrease) 

Operating  Revenue $  1 95,040,693  $  1 86,477,427  $      8,563,266 

Operating  Expenses 257,61 5,11 3  220,809,1 28  36,805,985 

Revenue  Available  (Deficiency)  before  Grant  and  Debt  Service  .. .  (62,574,420)  (34,331,701)  (28,242,719) 

Grant  from  City  of  Ctiicago,  County  of  Cook,  State  of  Illinois  and 

RTA  Applied  to  Operating  Deficiency 62,574,420  34,331 ,701  28,242,719 

Net  Revenue  Available  (Deficiency)  before  Debt  Service _  _  _ 

Debt  Service  Requirements 8,209,019  8,196,998  12,021 

Deficiency  Before  Depreciation  (8,209,019)  (8,196,998)  (12,021) 

Depreciation  Requirements— Current  Period 15,603,936  14,916,873  687,063 

Net  Deficiency  in  Revenue $  (23,812,955)  $  (23,113,871)  $         (699,084) 


eta  Quarterly 


Sources  of  Revenue 


1974 


lncrease-(  Decrease) 
1973  Amount  Per  Cent 


Passenger  Revenues- 
Originating  —  Bus $127,718,188 

Originating  —  Rail 44,185,798 

Fare  Differential  — State  of  Illinois 
Reimbursement- 
Students  8,664,494 

Senior  Citizens 10,221,878 

Evanston  Fare  Differential   302,065 

191,092,423 

Ctiarter  Service 991 ,935 

192,084,358 

Other  Revenues- 
Station  and  Car  Privileges 987,499 

Rent  of  Buildings  and  Othier  Property 445,473 

Miscellaneous 1 ,523,363 

2,956,335 

Total  System  Generated  Revenues $195,040,693 


$126,386,032      $     1,332,156  1.1 

45,222,358  (1,036,560)  (2.3) 


6,785,572 

3,989,041 

92,308 

1 ,878,922 

6,232,837 

209,757 

27.7 
156.2 
227.2 

82,475,311 

8,617,112 

4.7 

670,098 

321 ,837 

48.0 

183,145,409 

8,938,949 

4.9 

967,712 

425,436 

1 ,938,870 

19,787 

20,037 

(415,507) 

2.0 

4.7 

(21.4) 

3,332,018 

(375,683) 

(11.3) 

186,477,427 

$  8,563,266 

4.6 

OOeratinq    Expenses  Increase-(Decrease) 

v|^^iaiiii«^    ■.yv|^wii«7^«9                               ^g^^  ^g^g  Amount               Per  Cent 

Wages  and  Salaries $1 69,495,279  $1 47,504,693  $  21 ,990,586 

Pension  Contributions 22,586,400  19,689,690  2,896,710 

Federal  Insurance  Contributions 9,1 68,587  7,757,572  1 ,41 1 ,01 5 

Employees'  Insurance 8,737,590  9,31 6,500  (578,91 0) 

Total  Labor  Costs 209,987,856  184,268,455  25,719,401 

Electric  Power  Purchased 4,586,71 7  4,1 23,433  463,284 

fVlotor  Bus  Fuel  Consumed 7,628,654  4,802,194  2,826,460 

Operating  Material  and  Supplies 9,686,633  7,765,882  1 ,920,751 

Provision  for  Injuries  and  Damages 14,582,211  9,817,266  4,764,945 

Misc.  Services,  Supplies,  Etc 11,143,042  10,031,898  1,111,144 

Total  Operating  Expenses $257,615,113  $220,809,128  $  36,805,985 

Debt  Service  Requirements  principal  and 

"  Interest  Sinking  Funds 

Revenue  Bonds $1 ,709,562  $6,499,457 

Equipment  Trust  Certificates 163,816  1 ,537,416 

Total $1,873,378  $8,036,873            $9,910,251 


14.9 
14.7 
18.2 
(6.2) 

14.0 

11.2 
58.9 
24.7 
48.5 
11.1 

16.7 


Total 

$8,209,019 
1,701,232 


Summer,  1975 


25 


Bonds 


Total  Revenue  Bonds  Retired 

(Serial  Maturities  and 

Sinl<ing  Funds) 


Series  1974 

1947 $5,192,000 

1952 224,000 

1953 71,000 

Total $5,487,000 


$84,184,000 
9,306,000 
2,689,000 

$96,179,000 


Safety 

Traffic  Accidents 6,495 

Passenger  Accidents 2,680 

Total  Accidents 9,175 

Scheduled  Miles  on  Route  (in  thousands) 135,710 

Frequency  Rate— Accidents/100,000  Miles- 
Traffic  Accidents 4.79 

Passenger  Accidents 1 .97 

Total  Accidents 6.8 


1973 

1954 

Increase-(Decrease) 
From             From 
1973               1954 

6,197 
2,835 

16,300 
9,678 

4.81% 
(5.47%) 

(60.15%) 
(72.31%) 

9,032 

25,978 

1.58% 

(64.68%) 

137,803 

164,222 

(1.52%) 

(17.36%) 

4.50 
2.06 

9.93 
5.89 

6.44% 
(4.37%) 

(51.76%) 
(66.55%) 

6.6 

15.8 

3.03% 

(56.96%) 

Claims 

Claim  Settlennents 

Nunnber 

Settlement  Costs 
Expenses  

Total  Cost  of  Claims. 

Suit  Settlements 

Number 

Settlement  Costs 
Expenses  

Total  Cost  of  Suits  .  . 

Total  Costs 


1974 

1973 

Increase 
(Decrease) 

4,899 

$1 ,408,093 

1,787,459 

7,892 

$  1,313,285 

1,644,619 

(2,993) 

$          94,808 

142,840 

$3,195,552 

$  2,957,904 

$      237,648 

1,317 

$4,158,120 

1,617,932 

2,104 

$  6,313,003 

1 ,671 ,884 

(787) 

$(2,154,883) 

(53,952) 

$5,776,052 

$  7,984,887 

$(2,208,835) 

$8,971,604 

$10,942,791 

$(1,971,187) 

Ota  Quarterly 


Ten  Year  Financial  &  Statistical  Summary 


1974 

System  Generated  Revenues      $1 73  2 

Student  Fare  Differential  — State  of  Illinois 8-7 

Senior  Citizen  Fare  Differential  — State  of  Illinois 10-2 

Other  Revenues                                          2  9 

Total  System  Generated  Revenues      195.0 

Total  Labor  (including  Fringe  Benefits) 210  0 

Material  and  Supplies    .      ,            9  7 

Provision  for  Injuries  and  Damages          l**  6 

Powers  Fuel                                       12  2 

Other  Operating  and  tvlaintenance  Expenses  111 

Total  Operation  and  Maintenance  Expenses 257.6 

Revenue  Available  (Deficit)  before  Debt  Service (62.6) 

Debt  Service  Requirements: 

Equipment  Trust  Certficates     17 

Revenue  Available  (Deficit)  before  Depreciation (72.5) 

Grants  from  RTA,  State  of  Illinois.  City  of  Chicago,  and  County  of  Cook  for 

Operating  Costs  &  Equipment  Trust  Debt  Service 64.3 

Grant  from  Slate  of  Illinois  tor  Debt  Service — 

Net  Revenue  Available  (Deficit)  before  Depreciation (8.2) 

Depreciation  Requirement  (Current  Period)   15  6 

Balance  Available  (Deficiency) $(23.8) 

Capital  Investment 

Funds  provided  by  CTA $         2 

Funds  Provided  by  Federal.  City,  etc 25  7 

Total  Capital  Investment      25.9 

Sale  of  Real  Estate— Proceeds .5 

Outstanding  Revenue  Bonds  — Less  Reserves 32.8 

Outstanding  Equipment  Trust  Certificates— Less  Reserves 3  2 

Total  Bonds  and  Certificates  Outstanding    $  36.0 

Revenue  Passengers: 

Originating— Bus 287  4 

Originating— Rail 94.2 

Total  Originating  Passengers 381 .6 

Transfer  Passengers 243  8 

Total     625.4 

Automobile  Registrations- Cools  County 2  3 

Revenue  Vefiicle  Miles: 

Bus 88  2 

Rail 48  8 

Total 137.0 

Active  Passenger  Equipment  (ttiousands): 

Buses 2.7 

Rail  Cars 1.2 

Total 3.9 

Rates  of  Fare  at  Year  End: 

Full  Fare  (6)  (d) 45ii 

Children,  Students  and  Senior  Citizens  (e) 20i 

Transfer  Charge ^0<i 

Total  Incidents  Whicfi  May  Result  in  Suits  or  Claims  (thousands)    17  9 

Bus  Operators  Hourly  Wage  Rateat  Year  End.  (Including  Cost-of-Living)  .  .  $  6.895 

(a)  Fiscal  Years  1966  and  1972  mere  53-vieeli  years  All  others  were  52-week  fiscal  y 
{b)  Senior  Citizen  reduction  effective  limited  hours  (4'20'69}  —  24  hours  basis  (n-5- 
(c)  Fare  changes  effective  July  6,  1970,  December  19,  1968,  November  5.  1967. 


1973 

$172  4 


1972(a)       1971 


Fiscal  Year 
1966(a)       1965 


1785 

$181  2 

$1749 

$171   9 

$1457 

$140  7 

$1404 

$134.4 

61 

61 

60 

46 

36 

37 

3.6 

1   3 

25 

37 

38 

34 

36 

35 

34 

31 

187.1 

191.0 

184.7 

179.9 

152.9 

147.9 

147.4 

138.8 

1609 

161   3 

147  3 

132  0 

1172 

1092 

102  7 

95  1 

9.8 

9  6 

8  7 

8  0 

7  5 

7  6 

70 

6  4 

93 

95 

92 

82 

55 

5.9 

65 

75 

7  6 

73 

6  8 

6  4 

6  3 

65 

6.6 

64 

83 

85 

'1 

64 

3.9 

64 

5.4 

50 

215.9 

196.2 

179.1 

161.0 

140.4 

134.6 

128.2 

120.4 

(28.8) 

(5.2) 

5.6 

18.9 

12.5 

13.3 

19.2 

18.4 

83 
17 

80 

'7 

?? 

1° 

W 

W 

1° 

(38.8) 

(14.9) 

(4.0) 

9.2 

2.8 

3.5 

9.3 

8.7 

(5.1)  (22.8) 

149  150 

(20.0)       $(37.8) 


$   37.6         $  40.9         $   48.8 


272.8  277  1 


282  ( 


296.2  3170 

105  6  103  1 


368.0  377.6  386.1  401.8 

227  6  228  4  225  0  226  9 

595.6  606.0  611  1  628.7 


$    (9.4)       $    (8.3)       $    (2.5)       $    (2.t 

$     5  9        $     7  6        $   14  3        $   14  ■ 


$  71.9  $  78.7  $  85.1  $  91.; 

347  0  389  8  405  7  389  1 

1108  120  7  117  6  114  E 

457.8  510.5  523.3  503. S 


692.9  767.6  784./ 


2  3 


2  2 


Summer,  1975 


27 


Workers 

They're  All  Salesmen,  But  They  Don't  All  Travel 


Operating  labor  hours  for  1974 
totaled  25,520,518  compared  with 
25,030.067  for  1973,  an  increase  of 
2.0  per  cent. 

Cost-of-living    allowances,    as 


agreements  with  the  union,  were 
made  twice  in  1974,  resulting  in  the 
salary  scale  for  the  wages  of  drivers 
shown    below . 

The  Authority's  pension  contribu- 


per  cent,  primarily  as  a  result  of 
higher  employee  earnings.  Federal 
Insurance  Contribution  Act  costs  for 
1974  increased  18.2  per  cent  due  to  a 
higher  taxable  base. 


stipulated  in  employee-employer         tion  costs  for  the  year  increased  14.7 


Many  and  varied  are  the  12,660 
jobs  in  CTA.  Estimates  are  that  52% 
of  these  are  bus  drivers,  conductors, 
and  motornnen. 

All  CTA  workers,  in  effect  are  sales 
people  —  doing  something  to  make 
it  easier,  more  comfortable,  more 
prompt,  safer  for  the  riders. 

Not  a  great  many  are  seen,  but  all 
are  heard.  Here  are  what  a  few  of 
them  do  — 


Basic  Hourly 
Rate 

Cost-of-Living 
Allowance 

Total 

December  30, 1973 

$6,200 

- 

$6,200 

1974  Changes 

.200 

.495 

.695 

December  30, 1974 

$6,400 

$.495 

$6,895 

Frank  Reader,  60,  CTA's  flange 
angle  foreman,  plans  the  work  of  an 
eight  man  gang  responsible  for  re- 
pairing and  replacing  the  45  foot- 
long  L-shaped  steel  arms  that  hold 
together  the  CTA's  40  miles  of  'L' 
tracks. 

He  estimates  his  crew  finishes  six 
pair  of  flange  angles  each  week, 
working  both  in  winter  and  summer, 
often  on  Sundays.  For  that  is  when 
they  can  single  track  the  trains, 
Reader  explains,  for  easier  place- 
ment. 

While  Reader  no  longer  walks  the 
scaffold  under  the  tracks,  he  does 
sometimes  ride  up  in  a  bucket  to  take 
a  first  hand  spotcheck  of  newly  posi- 
tioned flange  angles. 


Profiles  by  Anit  Leppiks, 
CTA  Public  Affairs 


eta  Quarterly 


CTA  conductor  Robert  BIyth,  has 
been  announcing  stops  on  the  West- 
Northwest  rapid  transit  route  ever 
since  it  was  opened  five  years  ago. 
BIyth  works  a  swing  shift,  catching 
both  the  morning  and  evening  rush 
hours.  But  despite  all  of  his  contact 
with  the  public,  BIyth  has  never  been 
seriously  ill;  in  33  years  at  the  CTA, 
he  has  never  missed  a  day. 


John  Small,  21,  a  bus  serviceman, 
scrubs  the  insides  of  buses  every 
4,000  miles,  about  every  two  weeks. 

His  job  starts  with  sweeping  the 
floor  of  the  bus,  which  he  follows 
with  a  spray,  rinse  and  wipe  of  the 
entire  seating  area,  before  he  pol- 
ishes the  inside  windows. 

Small  also  is  responsible  for  clean- 
ing up  any  writing  or  gum  stuck  on 
the  inside  of  the  bus. 


Alicia  Tomlin  is  the  receptionist  to 
see  if  you  are  at  CTA's  General  Of- 
fices in  the  Merchandise  Mart  and 
want  to  know  something  about  the 
CTA,  but  don't  know  your  way 
around. 

Ms.  Tomlin,  a  CTA  employee  for 
three  years,  developed  her  ease  in 
handling  the  public  while  a  ticket 
agent.  So  it's  small  wonder  that 
people  leave  the  CTA  information 
booth  on  the  seventh  floor  knowing 
exactly  where  to  go  and  wearing  a 
smile. 

Ms.  Tomlin  says  most  people  ask 
questions  about  obtaining  senior 
citizen  cards  and  how  to  find  the 
employment  office. 


Summer,  1975 


Workers 


Fred  Miller,  24,  worked  as  summer 
help  while  pursuing  his  bachelor's 
degree  in  physical  education  at 
Northern  Illinois  University.  Now  he 
drives  the  No.  151  Sheridan  bus  route 
out  of  the  North  Park  Garage. 


Ida  Taylor,  a  CTA  ticket  agent  for 
eight  years,  hands  out  'L'-to-subway 
identification  checks  at  the  Clark  and 
Lake  Street  outer  elevated    station. 

A  boring  job?  Not  when  you're 
dealing  with  146  riders  every  two 
minutes  for  four  hours  of  rush  period 
traffic  twice  a  day. 


Alexander  Johnson,  36,  is  a  bus 
repairman  on  wheels.  Johnson 
comes  to  the  scene  of  any  bus  stuck 
on  the  street  and  works  to  get  it 
going  again  in  15  minutes  or  sends  it 
to  the  shop  for  further  repairs. 

Johnson  must  be  able  to  instantly 
diagnose  what's  wrong  with  a  bus, 
he  must  be  able  to  work  in  the  midst 
of  street  traffic,  and  he  must  be  fast. 


eta  Quarterly 


If  you  ve  ever  seen  a  bus  sign  on 
Wacker  Drive,  you've  seen  Joan 
Harrison's  work.  For  Miss  Harrison, 
graphics  designer,  is  currently  in- 
volved in  the  layout  of  bus  destina- 
tion signs. 

Not  that  she's  always  at  her  draw- 
ing board;  part  of  the  job  of  a  CTA 
designer  involves  checking  the  sub- 
ways and  bus  stops  where  signs  are 
placed. 

Miss  Harrison  concludes  that  while 
her  bachelor  of  fine  arts  degree  from 
Northern  Illinois  University  is  in 
graphics  design  (1974)  —  she  has  be- 
come something  of  an  engineer  at 
the  CTA  —  designing  and  laying  out 
projects  that  will  be  functional  as 
well  as  attractive. 


To  Paul  Raeck,  38,  a  repairman  at 
the  77th  Street  Garage,  taking  the 
transmission  apart  or  replacing  an 
engine's  cylinder  heads  is  an  ordi- 
nary task.  Such  a  "chore"  however, 
may  take  two  men  working  10  hours 
to  complete.  Says  Raeck,  "I  like  en- 
gines." He  must. 


Michael  Nardulli,  23,  interviews 
applicants  for  entrance  level  jobs  at 
the  CTA. 

Among  the  40  or  so  applicants  he 
deals  with  each  day  are  students  and 
teachers  applying  for  summer  jobs 
as  bus  drivers,  ticket  agents,  con- 
ductors, servicemen  and  trackmen. 

Onthejobhimself  only  six  months, 
Nardulli  is  a  1973  graduate  of  DePaul 
University. 


Summer,  1975 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK   RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


TPANSPCFTN     CTN    MER'»^^ 
1S35    EHIBI15AN    PP 
IVANSTCN     UL    60701 


.Jft»!«Vl. 


Quarterly 


^4. 


.s^ 


Autumn,  1975 


v^ 


Vc> 


IN  THIS  ISSUE 

Commuter  Watch 
Japanese  Transit 
Soldier  Field 
Paul  Revere 


cx^ 


NU  Transportation  Center 
Charter  Tour 
Selling  To  CTA 


Second  CItv 

TRANSPORTATION  CtNTt^ 


.KS»TV 


NO 


ITOJMffife 


ifflnifflinsfflTOi 


;?>' 


« 


aj*<.vtt.t.t. 


CTA  Quarterly 


Vol.  1 


No.  4 


Chicago  Transit  Board 

James  R.  Quinn,  Vice  Chairman 
Ernie  Banl^s 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.  Walsh 


J.  Thomas  Buck, 

Manager,  Public  Affairs 
J.  H.Smith, 

Editor  and  Director 

of  Publications 
JackSowchin, 

Art  Director 


Copyright  1975,  Chicago  Transit 
Authority:  Permission  to  reprint  will 
be  granted  upon  request. 


Published  every  three  months  by 
the  Public  Affairs  Department, 
Chicago  Transit  Authority, 
Merchandise   Mart  Plaza, 
P.O.  Box  3555,  Chicago,  II.  60654. 
Telephone  (312)  664-7200. 


Autumn,  1975 


Commuter  Watch 

How  go-to-workers  are  kept  posted 


Americans,  Please  Copy! 

CTA  Manager,  loose  with  camera.  In  Japan 


Soldier  Field,  Chicago 

A  treasure  house  of  sports  excitement 


Who  Authorized  This  Trip? 

Paul  Revere  by  expense  account 


The  Campus  Scene  in  Transportation 

Northwestern  leads  in  this  league 


Pick  Your  Own  Tour 

Newsman's  holiday  shows  how 


How  To  Sell  To  CTA 

An  Interview  with  the  Director  of  Purchasing 


CTA  First  in  Second  City 

The  overture  to  an  evening  of  fun 


\-20 


New  Data  In  Library 

It's  CTA  travel  information 


Photo  Credits 

Front  Cover: 

Kee  Chang,  Chicago  Association  of  Commerce  and 

Industry 
Pages  3-7: 

Jack  Sowchin,  CTA  Public  Affairs 
Pages  8-1 1 : 

George  Krambles,  CTA  General  Operations  Manager 
Pages  12-13: 

Jack  Sowchin,  CTA  Public  Affairs 
Pages  14-15: 

Chicago  Tribune 
Center  Spread: 

Kee  Chang,  Chicago  Association  of  Commerce 

and  Industry 
Page  18: 

CTA  Historical  Files 
Pages  20-21,  22  top: 

DIan  Younker,  Northwestern  University 
Page  22,  bottom: 

Uldls  Saule,  Ion  Photographies 
Page  23: 

DIan  Younker,  Northwestern  University 
Pages  24-27,  30-31: 

Jack  Sowchin,  CTA  Public  Affairs 
Back  Cover: 

Jack  Sowchin,  CTA  Public  Affairs 


The  Covers 


Front:  Modernized  Soldier  Field,  In  focus  each  Bear 
season.  Is  a  year-round  interest  point  for  Chicagoans  and 
tourists  as  well  as  a  treasure-house  of  memories  for 
sports  fans.  (See  Bill  Wolfan's  article.  Page  12). 


Back:  Rebecca  Crown  Center  is  "gateway"  to  expanded 
Northwestern  University  campus  in  CTA-served  Evanston 
—  and  famed  NU  Transportation  Center  (see  Page  20)  is 
portal    to  new    skills    In    solving    transit   problems. 


eta  Quarterly 


T^j^ 


ri^^ 


P  ^  U^ 


Commuter  Watch 

How  the  Public  Is  Kept  Advised  of  Travel  Conditions 


Chicago  enjoys  a  world-wide  repu- 
tation as  "the  city  that  worlds".  At  a 
time  when  most  urban  centers  are 
plagued  by  decay  —  Chicago  re- 
mains viable.  It's  a  reputation  earned 
by  traditional  prairie  enthusiasm  tor 
growth  and  change. 

Nothing  stands  still.  Chicago 
learned  that  lesson  well  —  from  the 
day  after  the  Chicago  fire,  when  it 
started  to  rebuild,  to  its  head-on 
approach  to  environmental  and 
social  problems  of  today. 


Look  at  the  record.  In  the  last 
decade,  Chicago  has  added  224  new 
commercial  and  office  complexes 
and  460,896  new  housing  units. 
Since  1968,  the  Central  Business 
District  alone  has  added  63,000  new 
jobs  —  or  an  increase  of  33  per  cent 
of  the  white  collar  labor  force  while 
New  York  has  experienced  a  four 
per  cent  decrease  in  white  collar 
employment.  We're  the  center  of 
business  for  the  Midwest ..  .the 
crossroads  of  national  commerce. . . 


the  city  with  highest  per  capita  in- 
come... one  of  the  lowest  crime 
rates  in  the  nation. 

We're  also  a  city  recognized  as 
having  one  of  the  most  comprehen- 
sive and  modern  mass  transportation 
systems  in  the  country.  Just  since 
January,  53  representatives  from  15 
foreign  nations  have  come  here  to 
study  how  the  Chicago  Transit 
Authority  operates. 

And  typical  of  the  city's  profile,  the 
concept  of  transportation  is  chang- 


Gary's  Aerie:  Atop  the  Sears  Tower,  WBBM's  Gary  Lee  reports  continuously  to  commuters,  collecting  his  data  both  by 
eye  and  by  ear.  The  WBBM  weather  office  is  also  designed  as  a  tourist  attraction  for  visitors  to  the  observation  deck. 
The  office  also  distributes  CTA  route  maps  and  information  upon  request. 


Autumn,  1975 


ing  —  winning  greater  public  under- 
standing that  efficient  travel  is  not  a 
run-for-profit  business,  but  an  es- 
sential public  service. 

Guiding  the  Businessman 

CTA,  in  developing  its  public  serv- 
ice image,  has  learned  to  literally 
take  people  by  the  hand  and  guide 
them  from  home  to  the  office,  shop- 
ping, and  recreation.  Of  the  772,839 
people  that  enter  the  Chicago  Busi- 
ness District  on  a  typical  weekday, 
446,000  of  these  people  commute 
from  the  entire  six  county  metropoli- 
tan area  to  work  in  the  central  area. 
The  daytime  work  force  is  larger  than 
the  population  of  all  but  30  of  the 
nation's  complete  cities.  Eighty-five 
per  cent  of  these  people  depend  on 
public  transportation. 

So  the  CTA,  in  addition  to  keeping 
the  city's  buses  and  trains  on  sched- 
ule, is  now  informing  the  public  just 
how  "on  schedule"  these  buses  and 
trains  are.  Where  there  are  delays. 


the  CTA  is  attempting  to  provide  — 
and  inform  the  rider  —  of  alternate 
routes  of  travel  that  will  still  allow 
him  to  walk  into  work,  on  time,  with 
a  minimum  of  inconvenience. 

CTA  Public  Affairs  Manager  Tom 
Buck  set  up  the  system,  assigning 
Bob  Heinlein  the  job  of  traffic  spotter 
at  the  same  time  the  media  began  to 
recognize  mass  transportation  as  the 
solution  to  the  energy  and  environ- 
mental problems,  almost  two  years 
ago. 

You  first  notice  the  CTA's  traffic 
reporting  early  in  the  morning,  listen- 
ing to  the  radio  as  you're  sipping  a 
cup  of  coffee  or  shaving. 

That's  when  any  one  of  five  differ- 
ent radio  stations  —  WBBM,  WNIS, 
WIND,  WLS,  and  WYEN  may  issue 
as  many  as  15  reports  per  hour  on 
how  the  CTA  is  running  on  a  normal 
weekday  morning.  They  get  their 
information  by  calling  in  to  talk  to 
Heinlein  in  the  CTA's  Operations 
Control  room. 

Heinlein    monitors   the   telephone 


conversations  between  the  rail  and 
bus  controllers  with  any  of  the  3,000 
operating  employees  on  the  street 
during  every  morning  rush  period.  He 
listens  for  news  of  accidents,  broken 
traffic  lights,  weather  hazards,  or 
anything  else  which  may  cause 
delays  and  bus  rerouting. 

In  addition,  he  keeps  track  of 
instructions  and  alerts  issued  over 
the  CTA's  two  way  radio  KSA977, 
the  bus  monitor,  trainphone,  and 
intercom. 

Heinlein  reports  the  pertinent 
information  —  and  sometimes 
will  "go  live"  —  on  any  of  the  radio 
stations  reporting  traffic  conditions. 
WBBM  Newsradio  78,  for  instance, 
integrates  Heinlein's  tips  into  its 
traffic  reports  every  10  minutes  from 
6-9  a.m.,  and  in  the  afternoon,  from 
3-7  p.m. 

Eye  In  The  Sky 

Furthermore,  the  CTA's  ability  to 
get   out   the   necessary   information 


eta  Quarterly 


The  Eye  In  The  Sky  {and  what  it 
avoids):  A  long  look  through  Gary 
Lee's  telescope  gives  a  close-up 
view  of  a  developing  traffic  situation 
as  shown  here  —  and  helps  to  mini- 
mize the  kind  of  rush  hour  traffic 
jams  that  are  shown  in  the  lower 
picture. 


Autumn,  1975 


CTA's  End  Of  It:  Operations  Control  room  in  the  Merchandise  Mart  is  in  continuous  direct  communication  with  the 
Sears  Tower  traffic  watch.  Controllers  of  train  and  bus  traffic  are  among  the  busiest  people  at  CTA.  Katy  Moriarty  has 
recently  been  in  training  as  the  system's  first  soprano-voice  controller.  Lee  receives  direct  reports  from  many 
transportation  agencies  over  speakers  shown  on  his  wall. 


has  taken  on  new  impact  with  the 
Introduction,  in  May,  of  WBBM's 
Skydeck  traffic  control,  atop  the 
Sears  Tower. 

Computer  traffic  control  monitors 
270  miles  of  highway  and  3,680  miles 
of  street  traffic,  as  well  as  468  miles 
of  commuter  and  rapid  transit  rail 
lines  leading  into  Chicago  by  way  of 
a  unique  computer  which  can  project 
how  long  it  will  take  a  motorist  to  get 
into  town.  The  computer  reads  sig- 
nals from  sensitive  reporting  devices 
built  into  the  pavement  every  half- 
mile  along  area  expressways  —  over 
1 ,000  electronic  sensors  in  all. 

In  addition,  this  computer  is 
hooked  up  to  three  dozen  police/fire, 
and  rail  monitors,  enabling  Gary  Lee, 
Traffic  Control  Director,  to  hear  of 
news  events  as  they  happen. 

And  since  Lee  broadcasts  from  the 
103rd  floor  of  the  Sears  Tower,  he 
has  the  best  view  of  area  express- 
ways, arterial  streets,  railroads,  rapid 
transit  lines,  and  waterways. 

Furthermore,  WBBM  has  assigned 
Lee  to  go  on  the  air  at  regular  inter- 
vals, with  his  traffic  reports.  Heinlein 
explains  why  this  is  so  important  for 


disseminating  travel  information. 

"With  Lee  going  on  the  air  now, 
WBBM  shows  a  new  recognition  of 
the  importance  of  traffic  reporting. 
Then  Lee,  in  turn,  is  trying  all  the 
harder  to  get  an  up-to-the-minute 
picture  just  before  he  goes  on  the  air, 
often  checking  with  the  CTA  only  30 
seconds  before  he  makes  his  report. 
This  means  he  can  paint  a  true  pic- 
ture of  just  what  traffic  is  like 
throughout  Chicago. 

"Then,  when  he  reports  the  CTA  is 
running  on  time,  it's  not  only  a  nice 
reminder,  it's  the  best  advertising 
we  could  get,"  says  Heinlein. 

When  Lee  sees  the  whole  scene, 
Heinlein  is  able  not  only  to  focus  in 
on  trouble  spots  but  to  make  a 
knowledgeable  prediction  of  how 
surrounding  traffic  patterns  will  be 
affected. 

Signals  About  Signals 

Consider  the  everyday  occurrence 
of  a  stalled  traffic  light  —  sometimes 
Heinlein  would  probably  notice 
sooner  than  Lee.  In  most  cases,  he 
would    report    it,    because   it    would 


have  an  effect  on  CTA  service. 

Heinlein  explains,  "Now  that  we 
have  the  two  way  radios  on  the 
buses,  we  are  advised  quite  fre- 
quently when  traffic  lights  get  stuck 
or  go  out  completely.  This  informa- 
tion will  come  in  from  the  bus  oper- 
ator and  then  the  bus  controller  will 
call  the  City  Engineer,  simply  to  let 
him  know  of  the  situation. 

"If  a  traffic  light  at  a  major  inter- 
section like  Halsted  and  Madison 
goes  blank  all  four  ways,  that  inter- 
section is  going  to  back  up.  Every 
guy  comes  up  and  stops,  just  as  if  a 
stop  sign  was  there.  If  he's  using  any 
sense,  he'll  stop  and  then  he'll  go 
across  the  intersection. 

"Well,  you  do  this  at  a  busy  inter- 
section, and  it's  going  to  back  up 
fast.  And  we've  got  two  bus  routes 
that  go  through  there.  So  I  get  con- 
cerned about  something  like  that  and 
I'll  pass  the  information  on  right 
away  to  the  regular  radio  stations 
that  call  us. 

"Maybe  this  will  not  alert  our 
bus  riders  at  all;  they  may  be  already 
on  the  bus,  on  their  way  in.  But  if  50 
or  100  motorists  hear  this,  and  they 


eta  Quarterly 


avoid  that  intersection,  our  buses 
will  go  through  there  that  much 
smoother,"  he  says. 

During  one  accident,  such  as  the 
early  morning  fire  at  State  and 
Randolph  in  1974,  the  street  may  be 
closed  to  traffic,  forcing  buses  to  be 
rerouted. 

Heinlein  remembers  that  not  one 
bus  in  the  area  could  come  within  a 
block  and  a  half  of  its  regular  route. 
That  meant  figuring  out  the  reroutes, 
so  riders  could  be  alerted  while  they 
were  still  at  home. 

"On  that  morning,  the  district 
superintendent  was  down  there,  call- 
ing all  the  shots  from  the  Loop, 
determining  what  all  the  reroutes 
would  be,"  Heinlein  recalls. 

Heinlein,  in  turn,  would  pick  up 
the  phone  each  time  the  superintend- 


ent called  in,  and  jot  the  information 
down  as  fast  as  the  bus  controller 
did,  so  he  could  pass  it  on  to  the 
CTA's  intending  riders. 

Advice  While  Shaving 

As  Lee  explains,  "Hopefully, 
people  are  listening  to  the  radio 
while  they're  still  at  home  so  we 
can  give  them  the  information  they 
need  then. 

"It's  important  to  get  on  that  early. 
If  the  street  conditions  are  extremely 
bad,  for  example,  we  could  be  advis- 
ing people  to  take  rapid  transit  rather 
than  the  buses  because  the  rapid 
transit  would  be  getting  through  with 
much  less  difficulty." 

In  this  case,  Lee  says  he  is  just 
echoing  what  CTA  would  advise. 


"That's  the  type  of  thing  we  want 
to  get  on  early  so  people  can  make 
their  decision  early  as  to  what  their 
routing  is,  what  mode  of  transporta- 
tion they  should  take  and  how  much 
time  they  should  allow  for  their 
trip." 

Of  course  there  are  some  in- 
stances that  no  one  prepares  for. 
Like  the  rainy  morning  when  a  truck 
full  of  live  chickens  skidded  out  of 
control  on  the  Kennedy  Expressway 
and  fell  against  the  CTA  right  of  way. 
Not  even  the  CTA  could  guide  each 
of  these  "commuters"  on  their  way 
quick  enough. 

Anit  Leppiks 
CTA  Public  Affairs 


Autumn,  1975 


Americans, 
Please  Copy! 


In  Japan,  children  learn  how  to  use  public  transit  at  an 
early  age.  While  American  children  are  being  strapped 
into  kiddy-seats  in  the  family  car,  the  3-year-old  Japanese 
youngster  has  his  name  and  ticket  pinned  to  his  pocket 
and  is  shown  how  to  get  on  and  off  the  local  streetcar, 
bus,  or  train. 

Before  long,  children  are  traveling  in  groups,  with  only 
one  or  two  adults  to  supervise,  on  short  journeys  to  parks, 
zoos,  or  playschools. 

By  the  age  of  6,  Japanese  children  are  equipped  to 
make  the  daily  trips  to  school  on  their  own.  On  school 
outings  or  holidays,  hundreds  of  them  travel  together 
over  the  public  transportation  system. 

By  the  time  Japanese  become  college  students  and 
workers  in  urban  areas,  they  are  so  familiar  with  the 
advantages  of  public  transportation  that  many  of  them 
prefer  it  to  any  other  means  of  travel. 

Public  predisposition  toward  transit,  as  compared  with 
the  automobile,  is  one  reason  why  Japanese  public  trans- 
portation is  so  highly  developed.  Costs  can  be  met  and 
funding  obtained  more  readily  when  the  system  knows 
that  the  riders  will  be  there  to  support  the  transportation. 

When  American  children  are  as  well  attuned  to  transit 
as  Japanese  children  are  —  when  American  office  workers 
are  as  quick  to  use  the  train,  bus,  or  subway  —  the  chal- 
lenges to  urban  mass  transit  in  the  U.S.  will  loom  as 
much  less  formidable. 


eta  Quarterly 


Photos  and  Commentary 

by  George  Krambles 

CTA  General  Operations  Manager 


Habits  worth  copying:  (1)  Japanese 
mother  piggy-backing  her  infant  on 
public  transportation  (2)  Japanese 
toddlers,  with  tickets  pinned  on, 
learning  to  make  simple  trips  on 
public  transportation  before  they  go 
to  school  (3)  Japanese  interurban 
electric  trains  such  as  Hankyu  con- 
necting Osaka  with  Kobe  and  Kyoto 
(4)  Refreshments  available  to  young- 
sters such  as  this  papaya  juice  on 
express  train  to  mountain  resort  of 
Hakone  (5)  Japanese  primary  school 
children,  with  group  flag  and  caps, 
on  half-day's  outing  over  Izuhakone 
Railway  at  Odara. 


Autumn,  1975 


When  Japanese  grow  up,  they  crowd 
public  transportation.  Example  is 
this  scene  on  Tokyo  loop  of  Japan- 
ese National  Railways  subway . 

This  photo  at  Umeda  station  in 
Osaka,  which  70,000  passengers  use 
in  morning  rush  hour,  was  actually 
taken  on  day  before  Emperor's  birth- 
day holiday,  when  traffic  was  more 
than  20  per  cent  lighter. 


eta  Quarterly 


Remarkable  design  of  Teito  Rapid 
Transit  cars  in  Tokyo  makes  coupling 
between  individual  cars  difficult  to 
notice,  due  to  full  widtti  passageway. 

Tickets  are  purcttased  from  sopfiisti- 
cated  printing  and  vending  machines, 
shown  here  at  Tokyo  station  of  Japan- 
ese National  Railway. 


Autumn,  1975 


Editor's  Note 

To  write  this  article  on  Soldier 
Field,  we  commandeered  an 
associate  in  CTA's  Public  Affairs 
Department,  Bill  Wolfan,  who 
started  his  journalistic  career  as  a 
sports  writer  for  the  Grand  Rapids 
{Mich.)  Herald.  In  that  capacity, 
he  covered  the  high  school  and 
college  football  career  of  a  certain 
Gerald  Ford,  culminating  with  a 
press  box  view  of  the  future  Presi- 
dent's performance  in  the  Chicago 
Tribune  All-Star  game  in  Soldier 
Field  itself.  After  more  than  a 
dozen  years  on  the  IHerald,  Bill 
entered  military  service  where  he 
attained  the  rank  of  captain.  He 
handled  public  relations  for  the 
wartime  Manhattan  atomic  project 
and  for  the  post-war  Bikini  tests  in 
the  Marshall  Islands.  Bill  came  to 
Chicago  in  1947  as  a  newswriter 
for  WBBM  (CBS)  and  later  ad- 
vanced to  newsroom  supervisor 
for  the  network's  Chicago  opera- 
tions. 

J.H.Smith 


The  night  was  clear  over  Lake 
Michigan.  The  stars  were  out  in  full 
force,  no  turbulence  in  sight.  An 
airline  pilot  was  making  a  routine 
approach  to  the  city.  By  coincidence, 
he  happened  to  glance  downward  for 
a  brief  instant.  There  below  him  in 
plain  view  was  a  group  of  mysterious 
figures  moving  about  silently  on 
what  appeared  to  be  a  huge  football 
field.  He  turned  to  his  co-pilot  and 
remarked,  "That's  Soldier  Field,  isn't 
it?"  His  flying  partner  replied,  "It 
sure  is,  and  it  looks  to  me  like  we're 
seeing  a  mirage." 

Now  since  UFO's  do  not  play  foot- 
ball or  engage  in  prize  fights,  it's 
obvious  that  the  airline  crew  may 
well  have  seen  a  mirage,  common 
only  to  the  sands  of  the  Sahara. 
Whatever  they  saw  — if  anything  — 
was  unreal,  but  it  does  fire  the  imagi- 
nation. 

The  best  explanation  is  that  they 
were  aloft  on  one  of  those  rare  even- 
ings when  the  athletic  heroes  of  the 
past  returned  for  a  few  fleeting  mo- 
ments to  relive  their  achievements  of 
yesteryear  at  Chicago's  giant  Soldier 
Field,  an  historic  site  that  has  wit- 


nessed  some  of  the   greatest   mo- 
ments in  American  sports. 

A  Half  Century  Piece 

As  the  nation  celebrates  its  bicen- 
tennial year.  Soldier  Field  will  mark 
its  fiftieth  anniversary  in  1976. 

One  of  the  most  famous  football 
teams  of  all  time  —  led  by  Knute 
Rockne's  undefeated  Four  Horsemen 
—  played  at  the  lakefront  stadium  in 
1924  and  defeated  the  Northwestern 
Wildcats,  13  to  6.  The  cleats  of  the 
Horsemen  —  Don  Miller,  Elmer 
Layden,  Harry  Stuhldreher  and 
Jimmy  Crowley  —  trod  the  turf  where 
hundreds  of  outstanding  gridders 
have  performed  including  the  present 
President  of  the  United  States. 

Construction  of  Soldier  Field 
began  in  1922.  It  was  dedicated  to 
the  Army,  Navy  and  Marines  who 
served  in  World  War  I. 

Originally  named  Grant  Park  sta- 
dium, the  Chicago  Park  Board  re- 
named it  Soldier  Field  in  August, 
1925.  It  was  the  scene  of  the  Interna- 
tional Eucharistic  Congress  in  1926, 
but  the  stadium  was  not   officially 


eta  Quarterly 


In  1975  All-Star  game  spectacular, 
facing  page,  brief  thundershower 
provided  the  overture  so  crowd 
arrived  late,  top  left.  Wften  gante  got 
under  way,  field  was  fairly  dry,  and  in 
first  fialf,  everytfiing  moved  but  t/ie 
Pittsburgli  Stealers  ball  carrier,  lower 
left.  Tftis  put  the  worry  marks  on  the 
face  of  Superbowl  star  quarterback 
Terry  Bradshaw.  But,  at  the  finish, 
the  professionals  had  hung  up 
another  victory  in  the  series. 


Autumn,  1975 


13 


r 


dedicated  until  November  27,  that 
same  year  when  Army  and  Navy 
played  to  a  21-21  tie  before  110  thou- 
sand fans. 

The  planners  had  intended  Soldier 
Field  to  be  a  possible  location  for  the 
Olympics,  but  Chicago  lost  out  in  the 
bidding  to  St.  Louis. 

The  Intentional  Safety 

Follovk^ing  the  Notre  Dame-North- 
vi/estern  game  of  1924,  Fielding 
H.  Yost  and  Michigan's  unbeaten 
Wolverines  bovi/ed  to  Northwestern 
at  Soldier  Field,  3  to  2,  in  an  historic 
upset  in  1925.  The  field  was  knee 
deep  in  mud. 

The  undefeated  title-bound  Wol- 
verines drove  to  the  Wildcat  10  yard 
line  late  in  the  final  quarter,  but 
missed  a  necessary  first  down.  Fac- 
ing a  strong  wind.  Tiny  Lewis,  who 
was  forced  back  to  the  goal  line  to 
punt,  backed  into  the  end  zone  and 
touched  the  ball  down  for  an  inten- 
tional safety.  This  gave  Northwestern 
the  right  to  make  a  free  kick  upfield 
and  out  of  danger. 

This  was  the  same  Michigan  team 


Solder  Field,  September  27,  1927  —  Gene  Tunney,  who  was  awarded  the  deci- 
sion, is  down  for  the  famous  "long  count"  while  Referee  Dave  Barry  waves 
Jack  Dempsey,  former  heavyweight  champion,  to  a  neutral  corner.  This  is  one 
of  the  most  debated  moments  in  boxing  history  —  and  will  be  forever.  Who 
really  won?  In  addition  to  more  than  120,000  fans  who  packed  the  stands, 
millions  of  Americans  listened  in  on  the  new  miracle  of  network  radio.  The 
announcer:  Graham  McNamee. 


that  had  rolled  up  117  points  in  two 
games  while  holding  Indiana  and 
Navy  scoreless  prior  to  the  con- 
frontation with  the  Wildcats  of  Dick 
Hanley. 

The  nation's  football  fans  have 
long  associated  Soldier  Field  with 
College  All-Star  football  sponsored 
by  the  Chicago  Tribune. 

The  game  was  originally  founded 
by  the  late  Arch  Ward,  sports  editor. 
I  was  invited  by  Ward  to  attend  that 
first  game  in  1934  between  the  great 
Chicago  Bear  team  and  the  College 
All-Stars. 

The  Bears  had  four  Hall  of  Fame 
players  and  a  perfect  record  of  13 
victories  and  no  defeats.  Playing  for 
the  Bears  and  Coach  George  Halas 
were  Red  Grange,  Bronko  Nagurski, 
Bill  Hewitt  and  Roy  (Link)  Lyman. 

The     All-Stars     lineup      included 


Tennessee's  Beattie  Feathers,  Ed 
(Moose)  Krause  of  Notre  Dame, 
Chuck  Bernard  of  Michigan  and  Joe 
Laws  of  Iowa.  The  head  coach  was 
Noble  Kizer  of  Purdue,  aided  by  one 
of  the  Four  Horsemen,  Jimmy 
Crowley,  and  Dick  Hanley  of  North- 
western. Final  score:  0  to  0. 

The  Catbird  Seat 

This  writer  (age  21)  was  sitting  in 
the  press  box  and  thrilled  by  the 
presence  of  every  big  name  in  the 
sports  writing  fraternity.  The  Chi- 
cago Tribune  saw  to  it  that  the 
occasion  was  a  memorable  one. 
Courtesy  was  Arch  Ward's  trade- 
mark, and  he  treated  the  "little  guy" 
exactly  the  same  as  the  big  names 
from  Manhattan. 

I   also  attended   the   1935   game. 


eta  Quarterly 


^FJpifrwk. 


with  the  Bears  the  All-Stars'  oppo- 
nents for  the' second  year  in  a  row.  I 
returned  to  Soldier  Field  because  of 
my  home  town's  interest  in  a  fellow 
citizen  named  Ford  who  was  a  mem- 
ber of  the  All-Stars.  He  saw  action  in 
the  closing  minutes  in  the  game  won 
by  the  Bears,  5  to  0. 

The  collegian  who  was  later  to  be- 
come president  of  the  United  States 
had  been  named  the  most  valuable 
player  the  previous  season  on  the 
Michigan  Wolverines'  varsity.  His 
All-Star  head  coach  was  Frank 
Thomas  of  Alabama  whose  assist- 


ants were  Michigan  State's  Charley 
Bachman,  Edward  (Slip)  Madigan 
of  St.  Mary's  and  C.W.  (Doc)  Spears 
of  Wisconsin.  The  late  Harry  Kipke 
was  President  Ford's  coach  at  Michi- 
gan. Kipke  assisted  Bo  McMillin  in 
coaching  the  1938  stars. 

Owner  George  Halas  of  the  Bears 
and  Curley  Lambeau  of  Green  Bay 
bid  for  Ford's  services  as  a  pro. 
Halas  recently  wrote  me  that  he 
offered  more  money  to  Ford  than 
Lambeau  did,  but  Ford  declined  both 
bids  to  accept  a  coaching  assistant's 
post    at    Yale.    He    served    in    that 


The  Four  Horsemen  of  Notre  Dame  — 
left  to  right,  Don  Miller,  Elmer  Lay- 
den,  Jim  Crowley,  Harry  Stuhldreher. 
This  most  famous  Irish  backfield  of 
all  time  helped  to  "break  in"  the 
Soldier  Field  gridiron  —  but  the 
backs  scarcely  needed  horses  to  get 
to  the  end  zone. 

The  galloping  ghost.. Red  Grange., 
old  No.  77  was  the  collegiate  gridiron 
hero  of  the  1920s.  Shown  here  as  he 
galloped  for  the  fighting  lllini  behind 
the  blocking  of  Earl  Britton. 

Grange  played  later  with  the  Bears  in 
the  first  All-Star  college  game  at 
Soldier  Field  in  1934. 


capacity  for  Yale  football  and  Doxing 
to  help  defray  his  expenses  in  obtain- 
ing his  law  degree. 

Thus  the  Bears  lost  a  prospective 
center  and  the  nation  gained  a  dis- 
tinguished leader. 

All-Stars  Win 

The  1937  game  marked  the  first 
All-Star  victory. 

Gus  Dorais  of  Detroit  was  the 
All-Star  coach  and  Slingin'  Sammy 
Baugh  of  Texas  Christian  was  the 
hero.  He  threw  a  pass  to  Gaynell 
Tinsley  of  Louisiana  State  for  a 
47-yard  touchdown  play  to  give  the 
Stars  a  6-0  victory  over  the  Green  Bay 
Packers. 

Many  famous  names  have  coached 
the  All-Stars  over  the  years  including 
Bernie  Bierman  of  Minnesota,  Lynn 
Waldorf  of  Northwestern,  Gus  Dorais 
of  the  University  of  Detroit,  Bo 
McMillin  of  Centre  and  Indiana,  Carl 
Snavely  of  Cornell,  Bud  Wilkinson 
of  Minnesota  (whose  Oklahoma 
teams  ran  up  a  win  streak  of  47 
straight),  Bob  Zuppke,  the  famed 
Illinois  coach.  Dr.  Eddie  Anderson  of 
Iowa  and  Holy  Cross,  Frank  Leahy 


Autumn,  1975 


Chicago  Bears  Sunday  afternoon  game  at  Sole 


.^-^1  Mn-Axmi^'^SS£B 


The  Twenties:  the  way  it  was,  Notre  Dame  beats  USC  13-12  in  '29. 


and  Elmer  Layden  of  Notre  Dame  and 
others  whose  names  are  familiar 
wherever  dyed-in-the-wool  football 
fans  assemble. 

The  college  heroes  are  so  numer- 
ous that  it  is  impossible  to  list  them 
all.  But  who  can  forget  the  perform- 
ances of  Charley  Trippi  and  Buddy 
Young  as  they  spearheaded  a  college 
All-star  victory  before  105  thousand 
fans  at  Soldier  Field  in  1947,  defeat- 
ing the  Chicago  Bears,  16-0.  The 
All-Star  coach  was  Frank  Leahy. 

Many  of  the  pro  stars  of  today  were 
college  All-Stars  of  yesterday... 
Larry  Csonka,  Joe  Namath,  Billy 
Kilmer,  Roger  Staubach,  John  HadI, 
Charley  Taylor,  Greg  Landry,  Ed 
Podolak,  Dan  Pastorini,  John  Brock- 
ington.  Bob  Griese,  Wally  Hilgen- 
berg,  Matt  Snell,  Jim  Plunkett,  and  a 
host  of  others.  The  Bears'  Gale 
Sayers  was  an  All-Star  in  1965,  after 
being  named  All  American  at  Kansas 
University. 

The  Long  Count 

Fight  fans  have  never  been  able  to 
forget  a  1927  heavyweight  bout  at 
Soldier  Field.  Among  the  most  mo- 
mentous events  ever  held  in  Chicago 
was  the  championship  fight  between 
Jack  Dempsey  and  Gene  Tunney 
which  attracted  120  thousand  fans. 
Tunney  won  the  title  on  the  disputed 


"long  count"  by  referee  Dave  Barry 
which  occurred  when  Dempsey  failed 
to  go  to  a  neutral  corner  after  flooring 
Tunney.  The  fans  are  still  arguing 
over  that  one  —  48  years  later. 

The  1931  international  Golden 
Gloves  championships,  sponsored 
by  the  Chicago  Tribune,  were  held  at 
Soldier  Field. 

Another  popular  Soldier  Field 
event  was  the  annual  Chicagoland 
Music  Festival  which,  for  years, 
brought  leading  show  business  stars 
here. 

In  1968,  the  Air  Force  Academy 
met  the  Navy  and  defeated  the  mid- 
shipmen at  Soldier  Field.  One  of  the 
Air  Force's  mascots,  a  falcon,  flew 
away  at  half  time.  It  was  last  seen 
heading  south  and  despite  a  wide 
search,  no  trace  of  the  falcon  was 
ever  found. 

The  Mayor's  City  Prep  football 
championship  games  have  attracted 
many  thousands  of  fans  to  the  sta- 
dium. Solder  Field  also  was  once 
home  base  for  the  Chicago  Rockets 
of  the  ill  fated  all-star  American  Pro 
league  later  merged  into  the  NFL. 
EIroy  "Crazy  Legs"  Hirsch,  now 
University  of  Wisconsin  athletic 
director,  was  the  Rockets'  star 
halfback. 

More  recently  the  stadium  has 
been  used  by  the  Bears,  the  Chi- 
cago   Stings    soccer   team    and    for 


invitational  tennis  competition. 

The  Soldier  Field  of  yesterday  and 
today  is  an  historic  tribute  to  the 
growth  of  Chicago  as  a  city  and  the 
popularity  of  the  sports  extrava- 
ganza. The  stadium  is  as  much  a  part 
of  the  city  as  the  lakefront.  Not  alone 
is  it  a  permanent  memorial  to  our 
brave  men  who  fought  for  freedom 
but  it  unites  the  past  and  the  present. 

W.B.  Wolfan 
OTA  Public  Affairs 


Way  To  Go 

CTA's  No.  126  Jackson  buses, 
operating  between  the  Loop  and 
Soldier  Field,  provide  convenient 
connections  with  CTA  bus  and 
rapid  transit  services  as  well  as 
commuter  railroads.  To  Soldier 
Field  —  board  buses  eastbound 
on  Jackson  Boulevard.  Returning 
to  Loop  —  board  buses  on 
McFetridge  Drive  (north  end  of 
Soldier  Field)  and  alight  along 
VanBuren  Street  for  connecting 
services.  Fare:  45  cents  (25  cents 
on  Sundays)  or  valid  CTA  transfer. 
For  Bears'  games,  frequency  of 
service  is  every  three  minutes, 
starting  hour  and  a  half  before 
kickoff. 


eta  Quarterly 


Who  Authorized  This  Trip?' 


By  ROBERT  LASSON 
and  DAVID  EYNON 

Paul  Revere  didn't  work  for  nothing. 
.  .  .  Official  records  in  the  archives  of  the 
Massachusetts  State  House  show  Revere 
submitted  an  expense  account  for  10 
pounds  4  shillings  for  services  performed 
as  a  messenger  during  the  first  two  weeks 
of  the  American  Revolution.  He  was 
paid  by  the  Massachusetts  House  of 
Representatives. 

—The  Boston  Globe 


SCENE:  COLONY  COUNTING  HOUSE 

Clerk:  (Looking  up  from  sheet  of  fools- 
cap) A  marvelous  ride,  Mr.  Revere! 
Might  I  have  your  autograph  for  my 
lad?  He's— 

Revere:  Of  course.  {Scribbles  with  clerk's 
quill)  Will  it  take  long  to  process  my 
expense  account? 

Clerk:  Not  at  all,  sir.  A  question  or  two 
and  .  .  .  (Scans  the  sheet  of  foolscap, 
raises  eyebrows  at  bottom  line)  Who 
authorized  this  trip,  incidentally? 

Revere:  The  Sons  of  Liberty.  Sam  Adams, 
John  Hancock. 

Clerk:  A  copy  of  your  travel  orders 
should  be  attached,  Mr.  Revere,  but 
we'll  waive  that.  Was  public  trans- 
portation available? 

Revere:  At  that  hour?  I  was  lucky  I  had 
my  own  horse. 

ROBER  T  LA  SSON  and  DA  VI D  E  YNON 
frequently  collaborate  on  humorous 
articles. 


Clerk:  You  didn't  avail  yourself  of  one  of 
of  the  official   Post  horses   at   the 
Green  Dragon  Tavern? 
Revere:    The   Postmaster    was    a    Tory. 

His  suspicions  — 
Clerk:  Use  of  a  privately  owned  horse 
requires   supervisory    authorization, 
Mr.  Revere.  If  John  Hancock  will 
sign  your — 
Revere:  John  Hancock  will  sign  anything. 
Clerk:  And  this  trip  destination,  "Every 
Middlesex      village      and      farm." 
Couldn't  you  be  more  specific? 
Revere:  How  about  "Lexington-Concord 

and  return"? 
Clerk:  Much  better.  Now,  under  "Time," 
this  "hour  of  darkness  and  peril  and 
need"  sounds  .  .  .  well,  inexact. 
Revere:  Late  P.M.  to  early  A.M.? 
Clerk:   That's  the  ticket!    Oh,   and  for 
"Purpose  of  Trip,"  might   we  say 
something  less  .  .  .  literary  than  "the 
fate  of  a  nation"? 
Revere:    Dissemination   of   mobilization 

instructions? 
Clerk:  Excellent.   By  the  way,  was  any 
personal     business     conducted     en 
route? 
Revere:  We  took  a  lO-minute  break  —  but 
we're  only  asking  straight  time  for 
the  whole  tour,  even  though  it  was 
after  hours. 
Clerk:  Admirable.  Now  these  "expenses 
for  horse"  break  down  to  two  shill- 
ings per  day.  Were  you  figuring  the 
horse  by  the  mile  —  or  per  diem? 
Revere:  He  eats  either  way.  Two  shilhngs 
daily. 


Clerk:  I  take  it,  then,  you  didn't  employ  a 
livery  stable  that  offers  government 
rates?  And  you  didn't  get  three  bids 
to  —  (Brushes  aside  question) 
Pshaw!  Enough  of  these  petty  tech- 
nicalities, Mr.  Revere.  You  made  a 
gallant  ride,  and  you  deserve  your 
expenses,  which  come  to  .  .  .  (Runs 
quill  deftly  through  several  items  and 
corrects  bottom  line  figure)  13  shill- 
ings and  sixpence  in  Continental 
currency  —  or  one  Spanish  milled 

Revere:  (Clutching  chit  offered  by  clerk 
and  staring  in  disbelief)  Thirteen  and 
six!  That  won't  even  cover  what  the 
ride  did  to  my  suit!  What  are  all  these 
deductions? 

Clerk:  (Using  feather  end  of  quill  to  tick 
off  items)  There's  your  witholding, 
of  course.  City  wage  tax.  The  horse's 
pension.  Wear  and  tear  on  the 
highway. 

Revere:  Thirteen  and  six!  1  could  have 
stayed  home  and  made  teapots  for 
thirteen  and  six! 

Clerk:  Well,  Mr.  Revere.  For  an  un- 
authorized trip  outside  business 
hours  on  privately  owned  transporta- 
tion, you're  doing  pretty  good. 

Revere:  Thineen  and  six!  I  could  have 
been  soldering  tankards  at  five  times 
that  rate! 

Clerk:  Yes.  On  your  way  home,  could  you 
drop  this  off  with  the  sexton  at  the 
Old  North  Church?  It's  a  summons 
for  a  fire  code  violation.  Someone's 
reported  two  lanterns  in  the  belfry. 


®  1 974  by  The  New  York  Times  Company.  Reprinted  by  permission. 


Autunnn,  1975 


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The  Campus  Scene  in  Transportation 


The  nation— its  laboratory.  Education  and  research- 
its  tools.  To  develop  and  further  an  effective  national 
policy  in  transportation— its  goal.  Without  a  doubt,  an 
impressive  undertaking.  But,  Northwestern  University's 
Transportation  Center  is  weW  suited  to  the  task. 

Situated  just  off  the  lake,  in  the  heart  of  the  university's 
Evanston  campus,  the  Center  has  won  distinction  as  the 
finest  transportation  education  and  research  facility  in  the 
country,  perhaps  in  the  world. 

Working  with  such  broad  concerns  as  national  policy, 
however,  is  not  the  Center's  only  function.  According  to 
Director  Leon  Moses,  the  Center  is  also  committed  to 
helping  solve  transportation  problems  in  industry,  urban 
and  suburban  areas.  In  addition,  several  Center  studies 
have  focused  on  each  of  the  different  transportation 
modes,  (air,  rail,  highways,  waterways)  and  the  problems 
inherent  to  each  one. 

Its  many  contributions  in  the  field  of  transportation 
have  been  recognized  by  various  sectors  of  the  business 
community,  including  many  of  the  nation's  industry 
leaders. 

But  the  thrust  of  the  Center's  work  has  implications 
which  go  farther  than  the  transportation  field  for  ulti- 
mately its  activities  link  to  the  growth,  development  and 
strength  of  the  economy  itself. 

Greater  Chicago,  an  area  cosmopolitan   in  character 


with  its  own  unique  transportation  needs  and  problems, 
has  proved  an  excellent  laboratory  for  the  Center's  work 
in  education  and  research. 

The  Start  Up 

Back  in  1953,  the  Transportation  Center  was  still  only  a 
concept.  It  started  originally  as  a  suggestion  made  by 
Franklin  M.  KremI,  then  Director  of  Northwestern's  Traffic 
Institute.  His  idea  was  to  expand  the  Institute's  program 
to  include  studies  in  highway  transportation  and  urban 
traffic  problems. 

KremI  submitted  his  idea  to  a  committee  which  con- 
cluded that,  because  most  transportation  problems  are 
interrelated,  no  single  aspect  should  be  isolated  from  the 
entire  picture.  The  following  year,  the  committee  ap- 
proved the  creation  of  a  Center  for  studying  and  teaching 
all  facets  of  transportation. 

KremI  is  now  associate  director  of  the  21 -year-old 
Center,  having  recently  returned  to  the  campus  following 
industrial  service  in  Detroit. 

"As  a  Center  that  combines  Social  Sciences,  Engineer- 
ing, Law,  we  are  quite  unique,  both  in  the  interdiscipli- 
nary nature  of  our  program  as  well  as  the  amount  and 
quality  of  our  faculty,"  says  Director  Moses. 

Other  transportation  schools,   Moses  explains,   have 


eta  Quarterly 


Leon  N.  Moses  has  been  a  Professor  of  Economics 
at  Northwestern  University  since  1959,  and  has  done 
extensive  research  in  the  field  of  transportation,  his 
area  of  specialization.  His  initial  involvement  with  the 
Transportation  Center  occurred  in  1959  with  his 
appointment  as  Assistant  Director  of  Research,  and 
from  1960-64  when  he  served  as  Director  of  Research. 
In  September  1974,  he  was  appointed  Director  of  the 
Center.  He  continues  to  teach  courses  in  the  Center's 
curriculum  as  well  as  performing  his  duties  as  Director. 
Dr.  Moses  received  his  B.A.  in  economics  from  Ohio 
State  University,  graduating  with  highest  distinction  in 
1946.  He  received  his  M.A.  in  economics  from  Harvard 
University  in  1949,  and  his  Ph.D.  in  economics  also 
from  Harvard  in  1952. 


been  more' specialized,  focusing  on  only  one  area  of 
study,  such  as  Engineering.  But,  he  adds,  "These  schools 
generally  are  now  following  the  lead  we  have  estab- 
lished." 

Overall,  he  says,  "One  of  the  Center's  important 
impacts  is  that  our  people  now  staff  university  research 
programs  all  over  the  country." 

Graduates  of  NU's  Transportation  Center  are  now 
working  in  upper  level  positions  at  the  University  of 
California  at  Berkeley,  MIT,  and  the  University  of 
Pennsylvania. 

The  goal  of  the  Center's  academic  programs  is  to 
prepare  its  graduates  to  work  in  industry,  but  primarily  in 
government  regulatory  bodies.  Moses  says  he'd  like  to 


see  the  Center's  people  in  agencies  such  as  the  Federal 
Railway  Administration,  the  Interstate  Commerce  Com- 
mission, and  the  Civil  Aeronautics  Board. 

"We  are  trying  to  get  government  to  approach  trans- 
portation in  a  more  informed  way  by  having  more  planners 
and  workers  who  are  trained  in  transportation,"  he 
explains. 

Toward  a  National  Policy 

Concurrently  with  its  academic  programs.  Center 
research  maintains  a  long-range  goal  to  study  govern- 
ment policy. 

"We  want  to  do  a  great  deal  of  work  towards  the  devel- 
opment of  a  national  transportation  policy  that  will  lead 
to  increased  strength  and  efficiency  in  the  industry.  I  want 
to  avoid  a  situation  where  the  government  jumps  from 
one  policy  to  another  and  the  second  policy  is  no  better 
than  the  first,"  Moses  says. 

While  the  Center  serves  a  vital  function  in  government 
and  industry,  its  contributions  are  not  exclusively  de- 
pendent on  just  those  people  working  within  the  univer- 
sity setting. 

The  Center  is  just  as  reliant  on  the  goodwill  and 
expertise  of  members  of  the  business  community,  who  in 
various  capacities  have  aided  the  Center's  work. 

Several  opportunites  are  available  to  businessmen  to 
join  in  the  Center's  efforts  toward  Improving  the  nation's 
transportation  scene. 

The  Business  Advisory  Committee,  formed  at  the 
Center's  inception,  was  considered  then,  as  it  is  now,  to 
be  an  essential  element  in  guiding  the  Center's  devel- 
opment. 

Moses  adds,  "They  have  a  very  important  impact  in  the 
research  area.  They  have  a  great  deal  of  knowledge  of 
what's  going  on  in  the  industry.  Through  them  I  get  a 
feel  for  what  the  critical  issues  are." 

The  Committee's  involvement  has  included  suggesting 
constructive  research,  encouraging  business  participa- 
tion in  Center  programs,  assisting  in  obtaining  financial 
support,  and  lecturing  for  Center  management  programs. 

Building  Business  Know  How 

Another  aspect  of  business  involvement  with  the  Center 
is  through  its  program  of  special  management  courses 
and  seminars.  These  run  anywhere  from  four  weeks  to 
two  days. 

Some  are  broad  in  scope  dealing  in  such  topics  as 
"Profit  Strategy"  and  "Marketing  Management".  Others 
are  more  specialized  and  focus  in  areas  such  as  "Airlines 
Marketing  Strategy"  or  "Chicago's  Public  Transit  Crisis: 
What  It  Means  to  the  Suburbs".  A  maximum  of  five  to 
six  courses  are  run  throughout  the  year. 

"These  courses  are  changed  and  updated  almost  every 
year,  and  the  faculty  is  altered,  too.  We  hire  the  best 
faculty  we  can  find  wherever  they  are,"  says  Moses. 

The  overall  purpose  of  this  program  of  short-term 
management  courses  is  to  keep  the  manager  up-to-date 
on  recent  management  techniques  and  decision-making 
tools.  The  manager  also  becomes  better  acquairrted  with 
the  business,  government  and  economic  environment  in 


Autumn,  1975 


New  talent  for  transportation  industry  and  government 
is  developed  in  classroom  sessions  as  shown  above. 
Business  Advisory  Committee  assists  the  Center  in  the 
selection  of  research  programs,  the  planning  of  curri- 
culum, and  the  generation  of  financial  support. 


which  he  must  operate. 

The  program's  success  can  be  measured  in  the  number 
of  graduates,  3510,  since  the  first  management  course 
was  given  in  1957. 

"Over  the  years  we've  developed  contacts  within  every 
one  of  the  major  corporations.  We  write  to  these  people, 
indicate  a  specific  course  we're  giving,  and  ask  them  who 
might  be  the  proper  person  from  their  firm  to  take  the 
course,"  Moses  explains. 

Perhaps  one  of  the  more  significant  areas  for  business 
involvement  with  the  Center  is  in  sponsoring  research. 
Several  research  projects  are  funded  by  various  sectors  of 
the  transportation  industry. 

Pathways  of  Research 

The  Center  focuses  on  those  problems  with  broad 
implications  for  the  entire  transportation  industry.  Past 
studies  have  included:  "Economics  of  Waterways  Trans- 
portation" and  "Public  Transportation  in  the  Chicago 
Region:  Present  Performance  and  Future  Potential". 

"We  do  no  confidential  studies.  If  we  undertake  a 
project,  it  must  be  one  of  national  interest  and  concern. 
We  usually  work  for  a  whole  group  of  firms  rather  than 
one  individual  firm,"  explains  Moses. 

One  of  his  primary  considerations  is  that  a  study  be 
unbiased.  If  it  involves  only  those  companies  represent- 
ing one  transportation  mode,  he  insists  that  the  various 
other  modes  be  represented  on  the  research  committee. 

"I  want  them  to  see  what  we're  doing  and  to  make  sure 
that,  even  if  they  don't  like  what  we're  doing,  they're 
convinced  it  was  an  impartial  study,"  he  adds. 

Funding  is  yet  another  vital  area  for  which  the  Center  is 


eta  Quarterly 


dependent  on  the  active  participation  of  concerned  mem- 
bers of  the  business  community.  Partial  funding  comes 
from  the  university  vi^hich,  says  Moses,  has  been  very 
generous  in  its  support  of  the  Center  and  its  faculty. 

"The  university  is  committed  now  to  trying  to  look  at 
the  future  of  public  policy  in  the  area  of  urban  mass  trans- 
portation, so  it  has  given  the  Center  quite  a  bit  of  financial 
help,"  he  explains. 

But  a  significant  amount  of  revenue  has  traditionally 
come  in  the  form  of  contributions  from  industries  and 
individuals. 

The  Center  is  perhaps  most  outstanding  in  the  field  of 
research.  In  the  past,  it  has  made  some  substantial 
research  contributions  in  the  field  of  urban  mass  transit 
w^ithin  the  Chicago  area. 

Suburban  Bus  Studies 

Moses  discusses  at  some  detail  the  Center's  most 
recent  undertaking: 

"One  important  research  project  that  we  are  currently 
working  on  is  this  business  of  the  possibility  of  future  bus 
systems— the  demand  for  bus  travel  In  the  suburban  area. 
That  fits  in  very  much  with  the  plans  of  the  Regional 
Transportation  Authority. 

"We're  very  much  interested  in  the  growth  of  what  you 
call  secondary  employment  centers  around  the  broad 
metropolitan  area,  and  what  those  places  are  likely  to  be 
able  to  use  in  the  future,  in  the  form  of  transportation. 

"See,  a  lot  of  us  here  feel  that  even  with  the  rising  price 
of  fuel,  there  is  not  going  to  be  a  mass  return  to  the 
central  city.  Instead,  what's  likely  to  happn  is  people  will 
begin  to  live  closer  to  where  they  work  in  the  suburban 
area. 

"So,  you  develop  sectors  of  high  density  around  these 
secondary  employment  centers.  Around  those  clusters  of 
employment  and  high  density  population,  we  may  be 
able  to  see  the  future  of  expanded  bus  transportation 
systems. 

"Then,  eventually,  we  can  even  think  of  linking  those 
secondary  employment  centers  with  buses  running  be- 
tween them." 

Work  on  this  project  has  just  begun  and  is  expected  to 
continue  through  the  next  two  years.  Moses  explains  the 
various  forms  the  research  is  taking: 

"We  are  trying  to  identify,  through  studies  of  land  use, 
and  so  on,  where  economic  activities  are  going  to  expand 
in  the  suburban  areas.  We  want  to  try  to  identify  growth 
centers— places  where  population  and  employment  are 
likely  to  expand.  We'll  study  their  importance  to  the  whole 
issue  of  land  use  in  the  city  and  what  the  course  of  future 
development  is  likely  to  be. 

"We're  interested  in  how  the  transportation  system  and 
the  modern  methods  of  communication  can  also  help 
preserve  an  important  part  of  the  central  city's  economy, 
especially  in  the  service  areas  like  banking,  insurance, 
advertising,  and  management  consulting." 

In  connection  with  this  research,  Moses  sees  very 
limited  expansion  of  fixed  rail  facilities  and  looks  to  the 
future  growth  and  predominance  of  bus  systems  in  the 
cities.  One  reason  for  this,  he  explains,  is  the  prohibitive 
cost  in  setting  up  a  complete  fixed  rail  system. 


Special  management  courses  and  seminars  cover  such 
topics  as  transportation  marketing,  economics,  planning, 
government  relations.  More  than  3,000  industry  execu- 
tives have  graduated  from  Center  short  courses. 

"That's  not  to  say  that  we're  not  going  to  need  to 
gradually  replace  cars  on  the  rails  and  put  in  better  im- 
proved cars  in  the  future.  But  as  for  great  expansion  in 
the  fixed  rail  facility,  I  don't  see  that." 

The  Region  as  Laboratory 

He  thinks  the  establishment  of  an  integrated  bus 
system  in  the  Chicago  area  can  only  come  about  through 
the  further  development  of  the  RTA. 

With  the  greater  Chicago  area  as  its  working  base,  the 
Center  has  first  and  foremost  been  exposed  to  those 
transportation  problems  which  are  unique  to  the  city  and 
its  suburbs. 

Dr.  Moses  expresses  great  admiration  for  the  city's 
transportation  system. 

"I  think  that  the  Chicago  region  is  a  magnificent  area  in 
which  to  study  urban  problems  in  general.  It  has  a  well 
developed  transit  system.  It  has  a  long  history  going  back 
50  years  of  interests  in  land  use,  studies  in  land  use. 

"Some  of  the  classic  studies  in  urban  growth  were 
developed  by  people  in  the  Chicago  region. 

"In  one  respect,  however,  Chicago  is  not  so  good.  It  is 
not  typical  of  the  cities  that  developed  in  the  1 9th  century, 
and  by  that  I  mean  that  Chicago  really  does  a  hell  of  a  lot 
better  than  most  of  the  cities  in  its  age  distribution. 

"The  city  of  Chicago  has  maintained  a  much  stronger 
and  more  viable  economic  base  than  a  lot  of  comparable 
cities  like  New  York,  Philadelphia,  Boston,  Baltimore. 

"So  it's  a  good  laboratory.  It  has  a  long  tradition  of 
interest  in  urban  economics  and  various  aspects  of  urban 
problems.  Also,  it  has  the  Chicago  Area  Transportation 
group  which  keeps  up  banks  of  data.  It's  a  marvelous 
place  in  which  to  train  students  and  do  research." 

Arline  Datu 
OTA  Public  Affairs 


Autumn,  1975 


PICK  YOUR  OWN  TOUR 


Perhaps  your  group  would  like  to 
select  its  own  bus  tour,  made  up  of 
the  Chicago  points  of  interest  that 
are  most  in  demand  by  the  members. 
On  a  recent  Sunday  outing,  the  Chi- 
cago Press  Veterans  chose  to  leave 
the  automobiles  in  the  home  drive- 
ways and  use  a  CTA  bus  as  their 
air-conditioned  limousine  to  go  "on 
the  town"  for  the  day.  Despite  years 
of  covering  news  all  over  the  city, 
there  are  scores  of  places  any  re- 
porter has  never  really  had  the  time 
to  stop  and  enjoy.  Here's  a  picture 
tour  of  some  of  the  press  re-visits 
which  may  serve  as  a  "sampler"  of 
places  you  might  like  to  include 
when  you  go. 


The  Fountain  of  Time  on  the  Midway 
Plaisance.  Funny,  I  have  driven  by 
that  thing  hundreds  of  times  and  I 
never  really  noticed  the  details. 

So  this  is  the  Chagall.  Without  the 
traditional  lunchtime  crowds  in  First 
National  Bank  Plaza,  one  can  get  a 
better  look  at  it. 


eta  Quarterly 


The  Musuem  of  Science  and  Industry 
is  a  basic  of  most  cfiarter  tours  of 
Cliicago.  Tfie  opportunity  to  get  in- 
volved with  push  buttons  and  ma- 
chines is  irresistible. 

Ground  floor  itinerary  in  the  Sears 
Tower,  before  the  elevator  ride  to 
the  observation  deck,  includes  in- 
spection of  the  kinetic  sculpture  by 
Alexander  Calder. 


Shrine  of  one  of  the  biggest,  long- 
time reaction  news  stories  of  all  time 
—  the  splitting  of  the  atom.  The 
Henry  Moor  sculpture  at  the  Univer- 
sity of  Chicago  commemorates  it. 

Bus  ride  through  Chicago's  China- 
town was  part  of  the  press  group's 
charter  trip.  Other  ethnic  communi- 
ties that  can  be  visited  include 
Greek,  Polish,  and  Mexican. 


Autumn,  1975 


25 


When 

You  Want 

A  Charter  Tour  — 

—  please  remember  that  rush 
hours  limit  the  equipment  avail- 
able. Therefore,  the  best  times  to 
book  a  tour  are  .  . . 

between  9:30  a.m.  and  2:30 
p.m.  weekdays 
after    6:30    p.m.     weekday 
evenings 
all  day  Saturday  or  Sunday 
Group  charters  can   be  for  no 
more  than  one  day  at  a  time  and 
cannot  go  outside  Cook  County 
borders.    Bus   rates   are   $60   for 
three  hours  with  $1 7  for  each  addi- 
tional hour  up  to  8  in  the  country 
and  $16  for  each  additional  hour 
up  to  8  in  the  city.  Two  car  rapid 
transit  trains  are  available  for  $350 
per  hour  and  $25  for  each  additi- 
tional  hour. 

For  charter  sales  information, 
call  664-7200  and  ask  for  Exten- 
sion 813. 


Everybody  makes  references  to  Frank  Lloyd  Wright,  but  few  liave  taken  time 
to  study  fjis  architecture.  The  Robie  house  near  the  University  of  Chicago 
provides  one  such  opportunity. 

Audio-visual  stop  on  the  trip  is  at  the  Standard  Oil  building  where  the  enchant- 
ment of  Bertoia's  wind  chimes  is  to  be  heard  as  well  as  seen. 


eta  Quarterly 


How  To  Sell 
ToCTA 


For  the  guidance  of  Chicago  area  execu- 
tives who  —  some  day,  sometime  — 
might  have  a  product  or  service  to  offer 
the  CTA,  we  asked  Anit  Leppiks  of 
our  staff  to  conduct  this  interview  with 
Frank  A.  Johnson,  CTA's  Director  of 
Purchasing. 


The  toughest  job  in  the  world  is  to 
buy  something  right. 

It's  especially  tough  when  you're 
buying  items  like  $586,426  rapid  transit 
cars  to  $9  million  parts  for  a  cab  sig- 
nalling system. 

You  don't  get  a  second  chance  when 
you're  shopping  for  capital  equipment. 
So  the  CTA  has  schooled  itself  in  the  art 
of  smart  spending.  It's  a  technique  it  uses 
even  when  it  buys  paper  clips. 

Yet,  the  CTA  is  a  heavy  consumer.  I 
was  curious  to  learn  just  how  I  would  go 
about  selling  something  to  the  CTA. 
Q:  Mr.  Johnson,  I  would  like  you  to 
consider  me  an  outsider.  Let's  say  I've 
switched  businesses  —  from  the  writing 
end  to  the  printing  end,  and  represent  a 
new  company.  We  are  well  financed  and 
have  good  production  facilities,  with  a 
variety  of  presses  and  the  ability  to  go 
four  color.  What  do  we  do  to  present  our- 
selves to  you? 

A:  Since  you  haven't  dealt  with  the  CTA 
before,  you'd  probably  first  want  to 
see  me  or  our  superintendent,  Robert 
McCarthy,  to  learn  more  about  the  over- 
all purchasing  function. 

I'd  explain  that  the  CTA  purchases 
our  materials  by  competitive  public  bid- 
ding, which  is  required  of  all  transit 
authorities  by  the  Metropolitan  Transit 
Authority  Act. 

It's  a  system  which  supplies  vendors 
with  the  "bread  and  butter"  of  profit,  for 
we  have  a  continuing  volume  of  business 
they  can  count  on  if  they  keep  their  prices 
down,  their  quality  up,  and  their  delivery 
promises  realistic.   They  might   make  a 


better  profit  on  anything  extra  they  can 
sell  somewhere  else  maybe,  and  that's 
their  gravy. 

The  next  step  would  be  to  refer  you 
to  the  buyer  who  handles  your  com- 
modity. 

Q:  How  knowledgeable  is  this  buyer? 
A:  We  have  six  buyers  responsible  for 
different  material  equipment  and  services. 
Their  major  items  are  stationery  items 
and  office  equipment,  lumber  and  steel, 
electrical  goods  and  construction,  auto- 
motive and  safety  equipment,  and  hard- 
ware and  tools,  bus  parts  and  petroleum 
products. 

Our  buyers  have  a  variety  of  educa- 
tional on-the-job  experiences  which  stand 
them  well,  because,  as  the  CTA  expands, 
we  are  still  buying  many  of  the  same 
commodities,  only  more  of  them. 

If,  however,  a  buyer  does  not  have 
the  expertise  or  the  experience  behind  him 
for  an  item,  he  will  get  together  with  the 
specifications  engineers  or  with  the  de- 
partment which  uses  the  service  and  relay 
what  a  salesman  told  him  to  see  how  his 
product  fits  in  with  their  needs. 

However,  our  compliance  section 
cautions  vendors  to  be  realistic  about 
what  they  promise.  Vendors  learn  that  we 
will  not  make  an  award  for  a  product  that 
doesn't  meet  our  requirements  or  we  will 
return  it  if  it  doesn't  meet  our  specifica- 
tions after  delivery. 

Q:  What  should  I  be  prepared  to  tell 
this  buyer? 

A:  Assume  you  are  a  steel  or  fastener 
salesman.  The  buyer  knows  that  we  buy 
stove  bolts,  carriage  bolts,  and  cadmium 


plated  bolts.  He  would  describe  our  nor- 
mal needs  for  fasteners,  our  qucdity 
requirements,  and  what  types  of  materials 
we  buy  in  your  lines.  Also,  he  would  not 
encourage  you  in  a  field  where  we  have 
limited  needs. 
Q:    Such  as? 

A:  We  often  get  inquiries  from  people 
who  want  to  do  janitorial  service  for  us. 
Except  for  our  offices  at  the  Merchandise 
Mart,  we  have  our  own  janitorial  staff. 
The  Mart  Job  —  a  huge  job  —  goes  out 
on  bids.  If  you  cannot  handle  a  whole 
floor  we  don't  advise  you  bid  on  it. 
Q:  What  items  does  the  CTA  need  most? 
A:  Most  of  our  needs  are  maintenance 
and  repair,  and  operating  supplies  —  any- 
thing from  diesel  fuel  to  heavy  machinery. 

We  buy  fertilizers  —  landscape 
materials  people  wouldn't  think  we  would 
buy. 

We  would  like  to  get  more  competi- 
tion on  steel  fabricated  items. 

We  have  some  rail  sections  unique 
to  our  operations  that  are  getting  to  be 
almost  unavailable.  Casting  is  a  rather 
difficult  area  for  us.  Petroleimi  products 
—  diesel  fuel  —  require  special  handling 
because  of  the  allocation  program. 

The  most  unusual  purchase  we  made 
recently  was  the  rental  of  two  horses  to 
pull  an  old  bobtail  streetcar  in  a  parade  — 
we  got  the  horses  on  a  bid. 

The  competition  for  our  needs  varies, 
of  course,  with  the  demand  elsewhere. 
Q:  Okay.  I'm  offering  a  printing  service. 
What  are  the  steps  I  take  to  close  the  deal? 
A:  First,  we  would  give  you  a  vendor's 
application,  which  requests  information 


Autumn,  1975 


CTA  6558  REV  7  74  CH ICAGO  T  RAN  SI  T  AUTHOR  ITY 

"58  Kcv.  MATERIALS  MANAGEMENT   DEPARTMENT 

PURCHASING  SECTION 

APPLICATION  FOR  PLACEMENT  ON  BIDDERS'  LIST 

INITIAL  APPLICATION  '         REVISION 

TO:     Chicago  Transit  Authority,  Merchandise  Mart  Plaza,  Room  732 


W;  Answers  Should 
!e  Typed  or  Printed 


1.    NAME  OF    FIRM 

2.   TELEPHONE  NO. 

■  ''□  rNorv°oTA."             'c-"--"°--"-                  [I]co«PO..T,o. 

4.    IF   INCORPORATED.    INDICATE  IN   WHICH   STATE 

5.   NAMES  OF  OFFICERS.  MEMBERS.  OR  OWNERS  OF    FIRM,    PARTNERSHIP.    ETC..    AS  THE   CASE  MAY   BE 
PRESIDENT                                                                                                                                                   VICE-PRESIDENT 

SECRETARY                                                                                                                                                 TREASURER 

PARTNERS  OR  OWNERS 

6.    ADDRESS  OF   MAIN   BUSINESS  OFFICE 

7.    APDRESS  TO    WHICH    PROPOSALS  SHOULD  BE  SENT    up   same   as 

8.    ADDRESSES  OF    FACTORIES.    FOUNDRIES.  MINES.   OR    YARDS    .spccifyi.       ,,f   same    as  6,    «p,te     -same--. 

IIND.CATE    TOTAU     AREA    OF     FLOOR    SPACE    OF     ABOVE, 

'■   SUPERV|'s°eTl'l'mATt'eRS*CONCERnTnG   B°DS  AN^ 

!0.    ARE    YOU    A  MANUFACTURER  WITHIN   THE  MEANING  OF  THE   FOLLOWING    DEFINITION' 

n.    ARE  YOU    A   REGULAR  DEALER   WITHIN   THE  MEANING  OF  THE    FOLLOWING    DEFINITION? 

12.    A.   NATURE  OF   BUSINESS   ichec.   applicable  cate  =  obie51 

□  MANUFACTURER                 ^  PRODUCER                 Q  RETAILER                 Q  WHOLESALER                 □=/,--=                 □  S^^"rL*e":t"a%?vI 

B.    HOW   LONG    IN   BUSINESS? 

C.   TOTAL  Capital, .AT, OS  OB   Amount    Imvesteo 

D.  Present  Total  Number  or   Employees 

E.    Do.lap  Valle   op   A„„oal  Sales 

F       IMO.CATE    DOLLAR    VALUE    OP   A .  E  R  A=  E    INVEKTOPY 

G,    IP    L,STEO    B.    DU«     S    BPAOSTREET,    WmAT     ,s    Cu»»E~T    RatinC 

H.   A  CERTIFIED  FINANCIAL  STATEMENT  AND  A  LISTING  OF  THE   NAMES  OF  THE   PRINCIPAL  FIRMS  WITH  WHOM  YOU  HAVE  DONE 
BUSINESS  MUST  ACCOMPANY  YOUR  APPLICATION. 

1.    GENERAL   CLASS  OF   MATERIALS   YOU   SEEK    TO    FURNISH 

13.    REMARKS   .,r    A.„   • 

When  an  organization  wants  to  get  on 
CTA's  bid  list,  it  files  the  application 
shown  here. 


eta  Quarterly 


about  your  capabilities,  physical  facilities, 
and  financial  stability.  We  obtain  a  Dun 
and  Bradstreet  rating  as  part  of  our 
review. 

Once  approved,  we  would  inform 
you  of  your  addition  to  the  vendor's  list, 
introduce  you  to  the  buyer  who  purchases 
printing  services,  and  send  you  inquiries 
until  we  or  you  determine  that  you  cannot 
be  competitive  or  you  are  no  longer 
interested. 

Q:  So  then  I  just  wait  until  either  the 
current  printing  contract  expires  or  a 
special  need  occurs. 

A:  Right.  When  there  are  requirements 
for  any  material,  service,  or  equipment, 
the  stores  department  begins  a  purchase 
requisition  which  describes  the  material. 
The  specifications  department  gets  the 
requisition  next  to  determine  the  quality 
we  need  and  make  sure  the  description  is 
clear  and  accurate  before  sending  the 
requisition  on  to  a  buyer  in  purchasing. 

The  buyer  will  review  the  standard 
vendors  list  for  the  service  required, 
selecting  vendors  whom  he  thinks  will 
respond  competitively.  He  forwards  the 
requisition  to  our  contract  negotiating 
section  for  review  and  approval,  and  after 
they  have  endorsed  the  buyers'  action,  the 
request  enters  the  solicitation  process. 

The  first  step  of  this  process  involves 
sending  out  invitations  to  bid  to  each  of 
the  vendors  who  have  been  selected. 

Our  request  lists  the  specifications 
and  required  quantity. 

For  instance,  if  we  need  a  fork  lift 
truck  to  operate  on  five  per  cent  grades, 
the  specifications  will  stipulate  the  truck  be 
able  to  climb  the  grades  at  a  certain  steady 
speed.  The  specifications  will  call  for 
other  functions,  such  as  the  ability  to  lift 
loads  to  a  certain  height. 

Although  we  do  some  testing,  such  as 
with  air  filters,  we're  basically  interested 
in  comparing  what  your  product  can  do 
with  what  we  have  specified. 

The  request  also  states  a  deadline  for 
returning  a  bid;  to  be  a  responsive  bid  it 
must  be  in  our  hands  for  public  opening 
at  2  p.m.  on  that  date. 


Q:    Does  public  opening  of  bids  mean 

any  vendor  can  learn  what  price  was  the 

lowest? 

A:    Certainly;    any    person,    whether    a 

vendor  or  private  citizen,  can  attend  bid 

openings. 

Q:    Is  a  contract  awarded  as  soon  as  all 

bids  are  opened? 

A:    No.  The  bids  are  turned  over  to  the 

buyer  for  evaluation. 

A  technical  item  may  also  be  evalu- 
ated by  the  specifications  department  to 
make  sure  that  what  is  being  offered  by 
the  vendor  actually  meets  our  quality 
requirements. 

After  everything  is  checked  out,  the 
buyer  selects  the  lowest  bidder  meeting 
specifications  and  an  award  is  made. 
Q:  Do  all  bids  follow  this  pattern? 
A:  All  bids  "under  money,"  under 
$5,000,  that  is,  do.  We  have  a  threshold 
dollar  value  of  $5,000,  where  the  CTA 
board  must  approve  purchases.  Generally 
these  are  for  larger  items,  such  as  rapid 
transit  trains,  buses,  or  construction  jobs, 
or  for  larger  volume  purchases,  in  which 
we  follow  a  very  formalized  bidding 
procedure.  According  to  the  requirements 
of  public  bidding,  we  ask  for  a  proposal 
guarantee  to  insure  that  if  a  contract  of 
such  scope  is  awarded,  it  will  be  honored. 
Q:  How  far  in  advance  do  you  buy? 
A:  It  all  depends  on  the  product.  For  a 
readily  available  item,  we  may  start  the 
purchasing  cycle  four  weeks  before  our 
needs  occur.  There  are  other  materials 
that  demand  a  year's  lead  time. 

If  it's  a  requirement  under  money, 
we  don't  need  as  much  lead  time  as  if  it 
has  a  value  over  $5,000,  because  we  have 
the  authority  to  make  the  purchase.  If  the 
value  is  over  55,000,  procedures  require 
advertising  for  bids,  a  minimum  of  10 
working  days  before  bids  can  be  opened, 
and  action  taken  at  a  public  board  meet- 
ing. After  the  board  acts,  we  send  a 
formal  contract  to  the  selling  company. 
This  contract  must  be  executed  by  an 
officer  of  this  company  and  by  the  CTA 
chairman  before  the  award  is  finalized. 
We  must  make  allowance  for  all  of  these 


procedures. 

Q:    Where   can    I    find    ads    for    CTA 

business? 

A:    Suppliers  will  find  advertisements  for 

CTA   services    in    a    local    paper;    most 

appear  in  the  Law  Bulletin. 

Q:    What  efforts  are  made  to  encourage 

new  companies  to  sell  to  the  CTA? 

A:    Our  buyers  and  procurement  analysts 

seek  out  new  sources  whenever  they  feel 

competition  on  an  item  is  inadequate. 

Most  of  our  most  recent  thrust,  how- 
ever, has  been  an  effort  to  encourage 
bidding  by  minority  firms.  For  instance, 
we  participated  in  the  Chicago  Business- 
men's Opportunity  Fair  where  minority 
vendors  could  learn  what  kind  of  prod- 
ucts we  are  interested  in. 
Q:  Has  the  CTA  ever  run  out  of  poten- 
tial bidders? 

A:  Yes.  That's  when  we  go  to  the  yellow 
pages,  Thomas  Register,  or  the  Illinois 
Manufacturers  Directory. 

We  had  an  employee  suggestion  the 
CTA  might  find  possible  saving  through 
use  of  a  freight  auditing  service.  As  we 
looked  into  it,  we  learned  there  are  com- 
panies which  will  audit  your  paid  freight 
bills  for  correct  rates  and  accuracy,  and 
will,  if  they  find  errors,  bill  the  freight 
companies  in  our  name. 

Since  we  had  no  experience  in  this 
area,  we  looked  in  the  phone  book,  talked 
with  several  firms,  and  sent  inquiries  to 
those  who  showed  interest. 
Q:  How  will  CTA's  needs  grow  in  the 
next  few  years? 

A:  I  see  an  expansion  of  our  normal 
needs.  We  are  going  through  another 
phase  of  the  capital  improvement  pro- 
gram where  we  will  be  buying  more  of  the 
same  things  —  additional  rail  cars  and 
buses,  and  construction  jobs.  Each  time 
we  buy  a  new  rapid  transit  car  or  bus,  it 
opens  up  a  new  market  for  the  parts  that 
are  unique  to  that  car  or  bus. 

Anit  Leppiks 
CTA  PubUc  Affairs 


Autumn,  1975 


CTA 
First  in 
Second  City 


The  Second  City  scene:  Actor  Bert 
Rich  is  CTA's  "Happy  Driver"  Cleven 
Wardlow  {here  an  amused  passen- 
ger). Other  passengers,  left  to  right, 
George  Wendt,  Ann  Ryerson,  Don 
De  Polio,  Michael  Gellman,  and 
Miriam  Flynn. 


CTA  leads  off  tfie  new  and  spar- 
kling Second  City  revue,  "Once  More 
With  Fooling,"  which  begins  with  a 
skit  based  on  Cleven  Wardlow,  the 
Michigan  Avenue  bus  driver,  subject 
of  considerable  publicity  for  his 
cheerfulness  and  his  happy  conver- 
sation with  riders. 

The  "Happy  Driver"  scene  ignites 
an  evening  of  continuous  laughter 
over  such  current  conversational 
topics  as .  . 

.   .   Bicentennial  advertising 

.   .  the  CIA 

.   .  apartment  living 

.   .  JAWS 

.   .  computer  dating 

.   .  Chicago  sportscasting. 

In  the  CTA  skit,  Wardlow  is  "Mr. 
Rich"  whose  passengers  include  a 
female  white  collar  worker  whose  job 
at  the  National  Safety  Council  has 
"lost  all  its  glamour,"  a  spaced  out 
individual  who  knows  more  than 
most  Chicagoans  about  how  to  pro- 
nounce Goethe,  a  model  who  always 
carries  200  copies  of  her  picture  and 
thus  has  enough  to  pass  around,  and 
a  man  who  has  walked  to  the  near 
North  side  from  Rogers  Park  because 


all  he  has  is  a  ten  spot  and  no  driver 

will  cash  it  (what  this  driver  does  is 

take  up  a  collection). 
A   couple    of    excerpts   from    the 

script: 

Passenger:  Oh,  NO  —  is  that  that 
building  —  or  is  that  me? 

Driver:  Oh,  that's  the  Hancock  Cen- 
ter; it's  built  that  way.  You 
should  see  it  in  the  winter.  Ice 
comes  flying  down  and  wipes 
out  a  Cadillac  a  day. 

Passenger:  .  .  you  wouldn't  believe 
how  carefully  people  read  the 
signs  on  a  bus.  Why,  I  read 
yesterday  in  the  Daily  News  that 
a  young  man  taught  himself 
seven  languages  just  by  reading 
the  'No  Smoking'  signs. 


The  Second  City  theatre  is  at  1616 
North  Wells  and  one  must  call  for 
reservations  in  advance.  The  phone 
number  is  337-3992.  Performances 
are  at  9  pm  Tuesdays,  Wednesdays, 
Thursdays  and  Sundays,  at  8:30  pm 
and  again  at  11  pm  Fridays  and 
Saturdays. 


eta  Quarterly 


Libraries 
Become 
CTA  Travel 
Branches 


Furthering  its  role  as  the  city's 
major  source  of  information  about 
Chicago,  the  Chicago  Public  Library 
system  is  now  serving  as  mass  distri- 
bution agent  for  basic  CTA  travel 
guides. 

New  maps,  showing  CTA  bus  and 
rapid  transit  routes,  and  convenient 
"Getaway"  folders,  listing  museums, 
galleries,  and  restaurants  are  now 
available  —  free  for  the  asking  —  at 
library  desks  at  the  Chicago  institu- 
tion's downtown  Cultural  Center  and 
all  76  branches. 

At  23  libraries  serving  Spanish- 
speaking  communities  of  the  city,  a 
Spanish  language  brochure  on  CTA 
travel  information  is  also  available. 

Libraries  are  not  equipped  for  bulk 
distribution,  but  organizations  wish- 
ing a  quantity  of  maps  and/or  bro- 
chures can  make  arrangements  by 
phoning  the  Public  Affairs  Depart- 
ment at  CTA,  664-7200. 


Library  travel  agent:  Carmen  Driskell,  librarian  at  the  Chicago  systent's 
Pilsen  Branch,  1842  Blue  Island  Avenue,  distributes  CTA  information  to 
users  of  the  library,  including  Spanish-speaking  citizens. 


Chicago's  great 
CTA  getaway 


All  aboard! 
Here's  the  way 
by  CTA 


Autumn,  1975 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK  RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


IV*NSTCN  III  €07«1 


''^s^>'  , 


\i\ 


Quarterly 


Winter,  1975 

C 


IN  THIS  ISSUE 

Christmas  Shopping  ^y....c.^„p— , - 

Snow  a;,vAr,SrCu+,*^.w^^  ^^♦.^^H 

Bicentennial  Salute  Ll^.vAKT 

New  Year's 

Doodles  JAN  2C  1£75 

New  Board  Member 

CTA  Suburbs 

Explorers 


>r07JaW£SIERN  m iVERSlTY 


CTA  Quarterly 


Vol.  1 


No.  5 


•  First  volume  of  Quarterly  contained   five  issues   be- 
cause of  pilot  issue  in  Autumn  of  1974. 


J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin.  Art  Director 


Chicago  Transit  Board 

James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Edward  F.  Brabec 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.  Walsh 


Copyright  1975,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Mer- 
chandise Mart  Plaza,  P.O.  Box  3555,  Chicago,  III.  60654.  Telephone  (312)  664-7200. 


Winter,  1975 


Photo  Credits 


Christmas  Presence 

Chicago  is  something  to  see  —  and  lots  to  buy 


Let  It  Snow  12 

When  you  depend  on  CTA,  you're  ready  to  enjoy  winter 


CTA  Perennial 

It's  shot  once  again  for  the  Bicentennial 


When  Six  Falls  On  One 

New  Year's  in  Chicago  in  '66.  '56,  '46,  '36,  '26 


Doodle  It  Again,  Sam 

CTA  controller  builds  a  self-made  gallery 


New  Board  Member 

Edward  F.  Brabec 


CTA's  Scope 

A  Cook  Tour  of  suburbs  CTA  serves 


Chicago  Explorer  Mass  Transit  Rally 

Youth  discovers  the  city  —  by  CTA 


The  Covers 

Christmas  shopping,  wrapped  in  fun  and  adventure,  is 
offered  all  over  town  by  CTA.  On  that  great  street,  State 
Street,  of  course  —  where  CTA's  bobtail  horsecar,  front,  is 
sometimes  a  feature  of  the  traditional  Christmas  parade. 
For  the  less  traditional,  try  a  street  like  the  near  north's 
Oak,  back,  where  you  can  browse  through  a  parade  of 
specialty  shops  offering  clothing,  gadgets,  candles, 
housewares,  art  objects,  and  what  have  you. 


Front  Cover: 

Anit  Leppiks,  CTA  Public  Affairs 
Page  3: 

Carson  PirieScott  &  Co. 
Pages  4-5: 

Far  left  and  bottom  row,  Anit  Leppiks,  CTA  Public 

Affairs; 

Top  left,  Carson  Pirie  Scott  &  Co.; 

Top  right.  Jack  Sowchin,  CTA  Public  Affairs. 
Page  6: 

Anit  Leppiks,  CTA  Public  Affairs 
Page  7: 

CTA  Photo  Department 
Pages  8-9: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  10: 

Edward  Mankus,  Chicago  Tribune 
Page  1 1 : 

Anit  Leppiks,  CTA  Public  Affairs 
Page  12  and  Page  13,  left  column: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  13,  bottom  right: 

CTA  Photo  Department 
Pages  14-1 8: 

CTA  Photo  Department  and  Historical  Collection 
Page  19: 

Chicago  Tribune  Photo 
Page  22: 

American  Medical  Association 
Pages  24-25: 

CTA  Photo  Department 
Pages  28-31  (except  31 ,  bottom  right): 

Jack  Sowchin,  CTA  Public  Affairs 
Page  31 ,  bottom  right: 

Jon  Trepal,  Exploring  Division,  BSA 
Back  Cover: 

Jack  Sowchin,  CTA  Public  Affairs 


eta  Quarterly 


Christmas 
Presence 


Chicago  is  an  ornament  all   its  own   this  Christmas. 

From  New  Town  to  "new"  Mexico  —  from  the  glitter  of 
North  Michigan  Avenue  to  the  small  town  charm  of  nearby 
Evanston  and  Oak  Park  —  shops  throughout  Chicagoland 
have  taken  on  a  magnetic  sparkle. 

And,  while  it  may  be  an  everyday  habit  to  ride  public 
transportation  to  and  from  your  job,  Christmas  shopping 
need  not  be  "all  work."  You  can  use  CTA  as  a  "yellow 
brick  road  to  adventure",  to  discovering  all  there  is  in 
Chicago  to  see  —  and  to  buy. 

For,  in  few  major  urban  areas,  is  so  much  packed  into 
such  convenient  packages  of  distance. 

As  with  any  adventure,  there  are  some  ground  rules. 
First,  of  course,  don't  be  timid.  Venture  into  an  area  you 
don't  usually  shop  in  —  after  all,  what's  exploring  without 
It  being  something  new?  If  you're  used  to  shopping  on  the 
Gold  Coast,  try  some  of  the  delightful  specialty  shops  in 
Evanston.  If  Woodfield  Mall  is  your  backyard,  the  New 
Town  atmosphere  might  make  you  want  to  move,  at  least 
for  a  day  of  snooping  in  its  shops. 

Venture  into  stores  in  these  areas  that  you  wouldn't 
ordinarily  stop  in  —  whether  they  seem  too  bizarre  or  too 
expensive  for  your  normal  tastes.  There's  a  good  chance 
you'll  pick  up  an  accent  piece  for  a  gift  that  will  long  be 
treasured  for  the  thoughtful  originality  you  put  into  it. 

Two  practical  tips  —  wear  walking  shoes,  comfortable 
clothes,  and  a  watch  —  no  shopping's  fun  when  tired  feet 
and  a  lot  of  packages  have  to  compete  with  rush  hour 
traffic. 

Also,  lunch  at  a  restaurant  which  serves  the  type  of 
food  you  know  you  like. 

So,  if  you're  looking  for  a  unique  Christmas  gift  this 
year,  you  might  take  a  wok  —  a  Chinese  cooking  utensil 
—  down  Michigan  Avenue. 

The  street  has  gone  international,  with  a  montage  of 
products  from  silkscreens  and  oriental  horses  to  Swedish 
cabinetry  and  Indian  jewelry. 

"North  Michigan  is  to  Chicago  what  upper  Fifth  Avenue 
is  to  New  York;  we've  grown  to  be  more  than  just  a  mer- 
chandising center  to  a  worldwide  potpourri  of  the  large 
and  the  small,  the  common  and  the  rare,"  says  Nelson 
Forrest,  executive  director  of  the  Greater  North  Michigan 
Avenue  Association. 

Matter  of  fact,  one  of  the  best  gifts  you  can  give  your- 
self this  Christmas  is  to  walk  through  this  International 
bazaar.  Stroll  through  a  couple  of  shops  at  lunch  time  or 
plan  a  day-long  expedition. 

You'll  find  one-of-a-kind  items  that  will  turn  once 
routine  Christmas  shopping  from  a  chore  into  an  event  in 
which  you  can  almost  pick  your  shopping  tour  to  match 
your  likes  and  dislikes,  and  your  budget. 

Up  The  Avenue 

You  might  start  on  Oak  or  Walton,  just  a  block  off 
Michigan  where  merchants  this  season  are  displaying  the 


Scottie,  the  Talking  Tree,  will  greet  you  on  your  browsing 
tour  of  Carson's  main  store  on  State.  He  is  stationed  on  the 
third  floor. 

same  tiny  golden  Italian  lights  that  dress  the  trees  along 
Michigan. 

You  can  feast  your  cooking  fancies  at  the  new  Culin- 
arion,  113  E.  Oak.  Among  the  savory  items  the  Paris- 
based  store  is  introducing  to  Chicagoans  are  a  Swiss 
lettuce  dryer  which  can  even  double  in  the  dressing  room 
to  whirl  the  water  out  of  stockings  ($14.95),  a  matchstick 
style  Swedish  dish  drainer  ($15.95),  and  a  16"  x16"  Italian 
marble  pastry  board. 


inter,  1975 


These  culinary  experts  also  claim 
they  can  never  keep  enough  of  their 
$190  French  food  processors  which 
can  knead  bread,  grind  nneat  into  baby 
food  and  do  55  other  jobs.  Gourmet 
magazine's  endorsement  made  the 
processorahot  item. 

Further  back  in  the  store  you'll  find 
an  authentic  wooden  butter  churner 
($19.95)  which  is  meant  to  be  used;  a 
Zip-Zap  knife  sharpener  which  out- 
does its  electrical  competitors  at  the 
bargain  price  of  $2.50:  Chinese  woks, 
complete  with  instructions;  French 
porcelain;  and  huge  pots  for  family 
pasta  feasts. 

Across  the  street,  climb  the  few 
steps  upstairs  to  the  Oak  Street  Book- 
shop Inc.,  which  is  renowned  for  its 
extensive  collection  of  theatre  and 
film  lore.  Despite  very  close  quarters, 
the  bookshop  also  has  a  reading  room 
to  help  you  to  make  your  selections 
more  carefully. 

For  kid's  stuff,  on  the  next  block, 
there's  The  Down  Clown.  56  E.  Wal- 
ton,   which    features   Creative    Play- 


things, educational  toys  from  crib  to 
campus  from  $1 .95. 

Browse  through  LaBourse,  45  E. 
Walton,  if  you  are  looking  for  a  gift 
under  $10  —  or  an  antique  silver  tea 
service  to  complement  your  own 
China  cabinet.  You'll  find  imported 
porcelain,  nineteenth  century  engrav- 
ings and  occasional  small  pieces  of 
furniture.  Proceeds  go  to  the  Chicago 
Medical  School. 

Stop  and  shop  for  silver  jewelry  — 
the  most  exquisite  modern  designs  in 
town  —  at  Long  John's  Silversmith, 
41  E.  Walton.  Specialties  of  this  store 
are  rings  designed  by  owner  Don 
Lawrence.  You'll  find  them  inter- 
spersed in  a  medley  of  dozens  of 
imported  pieces  gleaming  against  the 
black  velvet  of  the  museum  style  win- 
dow display  cases.  The  setting  pro- 
vides a  quiet  sophistication  to  help 
you  relax  from  the  bustle  of  the  street 
outside. 

If  it's  a  particular  title  you  want, 
cross  the  Avenue  to  Walton  Books, 
172  E.  Walton.  Special  orders  are  this 


store's  forte.  You  can  usually  count 
on  Walton  to  have  that  new  title  you 
just  read  about. 

For  a  one-of-a-kind  brilliantly  pat- 
terned pillow  collection  from  the 
farthest  reaches  of  the  East,  visit  Bes- 
Ben  Inc.,  938  N.  Michigan.  You  can 
choose  among  tiny,  brightly  designed 
pillows  from  Red  China  at  $27.75,  or 
pick  up  a  Beauvais  needlepoint  de- 
sign at  $69.75.  Other  needlepoints 
start  at  $39.75. 

The  Crate  &  Barrel,  850  N.  Michi- 
gan, spreads  the  magic  of  the  Orient 
this  season  by  featuring  Christmas 
tree  ornaments  from  India  and  China 
as  well  as  from  Scandinavia. 

I.  Magnin,  a  few  doors  down  at  830 
N.  Michigan,  advocates  that  you  have 
Christmas  "your  way"  by  choosing 
from  merchandise  varying  anywhere 
from  a  "dear  little  box  of  Agraria  pot- 
pourri (imported  spices)  to  a  swoop  of 
cashmere  to  the  floor." 

Christmas  treasures  available  at 
Magnin's  Laykin  et  Cie  include  a 
Christmas  tree  pin  of  18-karat  yellow 


eta  Quarterly 


"Window"  shopping  is  attractive, 
outside  and  in.  At  Stevens,  left,  win- 
dowed high  fashion  and  glitter.  At 
Carson's,  upper  left,  a  space  age 
Christmas  window  display.  Next,  the 
popular  Chinese  then)e  as  highlighted 
by  shopping  at  Ching's  on  East 
Ontario  where  you  may  be  waited  on 
by  Mary  Chen.  At  Field's,  lower  se- 
quence, old-time  trains  for  the  nostal- 
gic, a  trip  through  one  of  the  nation's 
best  toy  departments,  and  a  show- 
case look  at  exquisite  ornamental 
dolls. 


r 


gold  set  with  rubies,  emeralds, 
sapphires,  and  diamonds  ($680)  and 
a  diamond  Christmas  tree  set  in  an 
oval  of  Lucite  framed  in  14-karat  yel- 
low gold,  to  wear  as  a  pendant  or 
charm  ($450). 

As  Magnin  has  gained  its  reputa- 
tion for  its  imports,  it  is  not  to  be  out- 
done this  year  with  the  rush  to  Oriental 
motif.  This  Christmas  you  can  pur- 
chase a  circular  cotton  tablecloth 
called  Kyoto,  the  design  of  which  was 
inspired  by  an  old  Japanese  print,  or 
an  exquisite. porcelain  Chinese  gar- 
den stool  ($495),  available  in  limited 
quantity. 

Chloe,  the  newest  of  perfumes 
billed  as  one  of  the  "subtle  luxuries  of 
life,"  is  also  expected  to  be  a  popular 
present  this  year  at  fvlagnin,  and  other 
leading  perfume  counters. 

Newest  wonder  of  Michigan  Ave- 
nue, of  course,  is  the  Water  Tower 
Place,  between  Chestnut  and  Pear- 
son, which  recently  introduced  Lord 
&  Taylor  to  Chicagoans  and  opened 
an  impressive  new  Marshall  Field  & 


Co.  Shopping  in  such  freshly 
sculpted  market  places  is  something 
akin  toachild's  wonder  upon  opening 
gifts  Christmas  Eve. 

You  can't  walk  down  Michigan  Ave- 
nue without  noticing  the  art  books  of 
the  Stuart  Brent  Bookstore,  670  N. 
Michigan.  Once  inside,  you'll  find  a 
wide  selection  of  books  on  psychiatry 
and  philosophyas  well. 

While  the  Chinese  style  is  accent- 
ing much  of  this  year's  dress  and  fur- 
niture design,  we  recommend  the  real 
thing  —  be  it  a  custom  made  silk 
brocade  robe  (up  to  $85),  a  scroll 
(about  $65)  or  jade  earrings,  all  avail- 
ableat  Ching  and  Co.,  a  half  block  off 
Michigan  at  148  E.  Ontario.  Mary 
Chen,  proprietress,  will  get  you  any 
item  you  want  from  mainland  China, 
often  combining  customers  requests 
on  her  next  shopping  trip  overseas. 
Or,  if  you  want  to  create  your  own 
design,  she  provides  the  silk  brocade 
by  the  yard. 

You  might  lunch  at  Gino's  East 
(pizza),  160  E.  Superior;  The  Magic 


Pan  (crepes),  60  E.  Walton,  or  Ballan- 
tine's  Restaurant  (continental  cuisine 
from  $1 .95),  1 03  E.  Chicago.  Each  will 
revive  your  spirits  with  hearty  por- 
tions and  a  relaxing  atmosphere  to 
help  you  sort  out  all  the  sights  of  the 
morning. 

To  The  Institute 

Don't  leave  the  Avenue  without  in- 
cluding the  Art  Institute  in  your  shop- 
ping tour. 

Just  take  any  southbound  CTA  bus 
(except  the  No.  125  Water  Tower  Ex- 
press) —  they  all  travel  south  to  the 
museum.  You'll  agree  the  ride  is 
worthwhile  when  you  see  the  unusual 
Christmas  tree  decorations  (all  hand- 
made), textiles,  pottery,  and  basketry 
from  all  over  the  world  on  sale  in  the 
Art  Institute  store.  You  can  purchase 
handcrafted  silver  and  gold  jewelry 
from  Guiana  and  Africa,  along  with 
special  finds  from  mainland  China 
and  Mexico.  Of  course,  the  store  car- 
ries the  sought  after  art  calendars  and 


Winter,  1975 


^*y^  «♦!' 


reproductions  of  the  museum's  per- 
manent collection. 

Over  To  State 

Wtiile  Michigan  Avenue  is  the  chief 
sponsor  for  the  Oriental  that's  so  "in" 
this  season,  State  Street  has  taken  on 
a  down-home  country  flavor  —  much 
likearollicking  sleigh  ride. 

You  can  almost  take  that  literally, 
thanks  to  the  free  CTA  Santa  Glaus 
bus  sponsored  by  the  State  Street 
Council  vi/hich  is  running  up  and  down 
State  Street,  connecting  with  the 
commuter  railroad  stations  and  Mich- 
igan Avenue. 

Beginning  at  State  and  Randolph, 
you  can  find  all  your  worlds  at  Field's 
and  enjoy  one  of  the  most  traditional 
of  Christmas  shopping  experiences. 

That  experience,  of  course,  starts 
with  window  shopping  —  outside. 
Thirteen  windows  trace  the  steps  of 
"Ben  and  Betsy"  on  a  shopping  spree 
in  colonial  Williamsburg. 

Inside  the  store,  don't  miss  Field's 
traditional  three-story  Christmas  tree, 
made  from  45  evergreens  and  decor- 
ated with  5,000  handmade  ornaments 
which  this  year  will  transmute  an 
Early  American  motif. 

Santa  Claus  is  visiting  the  Cozy 
Cloud  Cottage  on  the  eighth  floor, 
with,  no  doubt,  the  usual  mile-long 
linesof  eager  children  waiting  to  spill 


out  all  their  Christmas  wishes. 

We're  sure  you  won't  be  able  to  get 
past  the  fourth  floor  without  visiting 
Field's  toy  department  which,  during 
the  Christmas  season,  becomes  the 
answer  to  all  children's  Christmas 
wishes  in  the  world.  For  you  will  find 
a  remote  control  Volkswagen  from 
Japan  and  unusual  wooden  toys  from 
Sweden  and  Greece. 

Dolls  are  an  endless  fascination 
and  Field's  brings  them  from  Thai- 
land, Poland,  and  Chinaas  well  as  the 
more  familiar  European  countries. 

They  come  from  several  decades 
too  —  as  evidenced  by  bisque  faces 
and  weighted  glass  ball  eyes.  For 
friends  or  family  who  are  nostalgic 
hobbyists,  there  is  antique  doll  house 
furnitureand  accessories. 

You  will  also  find  a  toy  for  that 
"man  who  has  everything"  —  say  an 
antique  12"  steam  engine  that  sells 
for  $1 ,850  or  a  steam  engine  and  ten- 
derfor$2,500. 

If  your  gift  interest  in  antiques  ex- 
tends to  larger  pieces,  pick  up  a  copy 
of  Field's  listing  of  its  antique  collec- 
tion —  you'll  save  yourself  backtrack- 
ing between  the  first  and  the  eighth 
floor. 

A  shop  sure  to  be  busy,  what  with 
all  the  emphasis  these  days  on  coun- 
try items,  is  Field's  new  Gazebo,  on 
thethird  floor. 

Under  its  lattice  work  arches  you'll 


find  all  the  wonders  of  Grandmother's 
attic  —  lace  edged  pillows,  home- 
made quilts,  little  stuffed  dogs  and 
cats  —  even  the  most  appetizing  look- 
ing papier  mache  vegetables. 

The  Gazebo  also  sells  the  most 
cuddly  stuffed  animals  for  the  month 
old  baby'sfirst  Christmas  —  a  snowy, 
rabbit  fur  life-size  cat  or  miniature 
elephant. 

If  your  feet  tire  after  a  couple  of 
hours  of  such  browsing  and  buying, 
take  just  a  few  more  steps  over  to  the 
third  floor's  new  Crystal  Palace.  You'll 
be  served  old  fashioned  ice  cream 
treats  in  an  airy  Gay  Nineties  garden 
room  —  complete  with  hanging 
plants  and  a  Victorian  hatrack,  high 
backed  wrought  iron  stools  and 
waiters  and  waitresses  in  stiffly 
starched  pinafores  or  shirtsleeves 
and  straw  hats.  All  are  done  in  pink, 
green,  and  white,  with  lots  of  mirrors 
and  crystal.  Specialties  of  this  ice 
cream  parlor  are  double  size  sundaes 
and  Field'sown  Frango  mint  pie. 

Christmas  is  a  cheery,  warm- 
hearted country  scene  at  Chas.  A. 
Stevens,  25  N.  State.  The  woman's 
fashion  specialty  store  is  featuring  an 
old  fashioned  trim  of  evergreen  with 
polished  red  apples,  nuts  and  red- 
checked  gingham  ribbons. 

Stevens  ads  and  shop  windows  are 
framed  in  the  gingham  check,  carry- 
ing out  the  Christmas  theme.  Special 


eta  Quarterly 


Crystallizing  the  '75  fashion  for  hand- 
mades  —  quilts,  needlework,  pillows, 
cloths,  knick-knacks  —  is  Field's  new 
Gazebo,  left.  A  sparkling  side  trip  at 
Field's  is  through  the  large  china  and 
glassware  department.  You  can  enter 
the  china  department  directly  from 
the  second  level  L  platform  at  Ran- 
dolph and  Wabash.  But,  on  State 
Street,  you'll  find  free  transportation 
awaiting  to  take  you  to  other  stores  on 
this  major  league  shopping  thorough- 
fare. It's  the  CTA  Santa  Claus  bus, 
courtesy  of  the  State  Street  Council. 

gift  shops  have  been  set  up  on  the 
first  floor  to  quickly  shorten  Christ- 
mas shopping  lists.  And,  during  the 
two  weeks  prior  to  Christmas, 
Stevens  will  present  guest-instruc- 
tors demonstrating  the  makings  of 
Christmas  tree  ornaments,  holiday 
trims,  table  decorations,  party  novel- 
ties and  pomander  balls. 

Santa  is  holding  court  on  the  sixth 
floor  of  Wieboldt's,  1  N.  State,  where 
little  Christmas  wishers  will  be  given 
an  inflatable  miniature  of  jolly  ole 
Saint  Nick. 

Outside,  pause  for  a  minute  at  the 
nativity  window  —  for  even  among  all 
the  shopping,  this  is  what  Christmas 
isall  about,  isn't  it? 

Other  Wieboldt  windows  feature 
animated  dogs,  a  Christmas  skiing 
and  skating  holiday  in  the  mountains, 
and  an  old  fashioned  "decorating  the 
Christmas  tree"  party. 

The  Carsons  clan  invites  you  to  cel- 
ebrate Christmas  by  sharing  in  a  spe- 
cial storyland  entitled,  "Christmas  in 
Outer  Space",  pictured  in  the  State 
and  Madison  window  and  put  into 
more  detailed  animation  in  the  Carson 
Pirie  Scott  auditorium. 

Santa  is  getting  up  early  these  days 
to  host  his  annual  "Breakfast  with 
Santa"  at  9  a.m.  in  Carson's  eighth 
floor  "Heather  House  Restaurant." 
Tickets  are  available  at  the  fifth  floor 
cashiers. 


CTA  Shopping  Trip  Tips 

Loop-bound  shoppers  from 
Evanston,  Wilmette,  Skokie,  far 
north  Chicago,  the  Ravenswood 
area,  and  the  Lake-Dan  Ryan  line 
may  enter  Field's  directly  from  the 
L  platform  at  Randolph  and 
Wabash.  It's  just  a  step  or  two  into 
one  of  the  most  glamorous  china 
and  glassware  gift  assortments  in 
town.  The  all-L  Evanston  Express 
makes  a  good  shoppers'  train  be- 
tween 10-11:20  a.m.  downtown 
and  3:50-4:30  p.m.  homeward, 
thus  avoiding  the  rush  hourtraffic. 
Ravenswood  and  Lake-Dan  Ryan 
trains  operate  through  the  Ran- 
dolph-Wabash station  all  day  every 
weekday.  Skokie  Swift  passengers 
may  transfer  to  the  North-South 
rapid  at  Howard. 

Once  you  have  picked  out  your 
shopping  "zone"  for  tomorrow, 
call  CTA's  Travel  Information  Cen- 
ter (670-5000)  for  how  to  get  there. 
Before  you  leave  home,  plan  your 
purchases  for  specific  people. 
Phone  ahead  to  the  store  if  you  are 
unsure  whether  certain  items  will 
be  in  stock.  Try  to  buy  the  smaller, 
lighter  items  first  so  that  the  more 
cumbersome  items  only  have  to  be 
carried  home. 

Going  to  a  suburban  shopping 


center?  It  may  seem  strange  to 
take  CTA  with  all  that  parking 
space  available.  But,  at  Christmas 
season,  it's  probable  that  CTA  will 
take  you  much  closer  to  the  main 
stores  than  you  can  manage  to 
park. 

Fold  an  empty  shopping  bag 
under  your  arm  when  you  start  out. 
If  you  buy  with  an  eye  for  size  (and 
Mommy  always  told  us  that  the 
best  things  came  in  small  pack- 
ages), you  can  just  neatly  fill  the 
bag  for  the  return  trip.  Then  you 
can  hold  the  one  bundle  on  your 
lap  —  or,  if  you  have  to  stand,  rest 
it  between  your  feet.  Take  along 
some  small  change  in  case  you 
want  to  buy  a  second  bag. 

Business  friends  tell  us  that 
they're  pleasantly  surprised  at  the 
speed  with  which  they  get  uptown 
when  they  work  in  the  Loop,  can't 
find  acab.  and  have  a  lunch  date  at 
Su  Casa,  Jacques,  the  95th,  Sage's 
East  or  some  other  near  North 
spot.  The  same  goes  for  noontime 
Christmas  shopping  in  the  Water 
Tower  area.  The  No.  125  reduced 
fare  shuttle  bus  is  convenient  for 
those  whose  offices  are  near  the 
North  Western  or  Union  Stations  or 
the  Merchandise  Mart. 


Winter,  1975 


Waiting  to  give  each  little  visitor  a 
hug  in  the  store's  toy  department  is 
the  Martian  bear. 

Also  returning  this  year  is  the  daz- 
zling Village  of  Lights,  a  facade  of 
translucent  panes  of  color  wrapping 
the  exterior  of  Carson's  State  Street 
side,  transforming  it  into  a  glowing 
Christmas  card  scene. 

If  you'redoubtful  as  to  what  kind  of 
art  or  craft  book  to  give  a  friend,  Henry 
Tabor  at  Kroch's  &  Brentano's  Inc., 
29  S.  Wabash,  suggests  the  Peanuts 
Treasury,  ($30),  which  he  describes 
as  an  ageless  nostalgia  trip. 

Or  pick  up  a  Japanese  photo- 
grapher's view  of  America  which 
shows  no  people,  no  architecture  — 
only  parklands  and  wilderness  un- 
touched by  man.  Titled  Eternal  Amer- 
ica, the  book  sells  for  $60. 

Tabor  also  reports  Kroch's  is  carry- 
ing four  new  books  on  doll  house 
furniture  for  the  doll  house  fad  which 
caught  on  last  year. 

For  gourmet  cooks,  he  says  James 
Beard's  Cooks  Catalog  will  list  every 
pot  and  cooking  utensil  you  could 
desire. 

Backgammon  is  continuing  to  be 
the  number  one  best  selling  game 
with  sets  ranging  from  $10-$400. 
Word  games  —  Scrabble  and  Probe  — 
and  Monopoly,  are  proving  to  be 
greatly  sought  afterold  favorites. 

Newest  games  on  Kroch's  shelves 
are  two  Hollywood  types.  Match  up 
the  players  from  the  movies  with 
Mowe  Moguls  or  Creature  Features. 

In  the  spirit  of  '76,  the  store  is  sell- 
ing a  game  based  on  the  American 


If  you  picture  the  Warehouse  as  a  forbidding  structure,  correct  your  eyesight, 
left.  Among  the  inside  attractions  is  the  Windy  City  Kite  Works.  For  the  man 
who  flies  anything.  Track,  Ltd.  in  New  Town,  top  right,  is  a  good  place  for  your 
ski  gifts  —  and  the  area  is  packed  with  interesting  art  galleries  as  shown  below. 


Revolution,  7776. 

Other  hot  sellers  are  Xavier  Hol- 
lander's Game,  London  Cabbie  (a  tour 
of  London  using  British  pounds),  and 
a  series  of  magic  games,  which  boxed 
separately  ($2-5),  make  nice  stocking 
stuffers.  Complete  sets  sell  for  $15. 

Don't  neglect  solo  games,  either, 
which  Kroch's  reports  to  have  been  an 
all-time  favorite.  The  most  popular 
puzzle  this  season  is  a  three-dimen- 
sional creation  in  the  shape  of  an 
egg.  Appropriately  enough,  it  is  titled, 
Scrambled  Egg. 

And  in  this  age  of  super  sleuthing, 
Sherlock  Holmes  will  not  be  forgot- 
ten, as  evidenced  by  the  game,  221  B. 
Baker. 


The  Latin  Quarter 

For  presents  from  south  of  the 
Border  and  an  afternoon  that  gives 
you  the  feel  of  a  Mexican  holiday, 
board  the  southbound  No.  60  Blue 
lsland-26th  Street  bus  route  on  State 
and  Monroe.  In  just  20  minutes,  you'll 
be  whisked  to  Casa  Maria  Cardenas, 
1730W.18thSt. 

Browseamongpinatas,  sombreros, 
hand  painted  flower  vases  and  plant- 
ers, Indian  ceramic  sculpture,  hand 
carved  furniture,  and  huaraches 
(shoes).  Or  buy  a  basket  and  fill  it 
with  fresh  fruits  and  nuts  imported 


from  Mexico.  You  might  also  add  a 
loaf  of  freshly  baked  Mexican  bread 
from  Panaderia  Blanco,  1540  W.  18th. 

If  you're  searching  for  distinctive 
Christmas  cards  to  send  to  Spanish- 
speaking  friends,  stop  in  at  Libreria 
Giron,  1355  W.  18th,  which  alsooffers 
a  wide  variety  of  records  and  books. 

Taking  the  No.  60  Blue  Island  route 
west  to  26th  and  Trumbull,  you  might 
lunch  at  the  Restaurant  Nuevo  Leon, 
3434  W.  26th,  considered  one  of  the 
finest  in  thearea. 

Walking  down  26th  Street,  you  can 
choose  from  the  imported  jewelry, 
porcelain  figures,  plaques,  and  dolls 
at  Roxanna  Gifts,  26th  and  St.  Louis, 
orthe  wooden  handcarved  sculptures, 
bookends,  and  lamps  at  Regalos 
Michelle,  26th  and  Drake.  R  &  J 
Jewelry,  26th  and  Pulaski,  also  car- 
ries gold  jewelry  imported  from 
Mexico. 

The  Warehouse 

Try  your  afternoon  shopping  at  The 
Warehouse,  1750  N.  Clark,  (opening 
at  11  a.m.). 

The  Farrago,  upper  level,  displays  a 
mostly  imported  collection  combin- 
ing unusual  gold,  silver,  copper,  and 
roughly-cut  stones  into  jewelry  and 
centerpieces  such  as  a  bronze  air- 
plane. You'll  find  American  Indian 
leatherwork  for  sale  and  a  few  selec- 


cta  Quarterly 


tionsfrom  local  artists. 

As  the  name,  Primitive  Arts,  im- 
plies, ttiis  cubicle  of  a  shop  sells 
everything  from  National  Geographic 
style  photographs  of  natives  to  Afri- 
can spears  and  w/oven  baskets. 

Windy  City  Kite  Works  suspends 
its  wares  in  a  vividly  colorful  double 
helixextending  from  the  ceiling  of  the 
second  story  of  The  Warehouse  to  the 
lower  level.  So  January's  not  the 
month  to  fly?  These  kites  —  in  shapes 
sometimes  resembling  a  dragon, 
other  times  looking  like  a  football 
sled  dummy  —  from  356  to  $35  —  are 
eye-catching  if  merely  hung,  year 
round. 

Another  shop  which  allows  its  very 
much  alive  merchandise  —  plants  and 
trees  —  to  reach  two  levels  is  A  Joint 
Venture,  whose  plants  also  provide  an 


exoticbackdropforthe  Rusty  Scupper 
restaurant  next  door. 

Oak  Park 

CTA  rapid  transit  (the  Lake  Street 
line)  will  also  carry  you  to  the  Oak 
Park  Mall,  a  newly  designed  four 
block  area  of  both  the  big  and  less 
well-known  name  shops.  Hang  onto 
thekids,  though,  forthey'll  be  almost 
sure  to  drag  you  to  Katy's  Country 
Candy  store,  1116  Lake,  first  thing. 

The  shop,  which  has  resurfaced  its 
front  to  fit  with  the  earth-tone  color 
scheme  of  the  year  old  mall,  is  housed 
in  a  100  year-old  building.  Appropri- 
ately enough,  you'll  find  penny  candy 
and  home  made  fudge  that  would 
have  delighted  Grandma  when  she 
was  in  pantaloons.  Katy  also  carries  a 


few  old  country  home  gift  items. 

A  half  block  away  you  can  browse 
for  books  —  and  again  for  children, 
some  of  the  most  unique  coloring 
books  based  on  historical  people  and 
events  that  we've  ever  seen,  at  Bar- 
bara's Bookstore,  121  N.  Marion. 

Around  the  corner  you'll  spot  the 
newest  in  the  Practical  Tiger  chain, 
1107  Lake.  What  a  bazaar  of  curious 
pieces  —  from  the  handwoven  Bam- 
bolinas  Guatemalan  mothers  used  to 
hide  behind  to  check  out  their  daugh- 
ter's suitors  (the  Tiger  suggests  they 
be  used  as  wall  hangings)  to  hand- 
carved  animal  napkin  rings  from  Peru 
and  brass  Indian  taxi  horns.  These  in 
addition  to  the  unfinished  furniture 
the  Tiger  is  famous  for. 

And  don't  miss  the  Field's,  Wie- 
boldt'sand  Stevens  which  also  share 
the  mall.  In  total,  you'll  find  the  Oak 
Park  Mall  has  much  in  common  with 
other  popular  shopping  centers  like 
Old  Orchard  and  Woodfield  Mall. 

In  New  Town 

New  Town  is  an  area  which  grew  up 
and  down  Broadway  on  Chicago's 
north  side,  spreading  just  recently,  to 
Clark  Street.  It's  jam  packed  with  tiny 
specialty  shops  and  Continental 
cuisine. 

The  CTA  can  provide  you  with  a 
guided  tour  of  New  Town  by  way  of 
the  No.  22  Clark  and  No.  36  Broadway 
bus  routes.  Afteryou've  chosen  where 
you  want  to  begin  your  afternoon  of 
discovery  —  and  we  recommend  you 
make  at  least  an  afternoon  of  it  —  we 
suggest  the  following  shops  for 
unusual,  and  pleasing,  Christmas 
shopping: 

Sounds  Good,  3176  N.  Broadway  —  a 
good  selection  of  foreign  language 
records. 

Peacock's,  3149V2  N.  Broadway  — 
gaudy  India  imports  including  colorful 
handpainted  enamel  jewelry,  elaborately 
carved  brassware,  and  an  abundant  selec- 
tion of  dyed  cotton  material. 

Conrad's,  3147  N.  Broadway  —  the 
place  for  custom  made  leattier  goods  — 
the  items  range  from  bags,  belts,  and  hats 
to  flasks  and  wallets  —  they  also  sell 
shoes,  boots,  coats  and  jackets.  If  you 
like  the  smell  of  leather,  try  browsing 
around  here.  Most  of  the  items  are  either 
hanging  from  the  ceiling  or  artfully  tacked 
tothe  walls. 

The  Greenery,  3127  N.  Broadway  —  a 
small  but  unusually  designed  plant  store. 
The  floor  plan  splits  it  down  the  middle  so 
that  it's  half  plant  store  with  checkout 


counter  and  half  conservatory.  The  con- 
servatory half  has  a  brick  laid  floor  and 
houses  mostly  potted  palm  plants. 

Broadway  Bob's,  3000  N.  Broadway  — 
photoengraving  —  a  type  of  etching  proc- 
ess on  metal.  The  samples  we  saw  were 
actual  photographs,  the  images  of  which 
weredirectly  transferred  to  metal.  Images 
can  be  transferred  onto  bracelets,  belt 
buckles,  pendants  fora  cost  of  about  $10. 
It's  a  rather  unique  Christmas  gift  idea. 

Hollo  of  Matferplay,  2945  N.  Broad- 
way —  one  of  the  New  Town  jewelry 
shops  —  refreshingly  uncluttered.  You 
know  all  those  sterling  silver  and  tur- 
quoise rings  that  have  become  so  popular 

—  well,  they're  here  in  abundance  — 
there's  one  long  wall  case  full  of  them. 

Jewelart.  3121  N.  Broadway  —  make 
your  own  jewelry  here,  by  yourself  or  with 
the  expert  help  of  one  of  the  salespersons, 
who  do  it  all  day  when  they're  not  waiting 
on  customers.  This  place  reminds  one  of 
one  of  those  old  fashioned  candy  stores 
with  its  jarsof  penny  candy  —  except  that 
it's  jars  and  jars  of  beads,  stones,  feath- 
ers, glass  —  of  every  size,  shape,  design 
and  color. 

New  Town  Work  Shop,  2917  N.  Broad- 
way —  offers  classes  in  several  arts/crafts 

—  macrame,  hand  painting,  puppet  mak- 
ing with  papier  mache,  photography, 
ceramics,  quilting,  leathercraft,  sewing, 
and  crocheting  —  oh,  candlemakmg  and 
jewelry,  too.  Some  of  the  more  excep- 
tional student  efforts  are  put  on  sale. 

Track  Ltd,,  2717  N.  Clark  —  in  the 
summer  it's  a  bicycle  store;  in  the  winter 


It's  a  ski  shop.  If  the  winter  is  your  season, 
you  couldn't  ask  tor  a  wider  selection  of 
ski  equipment  and  colorful  outdoor  cloth- 
ing to  look  bright  on  the  slopes.  The  store 
manager's  slogan  is  "Everything  we  sell  is 
a  special  gift  for  Christmas".  If  you  can 
manage  the  prices,  we're  sure  it  would  be. 

Robert  Potter,  2721  N.  Clark  —  the 
owner/manager  makes  all  the  jewelry 
you'll  see  in  the  display  cases:  sterling 
silver,  exquisitely  done.  Prices  start  at  any- 
where from  $25-$40. 

The  Old  Astrologers,  2725  N.Clark  —  a 
rustic  atmosphere  predominates,  partly 
because  of  the  oak  walls  and  floors  and 
the  soft  lighting.  Hung  up  on  zodiac 
signs  —  you'll  find  them  here  emblazoned 
on  T  shirts,  handbags,  coffee  and  beer 
mugs,  whisky  flasks  —  almost  everything 
imaginable.  Serious  fans  can  choose  from 
a  comprehensive  collection  of  zodiac 
literature  that  takes  up  one  wall  of  the 
shop.  For  an  unusual  gift,  try  a  natal  chart 
or  a  one-year  forecast  especially  made  up 
for  the  person  you  have  in  mind. 

Tajma  Rugs,  2840  N.  Broadway  —  for 
some  imaginative  Christmas  gift  buying, 
try  a  Persian  or  Oriental  rug.  This  place  is 
off  the  street  in  one  of  those  dimly  lit  New 
Town  malls,  so  it's  not  very  crowded  be- 
cause not  too  many  people  go  looking  for 


OutToEvanston 


The  CTA  runs   past   —   and   right 
through  —  Evanston,  atown  which  al- 


Night  and  day,  CTA  bus  to  North 
Michigan  means  shopping  enchant- 
ment. Reverse  commuter  shopping  to 
Evanston  could  be  an  interesting  ad- 
venture. Among  the  many  undersung 
Evanston  attractions  is  The  Mind- 
scape  where  proprietress  Debrah 
Farber  may  sell  you  a  wood  sculpture. 

lows  you  the  pleasure  of  dabbling 
among  specialty  and  big  name  branch 
stores  at  a  leisurely  pace.  If  you  live  in 
Chicago,  why  not  try  "reverse  com- 
muting" by  taking  the  Evanston  rapid 
transit  route  to  Main  Street  or  Davis. 
Almost  by  walking  aimlessly,  you  can 
catch  the  shops  listed  below  in,  at 
most,  a  three  block  circumference. 

Garden  of  Adam,  1000  Church  —  a 
green-growing  corner  paradise  which  car- 
ries hanging  plants,  tropical  potted 
palms,  hand  painted  IVIexican  pottery  all 
crowded  together  in  a  cozy  two  room 
setting. 

Tokyo  Shop,  1006  Church  —  the  fra- 
grance of  teak  and  incense  pervade  this 
nicely  ordered,  serene  little  shop.  Some 
of  the  nice  but  inexpensive  things  you  can 
find  include  a  collection  of  brass  wind 
chimes  —  the  pagoda-shaped  one  is 
rather  novel.  There's  also  a  variety  of 
china  and  stoneware  tea  sets. 

The  Tree  House,  1600  Orrington  —  a 
potpourri  of  novelty  items.  There's  a  lot  of 


eta  Quarterly 


hanging  stuff  —  suspended,  of  course, 
from  the  tree  branches  —  candles,  plants, 
and  something  different  —  ashtrays  — 
they'd  also  do  nicely  as  candy  dishes.  The 
mosaic  candles  are  a  bit  unusual  —  and 
the  collection  of  stuffed  animals,  hiding 
near  the  trees,  include  an  adorable  look- 
ing raccoon.  Collectors  might  enjoy  the 
out-of-the-ordinary  music  boxes. 

Mindscape  Gallery,  Grove  &  Chicago 
—  a  thoroughly  delightful  place  where 
artist/manager  Deborah  Farber  will  tell 
you,  "everything  here  is  either  growing  or 
handmade"  and,  she  might  have  added, 
the  product  of  85  American  artists 
throughout  the  Midwest.  Here  you'll  find 
practical-looking  wood  sculptures  with 
artfully  concealed  drawers,  nooks  —  crea- 


tive hiding  places;  brilliantly  colored 
feather  wall  hangings;  huge  soft  sculp- 
tures —  a  mixture  of  braided  rope  and 
multi-colored  quilted  pillows.  The  imag- 
ination runs  wild.  Stoneware  wind  chimes 
will  make  you  marvel  at  their  delicate  but 
musical  sound.  Ceramics,  macrame,  jew- 
elry, hand-carved  wooden  castles  and  old- 
time  cars,  copper  mobiles  with  delicate 
papier  mache  figures;  huge,  colorful 
handmadekites  —  a  veritable  fairy  land  of 
art  objects  ranging  in  price  from  $3.50  to 
$700. 

Copper  Carrot,  1521  Sherman  —  a  kit- 
chenware  and  knick-knack  place.  What 
you'll  find  are  an  assortment  of  dishware, 
pots  and  pans,  colorful  napkins  and 
placemats,    and     novelty    type    kitchen 


aprons.  The  most  valuable  finds  are  the 
two  or  three  counters  near  the  front  of  the 
store,  carrying  all  sorts  of  hand  kitchen 
gadgets  from  different  kinds  of  cheese 
slicerstothosefunny  looking  implements 
for  eating  escargot. 

Peggie  Robinson  Designs,  1514  Sher- 
man —  a  tiny  little  shop  specializing  in 
gold  and  sterling  silver  handcrafted  jew- 
elry. The  bracelets,  rings  and  earrings 
you'll  find  are  quite  nice  and  some  of  them 
are  very  unusual  in  design. 

Gustafson's,  1510  Sherman  —  bills  it- 
self as  a  place  which  sells  "everything  the 
hearth  desires."  If  you're  a  fireplace  lover 
or,  better  yet,  have  one  in  your  home,  this 
is  the  place  to  go  for  an  incredibly  wide  se- 
lection of  fireplace  equipment.  The  lower 
level  section  is  devoted  entirely  to  bar- 
becue equipment  and  implements.  You 
might  also  try  taking  a  look  at  their  collec- 
tion of  brass  door  knockers,  some  of 
which  could  double  as  wall  decorations. 
Newest  shopping  connplex  in 
Evanston  is  The  Main,  still  under  de- 
velopment at  the  corner  of  Chicago 
and  Main  just  a  half-block  from  the 
Main  Street  L  station. 

Mixing  nostalgia  with  a  highly  con- 
temporary motif,  shops  at  The  Main 
have  entrances  both  on  the  street  and 
along  an  interior  continental-type 
courtyard. 

Among  those  now  in  operation  are 
Mostly  Handmade  featuring  patch- 
work in  abundance,  handmade  dolls 
and  stuffed  animals,  and  little  blue 
work  aprons  for  the  small  fry;  The 
Brown  Bean,  a  joy  spot  for  coffee 
fiends,  with  at  least  30  different 
grinds  from  all  over  the  world;  My  Fa- 
vorite Soap  Opera,  with  standard  and 
novelty  bath  products  galore  includ- 
ing a  gourd-like  Loofa  sponge  that  is 
packaged  paper-thin  but  expands  to  a 
three-inch  circumference  in  water; 
Wood  'N  Things,  with  inlaid  back- 
gammon table  sets,  grandfather 
clocks,  and  rocking  horses;  the  Ne- 
ville Sargent  Gallery,  where  you  can 
find  decorative  stoneware  wind- 
chimes,  handpainted  ceramic  spar- 
rows that  fit  the  palm  of  the  hand, and 
originals  from  sculpture  to  jewelry; 
and  The  Main  Stitchery  specializing  in 
original  needlepoint  designs,  hand- 
painted  on  canvas. 

Anit  Leppiks  and  Arline  Datu 
CTA  Public  Affairs 


Winter,  1975 


Let  It 
Snow! 


If  December  comes,  can  snow  be 
far  behind? 

Almost  everyone  enjoys  a  white 
Christmas  when  it  is  viewed  through  a 
picture  window  while  celebrating  the 
season  with  relatives  and  friends. 

But  Chicago's  raw  winters  can  be 
very  trying  when  snow  and  wind  make 
commuting  a  drudgery.  Yet  Chicago 
is  well  prepared  to  ease  the  burden 
with  a  fleet  of  snow  plows  and  a  good 
public  transportation  system  that 
make  commuting  safer  and  easier. 

During  a  big  snow,  public  transpor- 
tation becomes  most  important  to 
even,  efficient  traffic  flow.  Stalled  or 
slow  moving  private  vehicles  are  the 
biggest  cause  of  bus  delays  in  in- 
clement weather,  because  cars  are 
much  less  efficient  in  snow  than 
buses,  which  carry  more  than  seventy 
per  cent  of  their  weight  over  the  rear 
drive  wheels. 

The  'L'  is  even  more  efficient  in 
snow.  When  a  big  storm  blankets  the 
city,  the  CTA  runs  longer  trains  even 
during  the  non-peak  hours,  thus  pro- 
viding more  electrical  contact  and 
helping  to  keep  the  tracks  clear.  The 
CTA  provides  frequent  radio  traffic 
bulletins,  providing  advice  on  routes 
to  avoid  and  urging  riders  to  take 
elevated,  subway,  or  commuter 
trains. 

Employers  throughout  the  Chicago 
area  would  be  well  advised  to  make  an 
early  season  survey  of  the  proximity 
of  CTA  routes  to  their  places  of  busi- 
ness. They  will  then  be  better  pre- 
pared to  help  employees  in  avoiding 
winter's  commuting  delays.  "Winter" 
can  fall  as  late  as  April,  as  we  learned 
last  season. 

JackSowchin 
CTA  Public  Affairs 


Chicago  is  well  equipped  to  battle 
winter's  snow,  top,  because  the  city's 
large  fleet  of  heavy  vehicles  can  be 
quickly  armed  with  snow  plows.  In 
addition  to  clearing  major  streets, 
these  vehicles  also  serve  CTA  termi- 
nals such  as  Jefferson  Park,  right,  a 
vital  transfer  point  for  commuters. 


'»» 


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eta  Quarterly 


'^. .  --•^^- ■»>.., 


To  avoid  20  chilling  minutes  of  dig- 
ging and  scraping,  top,  this  lady 
could  have  taken  a  short  brisk  walk 
and  boarded  a  warm  bus,  center.  Or, 
she  might  have  shortened  her  journey 
by  using  the  rapid  transit,  the  only 
form  of  transportation  in  Chicago  to 
maintain  normal  operations  during 
our  record  snow  storm,  lower  right,  in 
January,  1967. 


Winter,  1975 


During  the  big  storm  of  '67,  bus 
schedules  were  delayed  by  hordes  of 
private  vehicles  slipping  and  sliding 
their  way  through  the  snow.  The  rapid 
transit  ran  close  to  schedule,  center, 
while  motorists  crept  along  the 
expressways. 

In  the  late  forties,  the  trolley  system 
cleared  its  own  way,  using  special 
cars  with  rotary  brushes  on  the  front 
and  stationary  brushes  on  the  sides. 
Clearing  21st  street  in  1930,  lower 
right,  this  trolley,  previously  used  as 
a  sprinkler  car,  was  filled  with  ballast 
and  armed  with  a  hydraulic  scraper  to 
remove  ice  and  packed  snow. 


»-'^^^:^;'iM£^-^. 


eta  Quarterly 


CTA 
Perennial 


Like  the  family  album,  the  Chicago 
Transit  Authority  has  a  photo  subject 
that  is  posed  every  few  years  or  so  to 
portray  change. 

CTA's  subject  is  the  "crosstracks" 
of  the  world  at  Lake  and  Wells. 

Before  opening  of  the  State  Street 
subway  in  1943,  which  siphoned  off 
some  of  the  north-south  traffic,  this 
was  the  world's  busiest  railroad  junc- 
tion in  terms  of  the  number  of  trains 
passing  in  each  24  hour  period. 

Tower  18  at  this  rapid  transit  inter- 
section was  constructed  in  1897.  The 
tower  was  replaced  by  a  modern  con- 
trol structure,  located  a  few  feet  to  the 
west  and  opened  in  the  fall  of  1969. 

Several  months  ago,  with  George 
Krambles,  General  Manager  of  Opera- 
tions, serving  as  director,  a  crew  of 
photographers  assumed  locations  on 
rooftops,  fire  escapes,  elevated  sta- 
tion platforms,  and  park  areas  to  pro- 
duce a  Bicentennial  Year  release  of 
CTA's  most  famous  picture. 

For  a  year  and  a  half,  CTA  has  been 
adding  to  its  fleet  red-white-and-blue 
buses  and  rapid  transit  trains,  each 
named  for  a  patriot  or  a  location 
prominent  in  America's  struggle  for 
independence  200  years  ago. 

Now,  in  a  three-train  salute  to  the 
nation's  Bicentennial,  at  the  start  of 
the  big  year  of  1976,  CTA  Quarterly 
presents  the  premiere  showing  of  the 
new  picture  (center  spread). 

Previous  versions  of  CTA's  perennial 
picture  production.  Top,  1919,  wtien 
our  country  was  "keeping  the  home 
fires  burning"  while  "the  boys"  were 
at  war  "over  there."  Bottom,  1954, 
when  World  War  II  had  been  fought, 
Ike  was  president,  and  CTA's  6000 
series  represented  the  last  word  in 
rapid  transit  cars. 


Winter,  1975 


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'Ill  im  iuniin«p» 


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n  ■■■ 


«*afi.-)saSi.' 


LLL 


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The  "crosstracks"  of  the  world  has 
been  a  Chicago  landmark  for  a  long 
time.  In  1900,  time  of  the  left  hand 
photo,  four  separate  elevated  com- 
panies ran  trains  through  the  junc- 
tion. These  were  the  South  Side 
Elevated  Railroad  Company,  the 
Metropolitan  West  Side  Elevated 
Railroad  Company,  the  Lake  Street 
Elevated  Railroad  Company,  and  the 
Northwestern  [no  relation]  Elevated 
Railroad  Company,  a  train  of  which  is 
shown  in  the  picture.  The  Lake  and 
Wells  Tower  [No.  18],  shown  in  the 
lower  photo,  surveyed  and  controlled 
the  world's  busiest  railroad  corner, 
with  tracks  radiating  in  all  directions. 


eta  Quarterly 


i!  Ill  «i  iH!  ?^5 1!  i  I!  n 


When  6  Falls  on  1 

The  nineteen  seventy  six  New  Year's  we  have  been  pubhcizing  for 
years  is  finally  here.  It  might  be  a  switch  to  look  back  at  our  more 
recent  past  for  just  a  moment  before  plunging  headlong  into 
more  colonialism.  Here  are  some  of  the  things  Chicagoans  were 
thinking,  doing,  experiencing  in  .  .  . 

'66;  Chicago  riders  were  feeling  a  bit  smug  because  it  was  the 
New  Yorkers  and  the  new  Mayor  Lindsay  who  had  just  been  pre- 
sented with  a  transit  strike  .  .  people  were  standing  in  line  to  get 
tickets  to  "Hello,  Dolly"  (with  Carol  Channing)  at  the  Shubert 
.  .  it  was  mild,  temperature  around  40  .  .  Walt  Disney's  "That 
Darn  Cat"  was  at  the  Chicago  .  .  the  Green  Bay  Packers  had  just 
signed  Donny  Anderson  at  the  "most  money  ever  given  a  college 
player"  ($600,000)  .  .  many  stocks  had  closed  on  December  31  at 
their  all-time  highs  .  .  airlines  were  hot  in  the  market  .  .  skirts 
were  on  the  way  up  (the  papers  said  it  was  true  in  Russia,  too)  .  . 
and,  on  this  football  Saturday  (that  was  New  Year's  Day),  viewers 
would  watch  Michigan  State  and  UCLA  (in  color)  in  the  Rose  Bowl . 

^56:  a  Sunday  .  .  temperature  around  freezing  .  .  Michigan 
State  and  UC^^A  would  meet  in  the  Rose  Bowl  on  Monday  {that 
year,  too)  .  .  local  banks  reported  peak  earnings  .  .  Winnie 
Winkle  announced  her  engagement  in  the  Tribune  .  .  George 
Gobel  made  his  color  TV  debut  on  NBC's  holiday  special  .  . 
"Oklahoma!"  in  Todd-A-O  was  at  McVickers  with  Shirley  Jones 
singing  the  lead  role  .  .  "Teahouse  of  the  August  Moon"  was  on 
stage  at  the  Erlanger  .  .  New  Year's  Eve  was  the  best  policed  in 
the  city's  history  due  to  the  yearlong  drive  to  reduce  traffic  casu- 
alties .  .  WGN  radio  carried  a  new  year  business-economic  fore- 
cast on  the  popular  Northwestern  Reviewing  Stand  .  .  General 
Motors  closed  the  year  at  46-1/8. 

V6;  What  a  wonderful  New  Year's  because  the  war  had  ended 
.  .  a  fair  Tuesday,  temperature  around  20  .  .  Mandel's  advertised 


V 


State  and  Randolph  has  been  Chicago's  welcome  point  for  years. 

new  plastic  post-war  freezer  covers  for  the  kitchen  .  .  cartoon 
philosopher  Ching  Chow  remarked:  "All  wish  to  live  long,  but 
not  to  be  called  old."  .  .  Sonja  Henie  skated  at  the  Chicago  Sta- 
dium .  .  Alabama  met  USC  in  the  Bowl  .  .  the  Chicago  transit 
system  was  reported  to  be  "nearing  city  ownership"  .  .  Bing 
Crosby  and  Ingrid  Bergman  in  "Bells  of  St.  Mary's"  at  the  Woods 
.  .  Goldblatt's  announced  a  January  "coat  riot"  (all  coats  at 
$25)  .  .  ErniePyle's"StoryofGI  Joe"  was  at  the  neighborhoods. 

'36;  a  Wednesday  .  .  the  papers  reported  a  joyous  crowd 
storming  the  Loop  to  celebrate  "better  times"  .  .  Brucewood 
suits  at  Rothschild's  for  $17  .  .  Notre  Dame  and  Northwestern 
had  tied  in  basketball  on  New  Year's  Eve  (the  score,  20-20!)  .  . 
repeal  was  new  enough  that  the  wetness  of  New  Year's  was  un- 
ashamed .  .  John  Boles  sang  in  "Rose  of  The  Rancho"  at  the 
Roosevelt  .  .  Benay  Venuta  sang  "I  Get  A  Kick  Out  Of  You"  in 
"Anything  Goes"  on  the  stage  at  the  Erlanger  .  .  Harold  Teen 
was  a  leading  comic  strip  .  .  SMU  and  Stanford  on  the  Rose  Bowl 
broadcast  .  .  rain  mixed  with  snow,  temperature  around  freezing. 

^26c  you  could  get  your  five-course  turkey  dinner  at  the  LaSalle 
for  $1.50  .  .  Fred  Waring  and  the  Pennsylvanians  were  staging  a 
"Jazz  Cyclone"  at  the  Chicago  .  .  "The  Big  Parade"  about 
World  War  I  was  a  "hard  ticket"  movie  at  the  Garrick  .  .  "per- 
fect game"  no-hit  Charlie  Robertson  was  waived  to  the  St.  Louis 
Browns  by  the  Sox  .  .  Washington  met  Alabama  in  the  Rose 
Bowl  .  .  there  was  violence  in  the  celebration  (11  shot  downtown) 
.  .  Red  Grange  and  the  Bears  met  the  Tampa  Redskins  in  Florida 
.  .  Lytton's  advertised  Society  Brand  men's  suits  for  $36  and  $46 
.  .  William  S.  Hart  in  "Tumbleweeds"  at  the  nabes  .  .  Al  Jolson 
in  "Big  Boy"  on  stage  at  the  Apollo  .  .  fair  weather. 

Jack  Smith 
CTA  Public  Affairs 


Winter,  1975 


Doodle  It 
Again,  Sam 


Like  most  business  executives, 
Sam  Miller  needed  a  way  to  keep  from 
going  numbat  meetings. 

Like  many,  hie  found  the  prescrip- 
tion in  doodling. 

Doodling  isagood  gamble  because 
nobody  who  looks  over  your  shoulder 
is  exactly  certain  what  the  marks  and 
symbols  mean.  So,  if  you  are  expres- 
sing rejection  of  an  idea  a  superior 
has  advanced  —  well,  you're  probably 
safe. 

Miller  began  his  doodling  at  medi- 
cally-related conferences  when  he 
was  controller  of  the  American  Medi- 
cal Association. 

One  day,  an  AMA  executive  from 
Washington,  seated  next  to  Miller, 
handed  him  20  cents,  picked  up  the 


drawing,  and  remarked,  "Now,  I  have 
made  you  a  professional." 

Miller's  first  creations  were  in  black 
ink  on  the  familiar  ruled  yellow  pad. 
He  later  changed  the  backgrounds  to 
white. 

Typical  of  a  financial  man.  Miller's 
early  doodles  were  intricate  and  de- 
tailed. His  wife  said  they  reminded 
herof  the  Aztec  culture. 

His  daughters  suggested  he  try 
color,  employing  his  office-found  tal- 
ent for  interior  decorating  at  home. 
He  bought  some  felt  tip  pens  and  be- 
gan experimenting.  The  framed  works 
began  attracting  requests  from  neigh- 
bors, friends,  and  grandchildren. 

At  CTA,  which  Miller  joined  as  con- 
troller in  1974,  the  conversion  of  con- 


ference rooms  to  studios  has  been 
unobtrusive,  but  persistent. 

At  the  office.  Miller  finds  the  doo- 
dling keeps  his  mind  from  wandering. 
At  home,  he  says  that  the  hobby  helps 
him  to  unwind  from  the  pressures  of 
theday. 

CTA  secretaries  have  picked  up  an 
idea  originated  by  the  Miller  women 
folk  at  home,  framing  a  number  of  the 
doodles  for  the  walls  of  the  depart- 
ment at  the  Merchandise  Mart. 

We  think  you  may  agree  with  the 
girls  —  and  us  —  that  what  you've  got 
there,  Sam,  is  art.  A  bit  unorthodox, 
perhaps,  but  then,  what  modern  artist 
isn't? 

J.H.Smith 
CTA  Public  Affairs 


eta  Quarterly 


In  case  any  church  is  looking  for  a  de- 
sign for  a  stained  glass  window,  they 
might  ask  Sam  Miller  to  doodle  it.  Of 
course,  he  occasionally  throws  in 
something  from  the  secular  world, 
like  a  playing  card.  The  doodler  might 
not  know  exactly  where  he  is  headed 
when  he  starts  out,  but  he  is  precise 
about  his  angles  and  straight  lines, 
using  a  triangle  to  draw  them.  Some 
doodles  are  premeditatedly  done  for 
the  family  and  the  kiddies.  Josh,  op- 
posite page,  is  one  of  Sam's  grand- 
sons. 


Winter,  1975 


Primarily  a  money  man,  Sam  Miller 
saves  his  doodling  for  OPOs  [other 
people's  offices].  He  just  decorates 
his  own  office  with  his  work.  The  early 
Sam  Miller,  shown  on  this  page,  was 
done  on  a  plane  ride  back  from  a  con- 
ference with  the  financial  community 
in  Boston. 


The  Putnam  Advisory  Company,  Inc. 


eta  Quarterly 


mbo 


MEDICAL  ASSOCIATION 


This  shows  how  Sam  starts  out  on  a 
black-and-white  or  black-and-yellow- 
pad  —  and  how  he  completes  a  doodle 
by  drawing  things  that  fit.  A  fashion 
designer  friend  of  Sam's  is  trying  to 
get  permission  to  use  some  of  Sam's 
free-flowing  works  as  a  basis  for  India 
prints. 


23 


New 

Board 

Member 


Edward  F.  Brabec  brings  one  of  the 
most  popular  personalities  in  organized 
labor  to  the  CTA  Board.  He  is  business 
manager  of  the  Chicago  Journeymen 
Plumbers  Union,  Local  130.  He  also  is  a 
vice-president  of  the  United  Association 
of  Journeymen  and  Apprentices  of  the 
Plumbing  and  Pipefitting  Industry  of  the 
United  States  and  Canada,  an  e.xecutive 
board  member  of  the  Chicago  Federation 
of  Labor  and  Industrial  Union  Council, 
and  a  trustee  of  the  Chicago  and  Cook 
County  Building  and  Construction  Trades 
Council. 

The  appointee  of  Mayor  Richard  J. 
Daley  to  fill  the  unexpired  term  of  the  late 
Clair  M.  Roddewig  (extending  to  Septem- 
ber 1,  1979),  Brabec  joined  the  Transh 
Board  in  mid-October. 

A  Chicago  native  and  graduate  of  the 
Washburne  Trade  School,  St.  Ignatius 
High  School,  and  St.  David's  elementary 
school,  Brabec  is  44  years  old.  He  and  his 
wife,  Margaret,  have  four  daughters  and 
two  sons,  and  live  on  Chicago's  South- 
west side. 

Brabec  served  in  the  U.S.  Army  1st  In- 
fantry Division.  He  is  a  member  of  the 
City  of  Chicago  Department  of  Environ- 
mental Control  Appeal  Board  and  the 
Cook  County  Home  Rule  Study  Commis- 
sion. He  is  general  chairman  of  the 
Chicago  St.  Patrick's  Day  parade. 


eta  Quarterly 


The  CTA  is  not  adverse  to  crossing 
a  border  to  give  a  neighbor  a  lift.  On 
invitation. 

The  CTA  touches,  approaches,  or 
crosses  the  boundaries  of  36  suburbs 
of  Cook  County,  nnal<ing  its  transpor- 
tation readily  available  to  an  addi- 
tional population  of  896,730  —  or  42 
percent  of  all  of  the  county  outside 
Chicago. 

One  of  the  common  misconcep- 
tionsabouttheCTAisthat  its  benefits 
and  values  are  restricted  to  the  city 
proper.  Part  of  this  is  due  to  the  use  of 
Chicago  in  the  Authority's  proper 
name,  of  course. 

Actually,  20  Cook  County  suburbs 
outside  Chicago  have  CTA  buses  or 
trains operatingw/ith in  and /or  through 
thecommunity. 

The  largest  of  these,  Evanston,  is 
sometimes  called  the  nation's  "model 
publictransportation  suburb."  This  is 
because,  two  years  ago,  Evanston  in- 
vited the  CTA  to  rescue  local  bus  serv- 
ice from  impending  extinction.  And, 
offered  to  raise  enough  local  public 
funding  to  keep  the  CTA  from  suffer- 
ing losses  on  the  service.  (See  CTA 
Quarterly,  Autumn,  1974,  "When  The 
Buses  Came  Back  To  Evanston," 
Page  8). 

The  latest  of  these,  Schiller  Park, 
became  a  CTA-serviced  community 
on  April  7  of  this  year  when  Village 
President  Edward  Bluthard  cut  a  rib- 


bon in  front  of  a  bus  near  the  munici- 
pal parking  lot. 

The  other  suburbs  receiving  direct 
CTA  service  (see  also  Pages  26 
and  27)  are: 

Bedford  Park  Hometovi^n 

Bellwood  Lincolnwood 

Bervi/yn  Mayw/ood 

Cicero  Norridge 

ElmwoodPark  Oak  Park 

Evergreen  Park  Skokie 

Forest  Park  Summit 

Forest  View  Westchester 

Harwood  Heights        Wilmette 
In  addition,  there  are  12  suburbs 
with    CTA    service    operating    along 
their  boundary  lines.  These  are: 
Alsip  Oak  Lawn 

Burbank  Park  Ridge 

Calumet  Park  Riverdale 

Dolton  River  Forest 

MerrionettePark  RiverGrove 

Niles  Stickney 

And,  if  you  don't  mind  walking 
three-eighths  of  a  mile  (about  three 
blocks),  you  can  pick  up  CTA  service 
to  the  Loop  from  Blue  Island,  Hill- 
side, Morton  Grove  and  North  River- 
side. 

Suburban  usage  accounts  for  14.58 
percent  of  last  year's  171,255,000 
rides  on  CTA's  rapid  transit.  To  save 
you  the  arithmetic,  that's  24,965,000 
rides. 

CTA  bus  rides  taken  by  suburban 
residents  totaled  17,550,000,  or  3.43 


At  the  terminal  of  the  Congress  rapid 
transit  line  lies  the  Cook  County  sub- 
urbof  Forest  Park,  shown  in  the  above 
airview.  The  terminal  provides  for 
convenient  transfer  to  suburban  bus 
lines.  An  ultra-modern  new  terminal 
at  this  site  is  part  of  CTA's  current 
capital  development  program.  The 
expressway  is  the  Eisenhower. 

percent  of  the  year's  total  of 
51 1,667, 000  bus  rides. 

Together,  suburban  passengers 
account  for  6.23  percent  of  CTA's 
total  ridershipfortheyear. 

Each  workday  morning,  13,000  in- 
coming railroad  commuters  board 
CTA  shuttle  buses  at  the  Union  and 
North  Western  stations,  and  other  lo- 
cations, to  rideoneof  16  shuttle  buses 
to  their  offices.  The  bargain  shuttle 
fare  is  35 cents. 

Suburban  users  of  CTA  also  drive 
theirautomobiles  to  CTA  parking  lots 
in  Wilmette,  Forest  Park,  and  Cicero, 
as  well  as  the  Howard  Street  terminal 
on  the  north  border  of  Chicago,  then 
transferto  publictransportation. 

The  all-day  parking  fee  at  these 
CTA  lots  isonlyaquarter. 

Silently,  perhaps  —  but  the  C  in 
CTA  could  also  stand  for  Cook. 

—  J.H.Smith 
CTA  Public  Affairs 


Winter,  1975 


Wilmette 

Morton  Grove       Skokie 

Evanston 


Niles 


Park  Ridge 


Lincolnwood 


Norridge     Harwood  Heights 
Schiller  Park 
River  Grove 

Elmwood  Park 


Bedford  Park 

with  a  resident  population  of  583  and 
an  industrial  transient  population  of 
55.000;  a  two-blocl<  square  commu- 
nity south  of  Midway  Airport. 

Bellwood 

23,000.  hometown  of  astronaut  Eu- 
gene Cernan;  light  and  heavy  industry; 
Maywood  Park  race  track;  Golden 
Autumn  restaurant. 

Berwyn. 

52.000.  a  residential  sanctuary  (no 
industry)  with  many  older  homes; 
Cermak  Plaza  shopping  center; 
Czechoslovakian  character,  Bohe- 
mian cuisine. 


Bellwood 
Hillside 


River  Forest 

Oak  Park 
Maywood 

Forest  Park 


North  Riverside 
Westchester  Berwyn 

Cicero 

Stickney 
Forest  View 


Chicago 


Summit 


Bedford  Park 
Burbank 


Hometown 


Oak  Lawn 


Evergreen  Park 


Merrlonette  Park 
'^'s'P  Calumet  Park 

Blue  Island      Riverdale 

Dolton 


eta  Quarterly 


Burbank, 

32,000;  mainly  residential;  home  of 
Reavis  High  School;  township  has 
large  concentration  of  seniorcitizens. 

Calumet  Park, 

10,500;  light  industrial  suburb  with 

popular    new    Polish     smorgasbord 

restaurant.  Old  Warsaw;  highly-rated 

grammar  schools;  Olympic  size  pub- 

licswimmingpool. 

Cicero, 

67,000,  next  to  Chicago  the  largest 
manufacturing  center  in  the  state; 
noted  Hawthorne  Works  of  General 
Electric;  Hawthorne  Park  and  Sports- 
man's Park  race  tracks. 

Dolton, 

home  of  Thornrldge  High  School; 
30,000  residential-industrial  commu- 
nity; Almar  Shopping  Plaza;  industrial 
park;  Ramada  Inn;  Red  Lobster  and 
Barthel's  restaurants. 

Elmwood  Park, 

cosmopolitan  "bedroom"  community 
of  28,000;  central  business  district 
around  park;  new  library;  Oak  Park 
Country  Club. 

Evanston, 

80,000,  lakeside  community  of  fine 
homes,  major  store  branches  (Field's, 
Wieboldt's);  Northwestern  Univer- 
sity, National  College  of  Education, 
cultural  attractions,  beaches,  Dyche 
Stadium;  major  companies  include 
Washington  National  Insurance, 
American  Hospital  Supply. 

Evergreen  Park, 

residential  community  of  27,000; 
nearby  forest  preserves;  Drury  Lane 
South  theatre;  Karson's  restaurant, 
specializing  in  breakfasts;  commu- 
nity music  groups,  many  churches; 
Beverly  Hills  and  Evergreen  Country 
Clubs. 

Forest  Park, 

17,000,  with  little  industry  but  a  grow- 
ing complex  of  high  rises  and  condos; 
major  CTA  point  with  modern  new  ter- 
minal planned;  business  district; 
general  good  restaurants.  Hide  A  Way 
craft  store. 

Forest  View, 

quiet  villageof  1 ,000,  mainly  blue  col- 
lar, where  "just  about  everyone  knows 
everyone  else;"  Commonwealth 
Edison  plant. 


Harwood  Heights, 

largely  Polish  and  Italian;  won  state 
Little  League  baseball  championship 
in  '73;  100-year-old  Ridge  grade 
school;  light  industry;  The  Good 
Table  restaurant. 

Hometown. 

residential  community  of  6,000  with 

no    industry;    just    one    block    from 

Chicago. 

Lincolnwood, 

planned  community  long  noted  for  its 
fine  homes  and  landscaping;  Lincoln 
Village  shopping  center;  outstanding 
recreation  program;  good  nearby 
restaurants;  13,000. 

Maywood, 

where  Maywood  race  track  and  Loyola 
Medical  Centerare;  Proviso  East  High 
school;  Carnegie  Library;  park  sys- 
tem established  in  1869. 

Merrionette  Park, 

2,300  population  largely  residential 
community;  homebuilder  is  only 
industry  in  town. 

Niles, 

junction  of  old  major  roads  to  Mil- 
waukee and  Waukegan;  booming 
residential  growth  area  in  1950's  (468 
percent);  Bunker  Hill  Estates  resi- 
dential area;  Niles  College,  Maine 
Township  high  schools;  major  shop- 
ping areas  including  Golf  Mill;  Mill 
Run  Theatre;  Millionaire's  Club;  many 
restaurants,  especially  along  Mil- 
waukee Avenue. 

Norridge. 

19,000;  Harlem-lrvingshopping  plaza; 
near  to  Kennedy  Expressway,  Des 
Plaines  River;  new  municipal  admin- 
istration building;  very  light  industry. 

Oak  Lawn. 

62,000  population,  largely  because  of 
post-war  residential  boom;  Moraine 
Valley  Community  College;  Sheraton 
Inn;  Lake  Shore  park  with  own  river 
and  island;  highly-rated  suburban  li- 
brary; good  shopping. 

Oak  Park. 

home  of  Ernest  Hemingway  and  site 
of  Frank  Lloyd  Wright  studio;  out- 
standing for  amateur  sports  (tennis 
title  four  years  in  row,  state  champ 
miler  in  track,  women's  track  and 
field  champions,  etc.);  designation 
as  national  historic  district;  Captain 
Bob's  Neptune  Cove  restaurant; 
interesting  architecture;  63,000 
population. 


Park  Ridge, 

non-industrial  suburb  of  44,500  with 
prestige  new  office  complexes;  neatly 
landscaped  residential  streets;  Notre 
Dame  High  School;  Central  Tele- 
phone service;  Lutheran  General  Hos- 
pital; good  downtown  shopping. 

Riverdale, 

16,000  community  in  Calumet  indus- 
trial harbor  area;  fully-built  residential 
area  (no  empty  lots);  modern  muni- 
cipal building;  Memorial  Park. 

River  Forest. 

wooded  prestige  residential  area  of 
14,000;  Concordia  College,  Domini- 
can Fathers  House  of  Studies;  Trail- 
side  Museum  nature  center. 

Schiller  Park, 

newest  Chicago  suburb  to  have  CTA 

service;  home  of  Joe  Pepitone's  new 

restaurant;  growing  office  area  near 

O'Hare. 

Skokie. 

69,000,  terminal  of  the  Skokie  Swift; 
new  home  residential-business  com- 
munity with  growing  complex  of  of- 
fices, Skokie  Hilton,  Searle,  Old  Or- 
chard shopping  center;  many  good 
restaurants  including  The  Magic  Pan, 
Pyrenees;  Skokie  Valley  Hospital; 
downtown  shopping  in  Lincoln- 
Oakton  area. 

Stickney, 

quiet  village  of  6,600,  at  one  time 
largely  Bohemian;  hometown  shop- 
ping; well-organized  senior  citizen 
program. 

Summit, 

12,000;  Candlelight  and  Forum  thea- 
tres; Irish-Polish-Greek  predomi- 
nance in  population;  no  empty  lots; 
less  than  10  percent  commercial 
buildings. 

Westchester. 

founded  by  a  public  utilities  magnate 
as  a  counterpart  of  a  village  in  Eng- 
land; primarily  residential;  explosive 
growth  in  '50s;  number  of  good  golf 
clubs;  20,000. 

Wilmelte, 

33,500;  high  medium  income  resi- 
dential community  abutting  Evanston 
on  north;  Bahai  Temple,  Michigan 
Shores  lake  club;  many  parks;  Plaza 
del  Lago  shopping  center;  expensive 
high  rise  condominiums. 


Anit  Leppiks 
CTA  Public  Affairs 


Winter,  1975 


Chicago  Explorer 
Mass  Transit  Rally 


Scouting  haschanged,  men. 
Your  exploration  is  not  in  the  wil- 
derness. It's  inthecity. 

Your  knowledge  of  where  north  is 
doesn't  come  from  the  compass,  but 
where  the  Loyola  rapid  transit  station 
is  located. 

Instead  of  hiking,  you  ride.  Instead 
of  rubbing  two  sticks  together,  you 
get  your  power  from  internal  combus- 
tion —  orthethirdrail. 

Better  yet.  fellows,  scouting  has 
gone  coed. 

Example;  Chicago's  first  Mass 
Transit  Rally  for  Explorers  (graduate 
Scouts)  on  amid-October  Sunday. 

There  were  328  young  men  and 
women,  grouped  into82teamsof  four 
Explorers  each.  Each  team  was  given 
a  crypticized  CTA  route  to  follow  to 
the  rally  at  the  First  National  Bank 
Plaza.  Here  is  an  example  from  the 
winning  team's  cue  sheet: 

".  .  get  on  bus  No.  (21  x  3)  and  don't 
goW.  ride  until  you  reach  the  street 
that  is  another  name  for  cowboy 
movie.  .  .  Now  dismount  and  head 
in  the  direction  of  Santa's  home  on 
a  49'er  until  you  reach  (unscramble 
—  REN0T1.ULF)  Avenue.  Next  find 
bus  No.  (222  -  3)  and  head  toward 
Lake  until  you  come  to  the  North- 
South  L  .  ." 

.  .  and  soon. 
After  approximately  four  hours  of 
riding  and  transferring  (with  a  Sunday 
supertransfer)  on  CTA  buses  and 
trains  over  a  composite  distance  of 
nearly  16,000  miles,  the  teams  arrived 
at  the  plaza  for  a  hamburger  lunch, 


dancing  to  a  rock  band  called  Revi- 
sion, and  the  granting  of  awards. 

Teams  were  graded  in  relation  to 
scheduled  times  for  completing  their 
coded  routes  and  by  their  answers  to 
a  questionnaire  testing  their  knowl- 
edge of  the  city  of  Chicago  as  well  as 
theCTAsystem. 

CTA  Public  Affairs  worked  with  Ex- 
ploring ExecutiveJohn  J.  Romanovich 
of  the  Chicago  Area  Scout  Council  to 
stage  the  Rally  as  well  as  to  provide 
the  official  logo  for  the  Rally  and  its 
useon  letterheads,  checkpoint  signs, 
and  official  T-shirts  worn  by  the  con- 
testants. CTA  volunteers  helped  de- 
visetheroutesand  served  as  "scorers" 
at  checkpoints. 

Contributing  and  cooperating  com- 
panies and  agencies  included  Amsted 


Industries.  Burlington  Northern,  the 
Chicago  Police  Department,  the  First 
National  Bank  of  Chicago,  John  Han- 
cock Mutual  Life  Insurance  Company, 
Michigan  Avenue  National  Bank, 
Montgomery  Ward,  Quaker  Oats,  and 
Screwball  Enterprises. 

Explorer  Post  9285  sponsored  by 
the  William  McKinley  American  Le- 
gion Post  231,  1956  W.  35th  Street, 
won  first  place.  The  team  was  headed 
by  David  Wolynia  as  captain.  Other 
members  were  Jessie  Palacios,  James 
Rogers  and  Donald  Mclntyre. 

Greater  appreciation  of  operations 
and  value  of  urban  public  transporta- 
tion and  a  better  appreciation  of  the 
city  in  which  the  young  people  live  are 
two  of  the  visible  accomplishments  of 
the  Rally,  Scouting  executives  report. 


TURN 
DN  RED 


eta  Quarterly 


At  the  Rally  in  First  National  Bank 
Plaza,  a  musical  flavor  was  added  by 
Revision,  a  rock  band  group,  and  by 
the  Hornets  drum  and  bugle  corps, 
top,  which  staged  a  march  and  open- 
ing demonstration.  When  all  the 
teams  had  checked  in,  the  Explorers 
were  asked  to  gather  around  the  Plaza 
fountain,  center.  Trophies  were  dis- 
played and  Scouting  officials  greeted 
the  contestants.  Left  to  right,  Nick 
Mess/na,  stations  committee  advisor; 
l\/like  Sommer,  Explorer  chairman; 
Tim  Geary,  stations  committee  chair- 
man; John  J.  Romanovich,  Jr.,  Ex- 
ploring executive;  and  Raymond 
Cachares,  general  chairman. 


Winter,  1975 


29 


On  the  exploration  trail  with  the  young 
people.  Checking  in  at  Douglas  Park 
with  CTA  volunteer  Jerry  Franklin, 
right;  comparing  notes  on  directions 
and  debating  them  just  a  little,  center; 
resting  a  while  and  then  not  stopping 
for  lunch. 


eta  Quarterly 


Some  teams  seem  confident,  left 
above,  but  otfiers,  rigfit,  take  advan- 
tage of  (he  conductor's  knowledge 
of  ttie  CTA  to  bone  up  on  ttie  ques- 
tions. Waiting  for  otfiers  at  tfie  Rally 
was  made  easier  when  one  danced, 
left.  Pastora  Cafferty,  Regional  Trans- 
portation Autliority  board  member, 
presented  the  tropfty  to  tfie  winning 
team  —  Jessie  Palacios,  Jim  Rogers, 
Dave    Wolynia,    and   Don    tJIclntyre. 


I  .1     ■  .■    ,. 


Winter,  1975 


ANSIT     AUTHORITY 
'"'licago,  II.  60654 


lon  Requested 


BULK   RATE 


U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


da 
Quarterly 


Winter,  1976 


IN  THIS  ISSUE 

New  Top  Management 

Reminiscence 

Police  Protection 

Transit's  Social  Role 

University  of  Chicago  Course 

New  Train 

Black  Patriots 

Posters 

Polo  Stop 

Educational  Tours 


1 

l%^f 


CTA  Quarterly 

Vol.  2  No.  1 

J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin,  Art  Director 

Copyright,  1976,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Mer- 
chandise Mart  Plaza,  P.O.  Box  3555,  Chicago,  II.  60654.  Telephone  (312)  664-7200. 
Subscriptions  available  at  $4  per  year;  single  copies  at  $1  each. 


Chicago  Transit  Board 

James  J.  McDonough, 

Acting  Chairman 
James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Edward  F.  Brabec 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.  Walsh 


Winter,  1976 


Photo  Credits 


Top  Management  3 

Profiles  of  CTA's  new  leaders 

September  28,  1938  4 

Historic  day  for  important  people 

Transit  Patrol  5 

How  police  provide  rider  security 

Transit  As  A  Social  Responsibility  10 

Sociological  commentary  by  RTA's  Pastora  Cafferty 

Transportation  Education  14 

Expanding  transit's  brainpower  resources 

New  Aesthetics  In  Trains  16 

Color  theme  for  new  rail  cars 

Blacks  Who  Helped  Make  America  18 

A  tribute  for  Black  History  Month 

Pop  History  In  Posters  20 

Gallery  owner  uncovers  transit  treasures 

Horseplay  In  Gold  Coast  Canyon  26 

CTA  can  take  you  to  a  polo  match 

Chicago  History  In  Posters  27 

Four  stars  in  Chicago  flag  dramatized 

Learning  Is  Experiencing  30 

CTA  Tours  provide  education 

The  Co"'=rp 

During  early  inspection  tour  of  CTA  system,  new  manage- 
ment team  of  General  Manager  George  Krambles,  left, 
and  Acting  Chairman  James  J.  McDonough,  right,  visited 
rapid  transit  "crossroads  of  world"  at  Lake  and  Wells. 
Cover  picture  shows  the  executives,  appropriately,  at  the 
controls  with  Towerman  Robert  Perkins,  center.  Back 
cover  shows  campus  of  University  of  Chicago,  world- 
famed  education  center  served  by  CTA  —  and,  in  CTA 
Quarterly  context,  the  home  of  author  Pastora  Cafferty's 
faculty  services  and  of  one  of  the  country's  most  distinc- 
tive urban  education  programs. 


Front  Cover: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  3: 

CTA  Photo  Department 
Page  4: 

Charles  Hartnett,  courtesy  Chicago  Tribune 

James  Quinn,  CTA  Historical  Files 

All  others.  Historical  Pictures  Service,  Chicago 
Pages  5-7: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  8: 

Chicago  Police  Department 
Page  9: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  10: 

Posterization  by  Jack  Sowchin  from   photo  by  Kee 

Chang,  Chicago  Association  of  Commerce  and 

Industry 
Page  1 1 : 

University  of  Chicago 
Pages  12-1 3: 

Jack  Sowchin,  CTA  Public  Affairs 
Pages  14-15: 

University  of  Chicago 
Center  Spread: 

Boeing  Vertol  Company 
Pages  18-1 9: 

Crispus  Attucks  and   Deborah   Gannett   courtesy   of 

DuSable  Museum;  all  others  from  Historical  Pictures 

Service,  Chicago 
Pages  22-23: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  26: 

Jack  Sowchin,  CTA  Public  Affairs 
Page  30: 

Illustration  by  Bert  Bosan,  CTA  Training  Services 
Group 
Back  Cover: 

University  of  Chicago 


eta  Quarterly 


Top   Management 

An  exceptional  and  unusual  combination. 

With  this  phrase,  James  R.  Quinn,  Vice-Chairman  of 
the  Chicago  Transit  Board,  capsulized  the  quality  of  the 
new  top  management  of  CTA. 

Balanced  leadership  —  James  J.  McDonough  as  Act- 
ing Chairman,   George  Krambles  as  General   Manager. 

McDonough,  42,  "a  vigorous  young  man  who  already 
has  made  an  outstanding  record  in  positions  of  great 
responsibility  both  in  public  service  and  in  private 
industry." 

Krambles,  60,  "a  person  of  many  years  of  proven  exper- 
ience and  success  at  the  CTA  .  .  .  also  recognized  nation- 
ally as  one  of  the  best  experts  in  all  phases  of  the  operation 
and  management  of  a  large  public  transportation  system." 

McDonough  is  president  of  Murphy  Engineering,  Inc., 
a  Chicago-based  civil  engineering  consultancy  special- 
izing in  transportation,  land  use  planning,  water  supply 
and  treatment,  and  recreational  facilities  development. 

An  appointee  of  Mayor  Richard  J.  Daley,  McDonough 
joined  the  Transit  Board  last  December. 

Krambles  is  now  "running"  all  aspects  of  the  second 
largest  transit  operation  in  North  America.  He  coordinates 
and  directs  a  complex  consisting  of  2,450  buses  covering 
2,000  miles  ofbus  routes,  1 ,100  rapid  transit  cars  serving 
142  stations  over  90  miles  of  rail  right-of-way,  the  main- 
tenance facilities  and  shops  to  keep  the  system  in  shape, 
and  the  nearly  1 3,000  employees  who  operate  it. 

McDonough  brings  to  the  CTA  a  depth  of  experience 
in  city  government  —  Chicago's.  He  served  from  1969  to 
1974  as  the  Commissioner  of  Streets  and  Sanitation, 
which  includes  the  Bureau  of  Street  Traffic,  an  agency 
with  close  working  relationship  with  the  CTA. 

Earlier,  from  1964  to  1969,  McDonough  was  the  first 
Deputy  Commissioner  of  the  Department.  He  managed 
the  Chicago  Skyway  Toll  Bridge  from  1959  to  1964.  In 
1972,  he  was  named  "Man  of  the  Year"  by  the  American 
Public  Works  Association. 


Big  day  for  the  Board.  (1)  Ernie  Ban/cs  and  Lawrence 
Sucsy  hear  the  reading  of  the  ordinance  to  elect  James 
IVIcDonough  acting  chairman  and  appoint  George 
Krambles  general  manager  (2)  Vice-Chairman  James 
Quinn,  center,  installs  the  new  chairman  as  Wallace  John- 
son applauds  (3)  Krambles  makes  his  statement  of 
acceptance  (4)  Donald  Walsh  offers  his  welcome  and  (5)  a 
congratulatory  message  is  received  from  Edward  Brabec, 
confined  to  his  home  with  the  flu  on  the  big  day. 

Krambles  recently  observed  his  39th  anniversary  in 
Chicago  transit.  He  began  his  career  in  1937  with  the 
Indiana  Railroad,  one  of  the  interurban  systems  once  so 
popular  in  the  midwest.  One  year  later,  he  joined  the 
Chicago  Rapid  Transit  Company,  one  of  two  private  com- 
pany predecessors  to  the  CTA,  serving  in  the  rolling  stock 
and  electrical  departments. 

Associated  with  the  CTA  since  it  was  created  in  1947, 
he  has  worked  in  the  transportation,  equipment,  research 
and  planning  departments.  He  was  the  CTA's  project 
manager  for  the  Skokie  Swift  route,  which  was  the  first 
federally  funded  demonstration  project  in  rapid  transit. 

Most  recently,  Krambles  has  been  managing  the  CTA's 
largest  operating  segment  consisting  of  the  transporta- 
tion, maintenance,  and  operations  planning  units. 

McDonough's  college  major  was  transportation.  He 
graduated  from  John  Carroll  University  in  Cleveland, 
Ohio.  He  served  as  a  transportation  officer  with  the  U.S. 
Army  in  Korea  from  1955  to  1957. 

He  is  active  in  community  service.  He  is  president  of 
the  Chicago  Area  Council,  Boy  Scouts  of  America. 

The  McDonoughs  (his  wife's  name  is  Jacqueline)  have 
two  children  —  a  son,  James,  10,  and  a  daughter,  Mau- 
reen, 12. 

Krambles  is  a  graduate  of  the  University  of  Illinois  and 
a  registered  professional  engineer.  He  is  a  bachelor. 

His  hobby  is  railroads.  Krambles'  idea  of  a  wonderful 
holiday  is  one  spent  riding  a  train.  He  even  lives  in  an 
apartment  that  provides  him  with  a  continuing  bird's  eye 
view  of  the  "L"  tracks. 


Winter,  1976 


What  Did 
All  These  People 
Have  In  Common  on 
September  28, 1938? 


Answer:  As  given  by  Vice  Chairman 
James  R.  Quinn  of  the  Chicago  Transit 
Board  on  the  H'EFM  radio  series,  "His- 
toric Impressions  by 
Leading  Chicago- 
ans, ' '  sponsored  by 
the  Chicago  Public 
Library.  Taped  De- 
cember 3.  1975. 


Quinn,  then 


Neville  Chamberlain 


September  28,  1938, 
was  a  date  in  trans- 
portation history  of  Chicago  that  I  have 
always  remembered. 

On  that  date,  a  large  Chicago  delegation 
headed  by  Mayor  Edward  J.  Kelly  had 
gone  to  Washington  on  a  special  mission. 
The  delegation  included  the  City  Council 
members  of  the  local  transportation  com- 
mittee, of  which  I  was  Chairman  .  .  .most 
of  the  other  Chicago  aldermen  .  .  .  repre- 
sentatives of  the  City  Subway  Commission 
.  .  .  and  a  number  of  civic  and  business 
leaders. 

We  needed  more  money  to  build  the 
State  Street  subway.  We  had  $29  million  in 
the  city  transportation  fund,  but  that  was 
not  enough  for  the  subway  project. 

President  Roosevelt  took  time  out  from 
a  busy  schedule  to  see  Mayor  Kelly.  As  a 
result  of  that  meeting,  the  President  au- 
thorized a  federal  grant  of  $23  million  to 
Chicago  to  get  construction  started  imme- 
diately and  to  make  sure  that  the  subway 
was  completed. 

There  were  two  other  reasons  why  I  have 
never  forgotten  the  date  of  September  28, 
1938. 

While  President  Rooseveh  was  meeting 
with  Mayor  Kelly,  the  President  excused 
himself  to  receive  a  telephone  call.  After 
taking  the  call,  the  President  told  Mayor 
Kelly  that  the  call  was  from  Cordell  Hull, 
the  Secretary  of  State.  The  President  said 
the  Secretary  had  just  learned  that  Prime 
Minister  Neville  Chamberlain  of  England 
and  .^dolf  Hitler  had  agreed  in  Munich 
that  there  would  be  no  warlike  movement 
at  any  time.  That  was  the  Munich  Pact, 
which  ayear  later  was  of  no  avail. 

Also,  when  we  were  coming  back  that 
evening  on  the  train,  we  heard  over  the 
radio  that  Gabby  Hartnett  had  hit  a  home 
run  when  it  was  getting  dark  in  Wrigley 
Field  to  give  the  Cubs  the  National  League 
pennant  for  that  year.  That  was  the  fa- 
mous "homer  in  thegloamin'." 


Edward  J.  Kelly 


Adoir  Hitler 


eta  Quarterly 


:^p  '-y 


The 
Transit 

P^tflTll 

A  Picture  Salute 

Incidents  of  crime  usually  draw 
publicity.  Incidents  of  crime  preven- 
tion seldom  do. 

The  CTA  Quarterly  wisties  Chicago 
leadership  to  be  fully  aware  of  the  out- 
standing work  of  the  Chicago  Police 
Department,  over  the  past  year,  in 
preventing  crime  and  enforcing  law 
onthecity'stransit  system. 

Under  the  leadership  of  Police 
Superintendent  James  M.  Rochford, 
an  expanded  anti-crime  program  was 


launched  in  1974.  Said  the  super- 
intendent: 

"The  CTA  is  the  lifeline  of  our  city 
...  We  intend  to  do  whatever  is  nec- 
essary to  maintain  public  confidence 
in  our  public  transportation,  regard- 
less of  the  cost  or  the  manpower 
needed." 

The  police  have  done  a  great  deal. 
And  the  results  have  been  impressive. 

Robberies,  which  cause  the  great- 
est concern  on  the  rapid  transit 
system,  have  been  cut  by  more  than 
50  per  cent  in  the  past  year. 

Police  officers  have  challenged 
127,000  persons  regarded  as  suspi- 
cious, made  a  total  of  48,1 70  arrests, 
and  confiscated  518  guns. 

When  viewed  in  the  perspective  of 
the  vast  scope  of  the  CTA  system, 
these  statistics  are  even  more  impres- 
sive. The  CTA  provided   more  than 


650  million  rides  last  year,  2  million 
each  weekday.  There  are  approxi- 
mately 1 3,000  bus  stops  and  1 24  rapid 
transit  stations  within  the  city. 

Prominent  in  the  enforcement  drive 
has  been  the  Mass  Transit  Unit  under 
the  direction  of  Captain  James 
Delaney.  This  unit,  formed  as  the  re- 
sult of  a  directive  from  Mayor  Richard 
J.  Daley,  is  responsible  for  the  patrol- 
ling of  1 ,100  rail  cars  and  other  CTA 
rapid  transit  facilities  stretching  over 
90  miles  of  right-of-way. 

The  Unit  is  part  of  a  larger  Special 
Operations  Group  commanded  by 
Deputy  Chief  Walter  Vallee.  The  SOG 
is  a  mobile,  flexible  task  force  capa- 
ble of  responding  quickly  —  with  a 
large  number  of  men  —  to  any  crisis 
or  emergency  situation  anywhere  in 
the  city. 

But,   the    entire    police    force    is 


Winter,  1976 


Teams  of  undercover  police  keep 
CTA  locatioris  more  free  of  would-be 
criminals  with  tactics  such  as  that 
depicted  here.  A  member  of  the  "tac 
team"  plays  the  role  of  an  unsuspect- 
ing inebriate  on  a  station  platform. 
As  robbers  attack  the  decoy,  two 
members  of  the  team  arrest  them. 
Helping  to  block  the  escape  is 
another  member  of  the  team  who,  in 
this  case,  has  appeared  to  be  a  fe- 
male passenger. 


involved  in  Chicago's  major  effort  to 
safeguard  tlie  CTA  system.  And,  CTA 
security  personnel  work  closely  with 
the  police. 

Buses,  bus  stops,  and  rapid  transit 
stations  are  under  the  continuous 
watch  of  radio-equipped  squad  cars 
operating    out    of    district    stations. 

Patrolmen  board  buses  at  unan- 
nounced locations  to  monitor  poten- 
tially threatening  situations  confront- 
ing the  driver  and  the  riders. 

CTA  buses  are  equipped  with 
"silent  alarms"  which  can  be  used 
by  the  driver  and  will  be  registered  at 
the  CTA  operations  control  center, 
but  will  not  be  heard  by  offenders  on 
the  bus.  CTA  personnel  can  then  flash 
the  alarm  to  squad  cars  in  the  affected 
area. 

Discouragement  of  crime  and  van- 
dalism is  one  of  the  effects  of  the 
police  department's  undercover  work. 
For  example,  here  are  two  Incidents 
demonstrating  crime  prevention: 

Patrolman  Paul  Siegfried,  acting 
as  decoy  with  a  team  of  undercover 
officers  on  an  Englewood  train, 
pretended  he  was  drunk  and 
feigned  sleep.  Siegfried,  wearing  a 
beard,  mod  pants,  and  smelling  of 


eta  Quarterly 


A  typical  incident.  In  response  to 
call  from  ticket  agent  at  station  on 
North-South  route,  officers  charge  up 
the  stairs  and  apprehend  a  suspect. 


cheap  bourbon  he  had  rubbed  on 
his  face,  looked  like  an  easy  score 
with  an  elegant  gold  watch  and  two 
gold  riags  visible. 

A  few  minutes  later,  a  husky 
youth  plunked  himself  next  to  him, 
poking  an  elbow  into  the  officer's 
side.  Assured  that  the  officer  was 
asleep,  he  then  proceeded  to 
remove  his  watch.  As  he  did  so, 
Siegfried  jumped  to  his  feet  as  did 
three  other  officers  who  rushed 
over  to  assist  in  the  arrest. 

Officer  Kim  Anderson  stood  on 
the  platform  at  State  and  Lake 
Street  during  an  evening  rush  hour, 
her  purse  dangling  carelessly  from 
her  arm  as  she  scanned  a  mag- 
azine. A  man  eased  up  behind  her 
and  opened  the  purse.  As  he  re- 
moved the  wallet,  Anderson's 
colleagues  moved  in,  arrested, 
handcuffed  and  led  the  offender 
off  the  platform. 

In  the  accompanying  picture  salute 
to  the  work  of  the  Chicago  Police 
Department,  we  depict  some  of  the 
other  practices  and  techniques  used 
to  further  the  security  of  transit 
riders. 


Inside  and  outside  CTA  trains,  as 
stiown  in  top  pictures,  members  of 
Police  Department's  Mass  Transit 
Unit  provide  extra  feeling  of  security 
to  riders.  CTA  employees  work  close- 
ly with  the  Mass  Transit  Unit,  provid- 
ing information  about  suspicious 
passengers  and  unusual  incidents. 
Valuable  leads  come  from  conversa- 
tions with  ticket  agents,  right,  or 
through  fact-gathering  from  conduc- 
tors and  other  crew  members,  below. 


{Opposite  page) 

Included  among  the  105  Chicago 
police  officers  honored  by  the  Chi- 
cago Junior  Chamber  of  Commerce  at 
its  November  awards  ceremony  were 
several  members  of  the  Special  Oper- 
ations Group  who  worked  on  the  CTA 
system  on  the  Operation  Saturation 
Program  mentioned  in  this  article. 
Police  Superintendent  James  M. 
Rochford,  shown  addressing  the 
event  at  the  Aerie  Crown  Theatre,  has 
brought  new  emphasis  to  the  impor- 
tance of  crime  control  on  the  transit 
system.  Rochford  recently  reported 
that  robberies  on  the  elevated  system 
were  reduced  by  51 .1  percent  in  1975 
and  that  mass  transit  arrests  were  up 
71  percent  over  the  previous  year. 
CTA  bus  checks  are  made  frequently. 
Officers  board  buses  at  unannounced 
regular  stops,  checking  with  drivers 
as  to  conditions  and  happenings  on 
the  run.  All  such  checks  are  docu- 
mented through  a  form  signed  by  the 
driver. 


eta  Quarterly 


^^^EJ^  ;i 

^^^|j^B^^3|yB{ :>  '^^^SiJbH| 

The  Next  Phase 
In  Protection 

The  most  advanced  anti-crime 
techniques  for  public  transportation 
have  been  developed  by  the  Chicago 
Department  of  Public  Works  and  will 
be  tested  here  in  Chicago  as  a  demon- 
stration model  for  other  major  cities. 

The  Chicago  Police  Department 
and  CTA  are  cooperating  with  Public 
Works,  which  developed  the  Teleview 
Alert  System  as  an  outgrowth  of 
recent  research  on  transit  crime  pre- 
vention. This  project  showed  that 
more  than  64  per  cent  of  such  incl- 
dentsoccuron  rapid  transit  platforms 
and  that  the  most  needed  control  unit 
isan  instant  and  continuing  means  of 
alerting  the  police  to  platform 
activity. 

The  Teleview  Alert  System  com- 
bines closed  circuit  television,  emer- 
gency telephones,  alarm  signals  and 
public  address  facilities  —  all  oper- 
ating on  a  round-the-clock  basis. 

The  TV  cameras  permit  continuous 
monitoring  of  platform  and  ticket 
agent  areas,  plus  verification  of 
alarms  which  can  be  signalled  by  the 
touch  of  waiting  passengers,  CTA 
personnel,  or  police  from  platform 
locations. 

Pictures  from  the  TV  pickup,  alarm 
signals,  and  communications  from 
toll-free  emergency  phones  will  be 
transmitted  immediately  to  the  cen- 
tral monitor  console  at  the  Chicago 
police  headquarters.  Verbal  warnings 
and  instructions  may  then  be  given 
to  riders  over  the  public  address  sys- 
tem. Video  tape  recorders  will  auto- 
matically capture  and  preserve  each 
camera  view  during  an  alert  situation 
so  that  suspects  may  be  identified. 

For  the  year-long  test,  the  Teleview 
Alert  system  will  be  installed  at  four 
stations  on  the  south  portion  of  the 
CTA's  elevated  line  —  at  35th  Street, 
40th  and  Indiana,  43rd  Street  and 
55th  Street. 

The  Department  of  Public  Works 
serves  as  project  manager  for  the 
pilot  project  which  is  being  funded 
by  the  Urban  Mass  Transit  Admin- 
istration of  the  U.S.  Department  of 
Transportation  with  additional  sup- 
port from  the  Illinois  Department 
of  Transportation. 


Winter,  1976 


Transit 

As  a  Social 

Responsibility 


Mobility  has  traditionally  been  a  major  characteristic  of 
American  society.  Hundreds  of  thousand  of  immigrants 
came  to  America  because  only  in  this  country  did  they 
have  the  right  and  the  opportunity  to  seek  jobs  and 
housing  for  their  families. 

Congress  and  the  various  state  legislatures  early  recog- 
nized the  importance  of  this  mobility  by  passing  legisla- 
tion w/hich  fostered  the  development  of  canals,  public 
roads  and  railroads  uniting  the  vastness  of  a  continent. 
For  a  century,  Americans  follov^/ed  these  transportation 
routes  to  seek  jobs  and  housing. 

With  the  advent  of  the  automobile  and  the  concurrent 
growth  of  the  American  city.  Congress— continuing  to 


recognize  its  responsibility  to  provide  every  American 
with  the  opportunity  to  travel  to  jobs,  housing  and 
services— instituted  the  greatest  and  most  successful 
public  works  program  in  the  history  of  any  nat'on. 

The  National  Highway  Act  of  1956  provided  for  a  net- 
work of  interstate  highways  which  would  connect  Ameri- 
can cities  and  farmlands  and  continue  to  provide  access 
for  all  citizens.  Since  1956,  over  $37  billion  have  been 
spent  in  highway  construction  resulting  in  42,500  miles 
of  interstate  roads.  The  federal  highway  building  program 
is  close  to  successful  completion  and  the  intent  of  the 
1956  legislation  nearly  fulfilled. 

Thus,  funding  of  mass  transportation  by  the  U.S. 
Congress  is  not  an  innovation,  but  a  continuation  of  a 
commitment  to  provide  national  resources  to  insure  the 
continued  mobility  of  every  individual  in  American 
society. 

Federal  expenditures  for  a  national  mass  transportation 
program  is  the  logical  complement  to  the  Federal  High- 
way Act. 

Today  all  major  American  cities  are  facing  up  to  the  fact 


eta  Quarterly 


■>^^,o- 


Editor's  Note 

In  the  forefront  of  efforts  to  inn- 
prove  social  welfare  througfi  such 
public  services  as  transportation, 
housing,  and  education  is  Pastora 
San  Juan  Cafferty,  member  of  the 
Board  of  the  Regional  Transporta- 
tion Authority  and  assistant 
professor  in  the  School  of  Social 
Service  Administration  at  the  Uni- 
versity of  Chicago.  In  the  belief 
that  the  philosophy  herein  ex- 
pressed should  be  understood  and 
evaluated  by  every  reader  of  the 
CTA  Quarterly,  we  asked  her  to 
prepare  this  monograph. 


that  the  automobile  is  no  longer  a  feasible  mode  of  trans- 
portation in  the  Inner  city— that  the  costs,  in  terms  of 
environmental  pollution,  congestion,  actual  costs  of 
owning  and  operating  a  car  and  the  ensuing  social  costs, 
have  become  a  burden  too  heavy  for  urban  areas  to  bear. 
Smaller  towns  and  rural  communities  are  also  learning 
that  their  residents  require  Increased  mobility  In  order  to 
have  equal,  access  to  employment  and  community 
services. 

The  costs  of  environmental  pollution,  congestion  and 
car  ownership  can  be  easily  documented.  Social  costs— 
the  hardest  of  all  to  measure— are  indeed  taking  the  heavi- 
est toll  of  all.  All  these  costs  are  intricately  related. 

It  has  become  a  standard  cliche  to  describe  a  typical 
urban  freeway  during  a  peak  traffic  period  as  "the  longest 
parking  lot  In  the  world."  Basically,  the  problem  of  traffic 
congestion  in  urban  centers  is  simply  this:  the  automo- 
bile is  just  too  Inefficient  a  system  to  work  in  high  density 
urban  areas.  To  Illustrate  this,  consider  the  amount  of 
space  needed  to  transport  a  given  number  of  people  by 
bus  versus  by  automobile,  especially  in  view  of  the  fact 


that,  more  often  than  not,  a  private  car  carries  only  one 
person  on  a  typical  commuter  trip. 

It  is,  of  course,  expensive  to  drive  a  car.  The  U.S. 
Bureau  of  Public  Roads  recently  published  figures  indi- 
cating that  the  typical  cost  of  driving,  in  January  1970, 
was  11. 89*  per  mile.  At  a  reasonable  average  of  10,000 
miles  per  year,  this  amounts  to  almost  $1 ,200  annually  to 
drive  a  car— not  Including  downtown  parking  fees.  To  this 
must  be  added  the  critical  cost  of  buying  a  car  and  the 
additional  cost  to  the  taxpayer  (user  and  non-user  alike) 
of  subsidizing  automobile  transportation. 

The  overall  costs  of  our  automobile-dominant  system 
are  far  greater  than  those  which  the  individual  driver  pays. 
Herbert  J.  Hollomon,  provost  of  the  Massachusetts  Insti- 
tute of  Technology,  has  said  that,  based  on  a  study  by  the 
National  Academy  of  Engineering,  the  real  overall  cost  of 
our  automobile-based  urban  transportation  system  Is 
about  a  dollar  a  mile  for  each  automobile.  {Science  News, 
Volume  100,  p.  250)  William  Vickrey,  a  Columbia  Univer- 
sity economist,  recently  stated:  "To  provide  the  transit 
riderasubsidy-per-trip  comparable  to  that  enjoyed  by  the 


Several  CTA  bus  lines  and  the  Jackson  Park  (B)  route  of  the  north-south  rapid  transit  route  serve  the  corner  of  State 
Street  and  Cermak  Road,  providing  convenient  and  economical  transportation  for  the  families  and  senior  citizens 
residing  in  the  Chicago  Housing  Authority's  Raymond  M.  Hilliard  Center. 


peak-hour  (urban)  motorist  and  thus  enable  him  to  make  a 
fair  and  unbiased  choice  between  the  two  modes,  it  would 
be  necessary  not  only  to  let  the  transit  rider  ride  free,  but 
also  to  pay  him  a  bonus"  (quoted  in  Science  News, 
volume  101,  p.  253). 

Since  it  is  expensive  to  drive  a  car,  even  today  — when 
the  average  American  takes  for  granted  the  universality  of 
automobiles— almost  one-fourth  of  all  American  house- 
holds are  without  a  car. 

Much  is  said  about  the  need  for  "the  poor,  the  old  and 
the  handicapped"  to  ride  public  transportation.  And, 
indeed,  much  must  be  said  for  increasing  numbers  of 
Americans  who  lack  accessibility  to  employment,  hous- 
ing and  community  services  simply  because  they  do  not 
own  a  car.  However,  it  is  not  only  those  who  are  unable  to 
drive  who  suffer,  but  society  as  a  whole. 

In  all  American  cities,  employment  followed  the  exodus 
from  the  central  city  subsequent  to  World  War  II.  Reflect- 
ing the  continuing  dispersal  of  people  and  jobs,  auto 
ownership  grew  rapidly.  In  the  last  decade,  the  number  of 
two-car  families  has  doubled  in  many  metropolitan  areas. 

However,  statistics  are  deceptive.  A  1966  study  at  the 


University  of  Michigan  showed  that,  while  only  21  per 
cent  of  all  American  families  surveyed  were  without  a  car, 
the  percentage  quickly  climbed  to  46  per  cent  when  only 
those  whose  income  was  under  $3,000  were  considered 
and  to  76  per  cent  for  those  whose  income  was  under 
$1 ,000. 

Nor  was  it  only  the  poor  who  suffered  from  not  owning 
an  automobile.  Only  a  third  of  middle  income  families 
owned  a  second  auto,  so  they  either  depended  on  public 
transportation  for  trips  to  work  or  for  equally  important 
accessibility  to  community  services.  As  a  matter  of  fact, 
in  families  earning  a  handsome  $15,000  and  over,  only  60 
per  cent  owned  two  cars. 

So  not  only  are  those  who  cannot  drive  "disadvan- 
taged." Families  of  middle  income  are  often  inconveni- 
enced in  another  way.  They  are  forced  to  buy  and  maintain 
automobiles— sometimes  two  or  more  per  family— with 
resources  that  might  be  more  wanted  or  needed  for  other 
things,  or  they  are  as  handicapped  by  lacking  accessibil- 
ity to  shopping,  recreational  and  educational  facilities  as 
are  their  poorer  neighbors. 

The  social  costs  of  denying  the  poor  of  the  cities  social 


eta  Quarterly 


Chicago's  largest  medical  center  complex  is  served  by  two  west  side  rapid  transit  routes  and  several  bus  lines.  The 
Douglas-Milwaukee  (B)  rapid  transit  route  serves  the  University  of  Illinois  Medical  Center  via  the  Polk  Street  station, 
and  the  Medical  Center  station  of  the  Congress-Milwaukee  (A)  rapid  transit  route  (shown  above)  serves  Rush  Pres- 
byterian St.  Luke's  Hospital,  Cook  County  Hospital,  Malcolm  X  College,  and  other  nearby  institutions. 


and  economic  mobility  are  immeasurable. 

That  this  social  and  economic  mobility  is  highly  de- 
pendent on  transportation  can  be  logically  argued.  One  of 
the  primary  causes  of  the  Watts  riots  was  stated  to  be  the 
absence  of  efficient  public  transportation,  coupled  with 
the  exodus  of  jobs  from  the  central  city  to  the  suburbs. 

In  1970,  there  were  almost  100  million  persons  in  the 
United  States  who  were  too  young  or  too  old  to  drive  a 
car.  This  may  trap  the  young  in  the  boredom  of  a  ghetto 
where  the  only  amusement  is  vandalism  and  the  only 
escape  is  drugs. 

For  the  old,  the  picture  is  darl<er.  It  means  isolation  and 
terminal  entrapment;  it  means  the  inability  to  shop,  to  get 
health  care,  to  see  old  friends. 

The  poor  and  the  old  need  accessibility  and  lower  fares 
which  will  make  an  accessible  system  of  transportation  a 
viable  means  of  getting  to  employment  and  services— true 
access  to  the  community  in  which  they  live. 

The  handicapped  need  special  services  in  order  to  have 
access  to  their  communities. 

Man  has  recognized  that  no  body   can   be  healthy   if 


it  allows  its  members  to  rot  in  decay.  Modern  man  has 
accepted  that  society  as  a  whole  benefits  from  providing 
services  to  all  its  citizens. 

This  is  the  philosophy  underlying  a  public  school  sys- 
tem supported  by  all  of  us  whether  or  not  we  are  direct 
users;  the  principle  guiding  all  public  health  care  pro- 
grams and  the  maintenance  of  public  hospitals  available 
to  all;  this  is  the  reason  we  have  built  public  roads  to 
provide  mobility  for  all  our  citizens.  We  cannot  deny  the 
logic  of  extending  this  reasoning  to  the  financing  of 
public  transportation. 

If  cities  —  and  the  surrounding  metropolitan  areas  — 
are  to  maintain  a  quality  of  life  acceptable  to  residents, 
the  provision  of  public  transportation  must  be  treated  as  a 
needed  social  service  and  given  top  priority  by  the  public 
and  their  representatives  in  government. 

Pastora  Cafferty 

Member,  Board  of  Directors 

Regional  Transportation  Authority 


Winter,  1976 


13 


~l- 


oy 


Transportation 
Education 

The  University  of  Chicago  Example 

Great  promise  for  urban  transportation  is  developing  on 
the  Midway  of  whiat  thie  authior  John  Gunther  called  "the 
nnost  exciting  university  in  the  world."  Yet,  the  University 
of  Chicago  has  no  school  of  transportation. 

It  has  an  incubator,  however.  A  course.  The  number  is 
463— in  the  curriculum  of  the  School  of  Social  Service 
Administration.  The  title  is  "Social  Problem-Solving:  The 
Transportation  Example." 

The  promise  is  two-fold.  The  course  is  teaching  young 
people  how  public  transportation  can  be  utilized  to 
unravel  the  social,  economic,  cultural,  and  environmental 
snarls  in  which  today's  city  finds  itself.  The  course  is  also 
switching  varied  talents  onto  the  track  of  public  service. 

Intellects  who  have  stopped  in  Pastora  Cafferty's  class- 
room in  their  study  of  law,  business,  science,  geography 
have  gone  out  to  start  careers  in  transportation— or  in 
government  administration  of  transit  and  other  services. 

Why?  Because,  thinks  the  professor,  "they  have  caught 
the  challenge  and  excitement  of  it."  And,  she  adds, 
"theirs  are  the  very  aptitudes  the  growing  transportation 
industry  needs  so  much  right  now." 

This  already  successful  educational  experiment  results 
from  the  university's  renowned  "freedom  for  spacious 
inquiry"  (Gunther)  and  the  foresight  of  Dean  Harold  A. 
Richman  who  invited  Mrs.  Cafferty  to  teach  in  the 
school's  policy  program. 

Pastora  San  Juan  was  accustomed  to  an  academic 
environment.   She  grew  up   in   it.    Both  her   father  and 


mother  were  teachers.  She  pursued  her  master's  and 
doctorate  at  George  Washington  University  in  the  nation's 
capital  and  then  accepted  an  instructorship  in  American 
civilization  at  GW.  Her  specialty:  the  growth  of  cities. 

As  a  White  House  Fellow  in  1969-70,  she  served  as 
special  assistant  to  Secretary  of  Transportation  John  H. 
Volpe.  The  DOT  was  building  its  Office  of  Environmental 
and  Urban  Systems  and  she  was  given  the  responsibility 
for  liaison  with  youth  and  nationality  groups. 

It  was  in  her  DOT  work  that  she  met  and  later  married 
the  late  Michael  Cafferty,  who  was  soon  appointed  to  the 
chairmanship  of  the  Chicago  Transit  Board. 

But,  before  moving  to  Chicago,  Mrs.  Cafferty  had 
joined  the  U.S.  Department  of  Housing  and  Urban  Devel- 
opment to  coordinate  Secretary  George  Romney's  plan  to 
relate  the  social  aspects  of  transportation  availability  and 
affordability  to  housing  in  metropolitan  areas. 

Since  joining  the  University  of  Chicago  faculty  in  1973, 
Mrs.  Cafferty  has  taught  more  than  60  transportation 
students.  She  has  also  directed  two  seminars  in  transpor- 
tation—intensive day-night  one-week  "drills"  in  the  sub- 
ject for  graduates. 

During  the  current  academic  year,  Mrs.  Cafferty  is 
taking  a  brief  recess  from  transportation  to  teach  a  similar 
problem-solving  course  based  on  housing— and  to 
develop  an  innovative  course  to  enable  the  social  policy 
student  to  focus  on  the  "real  world"  of  urban  politics  and 
government  with  the  city  of  Chicago  as  the  labratory. 

In  this  winter  quarter,  the  student  is  being  introduced  to 
urban  decision-making  through  application  of  a  theoreti- 
cal framework  to  specific  cases  in  Chicago.  The  student  is 
familiarized  with  the  political  and  socioeconomic  environ- 
ment in  which  policy  is  made,  the  workings  of  urban 
finance  and  the  allocation  of  resources. 

Come  spring,  the  student  will  have  an  opportunity  to 
apply  his  policy  skills  and  knowledge  in  a  practicum  in 


eta  Quarterly 


At  the  University  of  Chicago's  School 
of  Social  Service  Administration 
{opposite  page)  students  learn  that 
their  talents  can  be  applied  to  chal- 
lenging and  worthwhile  careers  in 
transportation  planning  and  other 
types  of  urban  problem  solving. 
Some  of  their  research  is  done  at 
the  university's  modern  Regenstein 
Library  {left). 


conjunction  with  a  Chicago  governmental  agency.  Stu- 
dents are  being  assigned  in  teams,  with  some  carrying 
tasi<-oriented  assignments  as  interns  in  the  agencies 
while  the  others  handle  research  and  analytical  work 
under  direction  of  the  instructor. 

Mrs.  Cafferty  says  that  the  Ford  Foundation  was  led  to 
fund  the  effort  because  Chicago's  is  the  first  social  policy 
educational  program  to  zero  in  on  local  government— and 
on  the  local, community  "where  even  the  federal  and  state 
programs  become  meaningful  to  the  social  welfare 
client." 

Next  fall,  Mrs.  Cafferty  will  resume  the  transportation 
offering  and  undertake  a  still  heavier  classroom  load.  All 
this  is  in  addition  to  her  duties  as  a  director  of  the  Regional 
Transportation  Authority  and  her  numerous  civic  activities 
with  public  television  (Channel  11),  the  Teachers  Aid 
Society/ Immigrants'  Service  League,  and  the  Advisory 
Commission  to  the  Secretary  of  Commerce. 

The  transportation  course  traces  the  history  of  trans- 
portation policy  in  the  United  States,  relates  the  influence 
of  transportation  in  urban  growth,  examines  the  role  of 
government  at  all  levels  in  planning  and  guiding  transpor- 


tation, and  examines  the  social  implications  of  trans- 
portation. 

Each  student  selects  one  current  problem  for  con- 
centrated study  and  reporting.  He  must  use  real  case 
examples  and  be  limited  by  the  actual  budgets  set  and  the 
facilities  that  are  in  existence. 

As  in  the  new  urban  policy  course,  Mrs.  Cafferty  says 
that  transportation  students  learn  to  use  such  reference 
sources  as  the  Anthon  Memorial  Library  at  CTA  and  the 
City  of  Chicago's  Municipal  Reference  Library  as  well  as 
the  university's  outstanding  new  Regenstein  Library. 

Mrs.  Cafferty  draws  upon  CTA  and  RTA  personnel  for 
guest  lectures.  CTA's  General  Manager  of  Finance  Paul  J. 
Kole  is  one  of  the  most  popular  guest  instructors  in  re- 
gard to  transportation  funding.  RTA's  planning  head, 
Joanne  VIecides,  formerly  with  CTA,  has  been  helpful  in 
relating  her  first-hand  experience  in  charting  capital 
development  and  analyzing  its  feasibilities  and  costs. 

J.H.Smith 
CTA  Public  Affairs 


Winter,  1976 


15 


P  review - 

New  Chicago 
Aestheti'"^^  ■« 


'•V 


TVairto 


There  will  be  a  new  look  on  the  CTA 
rails  with  the  delivery,  in  the  next  two 
years,  of  200  modern  rapid  transit 
cars.  Red,  white  and  blue— the  colors 
of  both  our  nation  and  the  City  of 
Chicago— will  provide  an  innportant 
accent,  both  from  the  standpoint  of 
aesthetics  and  safety.  In  addition  to 
red,  white  and  blue  stripes  under  the 
windows  for  the  length  of  the  cars, 
these  colors  will  be  used  for  the  front 
and  end  of  each  pair  of  cars  for  provid- 


inggreatervisibility. 

The  200  new  cars  are  being  built  by 
Boeing  Vertol  Company  at  a  cost  of 
approximately  $60  million  in  federal 
and  state  funds.  The  aesthetic  design 
was  by  Sundberg-Ferar,  industrial 
design  firm. 

Four  prototypes  of  the  new  cars  are 
scheduled  to  be  delivered  to  the  CTA 
late  this  year  for  testing.  All  of  the  200 
new  cars  are  expected  to  be  delivered 
and  inoperation  byearly1978. 


The  new  sculptured  stainless  steel 
cars  will  provide  a  number  of  new 
benefits  to  riders:  reduced  noise 
levels  inside  and  out,  wider  sliding 
doors  for  easier  access,  smoother 
riding. 

All  new  cars  will  be  air  conditioned. 
All  will  have  pleasant,  colorful  interi- 
ors. All  will  have  automatic  cab 
signalling  — the  new  electronic  equip- 
ment for  assuring  proper  spacing  and 
speeds  of  trains. 


eta  Quarterly      Winter,  1976 


Blacks  Who 
Helped  Make 
America 

The  heroes  of  the  struggle  for  independ- 
ence have  been  re-etched  on  America's 
consciousness  during  these  past  months  — 
but,  mostly,  in  tones  of  white. 

Like  the  pictures  in  the  history  books. 

The  Black  heroes  were  not  as  numerous, 
to  be  sure,  but  few  had  the  easy  opportu- 
nity to  be  heroic  —  to  attend  meetings,  sign 
documents,  pick  up  rifles  off  the  wall,  or 
frame  policy. 

Their  role  was  one  of  servitude. 

But,  in  a  few,  the  flame  of  independence 
burned  so  strongly  that  they  found  ways  to 
contribute,  no  matter  what  it  might  cost. 
And  that  few  is  more  than  we  may  have 
imagined. 

Black  History  Month  of  this  Bicenten- 
nial Year  inspired  the  CTA  Quarterly  to 
remind  its  readers  of  the  contribution  of 
Blacks  to  the  shaping  of  America. 

It  is  in  keeping  with  Chicago  Transit 
.Authority  policy.  For,  since  mid-1974,  the 
CT.-^  has  been  launching  red-white-and- 
blue  buses  and  rapid  transit  trains,  each 
named  for  a  patriot  of  the  1776  era.  And 
several  of  these  have  already  been  named 
for  Blacks. 

Among  those  Blacks  who  took  part  in 
the  battle  of  Bunker  Hill  in  1775  were 
Prince  Hall  and  Peter  Salem. 

Prince  Hall,  a  freeman  and  property 
owner,  was  a  native  of  Barbados  who  had 
come  to  the  colonies  in  1765.  By  the  out- 
break of  the  Revolution,  he  had  become 
fairly  well-to-do.  His  petition  to  join  the 
Continental  Army  was  personally  ap- 
proved by  George  Washington. 

.Although  he  was  a  citizen  and  voter, 
Hall  had  been  refused  admission  to  the 
Masonic  Lodge  in  Boston  several  times. 
Curiously  enough,  it  was  the  British  who 
finally  admitted  him  to  Masonry  and  in  a 
military  lodge.  This  was  before  hostilities, 
of  course. 

The  incident  generated  the  Prince  Hall 
Masonic  Lodges  which  are  found  through- 
out the  U.S.  today,  serving  a  Black  mem- 
bership of  more  than  a  quarter  of  a  million. 

Peler  Salem,  who  served  in  Captain 
Simon  Edgel's  Framingham  (Massachu- 
setts) company  of  minutemen,  also  took 
part  in  the  Battle  of  Lexington  and  Con- 
cord. Peter's  owners,  the  Belknaps  of 
Framingham,  had  given  him  his  freedom 
so  he  could  enlist. 


J^^. 


^4-^, 


Peter   Salem    fighting   at    the    Battle    of    Bunker  Hill 


Benjamin   Banneker 

One  of  the  most  celebrated  names  of 
the  pre-Revolutionary  period  is  Crispus 
Attacks.  This  runaway  slave  was  working 
on  the  docks  in  Boston  harbor  at  the  time 
that  British  troops  began  enforcing  ta.x 
levies  and  breaking  up  demonstrations. 
Attucks  led  a  group  of  colonists  to  harrass 
the  soldiers  who  fired  into  the  crowd. 
Attucks  was  the  first  to  fall. 

Salem  Poor  served  with  such  exceptional 
conduct  and  bravery  in  the  battle  of 
Charlestown  as  to  warrant  a  petition  on  his 
behalf  to  the  general  court,  signed  by  14 
Massachusetts  officers.  The  petition  stated 
"that  a  Negro  called  Salem  Poor,  of  Col. 
Freye's  regiment,  behaved  like  an  experi- 
enced officer,  as  well  as  an  excellent  soldier. 
The  reward  due  to  so  great  and  distin- 
guished a  character,  we  submit  to  Con- 
gress." Poor  later  served  at  Valley  Forge 
and  White  Plains. 

Mward  Hector,  a  member  of  the  Third 
Pennsylvania  Artillery,  took  part  in  the 
battle  of  Brandywine  in  September,  1777. 
When  the  American  troops  were  pulled 


back.  Hector  disobeyed  the  order  to  aban- 
don wagons.  Making  use  of  arms  left  on 
the  field  by  fieeing  American  soldiers,  he 
protected  his  horses  and  his  ammunition 
wagon,  bringing  them  safely  in.  Fifty  years 
later  the  Pennsylvania  legislature  rewarded 
him  with  a  $40  donation. 

Austin  Dabney,  a  former  slave,  was 
freed  in  order  to  enlist  as  his  master's  sub- 
stitute. He  sustained  a  broken  thigh  at  the 
battle  of  Kettle  Creek  early  in  1779.  Forty 
years  later,  the  Georgia  Assembly  passed 
an  act  for  Dabney's  relief,  voting  him  112 
acres  of  land  in  recognition  of  the  "bravery 
and  fortitude"  he  showed  "in  several  en- 
gagements and  actions"  against  theenemy. 

Also  seeing  battle  were: 

John  Harris,  who  served  in  two  Virginia 
regiments,  fought  at  Monmouth  and  was 
made  an  orderly  to  young  Major  James 
Monroe  —  later  the  fifth  President  of  the 
United  States; 

Lambo  Latham,  who  was  killed  on  the 
American  side  during  the  Battle  of  Groton 
Heights  in  1781; 


eta  Quarterly 


Prince  Hall 

A  seaman,  Cato  Carlile,  a  free-born  in- 
habitant of  a  New  England  waterway 
town.  He  was  enlisted  in  1777  from  a 
Piscataqua  River  Port  for  service  under 
Captain  John  Paul  Jones; 

David  Mitchell,  who  had  been  captured 
on  a  British  sloop  and  declared  free  by  the 
Massachusetts  Council; 

James  Coopers,  a  free  Black  from 
Goochland  County  who  fought  as  a  soldier 
in  the  Second  Virginia  regiment  and 
doubled  as  a  waiter  to  his  colonel. 

Serving  in  the  Seventh  Massachusetts 
Regiment  were  Caesar  Ferry  and  Jabez 
Jolly.  Perry ,  from  a  Bristol  County,  ranked 
first  among  the  register  of  non-commis- 
sioned officers  and  was  a  private  in  Captain 
Lincoln's  Seventh  Massachusetts  regi- 
ment. Jolly  enlisted  as  a  soldier  at  the  age 
of  18  or  19  and  served  as  a  drummer  in 
Lincoln's  regiment. 

Black  women  also  played  an  important 
part  in  the  shaping  of  independence.  On 
the  battle  front  was  Deborah  Gannett,  who 
posed  as  a  man  for  a  year  and  a  half  under 


the  name  of  Robert  Shurtliff  and  actually 
fought  in  the  Fourth  Massachusetts  Regi- 
ment of  the  Continental  army.  She  was 
awarded  a  pension  and  cited  for  "exhibit- 
ing an  extraordinary  instance  of  female 
heroism." 

In  the  literary  field  were  two  women 
known  for  their  poetic  ability.  They  were 
Lucy  Terry  and  Phillis  Wheatley.  Miss 
Terry  was  a  slave  in  Deerfield,  Massachu- 
setts and  the  first  Black  poet  in  America. 

Miss  Wheatley  was  the  first  Black  wo- 
man poet  in  America  to  have  her  works 
published.  At  the  age  of  12,  Miss  Wheatley 
could  translate  "Ovid" .  She  started  writing 
her  own  poetry  at  14.  Her  poem  was  pub- 
lished in  1770.  Voltaire  praised  her  works 
as  "very  good  verse."  When  George 
Washington  was  appointed  commander- 
in-chief.  Miss  Wheatley  composed  a  poetic 
tribute  to  him.  It  was  published  in  the 
Pennsylvania  Magazine  of  the  American 
Museum  in  April,  1776,  during  Tom 
Paine's  editorship. 

One  of  the  most  outstanding  contribu- 


Phillis  Wheatley 


tions  of  a  Black  was  the  design  plans  for 
the  city  of  Washington.  Benjamin  Ban- 
necker,  noted  for  his  unusual  aptitude  and 
keen  sense  for  memorizing,  reproduced 
from  memory  plans  for  Washington  after 
Major  L'Enfant  walked  off  with  the  lay- 
out for  the  city.  The  Major  had  become 
angry  when  Banneker  was  appointed  to 
serve  on  the  commission  and  walked  off 
with  the  sketches  and  maps. 

In  the  world  of  business  there  were  Paiil 
Cuffee,  a  philanthropist,  and  James 
Forten,  inventor  and  sailmaker. 

Cuffee  served  as  captain  of  ships  con- 
structed in  his  own  shipyards. 

Besides  making  sails  in  Philadelphia, 
Forten  also  accumulated  a  fortune  of 
$100,000  —  a  portion  of  which  came  from 
his  invention  of  a  device  for  handling  sails. 

Betty  Edwards 
CTA  Public  Affairs 


Winter,  1976 


^UKEiHORE 

TXENORIHniOREUIIE 


Pop 
History 
in  Posters 


^N 


^^^ 


The  Chicago  travel  scene  of  the  '20s  is  painted  by  an 
unusual  collection  of  posters  exhibited  last  fall  by  David 
Gartler,  a  New  Town  art  dealer.  CTA  is  privileged  to  pre- 
sent this  reminiscent  sampler  of  the  day  when  the  Chi- 
cago Rapid  Transit  Lines  and  the  Chicago  North  Shore 
and  Milwaukee  Railroad  were  the  major  corridors  to  family 
recreation.  The  full  story  follows. 


r-T-5Ht 

Mil 

4| 

bYTHCNO^'^Rti.  r 

eta  Quarterly 


In  the  day  when  travel  posters  were  as  likely  to  be  local  as 
international,  people  made  a  variety  of  one-day  trips  by 
rail.  Up  the  shoreline  just  to  look  at  the  scenery.  To  Fort 
Sheridan  to  visit  a  doughboy  in  the  Army.  To  the  beach 
more  for  swimming  than  tanning  —  and  an  occasional 
peek  at  the  bathing  beauties.  To  upper  North  Michigan, 
when  the  Wrigley  Building  was  the  center  of  it,  for  window 
shopping  and  dinner.  To  keep  up  with  the  course  of  agri- 
culture on  nearby  farms  as  the  earth  was  being  turned.  And 
all,  as  the  poster  reminds  us,  in  the  great  tradition  of  pas- 
senger service  that  characterized  the  rails. 


David  Gartler,  director  of  Poster  Plus,  2906  N.  Broadway 
Avenue,  realized  that  he  had  made  a  major  discovery  of 
the  season  because  the  posters  had  very  little  public 
exposure.  Since  he  knew  of  no  similar  collection,  he  used 
them  to  form  a  striking  exhibition  in  his  gallery. 


Pop  history  is  told  through  objects, 
songs,  fashions  nnore  than  through 
events.  Most  often,  it  develops  from 
unscheduled  rummaging  in  attics  and 
cellars  rather  than  planned  expe- 
ditions. 

In  no  way  is  the  feeling  of  a  time  as 
well  reflected  as  it  is  in  the  communi- 
cations media  of  that  period  —  the 
yellowed  newspaper  clippings,  the 
photographs,  and  the  posters. 

In  the  perspective  of  time,  these 
once-common  objects  can  become 
rare  pieces  of  art.  Particularly  when 
they  were  artistic  to  begin  with. 

The  transit  travel  posters  of  the 
early  1920s  collected  (and  restored) 
by  David  Gartler,  director  of  Poster 
Plus,  Inc.,  2906  North  Broadway, 
comprise  one  of  the  major  discoveries 
of  the  current  exhibition  season. 

The  posters  reflect  a  time  in  which 
public  transportation  was  the  most 
popular  way  to  go  to  the  theatre,  the 
beach,  the  landmark,  the  museum, 
the  Sunday  outing  in  the  park. 

The  34  lithographs  —  some  of 
which  have  been  sold  for  up  to  $1 ,000 
—  are  masterpieces  of  the  flat  color 
field  poster  techniques  perfected  by 
European  designers  of  the  period. 
Produced  in  a  day  when  four-color 
process  printing  was  uncommon,  the 
posters  carry  up  to  ten  colors.  Their 
grandeur  is  heightened  by  their 
sweeping  size  —  as  large  as  40  x  80. 

The  work  of  a  number  of  artists, 
some  of  whom  are  known  to  have 
been  members  of  the  Chicago  Guild, 
the  posters  are  similar  enough  to  sug- 
gest the  supervising  eye  of  an  overall 


eta  Quarterly 


Discovered  in  a  customer's  apartment 
building,  all  the  posters  were  folded 
and  many  were  stained  and  torn  — 
badly  in  need  of  restoration  {top). 
Susan  Schererofttie  Poster  Plus  staff 
is  shown  restoring  the  poster  of 
Michigan  Avenue,  using  reversible 
processes  to  conserve  the  original 
material.  Rice  paper  was  applied  to 
the  back  of  the  poster  to  add  strength 
{center),  and  a  deacidification  solu- 
tion was  applied  to  counteract  the 
deterioration  of  the  original  wood 
pulp  paper.  Average  time  required  to 
restore  each  poster  —  10  hours. 

art  director.  Gartler  believes  such  a 
coordinator  may  have  been  retained 
by  the  famed  utility  magnate,  Samuel 
Insull,  who  owned  or  controlled  all  of 
the  railroads  involved. 

Gartler's  work  in  restoring  the 
posters  is  noteworthy.  No  patchwork 
or  mending  is  visible,  even  at  close 
range  inspection.  Yet,  when  a  cus- 
tomer of  Poster  Plus  came  upon  the 
box  of  posters  in  her  apartment  build- 
ing, all  were  folded  and  many  were 
stained  and  torn. 

Susan  Scherer  of  Gartler's  staff  de- 
veloped the  process  for  restoration  of 
the  posters.  Theaverage  working  time 
involved  was  10  hours   per   poster. 

Transit  posters  have  a  particular  ap- 
peal to  Gartler  who  worked  as  a  ticket 
agent  on  the  L  and  the  subway  during 
the  summer  periods  of  his  college 
years. 

Not  that  Gartler  has  built  his  entire 
studio  on  travel  posters.  He  is  mainly 
adealer  in  distinctive,  medium-priced 
poster  art  and  the  transit  poster  dis- 
coveries were  an  extra  dividend  of 
serving  a  discriminating  clientele. 

Some  of  the  transit  posters  are  still 
available  to  collectors,  but  Gartler  is 
retaining  reproduction  rights  as  he 
intends  to  publish  a  volume  contain- 
ing transportation  posters. 

He  will  welcome  contributions  of 
posters  from  the  same  period  from 
other  transit  companies  around  the 
country. 

J.H.Smith 
CTA  Public  Affairs 


'  CHICAGO  - 
CIVIC  OPERA 


i^le^HICACO  RAPIDTRANSIT 


^vamton  Lighthouse 

by  tbe^itwmtwts 


Times  have  changed,  but  the  destinations  remain  popular. 
Chicago's  Opera,  now  called  Lyric.  The  Evanston  Light- 
house and  Nature  Center  on  the  lake,  still  a  convenient 
walk  from  CTA  bus  and  "L"  service.  And,  Wisconsin  and 
Illinois  resorts  for  weekend  outings  —  now  mainly  by 
automobile. 


V^cominl^^sorts 

jtheNoRTH  Shoi^  Line 

"^^  Rail  and  Bus  %>ute  ,,<5>~ 


Hunting 

hpthe  NORTH  SHORELINE 


1 

A 

i        ..^^     ^""  ~~-^ '      "^ 

hliL 

eJ^^^^^H ' 

^       ^       .0>     CotnPort  1 
onlhe  NORTH  SHORE  LINE  | 

Just  picture  these.  Hunters  going  to  a  duck  blind  on  a  com- 
muter train.  "I  visited  with  the  nicest  lady  I  met  in  the  parlor 
car  on  the  way  up  to  Milwaukee;  we  had  a  ginger  ale  to- 
gether." And  Chicago  Temple  as  it  looked  before  nearby 
buildings  dwarfed  the  steeple. 


25 


Horseplay  in 
Gold  Coast 
Canyon 

Once  again  you  can  ride  the  CTA  to 
see  a  4,000  year  old  game. 

It's  polo  and  it's  being  played  every 
Sunday  night  through  March  amid  the 
skyscrapers  of  the  Near  North  Side  at 
the  Armory,  one  block  east  of  the  his- 
torical Water  Tower  at  234  E.  Chicago 
Avenue. 

The  current  three-month  indoor 
season  began  in  January  and  Is  nov^/ 
scheduled  to  be  a  permanent  fixture 
on  Chicago's  vi/inter  sports  scene,  all 
of  which  can  be  conveniently  reached 
by  CTA. 

Polo,  say  some  scholars,  started  in 
the  courts  of  Persia  as  a  stick  and  ball 
equestrian  sport,  similar  to  ice 
hockey,  as  far  back  as  2000  B.C.  De- 
finite historical  records  of  matches 
date  it  at  500  A.D.  in  Persia.  From 
there  it  was  carried  to  Arabia,  China, 
Japan,  India,  and  England  before  it 
migrated  to  America  100  years  ago  in 
1876,  finding  its  first  home  in  subur- 
ban and  rural  areas. 

Now  polo  is  staging  a  rebirth  in 
downtown  Chicago  in  the  best  indoor 
polo  arena  —  the  size  of  a  football 
field  —  in  the  Midwest. 

The  Armory,  which  seats  4,000 
spectators,  was  originally  designed 
for  polo  after  World  War  I.  With  a 
stable  for  60  horses  of  the  National 
Guard  cavalry  units,  the  Armory  was 
the  scene  of  many  a  match  which  end- 
ed in  1967  as  a  result  of  the  war  in  Viet 
Nam,  despite  sellout  crowds.  The 
Armory  was  needed  to  house  troops. 

Last  spring,  co-founders  of  the 
Polo  Club  of  Chicago,  and  polo  vet- 
erans Arthur  Mertz  and  Richard 
Tauber,  got  the  okay  to  start  again . 

They  resodded  the  100-by-50  yard 
playing  field  with  12"  deep  earth,  re- 
built 45  stalls,  added  tack,  club  and 
dressing  rooms  in  psychedelic  colors. 

They  enlisted  grooms  —  a  cadre  of 
20  boys  and  girls  —  and  put  to  work  30 
hotwalkers  from  the  nearby  Ogden 
Elementary  School  to  cool  off  the 
horses  after  each  play  period . 

And  they  qualified  their  new  club 
fortheU.S.  Polo  Association,  thereby 
drawing  someof  the  top  players  of  the 


country  to  the  Chicago  field.  These 
players  include  the  Midwest's  only  six 
goal  players,  Edward  Lutz  and  Wil- 
liam Stevens. 

Five  three-man  teams  from  Mil- 
waukee and  Brookfield,  Wisconsin; 
Hinsdale,  Lake  Forest,  and  Barring- 
ton  are  playing  four  times  during  this 
winters  13-week  season. 

Match  games  feature  teams  from 
the  Near  North,  Gold  Coast,  Naper- 
ville,  and  Elgin. 

One  all-star  game  was  held  at  mid- 
season,  and  the  other  will  culminate 
play  on  March  28. 

In  addition,  Chicago  players  scrim- 
mage two  or  three  times  a  week  at  the 
Armory  in  preparation  for  the  public 
Sunday  night  games. 

Nancy  Austin,  executive  manager 


of  the  Polo  Club,  explains,  "These 
guys  will  play  every  chance  they  can 
—  they're  polophiles.  They'll  do  any- 
thing —  and  I  mean  anything  —  to 
play  polo." 

It's  not  hard  to  understand  why.  As 
Mertz  says,  "If  you  like  hockey,  bas- 
ketball, or  any  other  fast  moving, 
physical  sport,  you'll  love  polo." 

Add  to  that  the  fact  that  the  Amer- 
ican style  of  play  is  recognized  as  the 
most  aggressive  and  colorful  in  the 
world. 

"Attack  is  the  name  of  the  game," 
Tauber  says. 

That's  the  brand  of  action  at  the 
Armory. 

Anit  Leppiks 
CTA  Public  Affairs 


eta  Quarterly 


Chicago 
History 
in  Posters 


Four  of  this  year's  posters  at 
CTA  locations  are  being  used  to 
reacquaint  travelers  with  important 
chapters  in  Chicago  history. 

The  posters  are  large  reproduc- 
tions of  watercolors  by  Csaba  L. 
Zongor,  promotion  coordinator  at  the 
CTA. 

The  project  was  undertaken  by  the 
CTA  as  part  of  its  program  to  high- 
light history  during  the  nation's 
Bicentennial. 

The  events  portrayed  by  the  water- 
colors  are  those  designated  by  the 
four  stars  in  Chicago's  city  flag: 

.   .  the  Fort  Dearborn  settlement 

.   .  the  Chicago  Fire  of  1871 

.  .  the  World's  Columbian  Expo- 
sition of  1893 

.   .  the  Century  of  Progress. 

First  copies  of  the  four  posters 
were  presented  to  Mayor  Richard  J. 
Daley  at  City  Hall. 

The  posters  are  reproduced  in  full 
color  on  the  following  pages. 


Winter,  1976 


These  Are  CTA's  1976  Historical  Posters 


Actual  size:  28  inches  by  42  inches 


'kHearli^ 


The  first  star  in  the  Chicago  flag  represents  the  1812  destructx  >n  of  [  nn 
Dearborn,  the  earliest  American  settlement  at  what  is  now  Chicago 
Settlers  and  Indians  on  both  sides  became  victims  of  the  conflict  with 
England  known  as  the  War  of  1812-  The  end  of  the  war  saw  the 

sovereignty  of  the  United  States  intact.  The  nation  was  free  to  begin  the  unpwrallcled 

growth  which  Chicago  has  mirrored. 


^ 


ISSTL 
CHICAGO  FIRE 


^ 


It  may  or  may  not  have  been  started  by  Mrs.  O'Leary's  cow.  but  when  it 
was  over  in  1871  the  prairie  boomtown  Chicago  lay  in  ruins.  Its  homes, 
factories  even  its  infant  mass  transportation  system  seemed  beyond  re- 
pair. Few  foresaw  the  city's  remarkable  recovery.  The  disaster  and  the 
city's  rebirth  is  symbolized  by  the  second  star  in  the  Chicago  flag. 


The  rigors  of  beginning         Ashes  before  the  phoenix 


eta  Quarterly 


%ituiidmm 


V 


The  world's  first  Ferris  Wheel,  the  great  Midway,  and  hundreds  of  other 
"^  ^  displays  of  what  American  "know-how"  could  accomplish,  attracted 

^:-^;     '  over  25  million  people  to  the  1893  Columbian  Exposition.  Getting  there 

was  half  the  fun  tor  the  millions  who  rode  Chicago's  cable  cars  and  the 
new  Jackson  Park  Elevated  line.  The  exposition  is  commemorated  by  the  third  star  in 
the  Chicago  flag 


N:\ 


•♦-> 


In  the  mklst  of  the  depression.  Chicago  demonstrated  its  vitality  by  crea- 
ting the  Century  of  Progress  exposition.  Located  where  Meigs  Field  and 
McConnick  Race  now  stand,  the  exposition's  gates  opened  in  1933. 
When  they  ckised  in  1934.  40  milUon  people  had  had  a  preview  of  what 

the  future  would  offer  in  transportation,  housing  and  entertainment  The  event  is  cortv 

memorated  by  the  fourth  star  in  the  Chicago  flag. 


The  fair  which  launched  the  'L'        Confidence  during  the  depression 


Winter,  1976 


Learning  is 
Experiencing 


197b  Educational  Tours 

Planned  tor  Students  in  Grades  K-12 

A  time5a\  ing  aid.  each  trip  convenientlv  and 

(•( onomicallv  organized  lor  \'Our  class. 

Sponsored  by  Chicago  Transit  Authorits 


e;  ^ 


Forest  Preserve  Nature  Centers 
Grades  K-12  3-4  Hours 

Recommended  Subjects:  Natural 

Science,  Ecology 
Operates  Year  Round 

What  can  beat  an  informative  walk 
along  a  nature  trail  in  Cook  County's 
colorful  forest  preserves?  There 
are  four  nature  centers  distributed 
throughout  the  county  (Little  Red 
Schoolhouse,  Crabtree,  Sand  Ridge, 
River  Trail)  and  each  provides  inter- 
esting trails  and  indoor  exhibits  on 
Natural  Science  and  Ecology  that 
will  fit  your  area  of  study.  Your  CTA 
Information  Packet  includes  specific 
details  including  nearby  picnic  facili- 
ties. During  the  winter  months,  spe- 
cial naturalist  guided  field  trips  can 
be  arranged. 


Educational  Tours  of  Chicago's 
cultural  attractions,  via  chartered 
CTA  bus,  are  being  made  available  to 
an  expanded  list  of  schools  this  year. 

The  new  Learning  Is  Experiencing 
brochure,  shown  at  the  left,  is  being 
sent  to  all  public  and  private  schools 
in  CTA's  service  area  plus  1 ,310  ele- 
mentary and  high  schools  along  the 
Amtrak  railroad  routes  connecting 
Chicago  to  such  cities  as  Dubuque, 
Quincy,  Springfield  and  Champaign. 

Last  year,  nearly  6,000  children, 
with  theiradult  escorts,  explored  Chi- 
cago on  1 50  CTA  Educational  Tours. 

The  most  popular  tour  (Chicago, 
Past  and  Present)  included  a  pano- 
ramic view  of  total  Chicago  from  the 
Sears  Tower  skydeck  plus  excursions 
into  Chicago  history  through  visits  to 


the  Chicago  Historical  Society  and  to 
the  multi-media  dramatization  at  The 
Chicago  Odyssey. 

In  the  CTA  service  areas,  CTA 
buses  call  for  the  tour  groups  at  the 
schools.  The  CTA  driver  remains  with 
the  group  throughout  the  itinerary. 

Groups  coming  into  Chicago  by 
Amtrak  are  picked  up  by  the  CTA  bus 
at  Union  Station. 

CTA  Educational  Tour  rates  include 
CTA  bus  service  from  point  of  depar- 
ture to  point  of   return. 

For  further  details  and  exact  tour 
rates,  write  CTA  Group  Sales,  Room 
7-130,  Box  3555,  Merchandise  Mart 
Plaza,  Chicago,  Illinois60654. 

The  CTA  Educational  Tours  are 
available  to  other  youth-oriented 
organizations  as  well  as  schools. 


Chicago  Past  and  Present 

Grades  3-12  5-6  Hours 

Recommended  Subjects:   History, 

Social  Studies 
Operates  Year  Round 

Chicago's  past  is  displayed  when 
you  visit  the  Chicago  Historical  Soci- 
ety where  you'll  see  many  exhibits  of 
earlier  times  in  Illinois,  including  the 
great  Chicago  Fire  and  the  Columbian 
Expositon. 

At  The  Chicago  Odyssey,  located  in 
picturesque  Old  Town,  your  class  will 
virtually  relive  the  history  and  current 
life  of  Chicago  as  it  is  flashed  upon 
seven  screens  by  three  movie  pro- 
jectors and  27  slide  projectors  and 
accented  by  a  panoramic  sound  sys- 
tem. Chicago  will  pass  before  your 
very  eyes  and  ears  in  52  exciting  min- 
utes. You'll  stop  for  lunch  in  a  down- 
town restaurant  where  you  will  have 
time  to  relax  and  enjoy  your  meal. 

For  your  third  view  of  Chicago 
you'll  climb  to  the  top  of  the  Sears 
Tower,  world's  tallest  building,  where 
the  real  city  lies  at  your  feet. 

Lincoln  Park 

Grades  1-12  4-5  Hours 

Recommended  Subjects:  Science, 

Biology 
Operates  Year  Round 

The  Lincoln  Park  Zoo  offers,  in 
addition  to  the  main  zoo.  The  Farm  in 
the  Zoo  where  children  can  visit  the 
farm  animals  in  their  natural  habitat. 
Students  can  see  an  actual  milking 
demonstration.  Another  attraction, 
The  Children's  Zoo,  offers  visitors  a 


chance  to  observe  animals  upclose. 

Other  attractions  in  the  area 
include  the  Chicago  Academy  of 
Sciences  and  the  Lincoln  Park  Con- 
servatory. Both  are  within  easy  walk- 
ing distance  of  the  zoo  and  may  be 
included  in  yourtourat  noextracost. 

BrookfieldZoo 

Grades  K-12  5-6  Hours 

Recommended  Subjects:  Science, 

Biology 
Operates  Year  Round 

Take  the  entire  day  to  explore  the 
beautiful  home  of  over  2,000  animals. 
The  Brookfield  Zoo  pioneered  the 
"barless"  cage  and  "natural"  environ- 
ments for  its  animal  exhibits.  While 
visiting  the  zoo,  don't  miss  the  Seven 
Seas  Porpoise  Show  or  the  Children's 
Zoo  where  you  can  meet  the  animals 
in  person.  This  is  a  great  trip  that  all 
ages  are  sure  to  enjoy  and  remember. 

The  Architecture  of  Frank  Lloyd 

Wright 
Grades  4-12  4-5  Hours 

Recommended  Subjects:   History, 

Social  Studies,  Art 
Operates  Year  Round 

From  the  late  1800's  until  he  died  in 
1959.  Frank  Lloyd  Wright  was  a  domi- 
nant force  in  American  architecture. 
Many  of  his  buildings,  including 
Unity  Temple  and  his  home  and  stu- 
dio are  in  Oak  Park.  On  this  trip  your 
group  will  get  a  guided  tour  of  Unity 
Temple,  as  well  as  a  driving  or  walk- 
ing tour  past  some  of  the  Oak  Park 
homes  Wright  designed.  You  will  also 
visit  his  home  and  studio  where  a 


Ota  Quarterly 


guide  will  show  you  some  of  his  many 
innovations  including  the  famous 
playroom  he  designed  for  his  chil- 
dren. Time  has  also  been  allotted  for 
your  group  to  enjoy  a  picnic  lunch  in 
oneof  the  many  charming  parks. 

University  of  Chicago 

Grades  5-12  4-5  Hours 

Recommended  Subjects:  Ancient 

History,  Social  Studies 
Operates  Year  Round 
(Tuesday  through  Sunday) 

Spend  a  day  touring  one  of  the 
nation's  leading  universities.  Found- 
ed in  1891  by  John  D.  Rockefeller,  the 
University  of  Chicago  is  the  home  of 
many  famous  buildings.  On  your  tour 
you  will  visit  Frank  Lloyd  Wright's 
Robie  House,  the  Rockefeller  Chapel 
and  many  other  campus  sites.  Bring 
your  lunch  and  eat  in  Ida  Noyes  Hall  in 
a  room  reserved  for  your  group. 

You'll  also  visit  the  Oriental  Insti- 
tute where  the  cultures  of  ancient 
Egypt,  Palestine,  Syria,  Anatolia, 
Mesopotamia  and  Iran  are  described 
during  a  guided  tour.  Highlights  in- 
clude several  mummies  and  a  frag- 
ment of  the  Dead  Sea  Scrolls. 

Museum  of  Science  and  Industry 
Grades  K-12  5-6  Hours 

Recommended  Subjects:  Science, 

Math,  Social  Studies 
Operates  Year  Round 

Spend  a  day  at  Chicago's  most 
popular  visitor  attraction  where  your 
class  will  enjoy  over  2,000  permanent 
exhibits  and  special  attractions. 
Don't  miss  the  famous  Coal  Mine  or 
a  tour  of  the  captured  German  Sub- 
marine. 

After  a  busy  morning,  have  your 
lunch  (optional)  at  the  "Snack  Spot" 
before  continuing  your  explorations. 

There  is  no  general  guided  tour 
available,  but  your  CTA  information 
packet  includes  many  suggestions  to 
help  you  plan  your  time  to  best  suit 
the  needs  of  your  group. 

Museum  of  Contemporary  Art  and 

Circle  Campus 
Grades  3-12  5-6  Hours 

Recommended  Subjects:  Art  History, 

Social  Studies 
Operates  Year  Round 
(Tuesday  through  Friday) 

This  combination  tour  features  the 
Museum  of  Contemporary  Art  and  the 


Chicago  Circle  Campus  of  the  Univer- 
sity of  Illinois. 

At  the  Museum  of  Contemporary 
Art  you  will  enjoy  a  45  minute  guided 
tour  of  current  exhibits  which  are  both 
enlightening  and  fun  for  all  ages. 
Their  ever-changing  galleries  feature 
art  ranging  from  the  latest  works  of 
contemporary  artists  to  revivals  of 
recent  pioneers. 

During  the  tour  of  the  Chicago 
Circle  Campus  your  group  will  have  a 
chance  to  see  a  college  lecture  room, 
classroom  and  laboratory.  Jane 
Addams'  Hull  House,  a  national  his- 
torical landmark,  is  also  located  on 
the  campus  and  a  slide  presentation 
on  the  life  of  Jane  Addams  and  a  tour 
of  Hull  House  is  included  in  your  trip. 

This  is  a  good  chance  to  introduce 
your  class  to  the  university  environ- 
ment at  a  campus  that  some  of  them 
may  attend. 

Cinestudy 

Grades  K-12  3-4  Hours 

Recommended  Subjects:  Science 

and  Literature,  Social  Studies, 

Foreign  Language,  Music  and 

Ballet 
Operates  January-May  and 

September-December 

M  &  R  Theaters  offer  a  wide  variety 
of  films  for  all  ages  and  interests. 
For  your  convenience  the  films  are 
shown  at  the  Evergreen,  Norridge, 
Old  Orchard  and  Oriental  Theaters. 
All  films  begin  at  10  AM.  Call  us  for 
thecurrent  schedule. 

Field  Museum  of  Natural  History 
Grades  1-12  3-4  Hours 

Recommended  Subjects:  Social 

Studies,  Natural  Sciences, 

Geology 
Operates  Year  Round 

One  of  the  world's  great  natural 
history  museums  chronicles  human 
and  natural  evolution  through  the 
centuries.  Exhibit  topics  include  pre- 
historic peoples,  dinosaurs.  Ancient 
Egypt,  Native  Americans,  and  the 
animal  kingdom.  Guided  programs 
are  available  in  these  and  other  areas. 

New  this  year  is  the  Man  in  His 
Environment  exhibit,  a  three-dimen- 
sional and  audio-visual  exploration  of 
natural  systems  and  the  impact  of 
human  societies  on  our  environment. 

If  possible,  arrive  in  time  for  lunch 
and  spend  the  afternoon.  Field 
Museum   is  a  fascinating  adventure. 


Shedd  Aquarium 

Grades  K-12  3-4  Hours 

Recommended  Subject:   Biology 
Operates  Year  Round 

The  Shedd  Aquarium  is  the  largest 
aquarium  in  the  world.  It  houses  over 
7,500  species  of  marine  life.  Don't 
miss  the  aquarium  "frogmen"  when 
they  feed  the  fish  in  the  giant  tank  in 
the  center  of  the  building.  Call  for 
feeding  times. 

The  Aquarium  is  located  on  a 
"peninsula"  in  Lake  Michigan  so 
bring  a  picnic  lunch  to  enjoy  by  the 
lakeside.  (If  the  weather  doesn't 
cooperate  we  can  make  arrangements 
for  your  group  to  eat  aboard  the  bus.) 

Adier  Planetarium 
Grades  2-12  3-4  Hours 

Recommended  Subjects:  Science 
Operates  Year  Round 

As  great  and  awesome  as  all  out- 
doors! The  AdIer  Planetarium  offers 
an  ever-changing  "Sky  Show"  presen- 
tation, as  well  as  three  floors  of  ex- 
hibits on  astronomy.  In  addition  to 
this,  the  new  underground  extension 
—The  Astro  Science  Center— is  open 
to  chronicle  man's  conquest  of  outer 
space. 

Special  shows  dealing  with  more 
advanced  subjects  can  be  arranged 
forhigh  school  groups. 

The  AdIer  Planetarium  is  the  only 
place  in  Chicago  with  clear  skies  365 
days  a  year! 


Combination  Tours 

•  AdIer  Planetarium  and  Field 
Museum 

•  Shedd  Aquarium  and  AdIer 
Planetarium 

•  Field  Museum  and  Shedd  Aquarium 
The  above  tours  of  the  Grant  Park 

area  attractions  combine  the  high- 
lights of  the  previously  mentioned 
programs.  This  flexibility  enables 
your  class  to  make  the  most  use  of 
their  day  by  visiting  more  than  one 
museum.  An  expedition  to  the  Under- 
sea World,  the  World  of  the  Past  and 
the  World  Beyond.  Combination 
tours,  including  transportation,  will 
require  approximately  6  hours  each. 


Winter,  1976 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK  RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

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Quarterly 


IN  THIS  ISSUE 


Spring,  1976 


ON  CuNi^ii 


JUL  ^      1976 


Field  Museum 
Spanish  Salute 

The  Loop  NORTHWESTERN  UiN.vcaSlTY 

Rush  Hour  Survey 
Ball  Parks 

Washington  Subway 
Annual  Report 


Chicago  Transit  Board 


J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin,  Art  Director 

Copyright,  1976,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Mer- 
chandise Mart  Plaza,  P.O.  Box  3555,  Chicago,  II.  60654.  Telephone  (312)  664-7200. 
Subscriptions  available  at  $4  per  year;  single  copies  at  $1  each. 


James  J.  tMcDonough, 

Acting  Chairman 
James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Edward  F.  Brabec 
Wallace  D.  Johnson 
Lawrence G.  Sucsy 
Donald  J.Walsh 


George  Krambles, 

General  Manager 


New  Adventure  in  the  Treasure  House 

Re-explore  The  Field  Museum 


Spanish  Salute 

Train  named  for  Venezuelan  patriot 


This  Fair  Means  Business 

International  Trade  Exposition 


The  Lively  Loop 

Loop  The  Loop 


How  Sears  Tower  People  Get  To  Work 

A  CTA  survey  report 


Open  All  Summer 

Wrigley  Field  and  Comiskey  Park 


New  CTA  Map 

On  the  way,  with  downtown  transit  closeup 


Capital  Development 

Washington  subway,  as  seen  by  CTA  visitors 


1975  Annual  Report 


3         All  photos  by  Jack  Sowchin  except  the  following: 

Page  4,  top  left  and  bottom: 
9  Field  Museum  of  Natural  History 

Page  5,  bottom,  and  Page  6: 

Field  Museum  of  Natural  History 
10         Page  11, top: 

CTA  Photo  Department 
Page  13,  top  right: 
12  Courtesy  of  the  Chicago  Board  of  Trade 

16  Page  15,  bottom: 

Courtesy  of  the  First  National  Bank  of  Chicago 
18         Pages  18-19: 

Courtesy  of  Sears  Roebuck  &  Company 
Page  20: 
20  Courtesy  of  the  Chicago  Cubs 

Page  21 : 

Courtesy  of  the  Chicago  White  Sox 
22  Page  23: 

CTA  Photo  Department 
Page  24  and  Page  25,  top: 
24  Art  Peterson 

Page  25,  bottom,  and  Page  26  : 
Anthony  Schill 
28  Page  27,  top: 

WMATA  Photo 
Page  28: 

Boeing  Vertol  Company 


The  Covers 

Front:  Commuter  bridges  into  the  central  business  dis- 
trict, all  of  which  are  crossed  by  CTA,  link  greater  Chicago 
to  its  economic  and  cultural  heart,  the  Loop  {Page  12). 
View  {possibly  the  first  of  its  kind)  overlooking  the  Chicago 
River  was  made  from  atop  the  new  Apparel  Center  annex 
to  the  Merchandise  Mart. 


Back:  Near  the  central  business  district  on  the  lake- 
shore  is  one  of  the  country's  foremost  cultural  com- 
plexes. Stanley  Field  Hall  of  the  Field  Museum,  a  famil- 
iar sight  to  many,  is  now  the  gateway  to  interesting 
new  exhibits  as  described  in  the  article  on  Page  3  of 
this  issue. 


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New 

Adventure  in 

the  Treasure  House 


Off  the  shore  of  Lake  Michigan  near  the  Loop  sits  a 
white  nnarble  palace,  housing  the  riches  of  the  world  — 
objects  to  delight,  to  amaze,  to  wonder  at  —  some  be- 
yond your  wildest  imagination. 

A  Chicago  landmark  in  its  present  location  since  1921, 
the  Field  Museum  ranks  with  the  Smithsonian  Institute 
and  the  American  Museum  in  New  York  as  one  of  the  best 
natural  history  museums  in  the  United  States  and  one  of 
the  top  five  internationally. 

Within  this  eminent  circle,  the  Field  Museum  is  espe- 
cially noted  for  its  vast  and  unusual  collections  of  arti- 
facts and  specimens  from  all  over  the  world  as  well  as  its 
scientifically-oriented  research  in  the  area  of  natural 
history. 

But,  however  much  the  Museum  might  prize  such  a 
distinction,  its  director,  E.  Leiand  Webber,  would  not 
have  us  forget  that  the  Museum  can  be  an  enjoyable  place 
as  well. 

"There  should  always  be  something  in  the  Museum 


which  gives  pleasure  strictly  for  its  own  sake  —  pleasure 
as  distinct  from  education,"  says  Webber.  "This  Is  more 
the  approach  of  an  art  museum." 

The  Whole  Earth 

Art  with  an  eye  towards  peoples,  cultures,  life,  the  earth 
as  world  —  the  Museum  embraces  all  these.  More  than 
just  a  slice  of  life,  it  offers  us  the  whole  cake  —  a  three- 
dimensional  chronicle  of  the  life  and  times  of  Earth. 

Beginning  with  Stone  Age  Man  up  through  the  Ancient 
Egyptians  and  the  Chinese  Dynasties,  the  Museum  takes 
us  across  continents  and  over  time  to  study,  among  other 
things,  African  art,  the  Indian  tribes  of  North  and  South 

CTA  Bus  Route  149  Stateliner  connects  Merchandise 
Mart,  State  Street,  and  major  hotels  with  south  entrance  to 
the  Field  Museum.  Route  126  Jackson  also  serves  the 
same  entrance. 


i.       1 


Spring,  1976 


Marked  by  the  symbol  shown  above, 
the  Man  in  His  Environment  exhibit 
includes  the  three-dimensional 
Sphere  of  Life,  right  above,  display- 
ing various  forms  of  animal  and 
marine  life,  and  the  sculpture,  right, 
illustrating  the  toolmaking  intelli- 
gence of  man  that  gives  him  greater 
mastery  of  natural  laws. 


America,  and  the  lifestyles  of  the  Pacific  islanders. 

Alice  Carnes,  chairperson  of  the  Museunn's  Department 
of  Education,  calls  it  a  "treasure  house".  To  truly  enjoy 
this  wealth,  she  counsels  a  lively  participation  on  the  part 
of  the  visitor. 

"The  Museum  is  one  of  the  last  places  in  our  culture 
vi/here  you  have  to  take  an  active  approach  in  order  to 
understand  and  appreciate  it." 

Because  many  of  the  exhibits  are  wrenched  out  of  con- 
text, she  explains,  "you  must  use  your  imagination  in 
order  to  get  behind  the  glass,  and  when  you  can  do  that, 
you've  conquered  time  and  space." 

For  example,  she  cites,  "Walking  through  one  of  the 
native  American  Indian  halls,  you  might  notice  a  cradle 
board."  Her  suggestion  is  that  you  then  try  to  put  yourself 
in  the  place  of  the  Indian  family  and  think  about  how  the 
cradle  board  was  made,  who  in  the  family  made  it,  how 


you  would  have  made  it,  and  how  or  when  it  was  used. 
Through  observing  an  exhibit  in  this  particular  frame  of 
mind,  she  says,  "you  begin  to  understand  a  little  about 
how  those  people  lived." 

Guides  To  Understanding 

The  Museum  does  provide  several  different  aids  de- 
signed to  enhance  a  visitor's  appreciation  of  its  myriad 
exhibits. 

Among  them  are  the  Journey  Programs  which  are  self- 
guided  tours  enabling  a  visitor  to  explore  in  detail  a  partic- 
ular exhibit;  and  the  Saturday  Discovery  Programs,  a  series 
of  short,  guided  group  tours  through  some  of  the  more 
popular  exhibits. 

Both  of  these  programs  are  relatively  new  and  also 
indicative  of  some  pleasantly  surprising  aspects  to  the 


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The  diorama  of  a  salt  marsh,  top,  is  a 
major  section  of  the  Man  in  His  En- 
vironment exhibit,  portraying  the 
essential  balance  between  various 
forms  of  life.  One  of  these  forms 
dependent  on  the  ecology  of  the 
marsh  is  the  egret,  lower  photo. 


Museum,  especially  for  those  inclined  to  think  of  it  as  a 
house  for  dinosaur  bones  and  old  mummies. 

As  you  enter  the  Museum,  just  off  to  the  right  of  the 
stately,  high-ceilinged  Stanley  Field  Hall,  with  its  foun- 
tains and  elephants,  hang  the  bright  blue  banners  of  "Man 
in  His  Environment",  a  recently  mounted  exhibit  and  prob- 
ably one  of  the  most  significant  and  interesting. 

Focusing  on  the  interrelationships  between  man  and 
the  complex  natural  systems  on  our  planet,  "Man  in  His 
Environment"  raises  questions  about  the  way  in  which  the 
quality  of  life  on  our  planet  is  changing.  It  asks  "what  are 
the  consequences  for  us  if  we  do  not  choose  wisely  among 
the  options  still  open  to  us?" 

Many  will  find  "Man  in  His  Environment"  a  striking  de- 
parture from  other  Field  Museum  exhibits,  both  in  its 
design  as  well  as  in  its  approach. 

At  the  exhibit's  entrance,  the  visitor  first  encounters  the 


"Sphere  of  Life",  a  large,  multi-faceted  geodesic  structure. 
Each  facet  is  a  representation  of  some  aspect  of  Earth's 
various  life  forms  —  plants,  fish,  insects,  reptiles,  birds, 
and  mammals  —  and  taken  as  a  whole,  the  sphere  is 
symbolic  of  life's  diversity  and  unity. 

Softly  curving  brown-carpeted  walls  lead  the  visitor  into 
a  darkened  theater  area  to  view  a  14-minute  film  titled 
"Ecological  Realities  —  Natural  Laws  at  Work"  which 
takes  a  look  at  three  critical  natural  processes  —  the  trans- 
fer of  energy  along  the  food  chain  from  plants  to  animals, 
the  re-cycling  of  vital  minerals  from  non-living  materials 
to  living  organisms,  and  the  checks  and  balances  involved 
in  the  control  of  animal  populations. 

The  Salt  l\/larsh  Exhibit 

How  natural  laws  govern  life  in  a  salt  marsh  is  the  sub- 
ject for  the  exhibit's  panoramic  central  area  —  a  glass- 
encased  diorama  of  a  salt  marsh  in  Sapelo,  Georgia,  using 
actual  specimens  of  animal  and  plant  life.  The  encircling 
wall  isa  black  and  white  photo-mural  of  the  Sapelo  marsh. 

A  dramatic  life-size  sculpture  introduces  the  second  half 
of  the  exhibit  which  deals  with  man  and  his  impact  on  the 
environment.  The  sculpture  depicts  early  man  and  a  lion 
both  hunting  for  food,  but  man,  as  seen  here,  is  set  apart  by 
his  culture  through  his  use  of  a  primitive  stone  tool. 

An  adjacent  corridor  takes  the  spectator  through  time  to 
show  the  increasing  complexity  of  man's  tools.  A  recon- 
structed medieval  swing  plow  is  set  in  contrasting  display 
to  a  modern-day  plow  backgrounded  by  a  wall  of  photo- 
graphs showing  the  various  support  industries  needed  in 
its  manufacture. 

A  second  film  follows  this  display,  "The  Choice  is  Ours", 
a  disturbing  study  of  man's  relationship  to  earth's  re- 
sources through  a  look  at  the  problems  of  population  and 
the  food  supply,  poisonous  substances  such  as  DDT 
which  disrupt  nature's  equilibrium,  and,  finally,  the  diffi- 
cult decision  of  accepting  the  alternatives  to  man's  present 
course. 

The  exhibit  ends  on  a  quiet,  reflective  note  in  a  circular 
chamber  with  a  wall  mural  done  in  earth  tones,  a  large 


Spring,  1976 


Leiand  Webber,  director  of  Field 
Museum,  represents  unique  contribu- 
tion to  natural  science  education  tliat 
can  be  made  by  one  well  grounded  in 
business  background.  The  spiraling 
corridors  of  tfie  Anniversary  Ext\ibit, 
opposite  page,  lead  one  througti  tfie 
intriguing  liistory  of  tills  great  Chi- 
cago institution. 


Getting  There  on  CTA 

You  can  take  your  next  trip  to  the  Field  Museum  con- 
veniently and  economically  because  this  Chicago  land- 
mark is  served  by  two  CTA  bus  routes.  The  No.  149 
Stateliner  bus  (Monday  through  Saturday  only)  serves 
the  museum  from  the  Merchandise  Mart  via  Wacker 
Drive,  State  Street,  Congress  Street,  Michigan  Avenue, 
Balbo  Drive,  Columbus  Drive,  and  McFetridge  Drive. 
The  No.  126  Jackson  bus  (daily),  marked  "Planetarium" 
or  "1 4th  &  Lake  Shore",  serves  the  museum  via  Jackson 
Boulevard,  Michigan  Avenue,  Balbo  Drive,  Columbus 
Drive,  and  McFetridge  Drive.  Both  bus  routes  stop  on 
McFetridge  Drive  across  the  street  from  the  south 
entrance  to  the  museum . 

For  your  return  trip  you  may  board  either  the  No.  149 
or  No.  126  buses  by  the  Aquarium  on  the  east  side  of 
Lake  Shore  Drive.  This  bus  stop  is  easily  reached  by 
using  the  pedestrian  underpass  located  outside  of  the 
north  entrance  to  the  Field  Museum. 

Both  bus  routes  make  convenient  connections  with 
the  many  CTA  bus  and  rapid  transit  routes  serving  the 
Loop  area. 


reproduction  of  Chicago  artist  Kinuko  Y.  Craft's  pen  and 
ink  drawing,  illustrating  six  of  the  earth's  major  biomes  — 
tundra,  deciduous  forest,  grassland,  desert,  jungle  and 
marine. 

"Man  in  His  Environment"  was  a  $1.4  million  project, 
funded  by  a  major  gift  from  Mr.  and  Mrs.  Ray  A.  Kroc  and 
grants  from  the  National  Endowment  for  the  Humanities, 
National  Science  Foundation,  Field  Foundation  of  Illinois, 
and  the  Charles  E.  Merrill  Trust. 

It  is  large,  covering  8,000  square  feet  of  Museum  space. 
All  told,  "Man  in  His  Environment"  took  five  years  in  the 
planning  and  construction. 

"It  was  an  unusually  long  time,"  says  Director  Webber, 
"but  It  was  the  most  difficult  subject  we  have  had  to  deal 
with  —  the  most  difficult  man  has  had  to  deal  with." 

Oriented  To  Ideas 

Webber  also  describes  "Man  In  His  Environment"  as 
one  of  the  most  complex  exhibits  ever  undertaken  by  the 
Museum.  Besidesthe  main  exhibit  at  Field  Museum,  there 
are  accompanying  educational  programs,  each  exploring 
in  depth  one  of  the  issues  touched  on  by  the  exhibit,  a 
touring  exhibit  put  together  by  Field  Museum  and  circu- 
lated by  the  Smithsonian  Institute,  and  several  environ- 
mental films  running  concurrently  with  the  exhibit  In  the 
Museum  as  well  as  being  distributed  to  various  educa- 
tional groups. 

"'Man  in  His  Environment' has  changed  people's  percep- 
tion of  the  Museum  because  it  deals  with  the  world  In  a 
more  personal  way  than  other  exhibits,"  says  Webber.   "A 


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museum  must  be  object-oriented,  but  the  Environment 
exhibit  is  essentially  problem-oriented,  idea-oriented.  We 
felt,  however,  its  subject  w^as  so  important,  it  was  ours  to 
deal  with." 

In  its  many  aspects,  "Man  in  His  Environment"  is  repre- 
sentative of  a  new  trend  to  stimulate  more  interest  and 
active  participation  in  the  Museum  among  its  visitors. 

"There  has  been  a  radical  change,"  Webber  explains, 
"in  that  the  Museum  now  has  an  education  program,  tries 
to  encourage  audience  participation  in  its  exhibits  and 
programs,  and  has  devoted  more  work  toward  integrating 
the  Museum's  school  program  with  the  school  curri- 
culum." 

The  Journey  programs  and  the  Saturday  Discovery  pro- 
grams briefly  mentioned  earlier  are  examples  of  the 
Museum's  efforts  in  this  direction. 

Change  is  also  evident  in  the  variety  of  exhibits  which 
has  graced  the  Museum's  halls  within  the  last  few  years. 

The  Historical  View 

Of  particular  interest  is  the  7-year-old  Anniversary 
Exhibit,  an  elegant,  sophisticated  showpiece. 

Located  in  the  first  exhibit  area  to  the  left  of  Stanley 
Field  Hall,  the  Anniversary  Exhibit's  displays  and  artifacts 
are  a  focus  on  the  Museum's  aesthetic  as  well  as  scientific 
approach  to  the  natural  world. 

A  section  of  this  exhibit  tells  the  Field  Museum's  his- 
tory, through  pictures  and  words,  beginning  with  its 
inception  at  Chicago's  1893  Columbian  Exposition.  Domi- 
nating this  area  is  a  mammoth,  wall-size  Japanese  tap- 


estry, whose  age  is  betrayed  by  its  delicate,  faded  appear- 
ance. A  memento  from  the  past,  it  was  originally  displayed 
at  the  Columbian  Exposition. 

Says  Webber,  "We've  focused  much  of  our  attention, 
within  the  last  10  years,  on  special  exhibits  —  we  have  at 
least  five  or  six  new  exhibits  per  year." 

The  Museum's  series  of  special  exhibits  runs  the  gamut 
of  interests,  with  some  specifically  concentrating  on  vari- 
ous cultures,  among  them  American  Indian,  Mexican  and 
African. 

Besides  a  traditional  exhibit  hall  display,  these  special 
exhibits  invite  visitors  to  attend  demonstrations  of  pottery 
making,  dance,  and  music  along  with  films  and  lectures. 

This  year,  two  of  the  special  exhibits  are  "19th  Century 
Alaskan  Eskimo  Art"  and  "Nomads  of  the  Mystic  Moun- 
tains", a  study  of  Tibetan  life  and  culture. 

Change  when  it  occurs  at  the  Field  Museum  is  pur- 
posely deliberate,  tempered  by  an  instinct  to  preserve  its 
goals  while  maintaining  the  interest  of  its  public. 

"I  think  one  has  to  create  an  institutional  environment 
that  tries  to  maintain  a  balance  between  tradition  and 
innovation,"  says  Webber.  "There  is  no  particular  merit 
in  innovation  for  innovation's  sake. 

"No  institution  can  please  everyone.  It  makes  a  mistake 
if  it  perceives  its  function  as  trying  to  do  something  for 
everyone.  An  institution  can  do  best  if  it  can  create  quality 
programs  for  those  people  who  are  interested." 

Participation  Encouraged 

A  realistic  position,  but  in  the  Field  Museum's  case. 


Spring,  1976 


The  visitor  enters  the  Anniversary 
Exhibit,  left,  and  views  artifacts  and 
animal  life,  lower  photos,  representa- 
tive of  the  Field  Museum's  vast  array 
of  collections  over  more  than  80 
years. 


not  one  to  limit  its  patrons  to  an  elite  few.  According  to  a 
recent  Museum-conducted  survey,  visitors  to  the  Museum 
encompass  people  from  all  levels,  all  backgrounds. 

"That's  the  beauty  of  it.  The  Museum  does  attract  a 
great  mix  of  people,"  says  Webber. 

But  as  part  of  his  plans  for  the  future,  Webber  says  he'd 
like  to  build  up  greater  adult  participation  In  the  Museum. 

"People  usually  think  of  the  Museum  as  a  place  to  bring 
the  children.  Adults  are  usually  amazed  at  how  much  they 
can  enjoy  themselves  when  they  come  alone. 

"The  Museum  is  the  last  place  where  a  person  is  totally 


self-directed.  No  one  is  there  to  tell  you  you  should  go 
here  or  there.  You  can  explore  according  to  your  own 
interests." 

One  might  say  that  the  Field  Museum  has  grown  up 
with  Chicago,  not  to  be  left  behind  in  the  past.  If  you 
haven't  been  there  in  a  while,  you  have  a  great  opportunity 
to  discover  some  new  things  about  an  old  friend. 

Arline  Datu 
CTA  Public  Affairs 


eta  Quarterly 


Saludo  a  la 

Comunidad 

Hispanoamericana 

In  honor  of  its  Spanish-American  riders 
and  employees,  CTA  has  named  one  of  its 
Spirit  of  '76  rapid  transit  trains  for  Fran- 
cisco de  Miranda,  a  Venezuelan  patriot 
who  obtained  donations  of  35  thousand 
pounds  sterling  to  give  General  George 
Washington  necessary  financing  for  the 
final  defeat  of  the  British  army  under 
Cornwallis  at  Yorktown. 

At  dedication  ceremonies  in  the  Civic 
Center,  the  Spanish- American  flavor  was 
heightened  by  the  appearance  of  ten 
consuls  general  of  Latin  American 
nations  stationed  in  Chicago  and  by  the 
performance  of  Spanish-American  dances 
and  songs  by  pre-school  children  from 
the  Hogar  Del  Nino  school. 

The  Miranda  train  is  in  regular  service 
on  the  Douglas  and  Logan  Square- 
Kennedy  routes  which  serve  several  of 
Chicago's  Spanish-American  neighbor- 
hoods. 

F.  Guanteaume-Pantin,  Venezuelan  con- 
sul, delivered  the  salute  to  Miranda  at 
CTA's  dedication  and  Elda  Leal,  public 
affairs  representative  for  the  Spanish- 
American  community,  served  as  mistress 
of  ceremony.  The  Miranda  train  is  pic- 
tured at  right  during  its  first  day's  debut 
run  on  the  Loop  L. 


Spring,  1976 


iai    I' 


tULtAL 


"IVIeansl^ismess 


On  the  Fourth  of  July,  1976,  a  mod- 
ernized Navy  Pier,  Chicago,  will  reach 
the  rest  of  the  world. 

You  can  celebrate  your  Bicenten- 
nial holiday  (indeed,  the  first  18  days 
of  July)  by  talking  the  CTA  Grand  Ave- 
nue bus  to  the  lakefront  —  strolling 
through  a  bazaar  of  the  world's  indus- 
trial goods,  showing  your  own  U.S.- 
made  wares,  and  bartering  with  busi- 
nessmen from  nations  abroad. 

The  Chicago  International  Trade 
Exposition  of  1976  continues  the  Fair 
City  reputation  won  by  Chicago 
through  the  Columbian  Exposition, 
the  Century  of  Progress,  the  Railroad 
Fair,  and  the  previous  Trade  Fair  in 
1959  when  the  St.  Lawrence  Seaway 
was  opened  and  Britian's  Queen 
Elizabeth  paid  Chicago  a  state  visit. 

But,  there  is  a  new  significance  to 
the  tradition  this  year.  Fast  transpor- 
tation has  now  shrunk  the  globe  to  the 
dimensions  of  a  business  neighbor- 
hood. Export-import  balance,  dollar 
outflows  and  inflows  have  become 
the  balance  wheels  of  a  sensitive  U.S. 
economy. 

And,  Chicago  has  become  the  true 
center  of  world  business  in  the  U.S. 

Washington  may  fashion  the  diplo- 
macy. New  York  may  negotiate  some 
credit  arrangements,  but  Chicago  is 
the  stage  for  the  sales.  For  Chicago  is 
the  heart  of  the  industrial  heart  of  the 


U.S.  —  the  Midwest.  It  is  the  cross- 
roads for  the  buyers  and  sellers  of 
parts  and  supplies,  of  agricultural 
commodities  and  implements,  of 
metals  and  machinery. 

The  Chicago  Association  of  Com- 
merce and  Industry  is  not  only  drama- 
tizing this  fact  with  the  July  fair.  It  is 
concentrating  the  action  of  buying 
and  selling  in  one  place  at  one  time  in 
a  sort  of  Superbowl  of  international 
business. 

From  10  AM  to  12  noon  each  day, 
July  1-18,  activity  on  Navy  Pier  will  be 
reserved  for  buying  and  selling  by 
businessmen.  From  noon  on  until  10 
at  night,  the  Exposition  will  be  open 
to  the  public.  Entertainment  features 
will  be  staged  on  the  Pier  and  on  the 
lake  to  augment  the  public's  "reasons 
to  come"  and  see  what  the  sometimes 
obscure  term,  "world  trade",  really 
means  — and  how  it  affects  us  all. 

It  is  expected  that  more  than  half  a 
million  visitors  will  come  to  Navy  Pier 
to  see  the  exhibits  and  that  more  than 
25,000  buyers  from  other  nations  will 
be  registered. 

Consumer  interest  is  certain  to  be 
heightened  by  Chicago's  center  posi- 
tion as  America's  distribution  center 
for  such  consumer  goods  as  apparel , 
home  furnishings,  textiles,  sports 
equipment,  building  materials,  auto- 
mobiles, and    home    appliances. 


CTA's  services  in  getting  visitors  to 
and  from  Navy  Pier  will  be  publicized 
in  local  media  in  conjunction  with 
Exposition  news.  CTA  car  cards  and 
bus  advertising  will  increase  public 
awareness  of  the  fair  and  CTA  will 
have  a  travel  information  center  at  the 
event  itself. 

Businessmen  who  have  not  yet 
made  arrangements  for  participation 
in  the  Exposition  may  obtain  details 
from  the  Chicago  Association  of 
Commerce  and  Industry,  130  S.  Mich- 
igan Avenue,  Chicago  60603.  The 
phone  number  is  786-0111  and  the 
Exposition  staff  is  reachable  through 
Extension  290. 

The  trade  fair  will  be  the  showcase 
production  for  the  Phase  One  mod- 
ernization of  Navy  Pier,  a  $7  million 
program  under  the  direction  of  the 
Department  of  Public  Works  initiated 
at  the  personal  request  of  Mayor 
Richard  J.  Daley. 

Work  now  under  way  includes  a 
freshening-up  of  all  building  inte- 
riors, lighting  improvements,  recon- 
struction of  a  promenade  deck,  com- 
bination of  the  South  Shed  and  North 
Shed  into  a  single  level  exhibition 
area,  and  provision  for  means  of  pub- 
lic transportation  to  the  east  end  of 
the  pier. 


eta  Quarterly 


-^  ^s;^ 


1976  International  Trade  Exposition 
will  link  Chicago,  via  remodeled  Navy 
Pier,  with  many  nations,  including 
those  symbolized  by  noted  silhou- 
ettes at  far  left.  {If  you  have  trouble 
identifying  buildings,  see  Page  22 
footnote.)  Chicago  has  tradition  of 
outstanding  trade  fairs,  including 
1959  edition  when  Queen  Elizabeth 
paraded  Michigan  Boulevard,  left. 
Convenient  public  transportation  to 
Navy  Pier  is  provided  by  CTA  buses, 
shown  below  during  1975  visit  of 
Freedom  Train. 


Spring,  1976 


The 

Lively 

Loop 


The  busy  center  of  Chicago  is  rung 
in  steel  —  the  rails  of  the  Loop  L. 

In  this  rectangle  of  29  square 
blocks  and  11  slender  ones,  masses 
of  people  move  daily  —  to  work,  to 
shop,  to  see  their  broker,  to  bank,  to 
eat,  to  go  to  the  show,  to  admin- 
ister, and  to  govern. 

You  might  well  say  the  Loop  is 
teeming. 

Fortunately,  the  Loop  also  has  an 
excellent  people  distribution  system 
—  public  transportation  that  runs 
free  overhead  and  underground  and 
is  seldom  stymied  for  long  on  the 
surface. 

CTA  Is  the  key  to  this  distribution 
system.  Thousands  of  workers, 
shoppers,  and  browsers  ride  into  the 
Loop  each  weekday  on  CTA  subway 
and  elevated  trains  and  buses.  Many 
who  come  by  North  Western  com- 
mutertrain  walkthrough  thesheltered 
Northwest  Passage  to  board  the  Lake 
Street  L  for  a  five  minute  breeze  to 
the  Loop  proper. 

Northwest  Passage  was  the  first 
Urban  Mass  Transportation  Admini- 
stration-funded project  in  the  nation 
in  which  two  transportation  services 
combined  capital  development  for  the 
greater  convenience  of  the  urban 
commuter. 

Chicago's  istheonly  big  city  down- 
town that  is  nicknamed  for  its  transit 
system. 

It's  an  appropriate  name.  For  one  of 
the  most  attractive  features  of  the 
Loop  is  the  ease  of  getting  around  and 
doing  business  in  it. 

There  is  a  lot  of  business  done. 

State  Street,  Loop  has  the  highest 
concentration  of  retail  department 
stores  in  the  country.  Half  a  million 
people  show  up  on  State  Street  every 
day.  Retail  sales  are  around  $600 
million  ayear. 

LaSalle  Street,  Loop  is  the  largest 
financial  center  in  the  U.S.  outside 
Wall  Street.  The  Midwest  Stock  Ex- 
change is  on  LaSalle.  Offices  of  20 
major  brokerage  firms  are  in  the  area 
and,  right  on  LaSalle  are  such  well- 
recognized    firm    names    as    Merrill 


Lynch,  Blair,  Harris  Upham,  Roths- 
child, Fahnestock, and  Paine  Webber. 

LaSalle  is  also  the  name  of  one  of 
the  many  banks  on  the  street.  Others 
include  Continental  Illinois,  Northern 
Trust,  American  National,  Harris  and 
Exchange  National. 

At  the  foot  of  LaSalle  on  Jackson 
stands  oneof  the  busiest  buildings  in 
anybody's  downtown  —  the  Chicago 
Board  of  Trade.  Here  is  the  focal  point 
of  the  world  in  commodities  activity. 
Here,  in  1975,  more  than  ^4V2  million 
contracts  in  such  commodities  as 
wheat,  corn,  oats,  soybeans,  iced 
broilers,  silver,  plywood,  and  gold 
were  traded.  Dollar  value  of  these 
transact  ions  came  to  $322.6  bill  ion. 

The  trading  floor  of  the  market  is 
crowded  each  weekday  between 
9:30  AM  and  1:15  PM.  On  any  given 
day,  about  500  to  600  of  the  Board  of 
Trade's  1402  members  are  gathered 
around  the  auction  market  pits,  con- 
ducting their  bidding  and  selling 
conversations  through  open  outcry 
and  by  hand  signals. 

Dearborn  Street,  Loop  and  Clark 
Street,  Loop  intersect  the  center  of 
municipal   and   county   government. 


The  plaza  of  the  Civic  Center,  with  its 
Picasso  trademark,  is  criss-crossed 
by  some  of  the  best  known  public 
officials  and  jurists  in  the  land. 

City  Hall,  accessible  from  the  west 
side  of  Clark,  puts  the  Mayor's  Office 
and  the  headquarters  of  various  city 
bureaus  within  convenient  walking 
distance  of  the  downtown  business- 
man. 

The  Dirksen  and  Kluczynski  Fed- 
eral Buildings  on  opposite  sides  of 
Dearborn  at  Jackson  place  many  U.S. 
government  services  close  at  hand  — 
including  interstate  commerce,  pass- 
ports, justice,  environmental  control, 
and  civil  service.  In  other  Loop  loca- 
tions are  such  federal  services  as  the 
post  office,  census  figures,  social 
security  and  medicare  information, 
and  laborarbitration. 

Headquarters  of  a  number  of  Amer- 
ica's blue  chip  companies  are  located 
in  or  adjacent  to  the  Loop.  For  ex- 
ample: Beatrice  Foods,  CNA  Finan- 
cial, Commonwealth  Edison,  Con- 
solidated Foods,  Consolidated  Pack- 
aging, Diversey,  Esmark  (formerly 
Swift),  and  Walter  E.  Heller. 

Few  cities  have  so  many  outstand- 


cta  Quarterly 


Loop  scenes  on  a  typical  weekday.  Commuters  and  shop- 
pers making  use  of  public  transportation.  Banking  that  can 
be  in  yen  as  well  as  dollars.  Outside,  on  LaSalle  Street,  a 
business  pace  as  intent  as  that  on  the  floor  of  the  Board  of 
Trade.  In  Civic  Center  plaza,  a  continuous  flow  around 
Chicago's  Picasso  trademark. 


ing  services  in  such  a  compact  down- 
town area.  You  can  walk  to  them 
without  climbing  hills,  bus  to  them 
without  grinding  teeth. 

Banks  are  full  service  and  plentiful. 
The  First  National,  in  its  scoop- 
sculptured  tower,  has  one  of  the 
liveliest  lobbies  in  town.  There  is 
scarcely  a  time  when  the  street  level 
banking  floor,  running  through  from 
Dearborn  to  Clark,  is  not  alive  with 
customers. 

Foreign  banking  connections  in  the 
Loop  are  numerous  and  direct. 
Eighteen  major  foreign  banks  have 
opened  offices  in  Chicago  in  recent 
years  and  the  Loop's  contingent 
includes  representation  from  Switzer- 
land, France,  India,  Japan,  Germany, 
Israel,  England,  Ireland,  and  Italy. 

CTA's  public  accounting  firm, 
Arthur  Andersen  &  Co.  —  which 
happens  to  be  the  world's  largest  — 
has  its  headquarters  offices  in  the 
Brunswick  Building  on  Washington. 
The  largest  management  consulting 
firm  —  Booz,  Allen,  and  Hamilton  — 
is  at  135  South  LaSalle.  A  number  of 
major  law  and  CPA  firms  are  located 
in  the  Loop. 


Spring,  1976 


Two  new  landmarks  in  the  Loop's  permanent  outdoor 
sculpture  museum.  Left,  the  Chagall  in  First  National 
Plaza  with  the  Inland  Steel  headquarters  building  in  the 
background.  Right,  the  Calder  in  the  plaza  of  the  Federal 
Center  on  Dearborn. 


The  Palmer  House  is  still  one  of  the 
city's  leading  convention  hotels  and 
is  virtually  surrounded  by  CTA  trans- 
portation facilities.  There  are  more 
than  4,000  excellent  hotel  rooms  in 
the  Loop  entered  under  such  famous 
canopies  as  Bismarck,  LaSalle,  Mid- 
land, and  Palmer  House. 

Stop  &  Shop  on  Washington  is  an 
international  bazaar  of  foodstuffs  and 
the  affiliated  Gaper's  caterers  are 
frequently  used  for  "working  lunch" 
assignments  in  Loop  offices. 

For  workday  lunches,  the  Palmer 
House  coffee  shop's  filet  of  sole  is 
one  of  the  Loop's  traditional  favor- 
ites. And  it  is  available  every  week- 
day, not  just  on  Fridays. 

The  Berghof  on  Adams  near  State 
has  excellent  German  fare  and  some 
of  the  fastest  waiters  in  the  profes- 
sion. 

Binyon's  on  Plymouth  Court  is  a 
traditional  with  the  financial  crowd. 
Many  city  government  officials  like 
the  Walnut  Room  at  the  Bismarck.  A 
general  favorite  with  executives  is  the 
Italian  Villageon  Monroe. 

Bordeaux  on  Madison  is  one  flight 
down,  tiny  at  the  entrance,  and  thus 


easy  to  miss  —  but  don't.  The  French 
cuisine  isoutstanding. 

Department  stores  are  thought  to 
be  too  "tearoomish"  for  businessmen 
in  some  cities,  but  not  in  Chicago. 
Field's  has  several  popular  restau- 
rants on  the  seventh  floor  including 
the  economical  Veranda  where  you 
pay  in  advance  and  then  just  check 
what  you  want  on  the  menu-receipt. 
Carson's  Men's  Grill  attracts  many 
business  lunchers. 

On  the  fringe  of  the  Loop  on 
Wabash  and  Randolph  are  the  famous 
Don  Roth's  Blackhawk  with  the  spin- 
ning salad  bowl  and  one  of  the  larger 
Stouffer's  restaurants. 

For  those  who  like  to  entertain  at 
luncheon  clubs,  the  Loop  has  a  num- 
ber of  impressive  ones  including  the 
spectacular  view  Mid-Day  Club  high 
in  One  First  National  Plaza  and  The 
Atticat  135 South  LaSalle. 

Famous  residence  clubs  such  as 
the  Union  League  and  the  Standard 
are  at  Loop  locations. 

But,  Chicagoans  do  not  think  of  the 
Loop  as  being  limited  to  the  part  of 
the  central  business  district  that  is 
packaged  within  the  elevated  tracks. 


Workers  in  the  new  office  buildings 
which  hug  the  tracks  on  the  opposite 
side  of  L  streets  are  as  convenient  to 
fast  Loop  public  transportation  as 
one  can  get. 

The  salmon  colored  CNA  Financial 
Building  and  the  Mid-Continental 
Plaza  on  Wabash  are  attractive  addi- 
tions to  the  Loop  complex.  Others 
include  LaSalle  Plaza  which  is  flanked 
by  the  Lake  Street  L,  and  the  very  new 
National  Surety  Building  at  Monroe 
andWells. 

The  present  home  of  Loop  College 
is  just  a  few  steps  from  the  L,  Roose- 
velt University  and  DePaul  University 
are  right  on  it. 

The  Wabash  edge  of  the  Loop 
proper  is  only  a  short  block  toward  the 
lake  to  the  Public  Library,  now  being 
remodeled  into  a  cultural  center,  to 
the  Art  Institute,  to  the  offices  of  the 
Chicago  Association  of  Commerce 
and  Industry,  to  Orchestra  Hall,  to  the 
Pick-Congress  Hotel,  and  to  easy  bus 
connections  to  upper  Michigan 
Avenue. 

This  is  the  Loop  —  the  source  of 
the  brawn  and  vigor  which  typifies 
Chicago  to  so  many  throughout  our 


eta  Quarterly 


This  unusual  view  of  State  Street,  left, 
shot  from  Marina  City,  shows  the 
length  of  the  proposed  Mall  along  one 
of  the  world's  foremost  shopping 
streets  —  and  how  conveniently  this 
area  is  served  by  public  transpor- 
tation. One  of  the  busiest  locations 
in  the  Loop,  below,  is  the  First  Na- 
tional banking  floor. 


nation  and  even  overseas. 

This  istheeconomic  power  plant  of 
Chicago  and  the  Midvi/est  —  the 
dynamo  upon  which  all  other  parts  of 
greater  Chicago  depend. 

It  isimportanttoeverybody  that  the 
Loopremain  busy, easytoget around, 
buoyant,  thriving.  Without  a  lively 
Loop,  and   its  interconnecting   CTA 


transportation,  neighborhoods  and 
suburban  communities  could  well 
become  isolated  and  arid  places  in 
which  to  live  or  do  business. 

J.H.Smith 
CTA  Public  Affairs 


Spring,  1976 


Loop  the  Loop  with  the  CTA 
motorman  and  here's  what  you 
see  —  and  here  are  some  of  the 
prominent  places  your  passen- 
gers can  reach,  conveniently, 
from  the  next  stop. 


Locations  1  and  2:  connection  with 
Congress- Douglas -Jefferson  Park 
rapid  transit,  connection  with  Lake- 
Dan  Ryan  rapid  transit.  Board  of  Edu- 
cation, Civic  Center  Plaza,  Greyhound 
Bus  Depot,  LaSalle  Plaza. 

Location  3:  connection  with  State 
Street  subway,  American  Broadcast- 
ing Company  (channel  7),  Chicago 
Theater,  IBM  Building,  Loop  College, 
One  Illinois  Center,  Marina  City, 
Standard  Oil  Building,  State  Lake 
Theater. 

Location  4:  Blackhawk  Restaurant, 
Illinois  Central  Gulf  commuter  sta- 
tion, Marshall  Field's,  Pittsfield 
Building,  Prudential  Building,  Public 
Library  (Cultural  Center),  Trailways 
Bus  Depot. 


r 


10^ 


■vh 


Hi 


\ 


S-:,. 

1  ^  Vi* 

il^,FLLT_ 

^ :  •« 


--4 


3 

4 

5 

State 

1 

i 

6 

iJi 

University  downtown,  Goldblatt's, 
Goodman  Theater,  Illinois  Athletic 
Club,  Mid-Continental  Plaza,  Orches- 
tra Hall,  Palmer  House,  Sears  (3 
blocks),  Santa  Fe  Building. 

Locations  7  and  8  (no  stop):  U.S. 
Metropolitan  Correction  Center. 

Location  9:  Board  of  Trade,  Federal 
Building,  Federal  Reserve  Building, 
Insurance  Exchange,  LaSalle  Street 
Station,  Post  Office  Building,  Trans 
Union  Building. 

Location  10:  Boy  Scout  headquarters. 
Continental  Illinois  Bank,  Exchange 
National  Bank,  LaSalle  National 
Bank,  Midland  Hotel,  The  Rookery, 
Sears  Tower. 

Location  11 :  American  National  Bank, 
Central  National  Bank,  Civic  Opera 
Building,  Harris  Bank,  LaSalle  Hotel, 
Midwest  Stock  Exchange,  Northern 
Trust  Company,  Wall  Street  Journal. 

Location  12:  Bismarck  Hotel,  Central 
YMCA  College,  Civic  Center  Plaza, 
City  Hall,  Stateof  Illinois  Building. 

eta  Quarterly     Spring,  1976 


n 


5.33  g:? 


Automobile 

all  the  way  671 

to  eta  terminal  161 

to  commuter  railroad  1408 


Union  Station 

Burlington  Northern  968 

Milwaukee  Road  554 

Penn  Central  11 


North  Western  Station 

Chicago  and  North  Western    1 006 


eta 

elevated    855 
then  bus    212 


y 


LaSalle  Street  Station 

Rock  Island    180 


Illinois  Central  Station 

(Van  Buren) 

Illinois  Central  Gulf     115 

South  Shore  14 


CTA  Is  Tops 
In  Sears 
Tower 
Survey 

The  Chicago  Transit  Authority  is 
the  largest  single  carrier  of  Sears 
office  workers  going  to  their  jobs  in 
the  new  Sears  Tower  each  weekday. 

More  than  37  per  cent  of  the  Sears 
employees  in  the  building  use  CTA 
buses  and  rapid  transit  trains,  it  was 
indicated  in  a  survey  in  which  5,673 
Sears  employees  (well  more  than  half 
of  Sears  employees  in  Sears  Tower) 
reported  how  they  came  to  their  jobs 
on  a  recent  morning. 

The  figures  shown  in  the  photo- 
chart  at  the  left  are  the  actual  totals 
from  the  questionnaires  which  the 
Sears  employees  checked  as  to  the 
method  they  used  to  get  to  work  that 
morning. 

CTA  is  shown  in  several  places  on 
the  photochart  because  the  buses, 
elevated  trains  and  subway  trains 
were  each  given  a  special  checkpoint 
on  thequestionnaire. 

Altogether,  usage  of  the  CTA  was 
specified  by  37  per  cent  of  those 
answering  the  questionnaire.  Of  the 
5,673  Sears  employees  responding  in 
the  survey,  2,108  said  they  used  the 
CTA. 

The  usage  of  the  CTA  was  more 
than  twice  that  of  any  other  carrier. 

The  survey  indicated  that  17.7  per' 
cent  used  the  Chicago  and  North 
Western  trains  that  morning;  17.1  per 
cent,  the  Burlington  Northern;  9.8 
per  cent,  the  f\/lilwaukee  commuter 
trains;  and  5.9  per  cent,  the  other 
commuterlines. 

The  automobile  was  used  by  only 
slightly  more  than  11  per  cent  of  the 
Sears  employees  answering  the 
questionnaire. 

The  survey  was  conducted  by  the 
Sears  personnel  and  public  relations 
departments  in  conjunction  with  a 
corporate  study  of  work  schedules 
and  travel  habits  after  nearly  two 
years  in  the  Sears  Tower  location. 


Open 

All 

Summer 

Wrigley  Field  and  Comiskey  Park, 
richly  endowed  in  the  colorful  base- 
ball TRADITION  of  the  Cubs  and 
White  Sox,  are  as  basic  to  the  Chi- 
cago scene  as  the  waters  of  Lake 
Michigan. 

The  two  parks  retain  all  the  old  time 
baseball  flavor  of  yesterday,  deliver- 
ing a  fun-filled  afternoon  at  the  ball 
park  very  much  the  same  as  in  grand- 
pa's day.  Now  that  Veeck  has  recar- 
peted  Comiskey,  even  the  bounce  of 
the  ball  isoff  sod  again. 

Although  other  sports  have  been 
contested  at  the  two  parks,  each 
caters  primarily  to  the  baseball  fan, 
so  the  familiar  strains  of  "TAKE  ME 
OUTTO  THE  BALL  GAME"  are  in  per- 
fect tune  at  Wrigley  Field  and  Comis- 
key Park. 

Easily  accessible  by  public  trans- 
portation, a  natural  North-South  Side 
rivalry  developed  between  Cub  and 
White  Sox  fans  over  the  years.  This 
rivalry  still  simmers,  even  if  some- 
what more  subdued  in  recent  seasons. 

Wrigley  Field  has  real  nostalgic  ties 
to  the  past  since  it  is  the  only  baseball 
park  in  either  league  without  lights. 
And,  it  is  likely  the  Cubs  will  never 
play  night  baseball  as  long  as  they 
belong  to  the  present  ownership. 


This  year  —  by  the  way  —  marks 
the  100th  anniversary  of  the  Chicago 
Cubs.  The  team  was  a  pioneer  mem- 
ber of  the  original  National  League  of 
eight  clubs  and  its  first  game  was 
played  in  Chicago  at  a  site  long  gone 
—  23rd  Street  and  Dearborn. 

The  date  of  the  first  game  was  May 
10,  1876  and  the  Chicago  Nationals 
defeated  Cincinnati,  6-0,  on  that 
historic  occasion.  In  their  formative 
years,  the  Cubs  were  known  as  the 
Chicago  White  Stockings,  a  name 
later  inherited  by  their  American 
League  rivals,  and  eventually  changed 
toWhiteSox. 

As  an  illustration  of  howtimes  have 
changed,  the  cost  of  an  original 
National  League  franchise  (1876 
variety)  was  a  mere  $1 00. 

The  1876  team  won  the  pennant 
under  manager  Albert  G.  Spalding  in 
its  first  season.  From  that  day  on, 
those  early  day  Chicago  Nationals 
enjoyed  baseball  glory  under  the 
guidance  of  Adrian  (Cap)  Anson  and 
Frank  Chance  (of  Tinker  to  Evers  to 
Chance  fame). 

The  team  won  five  pennants,  man- 
aged by  Anson  in  the  1880's,  and  four 
under  manager  Frank  Chance  in  1 906, 
1907,  1908  and  1910.  All  in  all,  the 
Cubs  have  won  a  total  of  1 6  pennants. 

The  1 906  Cubs  won  1 1 6  games  and 
lost  only  36  during  the  regular  season, 
but  were  defeated  by  the  White  Sox 
"Hitless  Wonders"  in  the  1906  World 
Series,  four  games  to  one.  That  was 
Chicago's  only  intra-city  series  —  70 
yearsago. 


Wrigley  Field  (37,741) 

Addison  on  the  North  Rapid  Transit 

Line 

Game  time:  1:30  PM 

Doubleheaders  at  Noon 
Unreserved  grandstand:  $2.50 
Bleachers:  $1.25 


Wrigley  Field  was  originally  built 
for  the  use  of  a  renegade  Federal 
League  club  (The  Chicago  Whales)  in 
1914,  but  when  the  league  folded,  the 
Cubs  moved  into  their  present  loca- 
tionin1916. 

They  won  their  first  gameat  Wrigley 
Field  on  April  20,  1916,  defeating 
Cincinnati,  7  to  6,  before  14,000  fans. 

The  original  American  League 
made  its  official  debut  in  Chicago  on 
April  24,  1901.  The  Comiskey  Sox 
defeated  Cleveland,  8  to  2,  before 
9,000  fans  and  went  on  to  take  the 
flag.  They  repeated  in  1906  and  1917, 
and  won  the  World  Series  in  each  of 
those  two  seasons. 

Then  came  the  infamous  1919 
World  Series.  After  winning  the  pen- 
nant, eight  White  Sox  players  were 
banned  from  baseball  as  investigators 
charged  conspiracy  to  throw  the 
series.  The  scandal  rocked  the  game 
to  its  very  foundations,  and  brought 
in  Judge  Kenesaw  Mountain  Landis 
as  supreme  czar  of  baseball  in  1921 . 

The  White  Sox  did  not  win  another 
pennant  for  40  years  until  the  "Go- 
Go"  Sox  came  through  in  1959.  They 
beat  out  Cleveland  by  five  games,  but 
were  defeated  by  Los  Angeles,  four 


eta  Quarterly 


Mm^^^'^ff^j^  ■ . 


Comiskey  Park  (46,500) 
35th    Street    on    the    South    Rapid 
Transit  Line  and  the  Lake-Dan  Ryan 
Game  time:  1:15  PM  day  games 
8:00  PM  night  games 
Doubleheaders  at 
12:30  PM 
Unreserved  grandstand 

or  Bleachers:    $2.00 


games  to  two,  in  the  World  Series. 

That  1959  team  had  terrific  speed 
and  great  pitching  and  its  "Go-Go" 
tactics  packed  them  in  at  the  gate. 

The  city  went  World  Series  mad  at 
the  conclusion  of  the  1959  season, 
and  the  White  Sox  heroes  were  hon- 
ored with  a  victory  parade  through  the 
Loop,  punctuated  by  the  unorthodox 
sounding  of  an  air  raid  siren  that 
caused  hundreds  of  phone  calls  by 
alarmed  citizens.  The  siren  had  been 
sounded  to  celebrate  the  Sox  pennant . 

Stars  have  sparkled  brightly  over 
the  years  in  the  White  Sox  firmament 
—  players  such  as  Eddie  Collins, 
Jimmie  Dykes,  Al  Simmons,  Ted 
Lyons,  Red  Faber,  Luke  Appling, 
Luis  Aparicio,  Billy  Pierce,  Nellie 
Fox,  Early  Wynn,  Monty  Stratton  and, 
of  course,  the  old  timers  Ed  Walsh, 
Ed  Cicotte  and  Shoeless  Joe  Jackson. 

Cub  fans  proudly  recall  the  deeds 
of  yesterday's  heroes  —  Hack  Wilson, 
Gabby  Hartnett,  and  Charley  Grimm, 
tonamejustafew. 

The  Cubs  have  a  modern  day  ratio 
of  five  to  one  in  pennant  winning 
statistics  over  the  Sox  since  1920. 


They  have  won  five  pennants  since 
then  —  the  Sox  only  one.  The  last  Cub 
pennant  was  won  in  1 945. 

Who  can  forget  the  1935  Cubs  who 
won  21  games  in  a  row  to  win  the 
pennant  after  trailing  the  Giants  by 
IOV2  games  on  July  4?  Names  such  as 
Lon  Warneke,  Freddie  Lindstrom, 
Phil  Cavarretta,  Billy  Herman,  Stan 
Hack,  Billy  Jurges  and  others  sparked 
the  push.  But  the  Cubs  lost  the  World 
Series  to  Detroit,  four  games  to  two. 

Then  there  was  Babe  Ruth's  desig- 
nated homer  in  the  1932  Cub-Yankee 
World  Series.  The  Babe  motioned  to  a 
spot  in  the  bleachers,  then  homered 
to  the  exact  area  he  had  pointed  to 
with  his  bat.  The  homer  came  off  the 
Cubs'  Charley  Root  in  the  third  game, 
with  theYankees  sweeping  the  series. 

Old  timers  also  remember  the  year 
Cub  catcher  Gabby  Hartnett  took  over 
as  playing  manager  in  late  July  of 
1938with  the  Cubs  6V2  games  behind 
Pittsburgh.  They  failed  to  gain  much 
ground  on  the  leaders  until  a  crucial 
three-game  series  in  mid-September 
at  Wrigley  Field. 

The  Cubs  proceeded  to  sweep  the 
series  and  the  highlight  was  Hart- 
nett's  9th  inning  home  run  that  won 
the  second  game.  Darkness  was 
settling  in  on  the  park  when  Gabby 
poled  his  game-winning  blow,  and 
most  of  the  fans  couldn't  even  see 
the  ball  as  it  sailed  into  the  left  field 
seats.  That  homer  broke  the  Pirates' 
back  and  the  Cubs  took  the  third  and 
final  game,  10-1 ,  then  went  on  to  win 
the  pennant. 


Of  more  recent  vintage,  the  name  of 
Ernie  Banks  stands  out.  Voted  the 
"greatest  Cub  ever".  Banks  had  a  life- 
time total  of  512  homers,  eight  sea- 
sons with  100  or  more  runs  batted  in 
and  consecutive  National  League 
most  valuable  player  awards  in  1958 
and  1959. 

If  landmarks  could  only  speak, 
what  exciting  tales  would  emanate 
from  Wrigley  Field  and  Comiskey 
Park,  symbols  of  baseball  heroics 
for  many  decades. 

The  very  growth  of  the  game  is 
linked  to  our  Cubs  and  White  Sox  and 
for  fans,  young  and  old,  there's  still 
nothing  like  a  day  at  the  old  ball  park. 

Attending  a  baseball  game  at  either 
Wrigley  Field  or  Comiskey  Park  is  still 
a  solid  sports  bargain  for  the  entire 
family,  even  at  today's  inflationary 
prices  for  everything. 

And  there  is  no  substitute  for  being 
at  the  game  in  person  where  one  gets 
the  true  feeling  of  actual  play  —  the 
crack  of  bat  against  horsehide,  the 
umpire  undergoing  his  daily  eye 
examination  on  a  close  play,  the  kids 
chasing  after  autographs,  vendors 
hawking  their  wares,  the  tenseness 
and  excitement  of  a  big  scoring  inn- 
ing, and  all  the  other  thrills  that  make 
thegameournational  pastime. 

W.  B.Wolfan 
CTA  Public  Affairs 


Spring,  1976 


New 

Downtown  Map 
For  Your 
Employees 

Another  CTA  innovation  is  on  the 
way  —  a  separate,  detailed  map  of 
the  extensive  CTA  transit  facilities 
and  connections  within  Chicago's 
downtown  area  from  Oak  on  the  north 
to  15th  on  the  south,  from  the  lake- 
front  to  Clinton. 

Copies  of  the  map,  scheduled  to  be 
off  the  press  by  late  June,  are  free. 

Employers  throughout  the  central 
business  district  will  find  the  map 
helpful  for  the  orientation  of  new 
employees,  the  guidance  of  out-of- 
town  visitors,  and  the  routing  of  sales 
and  contact  personnel. 

The  downtown  map  will  assist 
workers  in  the  Loop  in  planning  their 
shopping  and  lunch  hourtravel,  much 
of  which  can  be  on  CTA's  one-hour 
transfer  permitting  unlimited  riding 
as  long  as  the  last  trip  is  started 
within  one  hour  of  the  time  of 
issuance. 

A  special  convenience  to  CTA 
riders  is  the  detailing  of  47  separate 
CTA  bus  routes  and  eight  L -subway 
routes  serving  Chicago's  downtown 
and  traveling,  at  various  times,  in 
some  of  the  same  streets.  Individual 
mini-maps  are  a  new  feature  for 
acquainting  riders  with  routes  as  well 
as  hours  of  service.  Use  of  the  24- 
hour  clock  and  bilingual  descriptive 
information  (English/Spanish)  also 
are  new  features. 

As  a  special  aid  for  using  buses, 
there  will  be  an  explanation  of  the 
routes  in  terms  of  the  major  streets 
that  are  served.  The  new  pocket-size 
downtown  map  —  printed  in  Bicen- 


tennial red,  white  and  blue  —  also 
will  feature; 

.  .  a  street  guide  for  downtown; 
.  .  a  listing  of  major  points  of 

interest; 
.  .  a  table  of  downtown  fares  in- 
cluding  the   special    shuttle 
bus  and  Sunday  bargain  rates; 
.  .  capsule  instructions  on  how 
to  get  around  downtown. 
Quantities  of  the  new  downtown 
map  may  be  obtained  by  writing  on 
the  letterhead  of  your  organization  to 


Building  Silhouettes 

(left  to  right,  page  10) 

Ancient  Latin  American  Temple 
Big  Ben  Tower,  Houses  of  Parliai 

London 
Eiffel  Tower,  Paris 
Ttie  Great  l^osque,  Istanbul 
Egyptian  Pyramids 
Saint  Basil's  Ctiurcti,  Ivloscow 
Chinese  Pagoda 
Sydney  Opera  House,  Australia 


CTA  Downtown  Map,  P.O.  Box  3555, 
Chicago,  Illinois  60654.  Copies  may 
also  be  picked  up  at  CTA  Public 
Affairs,  Room  734  in  the  Merchandise 
Mart. 

Single  copies  may  be  obtained  by 
sending  a  self-addressed,  13  cent 
stamped.  No.  10  (long)  envelope  to 
the  address  given  above. 

Delivery  of  the  maps  should  not  be 
expected  before  July  1  although 
some  orders  may  be  filled  before 
that  time. 

This  southward  view  of  the  Chicago 
River  {opposite  page)  from  the  new 
Apparel  Center  annex  to  the  Mer- 
chandise Mart  is  indicative  of  the 
extensive  array  of  CTA  services  into 
the  central  business  district.  From 
just  one  direction:  CTA  bus  routes 
over  seven  bridges,  an  elevated  line 
which  shows  in  the  picture  and  a 
subway  line  which  doesn't.  Yet,  the 
new  CTA  map  separates  and  details 
all  of  these  services. 


eta  Quarterly 


''WW^ 


Scenes  at  Washington  subway  opening,  made  by  CTA's  visiting  delegation. 
Opposite  page,  top,  Rhode  Island  Avenue  station  with  connecting  Metro  bus 
on  ground  level.  Below,  train  coming  into  Union  Station  stop.  This  page,  top, 
Rhode  Island  Avenue  station  at  elevated  platform  level.  Below,  interior  of  train 
withcrowdof  opening  day  passengers.  . 

Spring,  1976 


25 


Robert  Patricelli,  administrator  of 
Urban  Mass  Transportation  Admin- 
istration, was  dedicatory  speaker, lelt. 
General  Manager  George  Krambles, 
center  below,  led  CTA's  delegation; 
here  he  is  pictured  with  Allen  Bing- 
ham, left,  AC  Transit  of  Oakland, 
California,  and  Herbert  J.  Scheuer, 
director  of  administration  and  mem- 
ber services  for  Washington-head- 
quartered American  Public  Transit 
Association.  Ultra-modern  design  of 
the  new  trains  is  strikingly  displayed 
in  the  Metro-made  photo  at  top  of 
next  page. 

his  foreword:  "...Metro  belongs  to 
you,  the  citizen,  the  taxpayer.  It  was 
your  decision  to  build  it.  It  is  your 
investment  that  sustains  it... this 
booklet ...  is  devoted  to  showing  you 
how  to  use  your  Metro  system ,  how  to 
maintain  it,  and  how  to  get  the  best 
personal  return  on  your  investment 
dollar." 

We  in  Chicago  have  a  "stock- 
holders' interest,"  too.  Metro  is  a 
giant  demonstration  unit  of  how  im- 
portant modern,  efficient  public 
transportation  is  in  maintaining  a 
healthy  urban  society  and  economy 
—  as  well  as  in  safeguarding  the 
urban  environment. 

The  unit  functions  under  the  every- 
day inspection  of  those  who  partici- 
pate, directly,  in  most  of  the  basic 
decisions  about  public  transporta- 
tion's performance  as  a  public  service 
and  the  funding  it  needs  and  deserves 
to  carry  out  this  function. 

It  is  true  that  Metro  cost  more  than 
it  was  expected  to  cost.  But,  the 
importance  of  Metro  far  outweighs 
that  cost  and  the  returns  will  be 
measured,  over  the  years,  in  what 
Metro  does  for  the  people  of  the 
national  capital  area  and  the  many 
who  visit  Washington. 

The  next  few  years  will  find  Metro 
expanding  through  the  suburbs,  and 
into  Virginia  and  Maryland,  with  a 
total  of  87  stations.  Completion  of 
the  100  miles  of  underground  and 
surface  rail  is  scheduled  for  1982. 

Among  the  public  transportation 
leaders  from  throughout  the  nation 
who  were  official  guests  on  Metro's 
opening  day  was  George  Krambles, 
CTA  general  manager.  Some  of  the 
photographs  in  this  illustrated  Chi- 
cago salute  to  Metro  were  made  by 
the  Krambles  party. 


eta  Quarterly 


When 
Subways 
Were  Not 
Welcome 


Quotations  from  John  Anderson 
Miller's  "Fares,  Please!",  Pages 
83-85,  published  1960  by  Dover  Publi- 
cations, Inc.,  180  Varick  Street,  New 
York  10014. 


It  may  have  taken  a  while  to  get  the  national  capital 
subway  constructed  —  and  to  get  Chicago's  subway  built 
back  in  the  '40s  —  but  — 

It  wasn't  always  that  easy. 

Would  you  believe  the  climate  in  London  shortly  before 
1854  when  Parliament  passed  the  bill  to  create  the  Metro- 
politan Railway  Company  and  dig  a  subway? 

The  traffic  jams  had  been  impossible  and  the  city  solici- 
tor, Charles  Pearson,  had  suggested  encircling  the 
metropolis  with  a  tunnel  so  that  people  wouldn't  have  to 
"traverse  the  streets."  Here  is  the  public  reception: 

"The  'underground  railway'  became  the  best  joke  in 
town.  The  man  in  the  street  joked  about  it.  Barmaids 
joked  about  it.  Cabinet  ministers  joked  about  it.  Finally 
the  music  hall  comedians  joked  about  it  and  sang  a  song 
'Let's  All  Go  Underground'  that  achieved  wide  popularity. 

"Along  with  the  jokes  there  was  a  good  deal  of  serious 
criticism.  Clergymen  made  dire  predictions  of  what  would 
follow  from  man's  'burrowing  like  a  mole  beneath  the  feet 
of  honest.  God-fearing  citizens.'  Householders  who  lived 
along  the  proposed  route  feared  their  houses  would  col- 
lapse and  the  occupants  tumble  through  onto  the  railway 
track.  Other  people  said  that  the  weight  on  the  roof  of 
such  a  tunnel  would  be  so  great  that  it  would  certainly 
fall  in  some  day  and  bury  alive  the  passengers  on  any  train 
that  happened  to  be  passing." 

Construction  of  the  subway  began  on  wobbly  under- 
pinnings of  opinion.  For  example: 

"The  story  is  told  that  one  night  an  excited  newspaper 
reporter  dashed  into  the  editor's  room  just  as  the  latter 
was  preparing  to  go  home. 

"They  say  this  new  tunnel  is  too  close  to  Fleet  Street,' 
he  shouted.  'The  whole  building  is  likely  to  collapse.' 

'That  makes  no  difference,'  replied  the  editor.  'We  have 
already  gone  to  press.'" 


Spring,  1976 


?••*• 


i^        tri 


Ordered  in  1975:  200  new  rapid  transit  cars,  the  first  of  which  are  now  being 
assembled  and  test  run  by  Boeing  Vertol  Company  in  Philadelphia. 


Financial  Highlights  —  Operations 


1,953,332       $  257,619,067        $    23,334,265 


Public  Funding  Required  for  Operations 

Debt  Service  on  Equipment  Trust  Certificates 

Interest  on  Reuenue  Bonds  

Total  Debt  Service  Funded 

Total  Public  Funding  


Sources  of  Public  Funding: 
Regional  Transportation 

City  of  Chicago   

County  of  Cook   

Stateof  Illinois      


189,685.384 

91.267,948 

1.695,787 

774,362 

2,470,149 

93,738.097 


91.238.097  $     34.227.814 

1,500,000  1,500,000 

1,000,000  1,000,000 

-  27,535,879 


(5,363,806) 

28.698,071 

1.971 

774,362 

776,333 

$  29.474.404 


$  57,010.283 


Total  Public  Funding 


(27.535.879) 
$     93.738.097       S     64.263,693         $  29.474.404 


Sources  of  System 

Generated  Revenue 

1975 

1974 

Amount 

Percent 

Passenger  Revenues- 

Originating— Bus  System 

$123,050,467 

$127,718,188 

$    (4,667,721) 

(3.7) 

Originating  —  Rail  System 

41 .939.468 

44,185,798 

(2,246,330) 

(5,1) 

Fare  Differential  — Stateof  Illinois 

Students 

8,811,278 

8,664,494 

146,784 

1.7 

Senior  Citizens 

1 1 ,895,269 

10,221,878 

1.673.391 

16.4 

Suburban  Purchase  of  Service 

227,381 

302,065 

(74.684) 

(24.7) 

185,923,863 

191.092.423 

(5,168.560) 

(2.7) 

933.576 
186.857,439 

991 ,935 
192,084.358 

(58.359) 
(5,226,919) 

(5.9) 
(2.7) 

Other  Revenues- 

Station.  Car  &  Bus  Privileges  

1,070,544 

987.499 

83,045 

8.4 

Rent  of  Buildings  &  Other  Property 

488,307 

445.473 

42,834 

9.6 

t^iscellaneous  

1 ,269,094 

1.531.860 

(262,766) 

(17.2) 

2.827.945 

2,964.832 

(136,887) 

(4.6) 

Total  System  Generated  Revenue 

J189.685.384 

$195,049,190 

$    (5,363,806) 

(2.7) 

1975 

Annual 

Report 

The  year  of  1 975  brought  into  sharp 
focus  the  now  nationally  recognizeij 
concept  of  funding  transit  operating 
costs  through  a  combination  of  fare 
collections  (or  user  charges)  and 
financial  assistance  by  the  public  as  a 
whole. 

As  in  other  urban  centers,  this  new 
concept  of  supplementing  fare  box 
collections  with  public  financial 
assistance  Is  basecj  on  the  recogni- 
tion that  the  fare  box  alone  can  no 
longer  support  transit  operations  as  a 
necessary  public  service. 

Behlncj  this  concept  also  is  the 
recognition  that  fares  must  be  stabi- 
lized or  held  to  the  lowest  possible 
level  to  keep  the  service  within  the 
means  of  present  users  and  to  attract 
new  users. 

It  is  Important  to  realize  that  this 
new  concept  has  changed  financial 
reporting  of  public  transportation 
operations,  making,  for  instance,  the 
term  "deficit"  an  obsolete  word . 

There  now  are  two  major  categories 
for  reporting  funds  necessary  to  cover 
operating  costs.  One  category  Is 
"system-generated"  revenue,  con- 
sisting largely  of  fare  collections. 
The  other  category  is  "public  fund- 
ing," which  represents  the  difference 
between  system-generated  revenue 
and  total  operating  costs. 

The  public  funding  required  by  the 
CTA  in  1975  amounted  to  about  33% 
of  the  total  operating  costs,  and  com- 
pares favorably  with  experiences  in 
other    urban    areas. 

Riding:  Total  CTA  revenue  passen- 
gers. Including  originating  and  trans- 
fer riders,  were  612,546,778  in  calen- 
dar 1975  and  625,420,858  in  1974,  a 
2.1%  decrease.  Unemployment  In 
inner  city  areas  was  a  factor. 

Originating  rapid  transit  passen- 
gers were  4,707,628  (5.0%)  less  than 
in  1974.  Originating  bus  riders  were 
7,266,700  (2.5%)  less  over  the  same 
periods. 

The  number  of  riders  purchasing 
transfers,  entitling  them  to  one  or 
more  additional  rides  over  connecting 
bus  or  rail  routes  was  242,883,823  In 


eta  Quarterly 


1975  compared  with  243,783,575  in 
1974,  adecreaseof  899,752  (.3%). 

While  riding  in  general  was  off 
slightly,  the  CTA's  Sunday  Bargain 
Fares  and  Super  Transferpasses  con- 
tinued to  spark  still  greater  increases 
in  Sunday  riding,  with  increases  in 
the  latter  part  of  the  year  being  as 
nnuch  as  68%  over  the  pre-bargain 
Sundays    of    1973. 

Vehicle  Miles:  Total  vehicle  miles 
operated  in  1975  were  137,826,720,  an 
increase  of  841,581  (.6%)  over  1974. 
Bus  miles  operated  were  88,484,023, 
an  increase  of  298,843  (.3%).  Rail 
miles  increased  542,738  (1.1%)  in 
1975  to  a  total  of  49,342,697. 

On  each  weekday  during  1975,  an 
average  of  2,172  buses  operated 
269,449  miles  and  an  average  of  922 
rail  cars  operated  162,1 96  miles. 

Average  scheduled  speed  of  buses 
in  1975  was  12.05  mph  compared 
with  12.16  mph  in  1974,  while  the  rail 
average  scheduled  speed  was  25.13 
mph  in  1975  as  compared  with  26.63 
mph  in  1974. 

Financial:  System-generated  rev- 
enues in  1975decreased  by  $5,363,806 
(2.7%)  under  1974. 

Meanwhile,  increased  costs  of 
labor  (including  fringe  benefits),  of 
materials,  fuel  and  miscellaneous 
servicescaused  an  increase  in  operat- 
ing expenses  of  $23,334,266  (9.1%). 

Fare  box  revenues  declined 
$6,914,051  (4.0%)  under  those  of 
the  year  1974  which  had  produced 
an  increase  in  the  riding  habits  of  the 
public.  The  gasoline  shortage  in  early 
1974  accounted  for  additional  riders. 

Total  operating  expenses  increased 
9.1%  in  1975  as  compared  with 
1974.  Labor  costs,  including  fringe 
benefits,  accounted  for  a  $20,390,000 
increase  in  expenses.  The  increased 
price  of  materials  used  in  mainte- 
nance of  vehicles  and  plants  were 
responsible' for  a  32%  increase  for 
operating  materials  and  supplies. 
Higher  prices  paid  for  diesel  fuel 
increased  this  cost  by  $607,000  or 
another  8%.  Electric  power  costs 
showed  a  13%  increase,  due  to  rate 
increases  granted  Commonwealth 
Edison  in  1974  and  1975.  Other  serv- 
ices and  supplies  were  up  to  20%  due 
to  higher  costs  of  utility  bills,  heating 
fuel,  and  miscellaneous  services. 

The  Regional  Transportation  Au- 
thority, the  City  of  Chicago,  and  the 
County  of  Cook  provided  grants  in 


BARGAIN  FARES 
Comparison  of  first  13  Sundays* 
1974  1975 


Ridership: 

per  cent  increase 


Revenue: 


1.3% 


per  cent  decrease 


'Sunday  Bargain  Fares  effective  March  10,  1974 
Super  Transferpass  effective  June  2,  1974 


Chart  shows  what  is  happening  as  result  of  Sunday  Bargain  Fare  introduced  by 
CTA  as  experiment  in  1974.  Riding  goes  up.  Sunday  revenue  drops,  then  tends 
to  come  back  toward  previous  level. 


Operating  Expenses 

Increase  (Decrease) 

1975  1974  Amount  PerCent 

Wages  and  Salaries $184,840,295  $169,495,279  $15,345,016                  9.1 

Pension  Contributions   25,266,901  22,586,400  2,680,501  11,9 

Federal  Insurance  Contributions 10,350,718  8,737,590  1,613,128  18.5 

Employees' Insurance 9,921,776  9,168.587  753,189                  8.2 

Total  Labor  Costs 230,379,690  209,987,856  20,391 ,834                  9.7 

Electric  Power  Purchased 5,206,072  4,586,717  619,355                13.5 

Motor  Bus  Fuel  Consumed 8,236,427  7,628,654  607,773                  8.0 

Operating  Material  and  Supplies 12,838,335  9,686,633  3,151,702                32.5 

Provisionforlnjuriesand  Damages  .  .  10,849,342  14,582,211  (3,732,869)  (25.6) 

Misc.  Services.  Supplies,  etc 13,443,466  11,146,996  2,296,470                20.6 

Total  Operating  Expenses $280,953,332  $257,619,067  $23,334,265                  9.1 


Debt  Service  Requirements  —  1975* 

Principal  and 

Interest         Sinking  Funds  Total 

Revenue  Bonds $1,578,573           $6,750,156  $8,328,729 

Equipment  Trust  Certificates 105,787               1,594,173  1,699,960 

Total $1,684,360            $8,344,329  $10,028,689 


Spring,  1976 


the  amount  of  $92,042,31 0  to  balance 
operating  costs  for  the  year  plus  debt 
service  costs  for  interest  for  the  six- 
nnonth  period  from  July  1,  1975.  In 
addition,  grants  were  provided  to 
cover  interest  and  principal  payments 
on  Equipment  Trust  Certificates  in 
the  amount  of  $1 ,695,787  for  1 975. 

Safety:  For  the  fourth  consecutive 
year,  CTA  operating  employees  main- 
tained a  traffic  and  passenger  acci- 
dent frequency  rate  of  7  or  fewer 
accidents  per  100,000  miles  operated. 

The  1975  combined  bus  and  rail 
traffic  and  passenger  accident  fre- 
quency rate  was  6.7.  This  was  2% 
lower  than  the  1 974  rate. 

In  1954,  the  Authority  embarked 
on  intensive  safety-training  activities 
and  from  that  year  to  the  present  there 
was  a  downward  trend  in  accident 
rates.  A  comparison  of  the  1954  rate 
and  the  1975  rate  shows  a  reduction 
of  58%. 

The  Bus  System  had  69  fewer  traffic 
and  passenger  accidents  than  in1974, 
a  1%  reduction.  The  rate,  too,  was 
reduced:  9.9  in  1 974 and  9.8  in  1 975. 

The  Rail  System  rate  of  1.18  was 
the  second  lowest  rail  rate  in  CTA 
history. 

The  Authority's  traffic  and  passen- 
ger accident  figures  include  all  acci- 
dents no  matter  how  minor. 

Claims:  Average  cost  per  claim 
settled,  excluding  expenses,  was 
$293  in  1975  compared  with  $287  in 
1974.  Suit  costs,  excluding  expenses, 
averaged  $3,803  in  1975  compared 
with  $3,157  in  1974.  The  number  of 
incidents  totaled  18,500  in  1975  com- 
pared with  17,884  in  1974. 

Wages,  Hours:  Wage  increases 
were  provided  employees  covered  by 
union  agreements  resulting  in  the 
bus  operator's  rate  trend  as  shown  in 
the  wages  chart. 

Operating  labor  hours  for  1975  were 
25,889,1 18  compared  with  25,393,578 
for  1974,  an  increase  of  495,540 
(1.9%). 


Comprehensive  tables  and  data  for 
1975  will  be  available  later  in  1976  and 
will  be  forwarded  to  those  requesting 
them.  Address  your  request  to  Public 
Affairs  Dept.,  CTA,  Room  742,  Mer- 
chandise Mart.  Statistics  in  this  ad- 
vance report  for  1975  are  subject  to 
final  audit. 


Wages 

Basic 
Hourly 
Rate 

Cost-ot- 
Living 
Allowance  Total 

December  28, 1974 

$6,895 

$  - 

$6,895 

1975  Changes 
Effective  March  1 
Junel 
Sepl.1 
Dec.1 

0,150 

0.105 
0.130 
0.105 
0.110 

0.105 
0.130 
0.105 
0.260 

0.150 

0.450 

0.600 

$7,045 

$0,450 

$7,495 

Opened  in  1975:  bus  turnaround  and 
shelter   at    Central    and  Caldwell. 


Bonds 


Total  Revenue  Bonds  Retired 

(Serial  Maturities  and 

Sinking  Funds) 


1947. 
1952. 
1953. 

Total 


$215,000       $96,394,000 


Claims 


1975 

Claim  Settlements 

Number 3.602 

Settlement  Costs $1 ,053.876 

Expenses 1 ,759,408 

Total  Cost  of  Claims $2.81 3.284 

Suit  Settlements 

Number  1.056 

Settlement  Costs $4,016,191 

Expenses 1 .51 3.472 

Total  Cost  of  Suits $5,529,663 

Total  Costs   $8,342,947 


1974 

Increase 
Decrease) 

$1,408,093 
1,787.459 

$ 

(1 .297) 
(354,217) 
(28,051) 

$3,195,552 

$ 

(382,268) 

1,317 
$4,158,120 
1,617,932 

$ 

(261) 
(141,929) 
(104,460) 

$5,776,052 

$ 

(246,389) 

$8,971,604        $     (628,657) 


Safety 

1975 

1974 

1954 

Increase 
From 
1974 

(Decrease) 
From 
1954 

6,298 
2,856 

6,495 
2,680 

16,300 
9.678 

(3.03%) 
6.57% 

(61.36%) 
(70.49%) 

Passenger  Accidents 

Total  Accidents 

9,154 

9,175 

25,978 

(0.23%) 

(64.76%) 

Scheduled  Miles  on  Route 

(in  thousands)  

135,850 

135.710 

164,222 

0.10% 

(17.28%) 

Frequency  Rate— Accidents  per 
100.000  Miles: 

4  64 
2.10 

4  79 
1  97 

9.93 
5,89 

(3,13%) 
6.60% 

(53.27%) 
(64.35%) 

Total  Accidents 

6.7 

6.8 

15.8 

(1.5%) 

(57.59%) 

1 

eta  Quarterly 


Ten  Year  Financial  &  Statistical  Summary 


1 


1975     1974     1973     1972(al   1971      1970     1969     1968     1967 


nger  Revenu 


1  Fare  Ditterential  — Stale  o(  Illinois »  B 

Senior  Citizen  Fare  Ditterential  — Stale  ol  Illinois "9 

Ottier  Revenues                                                       2  6 

Tola!  System  Generated  Revenues               189.7 

Total  Labor  (including  Fringe  Benefits)      230  4 

Material  ana  Supplies                                      '2  8 

Provision  for  injuries  and  Damages '08 


$173  2         $172  4       $178  5        $1812        $174  9        $1719        $145  7        $140  7        $140' 


180  9 


Total  Operation  and  Maintenance  Expenses 


261.0  257.6  220.8  215.9 


Revenue  Available  (Deficit)  before  Debt  Service    (91.31  (62.6)  (34.3)  (28.8)  (5,2) 

Debt  Service  Requirements 

Revenue  Bonds                                                 8.2  8  2  8  2  8  3  8  0 

Equipmenl  Trust  Certficates                      ''  l'  1'  '^  '' 

Revenue  Available  (Deficit)  before  Depreciation  (101.2)  (72.5)  (44.2)  (38.8)  (14.9) 

Grants  from  RT  A,  Slateol  Illinois.  City  olCtiicago,  and  County  of  Cook  lor 

OperatingCosts,lnterestonRevenueBonds&  EquipmentTrustDebtService  93  7  64  3  39  1  6  0  3  5 

Grant  from  Stale  of  Illinois  lor  Debt  Service                        —  —  —  '0"  9" 

Net  Revenue  Available  (Dellcil)  before  Depreciation     (7.5)  (8.2)  (5.1)  (22.8)  (2.4) 

Depreciation  Requirement  (Current  Period!        15  2  15  6  14  9  15  0  15  3 

Balance  Available  (Deficiency)                        $(22.7)  $(23.8)  $(20.0)  $(37.8)  $(17.7) 


Funds  Provided  by  Federal.  City,  etc 49  4  25  7  Jb  /  29  3  4^ 

Total  Capital  Investment          49.4  25.9  35.9  30.4  6.0 

Sale  of  Real  Estate— ProceeiJs —  5  9  13  3  0 

Outstanding  Revenue  Bonds-Less  Reserves                  33  6  32  8  32  8  34  8  413 

Outstanding  Equipment  Trust  Certificates-Less  Reserves      1.6  3  2  4  8  6  1  7  5 

Total  Bonds  and  Certificates  Outstanding      $35.2  $36.0  $37.6  $40.9  $48.8 

Revenue  Passengers 

Originating-Bus                           280  2  287  4  272  8  277  1  282  6 

Originaling-Rail                    89  5  94  2  95  2  100  5  103  5 

Total  Originating  Passengers 369.7  381.6  368.0  377.6  386.1 

Transfer  Passengers      242  9  243  8  227  6  228  4  225  0 

Total                               612.6  625.4  595.6  606.0  611.1 

Automobile  Registrations— Cool<  County 23  23  23  22  21 

Bus                        88  5  88  2  90  7  95  1  95  2 

Rail                        49  3  48.8  48  7  50  8  511 

Total                                                                    137.8  137.0  139.4  145.9  146.3 

Buses     '. 2  8  2  7  2  9  2  8  2  9 

Rail  Cars...' 11  12  '2  12  12 


Full  Fare  (P)(tf)       45«  454  454 

Ctiildren.  Students  and  Senior  Citizens  (e) 20<  204  204 

Transfer  Charge  (0 '  0<  '0''  '0* 


)5  $  6  20        $  5  535      $  5  : 

(d)  Sunday  Bargain  Fares  — 

(e)  Sunday  Bargain  Fares  — 
(0  Transfer  Cnarge  —  5t  elde 


71 

64 

39 

54 

5  4 

179.1 

161.0 

140.4 

134.6 

128.2 

5.6 

18.9 

12.5 

13.3 

19.2 

79 

80 

80 

81 

82 

(4.0) 

9.2 

2.8 

3.5 

9.3 

(4.0) 

9.2 

2.8 

12  2 

3.5 

9.3 

11   8 

$(18.8) 

$    (5.2) 

(9.4) 

$    (8.3) 

$    (2.5) 

$     36 

$      70 

$     59 

$     76 

$    143 

191 

48  4 

46  4 

1  4 

- 

22.7 

55.4 

52.3 

9.0 

14.3 

1 

2 

- 

8 

- 

47  4 

54  3 

60  4 

65  9 

71    1 

89 

102 

11  5 

128 

140 

$   56.3 

$64.5 

$  71.9 

S   78.7 

$   85.1 

296  2 

317  0 

347  0 

389  8 

405  7 

1056 

103  1 

1108 

1207 

1176 

401.8 

420.1 

457.8 

510.5 

523.3 

226  9 

2311 

235  1 

257  1 

2611 

628.7 

651.2 

692.9 

767.6 

784.4 

2  1 

20 

20 

19 

18 

98  3 
51   5 

45  6 

1038 
44  8 

107  1 
45  3 

112  3         ; 

45  5 

149.8 

147.8 

148.6 

152.4 

157.8 

30 

31 

32 

32 

32 

1  2 

1  2 

1.2 

1  2 

1   2 

4.2 

4.3 

4.4 

4.4 

4.4 

454(cl 

404 

404  (c 

304 IC 

254 

204 

204 

204  (c 

124 

124 

104(cl 

54 

54 

54 

54 

195 

223 

22  7 

23  6 

22  7 

129 

125 

122 

124 

122 

7        $  4  78 

$  4,33 

$4  00 

$    3  41 

$  3  29 

25*  Elteclive  March  W 

T974 

ion  Elfecliv 

=  March  to 

1974 

apped  Etteclive  December  15. 

975 

Spring,  1976 


CHICAGO      TRANSIT     AUTHORITY 

BULK  RATE 

P.O.  Box  3555,  Chicago,  11.  60654 

Paid 

U.  S.  POSTAGE 
Permit  No.  8021 

Address  Correction  Requested 

CHICAGO.  IL. 

-  -^    '  -^MC--a^i  o^xj 

NOFTHWISTIBN    UNlV 
y*TN    LIBSAFY 
1C35    EHrRlCAN    UP 
rV/NSTON    lit    60201 

B.«' 


eta 


3rd  quarter,  1976 


Quarterly 


IN  THIS  ISSUE 

Water  Tower  Place 
CTA  in  Movies 
White  House  Guest 
Lunchtime  Portfolio 
O'Harexpress  Service 
Railway  Museum 
Classroom  on  Rails 
Operations  Manager 
Transit  Board 
Substation  Studios 


^!ORT:- 


W£oT£R,\j 


n*i»:i:«2i 


,.,t:. 


CTA  Quarterly^ 

Vol.  2  No.  3 

J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin,  Art  Director 

Copyright,  1976,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Mer- 
chandise Mart  Plaza,  P.O.  Box  3555,  Chicago,  II.  60654.  Telephone  (312)  664-7200. 
Subscriptions  available  at  $4  per  year;  single  copies  at  $1  each. 


Chicago  Transit  Board 

James  J.  McDonough, 

Acting  Chairman 
James  R.  Quinn,  Vice  Chairman 
Ernie  Banks 
Edward  F.  Brabec 
Mathilda  Jakubowski 
Lawrence G.  Sucsy 
Donald  J.Walsh 


George  Krambles, 

General  Manager 


3rd  quarter,  1976 

Up  the  Avenue 

A  new  marker  on  the  magnificent  mile 

Chicago,  Movie  Star 

Hollywood  hands  us  the  Oscar  for  settings 

Mr.  Cub  Goes  to  Washington 

Ernie  Banks  rings  the  capital  bell 

Out  to  Lunch 

Portfolio  of  noontime  portraits 

Route  40  O'Harexpress 

The  quick,  low  cost  way  to  the  airport 

Return  Trip 

Railway  Museum  is  ideal  weekend  excursion 

Culture  Train 

Architectural  history  lesson  on  rails 

Transit  Addition 

Harold  Geissenheimer  heads  CTA  operations 

Woman  Joins  Board 

New  official  Board  portrait 

Substation  Studios 

Famous  artists  convert  surplus  property 


Back  Cover:  From  the  fifth  floor  window  of  I.  Magnin, 
upper  Michigan  Avenue  is  a  high-fashion-shopping-lined 
CTA  bus  corridor  aimed  directly  at  the  landmark  Water 
Tower,  now  surrounded  by  the  nation's  smartest  shopping 
center  composed  of  Water  Tower  Place  {page  3),  the  John 
Hancock,  and  Magnin  itself  —  all  within  a  quick  bus  or 
subway  ride  from  the  Gold  Coast,  the  Loop,  and  the  sub- 
urban railroad  commuter  stations. 


Photo  Credits 

All  photos  by  Jack  Sowchin  except  the  following: 

Page  9,  center  left: 

CTA  Photo  Department 
Page  11 , top: 

A. P.  Wirephoto 
Page  11,  bottom: 

U.S.  Department  of  Transportation 
Page  15: 

CTA  Photo  Department 
Page  17,  bottom  right: 

CTA  Photo  Department 
Page  18: 

CTA  Photo  Department 
Page  24,  right,  and  Page  25,  left: 

Anit  Leppiks,  CTA  Public  Affairs 
Page  28: 

CTA  Photo  Department 
Page  29,  bottom: 

Conrad  Bailey 
Pages  30  and  31 : 

Anit  Leppiks,  CTA  Public  Affairs 


New  Train  on  Scene  (cover) 

Coming  into  view  in  Chicago  transit  this  fall  of  '76 
are  the  nation's  newest  rapid  transit  cars,CTA's  2400 
series,  manufactured  by  Boeing  Vertol  Company  of 
Philadelphia.  The  48  foot  stainless  steel  cars,  bear- 
ing CTA's  new  red-white-blue  color  accents,  carry 
advanced  rider-comfort  features  in  air  conditioning, 
lighting,  seating,  and  entrances.  The  first  four  cars 
will  undergo  600  hours  of  testing  in  passenger 
revenue  service  before  delivery  is  accepted  on  the 
balance  of  the  200  car  order,  funded  by  the  U.S. 
Urban  Mass  Transportation  Administration  and  the 
Illinois  Department  of  Transportation.  All  new  cars 
are  expected  to  be  in  service  early  in  1978. 


eta  Quarterly 


Up  the 
Avenue 


"When  completed  in  1 867  the  water 
system  was  the  pride  of  the  towns- 
people, and  the  new  watertower 
became  a  special  symbol  of  Chicago's 
civic  energy  and  ingenuity." 

"Three  decades  after  the  growth 
surge  of  the  1 920's,  the  'castellated 
gothic'  of  the  watertower  was  almost 
lost  amid  its  taller  and  larger 
neighbors.  No  longer  did  anyone 
challenge  the  Water  Tower's  right  to 
existence;  it  had  become  one  of  the 
city's  most  important  visual  symbols, 
a  reminder  of  Chicago's  lusty 
adolescence." 

Chicago— Growth  of  a  Metropolis 

Mayer  &  Wade 

Traditionally  regarded  as  landmark, 
historic  site,  and  tourist  attraction- 
there  is  perhaps  no  more  fitting  sym- 
bol of  Chicago's  past  than  the  Water 
Tower. 

But  its  importance  is  no  longer  just 
rooted  in  history.  The  Water  Tower's 
location  on  North  Michigan  Avenue 
has  given  it  a  new  dimension  that  has 
much  to  do  with  the  recent  growth 
and  development  in  that  area,  and 
today  links  it  with  a  new  and  vital 
present. 

North  Michigan  Avenue  —  the 
Magnificent  Mile  from  the  Chicago 
River  north  to  Oak  Street  —  ranks  as 
one  of  the  world's  most  fashionable 
shopping  thoroughfares.  It  is  the 
setting  for  such  famous  stores  as 
Saks  Fifth  Avenue,  Tiffany's, 
Joseph's,  Gucci,  Bonwit  Teller, 
I.  Magnin,  and  more  recently  Marshall 
Field  &  Co.  and  Lord  &  Taylor. 

The  Magnificent  Mile  was  so 
named  by  Arthur  Rubloff,  prominent 
Chicago  realtor,  after  World  War  II  to 
spark  the  further  development  of 
North  Michigan  Avenue  into  the  jewel 
that  it  is  today.  Its  appeal  now  is  many 
fold  —  for  downtown  living,  working 
and  shopping. 

Completion  of  the  John  Hancock 
Center  in  1970  began  the  latest  surge 
of  growth  which  was  to  make  the 
Water  Tower  setting  a  focal  point  on 
the  Magnificent   Mile.   Shortly  after 


CTA  buses  travel  the  most  sophisticated  shopping  strip  in  America,  perhaps 
the  world.  Begins  at  the  bridge  and  extends  to  the  lakeshore  approaches  beyond 
the  Water  Tower. 


3rd  quarter,  1976 


The  Shopping  Lift 

7th  Level:  Joy's  Clock  Shop,  Money  Store,  Kaplan's 
Delicatessen 

6th  Level:      C  &  D  Designs,  Chas.  A.  Stevens 

5th  Level:  County  Seat,  Holland's  Jewelers, Tiffany's 
Bakery,  Florsheim  Thayer  McNeil,  The 
Jewel  Box,  Metcalf's,  Strictly  Graphics, 
Travel  Log,  First  Federal  of  Chicago, 
NinaB,  LaPoupee,  McDonald's 

4th  Level:  Pumpkins  &  Monkeys,  Awentura,  F.A.O. 
Schwarz,  Kroch's  and  Brentano's,  The 
Gap,  LaBolle  a  Musique,  The  Tinder  Box, 
Unico,  M.  Hyman  &  Sons,  Domus 

3rd  Level:  Halston,  Matthews,  Rizzoli  Bookstore  & 
Gallery,  Coureges,  Dana  Cote  d'Azur, 
Henry  Kay  Jewelers,  The  Linnited,  Robert 
Vance  Ltd.,  Sr.  David  Ltd.,  Tennis  Lady, 
Hallmark,  Jaeger,  Optique  Boutique, 
Giro,  Vidal  Sassoon 

2nd  Level:  The  Goldsmith/Long  John  Silversmith, 
Merrill  Chase  Galleries,  Florsheim  Shoes, 
Baskin,  Lebolt  &  Company,  Primitive 
Arts,  Plitt  Cinemas,  Plitt  Ice  Cream  Parlor 

Mezzanine:  First  Security  Bank,  Joy's  Tiny  Times, 
The  Mezzanine  Restaurant 


Ground 
Level: 


Drury  Lane  Theater,   Dutch   Mill  Candy, 
Eastern  Newsstand,  Flower  Island 


All  Levels:     Lord  &  Taylor,  Marshall  Field  &  Company 


Through  the  atrium  .  .  . 

Big  John's  opening,  Bonwit  Teller, 
which  had  been  located  across  the 
street,  became  one  of  its  tenants.  In 
turn,  the  fashionable  San  Francisco- 
based  I.  Magnin  store  then  moved 
into  the  building  vacated  by  Bonwit 
Teller. 

Then  came  the  announcement  that 
Marshall  Field  &  Co.,  the  grande 
dame  of  Chicago  retailing,  was  plan- 
ning to  establish  a  second  downtown 
store;  and  construction  was  begun  on 
a  major  shopping-apartment-hotel 
complex  immediately  northeast  of 
the  landmark  Water  Tower. 

Talk  of  the  Town 

The  resulting  Water  Tower  Place 
opened  on  October,  1975,  with  the 
new  Marshall  Field  and  Lord  &  Taylor 
stores  and  a  skyscraper  Ritz-Carlton 
Hotel    as    the    illustrious    features. 


Another  major  highlight  is  a  vertical 
atrium-designed  shopping  mall  of 
eight  levels. 

Quite  the  fairy  castle  attraction. 
Water  Tower  Place  is  a  highly  enjoy- 
able experience  for  everyone  — 
Chicagoans,  commuters  and  tourists. 
Its  location  makes  it  convenient  and 
accessible  by  CTA  for  visitors  staying 
in  any  one  of  the  downtown  motels, 
office  workers  on  a  lunch  hour  from 
the  Loop,  or  people  living  out  in  the 
suburbs. 

CTA's  No.  1 25  Water  Tower  Express 
buses  are  particularly  convenient  for 
suburban  visitors  coming  into  the 
city  on  commuter  trains.  The  No.  125 
buses  provide  fast  service  between 
the  Union  and  North  Western  sta- 
tions, by  way  of  the  Merchandise 
Mart,  and  the  Water  Tower  area. 

There  is  an  abundance  of  other  CTA 
buses  serving  North   Michigan  Ave- 


nue. Also  a  major  subway  stop  at 
Chicago  Avenue  and  State  Street 
makes  forconvenient  CTA  trips. 

Up  and  Down  Shopping 

Probably  one  of  the  better  ways  to 
see,  experience,  and  enjoy  Water 
Tower  Place  is  to  spend  a  day  there.  A 
myriad  assortment  of  unusual  shops 
and  exclusive  stores  invite  visitors  to 
linger  and  investigate  at  their  leisure. 

Entering  the  shopping  mall  from 
Michigan  Avenue,  you  immediately 
find  yourself  inside  a  light,  airy, 
spacious,  high-ceilinged  anteroom, 
hacing  the  entrance  is  a  double  set 
of  staircases,  set  into  an  angular 
plane,  flanked  on  all  sides  by  an 
explosion  of  plants  and  greenery.  It 
is  impressive,  elegant— and  well  it 
should  be— this  is  the  gateway  area 
tothe shopping  mall. 


eta  Quarterly 


.  .  .to  eight-level  shopping  adventure 

Escalators  and  stairs  lead  to  the 
mezzanine  and  the  Grand  Atrium. 
There  you  will  also  find  a  bank  of 
octagonal-shaped,  glass-enclosed 
elevators  serving  all  levels.  The 
elevators  themselves  offer  an  exciting 
experience,  providing  an  up-in-the- 
air,  almost  panoramic  view  of  all 
levels  at  once. 

The  tiered  shopping  concept  at 
WaterTower  Place  is  like  traveling  the 
levels  of  a  cake  plate  and  sampling 
the  variety  of  delicacies. 

As  the  prominent  stores,  Marshall 
Field  &  Co.  and  Lord  &  Taylor  share 
the  ground  floor,  fronting  on  Michi- 
gan Avenue.  On  the  various  levels  are 
more  than  40  other  shops  and 
boutiques  to  tantalize  any  interest. 

Among  the  specialty  shops  are: 

Rizzoli  International  Bookstore  & 
Gallery:  Specializing  in  art  and 
foreign  literature.  The  variety  ranges 


from  children's  stories  to  books  on 
philosophy  and  the  social  sciences. 
The  setting  is  subdued  —  somewhat 
like  a  university  library  —  enhanced 
by  the  quiet  strains  of  classical 
music. 

La  Boite  a  Musique:  A  music  box 
collector's  dream— every  type  of 
music  box  from  the  cute,  novelty  toy 
variety  to  the  handsome  showpieces, 
some  playing  as  many  as  six  melo- 
dies. There  are  only  three  other  such 
stores,  specializing  in  music  boxes, 
in  the  United  States. 

Primitive  Arts  Ltd.:  Similar  to  a 
small  natural  history  museum  with  its 
displays  of  native  arts  and  crafts 
from  South  America,  Africa  and  the 
Philippines. 

F.A.O.  Schwarz:  The  famous  Fifth 
Avenue  toy  store  that  has  about 
everything  a  child  could  want.  The 
room  is  chockfull  of  goodies,  and  a 


store  sign  cautions  "children  under 
12must  be  accompanied  by  an  adult." 

Domus:  Specializing  in  kitchen- 
ware,  practical  and  decorative  things 
for  the  house.  It  also  offers  a  wide 
collection  of  European  and  American 
designer  fabrics,  fast  moving  items 
in  the  store. 

The  Goldsmith  Ltd. /Long  John 
Silversmith:  Distinctively  designed, 
hand-crafted  jewelry  in  silver  and 
gold.  The  store  is  conveniently  sec- 
tioned, with  separate  display  cases  to 
show  off  each  precious  metal  to  its 
advantage. 

Joy's  Clock  Shop:  Need  a  $2,000 
grandfather  clock  to  grace  your  vesti- 
buleor  just  looking  for  an  inexpensive 
wristwatch  to  match  a  new  outfit? 
You'll  find  it  here  among  this  imagi- 
native collection  of  big  and  little 
timepieces. 

When  you  decide  to  take  your  break 


3rd  quarter,  1976 


CTA 

The  Way  To  Go 

Water  Tower  Place  is  one  of 
the  easiest  locations  to  reach  on 
public  transportation.  It  Is  served 
directly  on  Michigan  Avenue  by  the 
following  CTA  bus  routes:  145, 
146, 147, 148, 151,  and  153. 

The  No.  157  Streeterville  bus 
and  the  northbound  No.  125  Water 
Tower  Express  bus,  both  of  which 
offer  a  special  shuttle  fare,  may  be 
picked  up  at  the  North  Western  and 
Union  Stations,  and  will  stop  at 
the  intersection  of  Pearson  and 
Seneca,  just  one-half  block  from 
the  front  entrance  of  Water  Tower 
Place.  The  No.  151  Sheridan  bus 
mentioned  above  also  serves 
Union  Station. 

Thus,  a  shopper  can  come  into 
one  of  these  stations  on  a  com- 
muter train,  step  onto  a  comfort- 
able CTA  bus,  and  ride  directly 
to  America's  most  sophisticated 
high-rise  shopping  center. 

All  of  these  buses  also  pass 
through  the  Loop  or  south  Michi- 
gan Avenue  area. 

Fora  hurried  trip  to  Water  Tower 
Place  from  anywhere  near  State 
Street,  the  northbound  subway  is 
recommended.  You  get  off  at 
Chicago  Avenue  where  you  can 
walk  a  few  blocks  east  to  the  Water 
Tower  area.  Or,  if  the  weather  is 
inclement,  you  may  wish  to  trans- 
fer to  the  eastbound  No.  66  Chi- 
cago bus  or  the  No.  1 1  Lincoln  bus 
and  take  it  over  to  Chicago  and 
Michigan. 

Wherever  you  come  from  and 
however  much  time  you  can  spend 
in  the  Water  Tower  area,  chances 
are  that  CTA  is  the  most  conveni- 
ent way  to  go.  That's  the  way  many 
of  the  Water  Tower  workers  travel. 
It's  the  way  many  Loop  workers  go 
upat  lunch  time,  sometimes  using 
the  one-hour  transfer  that  permits 
the  return  trip  for  the  same  fare,  if 
started  within  the  hour.  For  quick 
directions  that  fit  your  own  plans, 
wherever  and  whenever,  refer  to 
CTA's  new  Route  Map  and  Down- 
town Map,  (see  Page  19), 


for  lunch,  you  won't  have  to  go  very 
far  to  find  palatable  repast.  For 
example,  on  the  mezzanine  level  is  a 
bright,  colorful  restaurant  which  is 
simply  called  The  Mezzanine.  It  is 
self-service  with  food  centers  offering 
various  types  of  items  —  crepes, 
sandwiches,  salads,  gooey  sundaes. 
McDonald's  has  an  outlet  on  the  fifth 
level  —  a  bit  grander  than  most  with  a 
new  way  of  taking  orders  to  speed 
up  service. 

A  more  leisurely  and  a  more  expen- 
sive lunch  can  be  had  at  the  Ritz 
Carlton  restaurant,  located  adjacent 
to  the  hotel's  high  rise  lobby  available 
by  separate  elevators. 

Transit  Helps  Retailers 

After  spending  some  years  out  in 
the  suburbs.  Lord  &  Taylor  marked  its 
move  into  the  city  with  its  store  in 
Water  Tower  Place.  And  this  New 
York  based  company  is  pleased 
with  the  move,  says  Charles  Sieg- 
mann.  Lord  &  Taylor's  regional  vice- 
president. 

Siegmann  credits  public  trans- 
portation as  an  important  factor  in 
stimulating  the  business. 

"Besides  our  customers,  many  of 


our  large  number  of  employees  in  the 
Water  Tower  Place  use  buses  or 
commute,"  he  says. 

"CTA  is  very  important,  particularly 
in  view  of  the  difficulty  in  parking." 

The  principal  generator  of  the 
development  of  the  Magnificent  Mile 
and  the  adjacent  near  North  Side  area 
has  been  the  Greater  North  Michigan 
Avenue  Association. 

And  Nelson  Forrest,  the  associa- 
tion's able  executive  director,  is  one 
of  the  most  ardent  advocates  of  CTA 
and  public  transportation  as  a  vital 
service  to  the  area. 

In  recent  weeks,  he  has  been  re- 
sponsible for  inspiring  massive  dis- 
tribution of  CTA's  new  downtown 
service  map  through  scores  of  upper 
Michigan  stores,  office  buildings, 
and  hotels. 

Big  John  Beckons 

As  upper  Michigan  Avenue's  latest 
pride  and  joy.  Water  Tower  Place 
cannot  help  but  be  in  the  spotlight. 
But  one  should  not  overlook  its  just 
as  illustriousenvirons. 

Since  its  opening,  the  John  Han- 
cock Center  has  been  one  of  the  best 
places  to  go  for  a  stunning,   pano- 


cta  Quarterly 


Lord  &  Taylor's  main  floor  is  r)ow  one 
of  Cfiicago's  most  popular  bus  stops, 
left.  Across  the  street  from  Water 
Tower  Place  is  the  Jottn  Hancock 
building  and  another  famous  retailing 
name,  Bonwit  Teller. 

ramie  lakefront  view  —  from  the  94th 
floor  Skydeck.  Its  95th  Restaurant 
and  Sybarls  Lounge  are  favorites  for  a 
special  evening  out. 

In  addition  to  Bonwit  Teller,  the 
ground  level  of  John  Hancock  Center 
includes  an  arcade  of  shops,  a  snack 
bar  and  dining  facilities. 

The  Continental  Plaza  hotel  just 
north  of  the  Hancock  is  symbolic  of 
the  surge  in  new  hotel  construction  in 
the  greater  North  tvlichigan  Avenue 
area. 

Part  of  Chicago's  night  life  can  be 
found  in  the  Continental  Plaza's 
Cantinaroom.  Its  Consort  Restaurant 
and  bar  provide  quiet  retreat  for  those 
who  prefer  a  more  subdued  evening. 
Sunday  brunches  are  a  specialty. 

At  the  northern  end  of  the  Magnifi- 
cent Mile,  stands  the  Drake  which  has 
gained  a  worldwide  reputation  for  its 
style  and  service  in  the  grand  manner. 
Whether  it's  breakfast,  brunch,  lunch 
ordinner,  the  Drake  offers  a  selection 


of  fine  restaurants  and  dining  rooms 
to  suit  your  tastes  —  for  example,  the 
popularCamellia  House  and  the  Cape 
Cod  Room. 

For  such  attractions.  Water  Tower 
Place  provides  an  additional  mutually 
beneficial  relationship.  The  net  effect 
has  been  to  further  enhance  the 
appeal  of  an  area  already  replete  with 
prominent   names  and    reputations. 

As  a  salesperson  from  I.  Magnin 
explained.  Water  Tower  Place  has 
helped  their  store  by  bringing  more 
people  into  the  area.  The  people  who 
come  to  Water  Tower  Place  tend  to 
come  across  to  shop  their  store  as 
well. 

Good  Place  to  Work 

The  success  of  Water  Tower  Place 
can  be  measured  in  the  enthusiasm 
with  which  it  is  received— not  only  by 
the  customers  but  by  the  corps  of 
people  who  own,  manage  and  work  in 
its  stores. 

The  owner  of  C  &  D  Designs,  a  con- 
temporary jewelry  designs  store  lo- 
cated on  the  mall's  sixth  level,  is 
Cynthia  McLachlan.  She  bubbles, 
"It's  fantastic.  I  love  it.  We  have  a  lot 
of  people  who  come  here  and  most  of 


them  are  happy  and  cheery." 

Lord  &  Taylor's  Siegmann,  a  native 
New  Yorker  who's  traveled  exten- 
sively around  the  globe,  comments, 
"It  is  probably  the  most  unique  retail 
establishment  anywhere.  You  have 
the  very  best  in  U.S.  stores  as  well  as 
foreign  stores.  There's  nothing  in  the 
world  to  compare  with  it." 

Domus  owner  Michael  Lynch  ex- 
pressed it  very  well  when  he  said, 
"Water  Tower  Place  is  an  instant 
landmark." 

Such  comments  echo  the  prophecy 
of  nearly  30  years  ago  when  Rubloff , 
the  Chicago  realtor,  named  North 
Michigan  Avenue  as  the  Magnificent 
Mileand  sparked  the  grand  design  for 
the  development  of  this  prestigious 
area. 

In  presenting  the  grand  design  at  a 
1947  luncheon  of  Chicago  civic  and 
public  leaders,  Rubloff  said  that  the 
concept  envisioned  "a  magnificent 
Michigan  Avenue  lined  with  the  last 
word  in  stores,  offices  and  apartment 
buildings  .  .  .  apian  for  Chicago  that 
wecanall  view  with  pride." 

With  Water  Tower  Place,  Chicago 
moves  forward— from  lusty  adoles- 
cence into  its  prime. 


3rd  quarter,  1976 


Chicago, 
Movie  Star 

When  a  movie  producer  is  hunting 
the  ideal  big  city  set  for  a  script  with 
transit  emphasis  — 

—  he  will  save  a  lot  of  time  by  look- 
ing at  Chicago  first. 

This  professional  advice  to  other 
film  makers  came  from  Ed  Montagne, 
veteran  Hollywood  executive,  as  he 
completed  Chicago  shooting  for  the 
full  length  caper-on-CTA  feature 
shown  on  the  NBC  television  network 
recently. 

Although  CTA  is  not  identified  in 
the  picture,  it  is  perfectly  obvious  to 
viewers  that  the  scenery  belongs  to 
us.  And  the  reason  Chicago  gets  the 
visibility  isthat  we  deserve  it,  accord- 
ing to  Montagne. 

We  deserve  it,  he  says,  because 
we  are  the  last  of  the  big  time  cities 
with  an  extensive  elevated  system  — 
rapid  transit  with  plenty  of  natural 
light  and  a  variety  of  interesting  sky- 
lines and  contrasting  architectural 
backgrounds. 

"All  subways  look  alike,"  says 
Montagne,  "and  one  doesn't  get  the 
feel  of  extended  size  and  the  diversity 
of  urban  scenery  which  makes  a 
movie  more  continuously  interest- 
ing." 

Montagne's  light-hearted  movie 
stars  Freddie  Prinze  and  a  group  of 
attractive  young  actresses  who  enact 
the  entire  plot  around  and  on  an  urban 
transit  system. 

Co-author  of  the  script  as  well  as 
producer,  Montagne  embarked  on  a 
survey  of  transit  systems  including 
those  of  New  York,  Boston,  and  Phil- 
adelphia before  selecting  Chicago 
last  November. 

There  were  dividends  accruing  from 
the  choice  that  extended  beyond  the 
scope  and  vistas  of  the  CTA  elevated, 
Montaguetestifies. 

Take  the  technicians.  A  roving  pro- 
ducer has  to  hirethem  at  the  shooting 
locale  and  the  level  of  expertise  is  not 
often  as  high  as  in  the  movie  capital. 
But  the  Chicago  chapter  of  the  Inter- 
national Association  of  Theatrical 
and  Stage  Employees  has  as  highly 
accomplished,  skilled  manpower  as 
one  could  find,  Montagnesays. 

Good  technical  help  is  a  particu- 
larly   important    factor    for    a    tight 


rtm 

|1  .iiinHHi 

shooting  schedule  that  must  make 
room  for  dozens  of  costume  and 
makeup  changes  in  accordance  with 
the  disguises  called  for  by  the  plot  of 
Montagne's  movie. 

Take  municipal  government  co- 
operation. Montagne  claims  that 
Chicago's  is  the  best.  Needed  city 
services  were  always  there  promptly. 
The  producer  gives  special  praise  to 
Joan  Romanyak  who  coordinates 
such  public  relations  services  for  the 
Mayor. 

Or  take  CTA.  "I  have  never  had  such 
an  input  of  know-how,  information, 
and  assistance  from  any  public  trans- 
portation system,"  Montagnesays. 

An  example  cited  is  Saturday  morn- 
ing at  CTA's  Skokie  yards.  Despite  the 
extensive  equipment  in  the  movie 
company's  wheeled  Cinemobile, 
there  seemed  no  way  to  get  the  neces- 


sary overhead  shots,  looking  down  on 
thetracks. 

Then,  Bob  Heinlein,  one  of  two 
CTA  coordinators  accompanying  the 
crew,  suggested  use  of  CTA's  new  red 
lift  trucks,  just  put  into  service  after 
inspection  by  the  Chicago  Transit 
Board  at  a  recent  meeting.  The  truck, 
incidentally,  was  rented,  not  loaned 
to  the  producer  —  as  was  the  case 
with  all  trains,  operating  personnel, 
and  stations  used  during  the  four 
days'filming. 

Coaching  of  Freddie  Prinze  on 
how  to  behave  safely  was  part  of  the 
counseling  service  offered  by  CTA 
technicians. 

In  one  scene,  the  lead  character 
uses  a  moving  train  at  Madison  and 
Wells  to  mask  his  escape  during  a 
chase  sequence. 

CTA's  Heinlein  helped  Prinze  with 


eta  Quarterly 


When  the  CTA  was  a  major  movie  lot:  director 
Alex  Singer  coached  star  Freddie  Prinze  on 
rapid  action;  Brook  Mills  acted  out  a  rush  to 
catch  the  train;  CTA  technicians  consulted  on 
special  shooting  locations  such  as  trackside 
at  the  Merchandise  Mart;  lift  truck  provided 
the  ideal  shooting  platform;  new  strange  gear 
joined  the  trains  in  Skokie  yards— All  well  done 
says  Producer,  Ed  Montagne,  shown  at  center 
recalling  the  "excellent  cooperation"  provided 
by  CTA  and  Chicago. 


his  footwork.  Since  the  actor  was 
wearing  leather-soled  shoes,  it  was 
particularly  important  that  he  assume 
platform  positions  where  it  would  be 
impossible  for  him  to  slip  into  the 
path  of  an  oncoming  train. 

Even  the  Chicago  weather  bureau 
cooperated  with  the  movie.  The  four 
days  of  shooting  were  wrapped  in 
some  of  the  most  beautiful  sunshine 
that  the  city  has  enjoyed. 

It  was  a  good  thing.  For,  in  any  city 
with  any  show  in  any  climate,  a  movie 
producer's  life  has  its  unexpected 
displeasures. 

"In  case  your  executive  readers 
think  their  businesses  have  prob- 
lems," says  Montagne,  "allow  me  to 
relate  a  few  of  mine. 

"We  have  this  key  character  in  the 
plot  who's  a  security  man  for  the 
transit  company.  He's  a  chain  smok- 


y^ 


3rd  quarter,  1976 


er,  and  this  has  to  be  because  one  of 
thecast  plants  aclue  in  his  frequently 
used  cigarette  lighter. 

"The  actor  whom  NBC  specified  for 
the  part  —  shows  up  in  Chicago  the 
night  before  we  begin  to  shoot.  We  go 
outtodinner. 

"The  woman  at  the  next  table  lights 
up  a  cigarette  and  the  actor  demands 
we  move.  Seems  the  smoke  bothers 
him.  He  tells  me  he's  alleregic  to 
smoke.  He's  a  compulsive  non- 
smoker. 

"I  sat  up  quite  a  little  that  night. 
Finally,  I  figured  it  out.  We  rewrote 
the  part  and  made  the  security  man 
into  a  fellow  who  was  trying  to  quit 
smoking.  To  help  conquer  the  habit 
for  good,  he  keeps  cigarettes  around. 
And  others  are  encouraging  him  to 
begin  smoking  again  because  he's  so 
irascible  when  he  doesn't.  So  he  has 
to  pick  up  his  lighter  a  lot,  but  he 
never  has  to  blow  smoke  in  his  own 
face." 

This  was  only  one  of  the  impedi- 
ments that  had  to  be  overcome,  how- 
ever. 

In  the  movie,  the  plot  requires 
the  use  of  an  open  garbage  truck. 
The  city  doesn't  run  that  type.  So, 
several  weeks  before,  Montagne 
rented  a  truck  from  a  private  serv- 
ice. 

"We  get  into  town  and  call  the  man, 
telling  him  to  have  the  truck  down  on 
Kinzie  and  Wells  on  Sunday  morn- 
ing," Montagne  relates.  "He  says  no, 
not  Sunday  morning  because  I  don't 
work  on  Sundays;  I  don't  believe  in  it 
and  my  truck  is  part  of  me." 

When  Montagne  says  Chicago  is  a 


A  CTA  man  shows  a  movie  actor  how  to  look  as  though  he 
were  running  a  train.  Below,  there's  little  room  on  the  car 
for  riders  with  all  those  technicians— and  Freddie  Prinze, 
believe  it  or  not,  in  disguise. 


good  place  to  make  a  movie,  it's  the 
voice  of  experience  talking.  He  al- 
most grew  up  in  the  movie  business. 

His  father  was  a  producer  and  writ- 
erof  the  silent  days,  working  for  such 
studios  as  Universal,  Paramount,  and 
RKO.  The  senior  Montagne  produced 
the  first  and  almost  classic  black- 
and-white  version  of  "Little  Women" 
starring  Katharine  Hepburn. 

Although  he  was  born  in  New  York, 
young  Montagne  went  to  Hollywood 
at  such  an  early  age  that  he  calls  the 
movie  capital  home. 

He  spent  his  college  years  at  Notre 
Dame  and  served  overseas  in  the 
Army  during  World  War  II.  He  did  con- 
siderable filming  when  he  was  in  the 
Army  and  made  the  frequently  shown 
motion  pictures  of  the  execution  of 
Mussolini  in  Milan. 

He  began  to  produce  for  television 
when  TV  was  still  in  its  infancy.  His 
first  film  show  in  1952  was  Man 
Against  Crime  with   Ralph   Bellamy. 


He  was  producerof  the  highly  popular 
Sergeant  Bilko  show  and,  in  11  years 
with  Universal  Studios,  he  produced 
five  Don  Knotts  movies  and  one  with 
George  Peppard. 

Terror  On  The  Fortieth  Floor  (NBC) 
and  Hurricane  (ABC)  are  two  of  his 
better-known  TV  movies.  The  former 
marked  the  starring  debut  of  Don 
Meredith,  former  Dallas  Cowboys 
quarterback. 

Montagne's  earlier  public  transit 
movie  was  Short  Walk  to  Daylight, 
shot  on  the  New  York  subway. 

Charles  Fries  Productions,  with 
which  Montagne  is  associated,  fin- 
ished the  CTA-based  picture  in  Los 
Angeles.  Interior  filming  was  done  in 
the  Bank  of  America  building  which 
closely  resembles  the  Merchandise 
Mart  where  CTA  operations  control 
room  and  executive  offices  are 
located. 

J.H.Smith 
CTA  Public  Affairs 


eta  Quarterly 


Mr.  Cub  Goes     -^#iw»^5;%«f'f^^«^'f-«B<->s?*"^ii!SW 
To  Washington 

When  the  Chicago  Cubs  brought  Ernie 
Banks  to  the  majors  in  1953,  they  acquired 
not  only  a  baseball  star  of  the  first  magni- 
tude, but  a  man  of  magnetic  personal  di- 
plomacy equal  to  that  of  professional 
statesmen. 

Not  long  ago,  the  man  known  as  Mr. 
Cub  went  to  Washington  as  a  guest  of 
President  Ford  at  a  White  House  luncheon 
honoring  Prime  Minister  Takeo  Miki  of 
Japan. 

And  the  warm  human  qualities  of  Mr. 
Cub  were  very  much  in  evidence  that  day 
as  the  President  of  the  United  States,  the 
Prime  Minister  of  Japan  and  Chicago's 
Ernie  Banks  talked  sports. 

Prime  Minister  Miki  turned  out  to  be  an 
avid  baseball  fan  who  had  seen  Banks  play 
at  Wrigley  Field  in  the  1960's,  and  has  long 
admired  him  from  afar. 

Ernie  describes  the  White  House  lunch- 
eon as  the  experience  of  a  lifetime: 

"From  the  moment  I  sat  down,  I  knew 
that  both  the  President  and  Prime  Minister 
were  real  sports  fans — very  knowledgeable 
about  baseball. 

"President  Ford  told  me  how  part-time 
grid  coaching  at  Yale  (after  four  years  of 
Michigan  football)  had  helped  finance  his 
way  through  law  school.  He  emphasized 
that  high  school  and  college  athletic  com- 
petition had  instilled  in  him  the  strong 
determination  to  succeed  and  provided 
the  proper  training  and  discipline. 

"Today  he  keeps  in  shape  by  swimming 
and  daily  exercise.  The  President  asked 
what  I  did  to  stay  in  trim  and  I  told  him 
that  I  also  swim  and  jog  every  day. 

"Prime  Minister  Miki  had  nothing  but 
praise  for  George  Altman,  my  former 
teammate  with  the  Cubs,  who  later  played 
in  Japan  for  the  Lotte  Orioles  of  Tokyo. 
The  Prime  Minister  follows  the  game  very 
closely  and  knew  Altman's  batting  average 
as  well  as  statistical  information  about 
Japanese  stars." 

There  was  a  star-studded  touch  to  the 
luncheon.  Banks  says  that  Hollywood  was 
well  represented  by  Broderick  Crawford, 
Dan  Dailey  and  James  Whitmore. 

"1  had  met  Crawford  on  the  studio  lot 
when  the  Cubs  were  out  there,  and  we 
struck  up  a  friendship,"  says  Banks.  "He 
is  quite  a  fan,  and  we  enjoyed  the  brief 
reunion." 

Banks  added  a  special  CTA  touch  to  the 
excitement  of  his  Washington  trip. 


Ernie  Banks  of  CTA's  Transit  Board  is  luncheon  guest  of  President  Ford.  Earlier,  he 
stopped  by  to  visit  Secretary  of  Transportation  William  T.  Coleman,  Jr. 


At  the  suggestion  of  CTA  General  Man- 
ager George  Krambles,  Banks  brought 
along  three  antique  fare  registers  as  gifts 
to  President  Ford,  Prime  Minister  Miki 
and  Transportation  Secretary  William  T. 
Coleman  Jr.  whom  Banks  had  visited 
earlier  in  the  day  before  going  to  the  White 
House. 

The  fare  registers  were  used  to  "ring 
up"  admissions  to  the  Addison  street 
elevated  station  that  serves  Wrigley  Field. 

Banks  says  Coleman  is  well  aware  of 
Chicago  public  transportation  planning 
and  development  programs  and  speci- 
fically mentions  the  planned  extension 
of  rapid  transit  all  the  way  to  O'Hare 
Airport,  now  served  from  Jefferson 
Park  terminal  by  the  O'Harexpress  bus 
(page  15). 

Banks  continues:  "He  also  seemed  very 
pleased  with  the  CTA  fare  register  and  told 
his  secretary  that  if  he  needed  her  at  any 
time  pertaining  to  Chicago,   she  would 


hear  the  fare  register  bell  ring." 

Coleman  was  a  high  school  athlete.  He 
played  second  base  and  told  Banks  that,  as 
a  left-hander,  he  was  certain  that  a  south- 
paw could  pivot  and  throw  from  the  key- 
stone sack  as  well  as  a  right-hander. 

And  thus  it  was  that  Ernie  Banks,  the 
player  who  was  voted  in  1969  as  the  great- 
est Chicago  Cub  of  all,  with  512  career 
home  runs,  and  who  was  accorded  back- 
to-back  most  Valuable  Player  awards  in 
1958  and  1959,  went  to  Washington— to 
keep  a  date  with  the  President  of  the 
United  States. 

Banks  made  such  a  hit  in  the  "White 
House  League"  that  he  was  invited  back 
to  join  the  President's  official  party  at  the 
1976  major  league  All-Star  game  in 
Philadelphia. 

W.B.Wolfan 
CTA  Public  Affairs 


3rd  quarter,  1976 


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Out  to 
Lunch 


Noontime,  summer  sends  many 
Chicago  workers  to  the  outdoor  oases 
appearing  frequently  throughout  the 
downtown  district  —  a  dividend,  par- 
tially, of  Chicago's  modern  building 
code  which  encourages  plazas  and 
parks  by  permitting  increases  in 
building  height  in  prescribed  propor- 
tion to  the  amount  of  the  site  left  free 
for  offsetting  space. 


at  Lake  anc 

1  Wells 

-a^m'A^ 

KB6 

Pioneer  Court 


at  the  Water  Tower 


eta  Quarterly 


^  f4a -ji 

M 

y 

at  Civic  Center  Plaza 


at  Riverside  Plaza 


rnggtmrnm^im 


[3c 

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-- '    "  Ji  t^M^HM 

3rd  quarter,  1976 


Lunchtime  outside  means  more  than 
brown  bagging.  Watching  free  en- 
tertainment. Eating  at  table  in  an 
outdoor  restaurant.  Girl  watching. 
Feeding  pigeons.  Stepsitting  with 
other  sun  worshipers. 


eta  Quarterly 


>iwi 


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Route  40 
O'Harexpress 


One  of  Chicago's  most  significant 
special  bus  services  is  the  CTA's 
O'Harexpress  route. 

This  important  service  for  travelers 
and  airport  employees  alil<e  is  pro- 
vided as  a  non-stop  operation  in  the 
Kennedy  Expressway  between  the 
Jefferson  Park  Transit  Center  and 
O'Hare  International  Airport. 

Offering  'round-the-clock  service 
every  day  of  the  week,  the 
O'Harexpress  buses  operate  at  their 
most  frequent  intervals  of  15  minutes 
during  the  most  heavy  travel  period 
from  early  morning  to  early  evening. 

Service  to  O'Hare  on  CTA's  No.  40 
O'Harexpress  began  February  1 ,1970, 
coinciding  with  the  opening  of  the  rail 
rapid  transit  extension  in  the  Kennedy 
Expressway  median  strip. 

The  Urban  Mass  Transportation 
Administration  supplied  90  per  cent 
of  a  total  of  $127,720  in  operating 
assistance  to  get  the  new  service 
underway.  Some  30  airlines  and  other 
employers  at  O'Hare  Airport  provided 
the  other  10  per  cent  of  the  funding  as 
arranged  by  the  Mayor's  Committee 
for  Cultural  and  Economic  Develop- 
ment in  Chicago. 

Ridership  and  Service 

The  No.  40  began  operation  with 


daily  service  every  30  minutes 
from  0400  hours  to  2400  hours  and 
every  hour  from  2400  to  0400  hours. 
The  route  had  a  ridership  of  367  riders 
on  the  first  weekday  of  service. 

Ridership  has  been  increasing  and 
now  averages  about  2,400  passengers 
per  day.  As  the  ridership  continued 
to  increase,  the  schedule  was  im- 
proved and  now  includes  a  15-minute 
service  Monday  through  Saturday 
from  0600  hours  to  1900  hours,  and 
1300  hours  to  1800  hours  on  Sunday. 

During  peak  periods  of  holiday 
travel,  evening  service  is  sometimes 
supplemented  to  meet  the  expected 
heavy  volume  of  airline  passengers. 

Fares 

Special  fares  apply  on  the  No.  40 
O'Harexpress.  The  fare,  which 
includes  atransfer,  started  at  60 cents 
and  has  been  increased  gradually  to 
75  cents.  Transfers  from  the  rest  of 
the  CTA  system  are  accepted  on  pay- 
ment of  the  differential  (15i  for 
adults).  Ridership  on  this  route  has 
been  enhanced  by  the  implementa- 
tion in  March,  1974  of  35  cents  (in- 
cluding transfer)  "bargain  fare"  on 
Sundays  and  holidays. 

Also  available  is  the  80  cents  "Sun- 
day Supertransfer",  which  is  good  for 


The  limited  access  bus  ramp  at  the 
airport  saves  five  minutes  on  the  in- 
bound trip. 


From  downtown  Chicago 

save  time  —  save  money 

to  O'Hare  Airport 

only  75^  by  CTA 

Dearborn  Street  Subway 

northbound  to 
Jefferson  Park  Terminal 

then,  easy  transfer  to 

No.  40  O'Harexpress  Bus 

direct  to 

all  airline  terminals 

Sundays  to  O'Hare  — 

35t  bargain  fare 


3rd  quarter,  1976 


O'Harexpress 

The  easy,  inexpensive  CTA  way  from  downtown  to  the  air- 


^uii  la  puiiieiycu  iii  una  piuiuie  aiuiy  ui   a  wuii 

going  out  of  town  on  a  short  business  trip.  Out  of  the  office 
„_-.  ^ .u„  „.„!,»  .„  .K-  r. — . e. — *  „... through 


mMilmmtmriif^^ 


lined  train  to  Jefferson  Parl<  .  .  .  going  over  con- 
terminal ...  up 
I  sign  through  the 
ramp  to  the  bus  plaza  .  .  .  boarding  the  No.  40  O'Harexpress 
■  Xing,  fast  ride  to  O'Hare  .  .  .  stepping  right  Into 
the  terminal  from  the  bus  stop  .  .  .  through  the  security  check 
and  the  concourse  to  the  airline  gate  .  .  .  and  checking  in  well 
~  :al  to  portal  travel  time:  45  min- 
utes, on  the  average.  Back  the  same  way,  of  course. 


'^W  wBi    ^^^^ 

:a  r  11  lli-i  Jml  I^^MM^ 


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4d-o'harexpress 


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JeMerson  ParV 


Bus  stops-Passenge 


Butlei 
Cap.lal 
Customs  a 


O'Hare  International  Airport 


terminals 


Bus  stops-Cargo  areas 
9  *;;''^;^"_ 

sLrLng' 

Pol.ce  [ 
WTC 


40  O'Harexpress 

Only  45  minutes  from  the  loop  to  OHare  via 
Milwaukee-Kennedy  Rapid  Transit  and  O'Harexpress. 


^To  OHare  (leave  Jefferson  Park)                                    ^ 

Mon  -  Sat 

starting  0000  every  60  min 
0400             30 
0600             15 
1900             30 

Sun  -  Hoi 

starting  0000  every  60  min 
0400             30 
1300             15 
1800             30 

From  OHare  (leave  bus  stop  ff1)                                      | 

Mon  -  Sat 

starting  0015  every  60  min 
0415             30 
0615             15 
1915              30 

Sun  -  Hoi 

starting  0015  every  60  min 
0415             30 
1315              15 
1815              30 

issued  July  1976 

Chicago  Transit  Authority 


unlimited  rides  on  the  CTA  system. 
Reduced  fares,  generally  one-half  the 
regular  fares,  are  available  to  chil- 
dren, senior  citizens  and  handicapped 
riders. 

Exclusive  Bus  Ramp 

In   September,   1975  an  exclusive 


"bus  ramp"  (with  access  controlled 
by  an  electronic  key-activated  gate) 
was  opened.  This  permits  eastbound 
buses  to  enter  the  expressway  from 
the  cargo  area  at  O'Hare  Airport.  Use 
of  this  "bus  only"  ramp,  constructed 
by  the  City  of  Chicago  at  a  cost  of 
$245,000,  eliminates  the  need  for 
CTA's  O'Harexpress  bus  to  backtrack 


over  the  westbound  route  in  order  to 
gain  access  to  the  expressway  for 
eastbound  trips,  thus  cutting  .9  miles 
and  reducing  traveling  time  by  five 
minutes. 

Service  Convenience 

One  of  the  most  useful  features  of 
the  O'Harexpress  service  is  the  multi- 
tude of  connections  available  at  Jef- 
ferson Park  Transit  Center.  In  addition 
to  rail  service  to  downtown  Chicago, 
other  services  include  11  CTA  bus 
routes  to  the  north  and  west  sides  of 
Chicagoandtoadjoining  suburbs,  the 
North  Suburban  Mass  Transit  Dis- 
trict's bus  routes  and  the  Chicago  and 
North  Western  rail  service  to  north- 
west suburbs,  and  Greyhound  bus 
routes  to  Madison  and  Milwaukee, 
Wisconsin. 

The  travel  time  to  O'Hare  from  Jef- 
ferson Park  is  only  15  minutes  while 
the  total  travel  time  from  the  Chicago 
business  district  is  45-50  minutes  at 
all  times,  even  allowing  for  the  average 
time  used  in  the  transfer  at  Jefferson 
Park.  This  compares  favorably  with 
the  privately  operated  limousine  bus 
service  which  observations  show  to 
have  travel  time  varying  from  35  min- 
utes in  off-peak  periods  to  well  over 
an  hour  in  rush  periods. 

Andrew  BIshopand 

David  Phillips 

CTA  Operations  Planning 


Airline  passengers  and  employees  board  under  promotional  bus  stop  sign. 


eta  Quarterly 


eta 

route  map 
mapa  de 
rutas 


July  1976 


Four  Stars... 

Two  Maps 

You  can  buy  CTA's  bicentennial  posters  at 

the  CTA  Community  Relations  Dept., 

Room  7-131,  Merctiandlse  Mart. 

Eacti  poster  portrays  one  of  ttie  tiistoric 

events  represented  by  the 

four  stars  on  the  Chicago  flag. 

The  28"  X  42"  water  color  reproductions: 

the  Fort  Dearborn  Settlement,  The 

Chicago  Fire,  the  World's  Columbian 

Exposition,  and  the  Century  of  Progress 

Exposition,  are  offered  at  only  $1  each 

or  a  set  of  four  for  $3. 

And  here's  another  offer  you  may  want  to 

take  advantage  of.  Two  maps  that  can 

show  you  the  convenient  and 

economical  way  to  get  around 

In  Chicago  -  by  CTA. 

The  route  map  Is  the  newest  version  of  a 

perennial  favorite,  showing  all  CTA  routes 

in  the  greater  Chicago  area.  The 

downtown  map  revolutionizes  CTA 

mapmaking  by  focusing  on  the 

downtown  area  like  a  magnifying  glass 

and  dividing  the  area  Into  Individual 

mini-maps  and  descriptions  of 

every  bus  route. 

Single  copies  may  be  obtained  by 

sending  a  self-addressed,  13-cent 

stamped.  No.  10  (long)  envelope  to: 

CTA  l^aps,  P.  O.  Box  3555, 

Chicago,  Illinois  60654. 

If  your  organization  would  like  to  receive 

a  large  quantity  of  maps,  special 

arrangements  can  be  made  by 

contacting  us  at  664-7200,  ext.  805. 


eta 

downtown  transit  map 

mapa  del  centro 


3rd  quarter,  1976 


-.^ 


T> 


^^^VC^ 


If  you  hankerto  relive  the  "good  old 
days"  of  steam  locomotives  and  trol- 
ley cars  — rather  than  depending  on 
old  movies  or  the  magic  screen  of 
memory— here's  a  tip  for  you. 

Almost  any  summer  or  early  au- 
tumn day  you  can  find  these  all-but- 
extinct  rail  vehicles  chugging  or 
clanking  along,  like  apparitions  from 
the  past,  in  McHenry  county  farm 
country,  about  an  hour's  drive  north- 
wesX  of  Chicago. 

The  Illinois  Railway  Museum  at 
Union  is  a  living  tribute  to  our  trans- 
portation heritage.  It's  a  place  v*/here 
the  young  can  learn  firsthand  and 
their  elders  can  relive  the  thrill  of  rid- 
ing street,  interurban  and  mainline 
rail  vehicles  that  once  served  as  the 
mainstay  of  public  transportation  in 
America. 

Now  in  its  eleventh  year  of  offering 
rides  to  the  public,  the  mostly  out- 
door museum  is  a  popular  attraction 
for  family  outings,  accommodating  as 
many  as  100,000  riders  annually. 


Typical  small  town  railroad  station  of  1851  at  Railway  Museum,  East  Union  is 
port  of  entry  to  a  nostalgic  world— beginning  with  a  free  walking  tour  as  sfiown 
in  lower  photo. 


eta  Quarterly 


Options  in  rail  reminiscing:  a  ride  on  CTA's  own  Green  Hornet  (f/i/s  particular 
car  is  from  the  Western  Avenue  run)  ...  (he  thrill  of  the  back  platform  on  the 
observation  car ...  a  comparative  examination  of  locomotives  through  the 
years  .  .  .  and  a  ride  on  the  famous  Chicago  red  trolley. 


A  restored  125-year-old  railroad 
station  is  the  focal  point  of  the  mu- 
seunn  and  the  ternninal  for  riders. 
Fronn  there,  rail  vehicles  travel  in  both 
directions  along  a  mile  and  a  half  of 
mainline  track  that  the  museum  is 
planning  to  extend  to  four  miles. 

Visitors  can  also  inspect  vintage 
locomotives,  private  rail  cars  dating 
bacl<  to  the  1 880's,  or  an  entire  section 
of  the  Burlington's  sleek  Nebraska 
Zephyr  from  the  1930's. 

Perhaps  the  most  popular  opera- 
ting vehicles  at  the  museum  are 
streetcars,  rapid  transit  cars  and  inter- 
urban  electric  trains  that  once  trav- 
eled the  streets  and  structures  of 
Chicago  and  its  suburbs. 

The  hands  at  the  controls  of  these 
vehicles  on  w/eekends  are  likely  to  be 
those  of  Chicago  Transit  Authority 
employees.  CTA  people,  both  active 
and  retired,  make  up  a  substantial 
number  of  the  regular  volunteer  mu- 
seum members  v>/ho  spend  their  spare 
time  repairing,  maintaining  and  oper- 


3rd  quarter,  1976 


you  can  picnic  on  the  grounds  at  the 
Railway  Museum.  And  you  can 
browse  through  a  copious  collection 
of  rail  books,  souvenirs,  gifts,  and 
gadgets.  The  collections  of  railroad 
and  streetcar  badges,  lamps,  furnish- 
ings, and  other  memorabilia  are  also 
housed  in  the  station  building. 


ating  transit  relics  for  the  non-profit 
organization. 

They  enjoy  using  the  skills  devel- 
oped on  the  job  to  keep  the  old  equip- 
ment running.  And,  they  know  that 
only  at  Union  can  a  motornnan  still 
notch  up  the  controller  on  a  Chicago 
Red  Rocket  streetcar  or  push  down 
the  power  handle  for  a  noiseless  pick- 
up on  a  Chicago  Green  Hornet. 

Swaying  back  and  forth  with  the 
motion  of  the  car  while  sitting  on  the 
cane  seats  of  the  1908-model  Red 
Rocket  or  on  the  plush  green  seats  of 
an  interurban  electric,  visitors  find  it 
hard  to  believe  that  anywhere  from  1 3 
to  22  years  have  passed  since  these 
vehicles  were  in  regular  service. 

Admission  to  the  museum  is  a 
nominal  50  cents  for  adults,  25  cents 
for  children.  Rides  are  $1.00  for 
adults,  50  cents  for  children. 

To  reacquaint  yourself  and  your 
family  with  these  revitalized  symbols 
of  a  bygone  era,  take  the  Northwest 
Tollway  (Interstate  90)  to  the  Marengo 
exit  at  U.S.  20,  and  go  about  4y2  miles 
northwest  to  Union  Road.  Then  follow 
the  signs  to  the  museum. 

Jeff  Stern 
OTA  Public  Affairs 


eta  Quarterly 


The  Ely  car,  a  luxurious  home-on- 
wheels  is  no  longer  reserved  for  rail- 
road presidents  and  their  guests,  but 
may  be  viewed  by  all  Museum  visi- 
tors. You  buy  your  tickets  for  rides  at 
a  familiar  station  window.  You  can 
safely  walk  between  trains  to  get  a 
closer  look.  And,  don't  forget  to  bring 
your  camera  for  the  family  album  pic- 
ture possibilities  are  numerous. 


3rd  quarter,  1976 


2S       Culture  Train 


Eighty-five  Northwestern  University  students  pooled 
$475  "tuition"  on  a  recent  Sunday  to  charter  tv^^o  CTA  rapid 
transit  cars  for  a  classroom  on  rails.  They  did  it  to  explore 
one  of  the  world's  greatest  treasure  troves  of  architectural 
history,  Chicago. 

The  train  took  them  from  the  Davis  street  station, 
Evanston,  to  and  around  the  Loop  three  times,  and  then 
over  the  Ravenswood  route.  All  the  while  Henry  Binford, 
assistant  professor  of  history,  and  Leiand  Roth,  assistant 
professor  of  art  history,  kept  up  a  running  commentary. 

Roth  explained,  "Chicago  has  the  greatest  collection  of 
architecture  showing  the  development  of  the  commercial 
skyscraper.  These  begin  with  the  buildings  constructed 
following  the  Chicago  Fire  of  1871  and  include  the  Re- 
liance, the  Monadnock,  and  the  Rookery  buildings,  as 
well  as  today's  Inland  Steel  building,  the  IVIethodist 
Temple,  and  the  First  National  Bank. 

"Just  by  looking  toward  the  lake  from  the  Loop,  you 
can  see  the  beginnings  and  development  of  modern 
urban  planning. 

"Chicago  is  an  outdoor  museum,  too,  complete  with 
the  benefits  of  your  own  Chagall  or  Picasso,"  he  says. 

Binford  explained  that  the  north  side  elevated  structure, 
for  the  most  part,  was  built  over  alleys  to  save  the  costs  of 
acquiring  and  clearing  land.  The  result,  he  noted,  was  a 
somewhat  snake  like  right-of-way  at  some  locations. 

As  the  train  rolled  by  Graceland  cemetery  in  the  Uptown 
area,  Binford  explained  that  the  trees  hid  a  view  of  the 
graves  of  many  of  Chicago's  early  leaders. 

As  the  train  continued  toward  downtown,  Binford  gave 
historical  accountsof  the  various  north  side  communities. 
He  explained  that  Lake  View  in  the  1880's  was  a  village 
noted  for  a  resort  hotel  that  was  then  "out  in  the  country." 

In  the  vicinity  of  Belmont  avenue,  Binford  pointed  to  a 
few  remaining  frame  houses  that  typified  the  latter  part  of 
the  last  century  when  that  area  was  settled  largely  by 
German  and  Swedish  immigrants. 

As  the  train  rounded  a  curve  at  Wells  and  Kinzie  streets, 


eta  Quarterly 


In  the  classroom  on  rails:  team  teaching  as  Professor 
Binford,  left,  and  Professor  Roth  lecture  on  the  role  of 
Chicago  architecture  in  the  city's  history.  The  students 
get  a  moving  view  of  the  actual  architecture  from  the  win- 
dows of  their  CTA  L  car.  Among  the  views,  reflected  by 
the  camera  are  the  once-tallest  Prudential  Building  now 
dwarfed  by  Standard  Oil,  right;  the  traditional  Chicago 
Temple  contrasted  against  the  Civic  Center  and  the  First 
National  Bank,  lower  left;  and  the  Monadnock  Building, 
one  of  our  earliest  "skyscrapers"— 16  stories.  The  picture 
shows  the  south  half  of  the  building,  erected  in  1893,  well 
before   the  steel  and  glass  era. 

Roth,  the  architectural  expert,  called  attention  to  the  Mer- 
chandise Mart's  ornamentation  of  the  popular  Art  Deco 
design  of  the  '20s  which,  he  said,  is  often  overlooked  by 
passers-by  who  see  only  the  mass  of  the  building. 

Sunday  was  an  especially  ideal  time  for  the  North- 
western students  to  study  the  downtown  architecture 
from  the  chartered  L  train.  On  Sundays,  there  are  no  trains 
in  regular  service  on  the  Wells  and  Van  Buren  sides  of  the 
Loop  elevated.  Thus,  the  students'  train  could  be  stopped 
for  long  periods  of  time  in  those  sections  of  the  Loop  L  for 
detailed  observation  of  nearby  buildings  of  architectural 
fame. 

"People  living  in  big  cities  are  so  accustomed  to  busy 
schedules  that  they  may  not  take  the  time  to  observe 
many  of  the  things  that  make  their  cities  beautiful  and 
outstanding,"  said  Roth. 

"Chicago  continues  to  enjoy  world  fame  for  its  innova- 
tions in  architecture.  Downtown  Chicago,  with  its  old  and 
new  architecture  of  great  variety  and  distinction,  is  a 
wonderful  classroom!" 

Brian  Gleisser,  a  Northwestern  junior  from  Cleveland, 
was  the  organizer  of  the  chartered  train  tour,  recruiting 
many  of  the  students  for  the  trip  from  his  Shepard  Hall 
residence. 

The  students  found  the  trip  a  worthwhile  adventure. 
Steve  Hirsh,  a  journalism  major,  was  interested  in  tracing 
the  way  in  which  architecture,  viewed  from  the  L,  traces 
the  course  of  change  in  the  city.  Cindy  Farenga,  another 


journalism  student,  found  the  detailed  look  at  architec- 
tural decor  brought  a  greater  appreciation  of  its  warmth. 

Binford  and  Roth,  who  are  faculty  advisers  for  Shepard 
Hall,  welcomed  the  opportunity  for  extra-curricular  duty 
as  the  faculty  for  the  classroom  on  rails. 

In  fact,  it  was  from  Binford's  past  practice  with  smaller 
groups  of  students  that  Gleisser  got  the  idea  for  the  trip. 
In  the  last  several  years,  Binford  has  taken  small  classes 
of  10  to  20  students  on  trains  in  regular  service  to  lecture 
on  the  city. 

Binford,  who  gives  his  L  train  lectures  with  the  zest  of 
an  ardent  rail  fan,  explained  that  he  first  obtained  much 
of  his  information  from  riding  the  L  by  himself  and  by 
interviewing  oldtimers  in  the  various  Chicago  communities 
along  the  rapid  transit  routes. 

During  the  Loop  segment  of  their  Sunday  tour,  the 
Northwestern  students  were  joined  by  Harold  H.  Geissen- 
heimer,  CTA  General  Operations  Manager  (page  26),  and 
his  mother,  Louise,  who,  as  new  residents  of  Chicago, 
were  especially  interested  in  the  lectures  by  Binford 
and  Roth. 

Also  coming  on  board  the  classroom  on  rails  was 
George  Krambles,  the  CTA's  General  Manager. 

"This  was  a  wonderful  occasion,"  said  Krambles.  "We 
hope  that  more  groups  will  benefit  from  the  opportunity 
to  charter  trains— and  buses— to  see  and  learn  more 
about  the  many  fine  features  of  Chicago." 

Anit  Leppiks 
CTA  Public  Affairs 


3rd  quarter,  1976 


Transit 
Addition 

Transit  know-how  has  long  been  at 
a  distinctively  high  level  in  the  ad- 
ministration of  the  Chicago  Transit 
Authority. 

When  Harold  H.  Geissenheimer 
was  attracted  from  Pittsburgh  to  be 
come  manager  of  general  operations 
this  know-how  level  moved  up  again 
Geissenheimer  came  aboard  ir 
March,  succeeding  George  Krambles 
who  had  just  been  advanced  to  gen 
eral  manager. 

Geissenheimer  had  been  Pitts- 
burgh's pivot  man  in  public  transpor- 
tation. He  developed  the  unified  PA 
Transit  organization  combining  the 
routes  of  33  Pittsburgh  transit  serv- 
ices. He  was  the  key  man  in  the  plan- 
ning of  a  new  "busway"  system 
providing  exclusive  roadways  for  bus 
operations  and  of  a  proposed  Pitts- 
burgh rapid  transit  line. 

Geissenheimer  is  an  able  and 
practical  marketer  of  public  trans- 
portation,    using    the    fundamental 


conveniences  and  economies  of  the 
service  as  his  sales  ammunition.  In 
his  two  most  recent  years  with  the 
Port  Authority  of  Allegheny  County, 
PA  Transit  ridership  increased  by  19 
percent  and  revenues  by  10  percent. 

He  credits  his  lifelong  interest  in 
communications  to  his  early  job  as  a 
copy  boy  for  the  New  York  Times  and 
the  fact  that  his  father  was  an  adver- 
tising agency  executive. 

A  thoughtful,  self-disciplined  indi- 
vidual, Geissenheimer  also  has  the 
pleasant  personality  that  makes 
people  respond  to  his  judgment  and 
leadership. 

He  believes  that  the  strength  and 
dependability  of  an  urban  center  de- 
termines the  welfare  of  all  the  satellite 
communities  which  feed  and  depend 
upon  the  city. 

"The  core  of  the  city  is  basic,"  he 
says.  "The  economic  health  of  the 
whole  apple  is  determined  by  the 
core. 

"Transit  is  essential.  We  cannot 
have  a  healthy  city  if  it  is  dependent 
entirely  upon  theautomobile.  Transit, 
as  they  say  in  Munich,  is  best  for  all. 
It  takes  care  of  everybody— the  work- 


ing people,  students,  the  profes- 
sionals, and  everyone  whose  liveli- 
hood is  linked  tothecity." 

A  world  traveler,  Geissenheimer 
has  visited  transportation  systems 
in  many  of  the  major  cities  on  the 
globe  all  at  his  own  expense.  He  rates 
CTA  the  industry's  leading  system 
due  to  its  superior  organization  and 
high  standards. 

"Once  inside,  it  is  easy  to  see  that 
CTA  has  a  lot  of  pride  going  for  it,  es- 
pecially in  the  field,"  says  the  new 
manager  of  general  operations. 

Like  George  Krambles,  Geissen- 
heimer is  an  avid  personal  rider  of 
transit.  He  believes  riding  and  observ- 
ing is  the  best  way  to  learn  the  sys- 
tem. Riding  is  a  pastime  in  which  he 
might  be  engaged,  like  Krambles, 
"day  or  night." 

Quick  to  establish  rapport  with 
operating  personnel,  Geissenheimer 
points  to  a  handsome  desk  set  pre- 
sented to  him  by  Pittsburgh's  bus 
drivers.  "I've  always  talked  shop  with 
the  drivers,"  he  says,  "and  I  expect  to 
have  the  same  working  relationship 
at  CTA." 

Why  did  he  join  the  CTA  after  26 


eta  Quarterly 


Harold  Geissenheimer,  CTA  manager 
of  general  operations,  is  shown  de- 
monstrating a  bus  roof  air  vent  to 
Donald  Walsfi,  Transit  Board  mem- 
ber. The  vents,  to  be  installed  on  new 
CTA  buses,  exemplify  the  value  of 
international  exchanges  between  the 
transit  systems  of  other  countries 
and  such  CTA  officials  as  Geissen- 
heimer. European  buses  introduced 
and  tested  the  vents.  At  the  demon- 
stration of  the  new  equipment, 
Geissenheimer  explained  the  opera- 
tion of  the  vents  to  media  representa- 
tives including  Susan  Tick  of  NBC. 


years  in  Pittsburgh?  "If  you're  going 
to  spend  your  life  In  transportation," 
he  says,  "you  must  be  in  rapid  transit 
—that's  where  the  action  is." 

Harold  Geissenheimer  was  gradu- 
ated in  1949  from  New  York  University 
with  a  degree  in  transportation  and 
economics.  He  continues  to  keep 
abreast  of  new  trends  in  transporta- 
tion by  frequent  interchange  with 
people  throughout  the  industry. 

"I  am  made  aware  of  new  develop- 
ments through  constant  reading  and 
contacts  with  other  people.  There  has 
to  be  that  interchange  at  all  times,  for 
the  industry  is  mainly  self-taught," 
he  says. 

Geissenheimer's  advice  to  young 
people  who  want  to  get  into  the  trans- 
portation industry  Is  to  get  a  degree  in 
one  of  the  disciplines  locked  into 
transportation  such  as  engineering, 
accounting,  data  processing  or 
economics. 

Geissenheimer  Is  a  member  of  the 
rapid  transit  committee  of  the  Inter- 
national Union  of  Public  Transport, 
headquartered  in  Brussels,  Belgium. 
The  organization  is  comprised  of 
managers  and  staff  personnel  from 


the  major  rapid  transit  systems  of  the 
world,  including  Moscow's. 

"There  is  so  much  going  on  in  this 
industry  outside  the  United  States," 
Geissenheimer  says  of  his  inter- 
national involvement  in  the  trans- 
portation industry.  "There  is  so  much 
to  learn  anywhere  you  go." 

As  an  example,  he  says  each  new 
CTA  bus  will  feature  a  roof  hatch  for 
ventilation  and  a  luminous  stop  sign 
for  passengers  wishing  to  exit  the 
vehicle.  These  new  features  are 
adapted  from  overseas  buses. 

Healsolsespecially  active  with  the 
American  Public  Transit  Association, 
for  which  he  is  chairman  of  the  light 
rail  task  force  and  advertising  stand- 
ards committee,  vice-chairman  of  the 
bus  operations  committee,  and  mem- 
ber of  the  marketing  advisory  board 
and  the  rapid  transit  technical  and 
operations  committee. 

As  a  boy  growing  up  in  New  York's 
Manhattan,  Geissenheimer  became 
fascinated  with  transportation;  and, 
in  his  very  early  years,  he  was  torn 
between  two  dreams  about  his  future. 

New  York's  busy  waterfront  cap- 
tured part  of  his  attention.  He  was 


especially  interested  in  naval  ships 
coming  and  going  from  the  harbor, 
and  he  thought  of  becoming  a  de- 
signer of  naval  ships.  As  a  result  of 
that  interest,  Geissenheimer  has  long 
been  a  member  of  the  International 
Warship  Naval  Records  Society.  That 
Interest  also  took  him  to  New  York 
City  on  July  4  of  this  year  to  witness 
the  Bicentennial  Tall  Ships  Festival. 
Geissenheimer's  other  boyhood 
interest  was  transit,  particularly  the 
New  York  subway  and  elevated  sys- 
tem, which  he  rode  almost  every  day. 
Despite  his  strong  feelings  about 
naval  ships.  It  did  not  take  him  long  to 
make  up  his  mind.  When  he  was  13 
years  old,  he  decided  that  transit 
would  be  his  life's  work. 

Rick  Willis 
CTA  Public  Affairs 


3rd  quarter,  1976 


Woman  Joins 
Board 

Mathilda  Jakubowski  is  the  second 
woman  in  history  to  serve  as  a  member  of 
the  Chicago  Transit  Board. 

Mrs.  Jakubowski  is  a  homemaker  of 
Polish  descent  who  has  been  a  resident  of 
the  Pilsen  neighborhood  on  the  southwest 
side  of  Chicago  for  45  years. 

Public  transportation  is  an  everyday 
item  in  her  family  life  and  budget.  She 
rides  CTA  frequently  in  her  own  commu- 
nity work. 

She  and  her  husband,  Alosius,  have 
eight  children,  six  of  whom  are  still  at 
home: 

Jeanne  Marie,  13,  and  Mary  Beth,  10, 
are  both  students  who  travel  to  St.  Adal- 
bert's elementary  school; 

Rick,  15,  is  a  sophomore  at  St.  Ignatius 
high  school  and  spent  the  past  year  in 
Constantia,  New  York,  on  an  American 
Field  Services  scholarship; 

Donna  May,  17,  is  a  recent  graduate  of 
Immaculata  high  school; 


Carl,  20,  is  an  engineering  student  at 
Marquette  University; 

Anina  Marie,  23,  is  a  graduate  of 
Mundelein  College. 

Only  Allen,  27,  who  is  a  priest  in  La 
Crosse,  Wisconsin,  and  Brian,  26,  married 
and  a  business  administration  graduate  of 
Roosevelt  University,  are  no  longer  around 
the  dining  room  table  for  family  planning 
conferences. 

Service  in  neighborhood,  school,  ethnic, 
and  civic  affairs  is  a  big  part  of  Mrs. 
Jakubowski's  life. 

Her  community  leadership  roles  are 
numerous.  She  is  co-chairperson  of  the 
community  relations  committee  of  the 
Polish  American  Congress— a  member  of 
the  school  board  at  St.  Adalbert's— a 
member  of  the  mothers'  club  at  St.  Igna- 
tius prep — and,  just  recently,  co-director 
of  the  Comprehensive  Employment  Train- 
ing Act  program  under  the  Model  Cities 
program. 

Mrs.  Jakubowski,  who  prefers  to  be 
known  by  the  nickname  of  "Tillie,"  was 
appointed  to  the  CTA  Board  by  Governor 
Dan  Walker.  Her  appointment  was  con- 
firmed by  Mayor  Richard  J.  Daley  and  by 


New  official  portrait  of  Chicago  Transit 
Board  (made  August,  1976).  Seated,  left 
to  right,  James  R.  Quinn,  vice  chairman; 
James  J.  McDonough,  acting  chairman; 
Mrs.  Mathilda  Jakubowski.  Standing,  left 
to  right,  Lawrence  G.  Sucsy;  Edward  F. 
Brabec;  Ernie  Banks;  Donald  J.  Walsh. 

the  Illinois  Senate. 

On  the  CTA  Board,  Mrs.  Jakubowski 
succeeded  Wallace  D.  Johnson,  an  invest- 
ment banker,  whose  term  expired.  John- 
son, who  is  president  of  Howe,  Barnes  & 
Johnson,  was  appointed  to  the  Board  in 
1970  by  former  Governor  Richard  B. 
Ogilvie. 

The  first  CTA  woman  Board  member, 
Mrs.  Bernice  T.  Van  der  Vries,  of  Evans- 
ton,  was  present  at  the  Board's  July  meet- 
ing to  present  Mrs.  Jakubowski  for  her 
installation. 

Asked  about  her  first  impressions,  Mrs. 
Jakubowski  said:  "The  one  thing  that 
comes  through  loud  and  clear  is  that  the 
employees  are  proud  of  the  CTA.  They 
really  enjoy  their  work. " 

Arline  Datu 
CTA  Public  Affairs 


eta  Quarterly 


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Substation 
Studios 

Artists  Richard  Hunt  and  Conrad 
Bailey  are  world's  apart  —  in  media  — 
but  they're  of  the  same  mind  when  it 
comes  to  a  place  to  work. 

Both  shape  their  creativity  in  the 
strangest  studios  in  Chicago  —  half- 
century  old  CTA  substations. 

Designed  to  accommodate  ele- 
phant size  15  ton  generators  which 
converted  AC  electric  power  to  the 
DC  current  used  by  the  CTA  and  its 
predecessor  companies,  the  Lill  and 
Sedgwick  substations  now  house 
sculpting  and  photographic  equip- 
ment. 

The  6,300-square  foot  substation  at 
1017  W.  Lill,  bought  by  Hunt,  was 
built  in  1909  to  power  the  streetcars 
on  the  Sedgwick  and  Fullerton  lines. 

The  substation  at  1544  N.  Sedg- 
wick, built  in  1913  and  now  owned  by 
Bailey,  powered  a  section  of  the 
Raven swood  L. 

Both  artists  successfully  bid  on  the 
substations  when  CTA  put  them  up 
for  sale  as  surplus  property. 

Hunt  needs  the  floor  space  of  a 
substation  for  his  giant-size  creations 
—  metal  structures  he  secures  in  the 
studio's  8'  X  8'  floor  pits.  He  lifts  and 
moves  these  unwieldy  objects  with 
thehelpof  atraveling  overhead  crane. 


The  newest  sculpture  of  Richard  Hunt,  whose  studio  is  a  former  CTA  sub- 
station, was  previewed  at  Sears  Tower  before  its  permanent  exhibition  at 
Roosevelt  Square  in  New  York  City.  The  advertising  illustration  of  bikers  for 
Reliance  Metal  Coating  was  shot  by  Conrad  Bailey  in  his  converted  CTA  sub- 
station photo  studio. 


3rd  quarter,  1976 


Hunt  works  with  massive  pieces  of 
metal  and  thus  needs  the  extensive 
space,  the  natural  light,  and  the  shop 
layout  characteristics  that  the  former 
CTA  substation  at  1017  West  Lill 
provides. 


left  over  from  the  days  of  generator 
glory. 

In  all  honesty,  Hunt's  place  is  not 
what  you  would  conjure  up  in  your 
mind  with  the  glamorous  sounding 
term,  "studio."  It  looks  more  like  a 
shop  and  it  serves  as  a  thinktank  for 
expressionist  art  with  surrealistic 
tendencies. 

Hunt's  tools  are  not  those  of  flesh- 
molding  clay,  but  of  human  body  and 
acetylene  torch  pitted  against  great 
slabs  of  copper  or  steel  —  cutting, 
welding,  and  polishing. 

The  results  are  award-winning 
architectural  size  sculptures,  used  to 
announce  the  entrance  to  a  major 
American  institution,  or,  in  some 
cases,  to  serve  as  a  backdrop  for 
child's  play,  as  is  his  "jungle  gym" 
sculpture  for  a  Harlem  park. 

Whateverthe  purpose.  Hunt  tries  to 
fit  his  art  to  its  environment,  playing 
with  it  to  create  the  kind  of  form  he 
says  "nature  might  create  if  certain 
sculptural  mediums  were  available  to 
her." 

Such  form  flows  from  modern 
technology,  pure  nature,  and  ancient 
mythological  beliefs. 

"My  sculpture,"  says  Hunt,  "in- 
volves penetration  of  space  by  line, 


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plane,  and  volume,  in  such  a  way  that 
it  conveys  image  and  emotion." 

That  he  is  successful  is  evident  in 
the  many  honors  heaped  upon  the  Art 
Institute  alumnus  since  his  gradua- 
tion in  1957. 

President  Lyndon  B.  Johnson 
appointed  Hunt  to  the  National 
Council  for  the  Arts  in  1968.  Hunt  has 
received  commissions  from  the  Uni- 
versity of  Chicago,  Johnson  Publish- 
ing Company,  and  the  t^ain  Bank  of 
Chicago,  and  has  put  on  numerous 
one-man  exhibits  throughout  the 
country. 

He  recently  exhibited  in  Chicago  at 
Sears  Bank  and  his  Roosevelt  Square 
sculpture  w/as  previewed  at  the  en- 
trance to  Seafs  Tower  on  Wacker.  (Its 
permanent  home  is  its  namesake 
square  in  New  York  City).  He  partici- 
pated in  an  exhibit  at  Ravinia  Park  this 
summer. 

His  work  is  part  of  several  public 
collections  including  those  of  the  Art 
Instituteof  Chicago;  the  Metropolitan 
Museum  of  Art,  New  York;  the  Na- 
tional Museum  of  Israel,  Jerusalem; 
and  the  Museum  of  the  Twentieth 
Century,  Vienna. 

While  Hunt  concentrates  on  filling 
up  space  with  his  sculptures,  Bailey 


must  reduce  his  subject  to  a  color 
magazine  print  which  will  convince  a 
reader  to  buy  the  product. 

He  is  a  commercial  photographer. 

As  such,  he  wanted  a  space  which 
could  be  converted  into  any  number 
of  scenes  to  background  the  sales 
appealof  a  diversity  of  products  rang- 
ing from  McDonald's  hamburgers  to 
furniture. 

He  embarked  on  an  extensive  45 
day  remodelling  of  the  Sedgwick  sub- 
station, overseeing  carpenters,  elec- 
tricians, architects,  and  plumbers,  to 
turn  a  2,500  square  foot  space,  one 
third  of  the  total  substation  area.  Into 
a  cozy  kitchenette  studio  with  a  bal- 
cony that  has  office  and  dressing 
room  facilities. 

Bailey  recalls,  "We  were  going  to 
build  spiral  staircases  leading  to 
basement  dressing  rooms  and  dark- 
rooms. But  it  was  hard  to  find  a  spot 
in  the  concrete  not  reinforced  with 
steel;  the  building  was  built  so 
solidly." 

Bailey,  whose  old  studio  was  on 
Erie  near  Wells,  bought  the  Sedgwick 
substation  as  part  of  a  condominium 
concept  to  provide  studios  for  four 
photographers.  With  the  recession, 
the  prospective  co-owners  pulled  out 


In  his  substation  studio  at  1544  North 
Sedgwick,  Bailey  photographs  sub- 
jects ranging  from  small  still  life,  as 
shown,  to  automobiles  and  complete 
room  settings  —  mostly  for  advertis- 
ing use. 

and  Bailey  decided  to  go  it  alone, 
using  the  vast  hall  next  to  his  studio 
as  a  storage  space  for  the  time  being. 

While  he  says  he  does  not  store  all 
the  props  he  formerly  kept  on  hand, 
Bailey  has  enough  equipment  on 
hand  for  just  about  any  assignment. 

He  has  to  —  with  the  diversity  of 
work  he  insists  upon  doing. 

The  studio  must  be  ready  for  a 
tractor  to  pose  for  its  picture  or  for  a 
sports  star  to  drive  right  up  to  the 
spotlight  with  a  new  Oldsmobile  he's 
advertising.  Bailey  says  his  studio  is 
one  of  the  few  in  the  area  with  the 
overhead  doors  that  you  can  drive  a 
carthrough. 

That's  one  reason  Playboy  maga- 
zine has  rented  his  studio  at  times  — 
onceforshootinga  Rolls  Royce. 

Some  of  Bailey's  subjects  come  in 
on  all  fours  —  like  the  tiger  who  sat 
for  two  hours  of  filming  for  a  Yardley 
commerical. 

Bailey  says  he  constructed  a  10'  x 
12'  greenhouse  for  one  magazine 
layout  and  has  had  many  room  set- 
tings for  furniture  built  into  his  sub- 
station. 

It's  not  unusual  for  him  to  sample 
the  gourmet  dishes  dieticians  prepare 
in  his  kitchen  for  such  ads  as  one 
with  duck  basted  in  a  Mogen  David 
wine  sauce.  On  the  other  hand,  he 
may  photograph  Vogue's  former  top 
model,  Wilhemina,  for  hours  without 
bothering  to  stop  for  lunch. 

Other  famous  clients  of  Bailey's 
include  Kentucky  Fried  Chicken  and 
United  Airlines. 

After  you've  seen  the  two  studios, 
you  start  to  get  your  own  creative 
thoughts ...  like  wouldn't  a  sub- 
station make  a  great  apartment ...  a 
handball  court . .  .or. . . 

Anit  Leppiks 
OTA  Public  Affairs 


3rd  quarter,  1976 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK    RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


iv*'sTCN     111    60?C1 


uV^ 


V  - 


Quarterly 


4th  quarter,  1976 


20 


^^ 


TRANSPORTATiOrJ  CENTtrt 

LIBRARV 


IN  THIS  ISSUE 

Art  Institute  .^.       J977 

Industry  Spokesman       )fM^  c 

Wrigley:  Transit  Advertising  .^nwcociTv 

Rail  Car  Debut     NORTHWESTERN  UNIVERSITY 

Transit  Institute 

Improvement 

Library  Resources 


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CTA  Quarterly 


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(Mo.  4 


J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin,  Art  Director 

Copyright,  1976,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Mer- 
chandise Mart  Plaza,  P.O.  Box  3555,  Chicago,  II.  60654.  Telephone  (312)  664-7200. 
Subscriptions  available  at  $4  per  year;  single  copies  at  $1  each. 


Chicago  Transit  Board 

James  J.  tVlcDonough, 

Acting  Cfiairman 
Ernie  Banks 
Edward  F.  Brabec 
Mathilda  Jakubowski 
Lawrence G.  Sucsy 
Donald  J.Walsh 


George  Krambles, 

General  Manager 


4th  quarter,  1976 

Art  is  the  Destination 

Major  museum  is  on  downtown's  doorstep 

Transit  Industry's  Spokesman 

CTA's  McDonough  elected  chairman  of  APTA 

James  R.  Quinn  (1890-1976) 

Public  service  leader  saluted 

Enter  Riding 

Actress  recalls  study  in  transit 

Wrigley  Rides  Again 

Car  cards  that  built  business  stage  comeback 
If  you  want  to  ride  with  Wrigley 

Debut 

New  rail  car  pleases  Mayor  Daley  at  introduction 

Inside  CTA 

Public  Works  magazine  reports  on  Transit  Institute 

Improvement 

Album  of  some  1976  highlights 

Transit  in  the  Library  Network 

CTA's  reference  outreach  may  be  a  model  for  you 


Photo  Credit^ 

3  All  photos  by  Jack  Sowchin  except  the  following: 

Page  5,  Page  6,  and  Page  9: 

10  Courtesy  of  the  Art  Institute  of  Chicago 
Page  7,  bottom: 

CTA  Photo  Department 

11  Page  10  and  Page  11,  top: 

CTA  Photo  Department 
Page  11 ,  bottom: 

11  Mercedes  McCambridge 
Pages  12  through  17: 

Courtesy  of  Wm.  Wrigley  Jr.  Company 

12  Page  19: 

Courtesy  of  Metro  Transit  Advertising 
18  Page  22: 

CTA  Photo  Department 
20  Page  24,  left,  and  Page  25,  top  left: 

Anit  Leppiks,  CTA  Public  Affairs 
Page  24,  right,  and  Page  25,  bottom  left  and  right: 
23  CTA  Photo  Department 

Page  26,  Page  27,  bottom.  Page  28,  top  left  and  bottom, 
and  Page  29: 
26  CTA  Photo  Department 

Page  28,  top  right: 

Courtesy  of  Hedrich-Blessing 
30  Page  30: 

Anit  Leppiks,  CTA  Public  Affairs 


Tho  Covers 

Front:  The  Wrigley  Building  might  well  be  called  "the 
house  that  transit  advertising  built"  {page  12).  In  addi- 
tion, this  Chicago  landmark,  in  the  floodlights  against  a 
night  sky,  is  somehow  symbolic  of  the  winter  beauty  of 
Chicago's  Michigan  Avenue. 


Back:  One  of  the  best  bus  stops  on  the  entire  CTA  system 
{page  3)  is  at  the  front  door  of  the  Art  Institute  of  Chicago 
at  Adams  on  Michigan.  Few  museums  in  any  city  are 
as  accessible  to  the  central  business  district.  Few  art 
museums  offer  such  a  variety  of  cultural  opportunities. 


eta  Quarterly 


Art  Is  the 
Destination 


One  of  the  best  bus  stops  in 
Chicago  is  where  Adams  Street  con- 
nects with  Michigan  Avenue. 

Walk  a  flight  of  stairs  between  two 
bronze  lions  and  you  are  in  one  of  the 
world's  finest  museums,  the  Art 
Institute  of  Chicago. 

You  are  instantly  detached  from  the 
towers  and  traffic  of  the  city  just  be- 
hind you,  soon  refreshed  from  the 
worries  and  tensions  of  life  in  these 
times. 

The  tonic  of  viewing  art  is  so  easy 
to  get  in  Chicago.  Because  of  the 
Art  Institute's  accessible  downtown 
location,  the  experience  can  be  accu- 
mulated in  small  doses  such  as 
executive  lunch  hours  or  between- 
trains  stops  —  and,  of  course,  in  the 
longer  draughts  provided  by  tours, 
holidays  and  weekends. 

The  Institute  galleries  seem  de- 
signed to  create  just  the  right  mood 
for  each  grouping  of  art  objects.  The 
color  of  the  walls,  the  lighting,  the 
decorative  touches  "frame"  the  art  in 
the  "feel"  of  the  period. 

"In  contrast  to  the  stark,  stylized 
appearance  of  so  many  galleries,"  a 
recent  visitor  remarked,  "it  is  similar 
toviewingaprivate gallery,  at  leisure, 
in  somebody's  mansion." 

The  Impressionists 

The  Institute's  French  Impression- 
ist paintings  hang  in  the  galleries 
atop  the  grand  staircase.  "Nowhere 
outside  the  Jeau  de  Pomme  of  the 
Louvre  in  Paris  is  there  such  an  out- 
standing collection,"  says  a  Hyde 
Park  devotee  of  this  school  of  art. 

Included  in  the  galleries  on  the 
second  floor  are  such  classics  as; 

.   .  Cezanne's  "The  Basket  of 
Apples" 

.   .  Monet's  "St.  Lazaar  Station" 
and  his  haystack  series 

.   .  Renoir's  "On  The  Terrace" 

And  the  upper  level  galleries  also 
contain  other  paintings  listed  among 
the  "best  Institute  attractions"  se- 
lected by  Alan  G.  Artner,  art  critic 
for  the  Chicago  Tribune: 

.   .  The  Ayala  Altarpiece  by  an  un- 
known Spanish  artist 


The  grand  staircase  of  the  Art  Institute,  only  steps  away  from  Chicago's  busy 
Loop,  is  the  gateway  to  serene  contemplation  of  some  of  the  world's  greatest  art. 


.   .  Caillebotte's    "Paris,    A    Rainy 

Day" 
.   .  El  Greco's  "The  Assumption  of 

the  Virgin" 
.   .  Picasso's  "Daniel-Henry 

Kahnweiler" 
.   .  Rembrandt's  "Young  Girl  at  an 

Open  Half-Door" 
.   .  Seurat's  "Sunday  Afternoon  on 

the  Island  of  La  Grande  Jatte" 

The  second  floor  Morton  Wing  is 

the  showcase  for  major  special  ex- 


hibits. Here  more  than  354,000  visi- 
tors viewed  the  Renoir  retrospective 
in  1973,  the  Monet  retrospective  in 
1975,  and  the  retrospective  of  the 
great  Belgian  master,  James  Ensor. 
Planning  of  such  special  exhibi- 
tions starts  at  least  three  years  before 
opening.  J.  Patrice  Marandel,  curator 
of  earlier  painting  and  sculpture,  says 
that  development  of  all  special  ex- 
hibits starts  the  same  way.  The  cura- 
tor must  check  to  see  what  funding  is 


4th  quarter,  1< 


i 


The  four  pictures  at  left  represent 
ttie  way  in  whicfi  ttie  Art  Institute  re- 
flects the  appropriate  mood  for  each 
collection  of  art.  At  right,  Caille- 
botte's  "Paris,  A  Rainy  Day." 

available  and  whether  owners  of  the 
paintings   required    will    lend    them. 

The  Art  Institute  endeavors  to  have 
one  special  exhibit  each  month.  Bor- 
rowed paintings  are  given  tender 
loving  care  in  shipment.  Marandel  re- 
calls holding  a  painting  on  his  lap 
all  the  way  home  from  Europe  on  a  jet. 

Visitors  to  the  Institute  see  less 
than  half  of  what  the  building  has  to 
offer  if  they  fall  to  roam  the  main 
floor. 

The  famous  Grant  Wood  "Ameri- 
can Gothic"  hangs  in  a  first  floor  area 
devoted  to  twentieth  century  Amer- 
ican art. 

McKinlock  Court  on  the  main  level 
is  a  restful  garden.  On  summer  days, 
it  is  pleasant  to  lunch  outside  in  the 
garden  restaurant. 

Early  American 

On  the  south  side  of  McKinlock 
Court,  one  finds  displays  of  earlier 
American  art.  Marc  Chagall's  eight- 
panel  gift.  "American  Windows,"  is 
to  be  installed  in  a  new  Chagall  gal- 
lery and  lounge  overlooking  the  court 
early  in  1977.  The  windows  are  the 
only  stained-glass  Chagalls  acces- 
sible to  the  public  in  the  United 
States. 

Three  more  of  the  Tribune's  "best" 
ire  housed  on  thefirst  floor.  They  are: 
.   .  The  T'Ang    Dynasty    Horse,    a 
pottery  figure  from  A.D.Chinese 
civilization 
.   .  Mary  Cassatt's  affectionate  do- 
mestic painting  titled  "The 
Bath" 
.   .  Louise    Nevelson's    "American 
Dawn",  composed  from  stylized 
renditions    of    commonly    dis- 
carded objects  such  as  scrap 
lumber  and  furniture. 
The  first   floor  Thorne  Rooms   in 
Miniature,  designed  by  Mrs.  James 
Ward  Thorne.  are  fully  furnished  rep- 
resentations of  European  and  Ameri- 
can interiors  from  the  late  13th  cen- 
tury through  the  early  1930's.   Each 
was  handcrafted  on  a  one  inch  to  one 
foot   scale.    Needlework  and   uphol- 
stery   were     handcrafted     by     Mrs. 
Thorne  who  first  became  interested  in 


eta  Quarterly 


miniatures  of  decorative  subjects 
when  she  worked  with  doll  houses  as 
a  child. 

The  Art  Institute  has  one  of 
the  world's  greatest  collections  of 
Millets  (124)  and  its  latest  accession 
(from  the  Worcester  Fund)  is  a 
65x57  painting  of  a  stallion  against 
stormy  sky  —  entitled  appropria- 
tely, "Horse."  During  its  introductory 
showing,  the  painting  was  displayed 
in  the  main  lobby. 

"Horse"  has  been  "groomed"  for 
public  showing  by  Alfred  Jakstas, 
Institute  conservator,  and  thereby 
hangs  a  bit  of  artistry  you  might  not 
notice  during  a  typical  visit  to  the 
museum. 

Conservation  Skills 

Much  of  the  work  of  the  Art  Institute 


happens  behind  scenes.  Curators 
walk  the  galleries,  scrutinizing  the 
artwork  for  chips,  cracks,  discolora- 
tion, and  dirt. 

Some  paintings,  thousands  of 
years  old,  are  in  amazingly  good  con- 
dition with  only  cleaning  required. 
Others,  some  only  50  years  old,  have 
begun  to  deteriorate  as  the  paint 
flakes  away  from  the  support. 

Jakstas  explains  that  a  painting  is 
made  up  of  four  layers  —  the  ground, 
white  paint  (called  gesso)  applied  as 
a  base,  the  oil  paint  itself  and  the 
protective  varnish  coating. 

The  problem  arises  as  the  support 
either  expands  or  contracts  according 
to  changes  in  the  moisture  level.  The 
ground  does  not  change  and,  over  a 
period  of  time,  it  cracks.  If  not  cared 
for,  it  can  flake  off. 

The  Institute's  method  of  preven- 


tion is  visible  in  any  gallery  of  oils. 
Gauges  are  coordinated  with  a  new 
$2  million  air  conditioning  system  to 
keep  the  humidity  at  predetermined 
levels  and  thus  prevent  movements 
of  the  supports. 

However,  for  some  paintings,  the 
damage  has  already  been  done. 
Jakstas  and  his  staff  return  the  paint- 
ings to  their  original  brilliance  with 
the  aid  of  microscopic  equipment, 
cotton  swab,  and  demar  (a  natural 
resin). 

First  they  clean  off  the  old  varnish 
which  hides  the  true  shades  of  the 
paint  underneath.  Using  care  to  not 
damage  the  paint,  these  craftsmen 
have  often  removed  the  touchups  by 
restorers  of  past  years. 

That  is  how  Jakstas  uncovered  a 
second  woman  in  Ficherelli's  17th 
century  "Judith"  which   now   hangs 


4th  quarter,  1! 


on  the  second  floor.  The  other  maid 
had  merely  been  painted  out  by  a 
19th  century  restorer. 

A  Total  Complex 

But,  the  art  collection  of  the  Art 
Institute  is  really  only  the  starting 
point  of  its  importance  in  Chicago's 
cultural  eminence,  according  to  Dr. 
Edwin  Laurence  Chalmers,  Jr.,  presi- 
dent since  1972. 

"The  Art  Institute  is  a  whole  com- 
plex of  activities,"  he  says.  "We  have 
probably  the  largest  in-depth  school 
of  art  in  the  country.  Such  artists  as 
Grant  Wood,  muralist  Thomas  Hart 
Benton,  and  Georgia  O'Keefe  of  the 
New  York  movement  of  the  twenties 
studied  at  the  school." 

In  addition  to  classes  for  about 
1500  regular  students,  the  School 
holds  evening  and  Saturday  sessions 
for  anyone  interested  from  the  fourth 
grade  up. 

The  school's  new  building  stands 
behind  the  museum  on  Columbus 
Drive.  It  has  133,000  square  feet  of 
space  on  four  levels.  A  new  gallery, 
free  to  the  public,  is  provided  to  ex- 
hibit the  works  of  students  and 
faculty. 

Red  Groom's  "Taxi"  —  an  almost 
comic  strip  design  on  painted  wood 
and  plexiglass  —  and  Margaret 
Wharton's  anatomized  chair  are  two 
of  the  alumni  works  which  have  been 
exhibited. 

"We  have  the  Film  Center,"  Chal- 
mers continues,  "which  seems  to 
be  increasingly  frequented  by  Loop 
office  workers.  These  are  not  neces- 
sarily the  same  people  who  come  to 
an  art  exhibition  or  use  the  vast  re- 
sources of  our  Ryerson  and  Burnham 
Library  in  connection  with  their  art 
studies." 

The  film  center  program  has  been 
expanded  to  four  nights  per  week 
this  season,  Tuesday  through  Friday. 
A  recent  retrospective  showed  several 
of  the  great  comedy  films  of  the  late 
Harold  Lloyd,  a  silent  movie  contem- 
porary of  Chaplin  and  Buster  Keaton. 

Camille  Cook,  founder  and  project 
director,  says  the  film  center  concen- 
trates on  pictures  not  available  to  the 
public  through  regular  commercial 
outlets.  Occasionally,  the  filmmaker 
is  on  hand  to  discuss  his  movie  mak- 
ing techniques. 

"Then  there  is  the  Goodman  Thea- 


Beauty  is  in  the  experience  of  visiting  as  well  as  in  the  viewing.  In  warmer 
weather,  a  courtyard  lunch  recess  is  possible,  as  shown  above.  Or  simply  a 
few  moments  of  contemplation  of  nature's  art  in  one  of  the  Art  Institute's  open 
air  alcoves. 


tre  Center,"  Chalmers  adds.  "Good- 
man has  produced  such  actors  as 
Karl  fvlalden,  Geraldine  Page,  Sam 
Wanamaker,  and  Carrie  Snodgrass, 
as  well  as  comedian  Shelley  Berman 
and  Director  Jose  Quintero." 

The  Goodman's  intimate  theatre 
(seating  tor  683)  is  located  on  nearby 
Columbus  Drive.  The  repertory  sea- 
son includes  five  plays,  each  contin- 
uing forabout  a  month.  Performances 
include  matinees  Thursday  and  Sun- 
day and  all  evenings  but  fvlonday. 
There  is  also  a  special  summer  sea- 
son in  which  musicals  are  included. 

As  a  community  service,  the  Art 
Institutedoes  not  believe  in  confining 
its  activities  to  its  four-block  area  of 
Grant  Park,  Chalmers  says. 

The  Goodman  carries  on  a  program 
of  experimental  theatre  at  the  Ruth 
Page  Auditorium  on  the  near  North 
side.  Art  school  graduates  have  set 
up  a  school  for  neighborhood  young- 
sters in  storefront  windows  through- 
out Chicago. 

In  September,  the  trustees  voted 
to  provide  long  term  loans  of  artwork 
to  other  museums  in  Illinois.  Mini- 
exhibits  often  travel  to  neighbor- 
hoods in  the  metropolitan  area.  Last 
summer,  the  Institute  was  involved 
in  Urban  Gateway's  "Art  in  the  Park" 
program. 


For  those  who  like  to  take  their 
art  home  with  them  (legally),  the 
Institute  rents  out  (for  $10  to  $75 
every  two  months)  works  of  Chicago 
artists  selected  for  such  purpose. 
Chalmers  testifies  that  the  rental-pur- 
chase plan  has  proved  to  be  a  conve- 
nient way  through  which  businesses 
can  utilize  original  art  to  heighten 
interest  in  their  lobbies,  halls  and 
showrooms. 

Ever  since  its  formation  by  promi- 
nent Chicago  businessmen  in  1879, 
the  Art  Institute  has  been  a  center  for 
community  involvement. 

Famous  Donors 

Today's  visitors  to  the  Institute 
have  good  reason  to  appreciate  the 
generosity  of  such  Chicago  families 
as  the  Fields,  the  Ryersons,  the 
Potter  Palmers,  the  Armours,  the 
McCormicks,  the  A.  Montgomery 
Wards  and  the  Mortons. 

Museums  of  today  can  no  longer 
rely  on  the  unusual  wealth  of  a  few 
leading  families,  however.  At  the 
same  time,  costs  are  mounting  un- 
der the  pressure  of  inflation.  For 
these  reasons,  Chalmers  is  gratified 
at  the  growing  interest  of  Chicago- 
land  corporations  and  other  private 
interests  in  sponsoring  exhibits  and 


eta  Quarterly 


Easy  To  Get  There 

The  Art  Institute  is  one  of  the  most 
accessible  of  Chicago's  public 
places.  It  is  easy  to  reach  by  bus,  car 
or  train.  CTA  No.  151  Sheridan  and 
No.  153  Wilson-Michigan  south- 
bound buses  stop  across  the  street 
from  it.  CTA  No.  1  Drexel-Hyde  Park 
and  No.  3  King  Drive  northbound 
buses  stop  at  the  steps  of  the  Art 
Institute  on  Michigan  Avenue,  facing 
Adams  Street. 

Within  vi^alking  distance  to  the 
west  are  the  Ravenswood  (Mon-Sat) 
and  Dan  Ryan  (seven  days)  L  routes 
at  Wabash  Avenue,  the  north-south 
subway  line  on  State  and  the  west- 
northwest  subway  on  Dearborn. 

One  block  south  of  the  Art  Insti- 
tute, on  Michigan  Avenue,  is  the  Van 
Buren  Street  station  of  the  Illinois 
Central  commuter  train. 

Coming'  from  the  northern  sub- 
urbs? The  No.  38  Indiana  bus  will 
meet  you  in  front  of  the  Union  Station 
of  the  Milwaukee  Road  commuter 
train  seven  days  a  week  and  take  you 
to  Jackson  and  Michigan  —  half  a 
block  south  of  the  Art  Institute.  The 
Drexel-Hyde  Park  No.  1  provides  door 
to  door  service  from  the  North  West- 
ern train  station  seven  days  a  week. 

Fare  is  50*  except  for  Sunday, 
when  it  drops  to  30t  or  80t  for  a 
Supertransferpass. 


^^r. 


4th  quarter,  1976 


in  contributing  directly  to  develop- 
nnent  funding. 

The  current  Centennial  Fund  em- 
braces a  nnaster  plan  including  a  new 
building  for  the  school  (dedicated  in 

The  conservation  of  great  art  des- 
cribed in  the  accompanying  article 
is  a  busy  activity  of  the  Art  Institute 
that  the  typical  visitor  never  gets  to 
see.  It  involves  microscopy  of  12  to 
15  times  magnification,  delicate 
scrubbing  film  caused  by  aging,  and 
sometimes  the  removal  of  a  support 
from  the  back  of  the  canvas. 


October),  the  restoration  of  the  trad- 
ing room  from  Louis  Sullivan's  old 
Chicago  Stock  Exchange,  a  new  audi- 
torium, and  asecond  floor  of  galleries 
surrounding  McKinlock  Court. 

Membership  is  the  largest  of  any 
art  museum  in  the  world,  and  patron- 
age is  2  million  people  a  year,  but 
Chalmers  would  liketomake  it  better. 

"Proportionate  to  its  population, 
Indianapolis  has  twice  as  many  mem- 
bers as  we  do,"  says  Chalmers.  "Our 
mission  is  to  make  many  more  Chica- 
goans  fully  aware  of  the  assets  of 
the  Art  Institute." 

The  individual  member  gets  free 
admission  to  the  Institute,  previews 
of  major  showings,  a  10  percent  dis- 
count on  purchases  at  the  Institute 
store  and  ready  access  to  the  art 
libraries. 

Another  way  for  anyone  to  give  is 
with  a  donation  of  art.  If  such  a  gift 
does  not  fit  into  the  Institute's  collec- 
tion, permission  may  be  requested 
to  sell  the  object  and  then  to  purchase 
something  appropriate. 

A  Living  Thing 

Often  significant  treasures  come 
via  the  gift  route.  Chalmers  recalls 
when  two  attorneys  called  a  couple 
of  years  ago  to  say  that  a  Mrs.  Sears 
of  Evanston  had  left  two  paintings  to 
the  Art  Institute.  They  didn't  know 
the  value. 

"When  we  sent  the  curator  to  inves- 
tigate." says  Chalmers,  "he  found 
twoabsolutely  handsome  wood  panel 
paintings  that  had  been  in  the  family 
for  generations.  It  is  doubtful  that 
we  could  ever  have  afforded  these 
works  if  they  had  been  for  sale  on 
the  competitive  market." 

The  Art  Institute  is  a  living  thing 
constantly  revitalizing  itself.  It  will 
not  be  tomorrow  what   it   is  today. 

If  you  were  here  last  when  you  were 
15  and  you  are  now  40,  there  have 
been  at  least  100,000  paintings  —  just 
on  special  exhibition  —  that  you  have 
missed. 

And,  regardless  of  how  many  times 
you  have  been  there  in  the  past,  you 
will  still  be  missing  a  great  deal  if 
you  do  not  get  to  the  Art  Institute 
several  times  in  the  new  year. 

Your  CTA  driver  is  waiting. 


eta  Quarterly 


Renoir's  "On  The  Terrace" 


4th  quarter,  1976 


Transit 

Industry's 

Spokesman 


James  J.  McDonough,  acting  chairman 
of  the  Chicago  Transit  Authority,  has 
become  the  nation's  chief  spokesman  in 
behalf  of  urban  mass  transportation  as 
a  result  of  his  election  to  the  chairman- 
ship of  the  American  Public  Transit 
Association. 

As  APTA  chairman,  McDonough  suc- 
ceeds Dr.  William  J.  Ronan,  chairman  of 
the  Port  .Authority  of  New  York  and  New- 
Jersey  and  former  chairman  of  the  Metro- 
politan Transportation  ."Authority  of  New 
York. 

With  more  than  300  systems  as  mem- 
bers, APTA  represents  the  transit  industry 
in  the  United  States,  Canada  and  Mexico. 
More  than  90  percent  of  public  transit 
riders  in  the  United  States  are  carried  by 
the  system  members  of  APTA,  which  is 
headquartered  in  Washington,  D.C. 

McDonough,  who  also  is  president  of 
Murphy  Engineering,  Inc.,  Chicago-based 
engineering  firm,  was  appointed  to  the 
Chicago  Transit  Board  last  December  by 
.Mayor  Richard  Daley.  His  term  with  the 
CTA  extends  to  September  1,  1980. 

Prior  to  his  appointment  to  the  CTA 
Board,  McDonough  had  extensive  public 
service  in  the  transportation  field.  From 
1969  to  1974,  he  served  as  commissioner 
heading  the  Chicago  Department  of 
Streets  and  Sanitation,  which  is  the  second 
largest  department  of  city  government 
and  which,  among  many  activities,  in- 
cludes the  Bureaus  of  Streets  and  of  Street 
Traffic,  both  of  which  have  close  working 
relationships  with  the  CTA. 

He  joined  the  Department  of  Streets 
and  Sanitation  in  1958  as  an  administrator 
for  the  Chicago  Skyway,  for  which  he 
subsequently  was  manager.  In  1964,  he 
was  promoted  to  first  deputy  commis- 
sioner of  the  Department  of  Streets  and 
Sanitation. 

In  his  position  as  the  new  APTA  chair- 
man, McDonough  serves  as  the  associa- 
tion's chief  executive  officer  and  presides 
at  meetings  of  the  association  and  its 
board  of  directors. 

As  the  nation's  chief  spokesman  for 
transit,  he  is  in  the  leadership  role  in  the 
formulation  of  transit  legislation,  and 
represents  the  industry  before  Congres- 
sional committees  and  other  groups. 


At  the  October  meeting  in  San  Fran- 
cisco, where  he  was  elected,  McDonough 
set  forth  the  following  12-point  action 
program  for  the  coming  year: 

— Increase  federal  assistance  programs 
to  accommodate  growing  financial  needs 
in  the  industry. 

—  Better  document  the  long  and  short- 
range  benefits  of  public  transit  to  estab- 
lish a  clearly  stated  rationale  for  public 
funding  of  transit  capital  and  operating 
costs. 

— Utilize  the  concept  of  urban  trans- 
portation system  management  as  a  means 
of  maximizing  public  transit  effectiveness, 
efficiency  and  productivity. 

— Simplify  federal  regulations  and  pro- 
cedures to  reduce  unnecessary  complexity 
and  needless  red  tape. 

—Establish  the  role  of  public  transit 
agencies  as  participants  in  the  cooperative 
urban    transportation    planning    process. 


— Enlarge  the  transit  financial  manage- 
ment function  of  public  transit  operators 
to  provide  information  to  policy  makers 
and  transit  managers. 

— Increase  and  improve  the  available  fo- 
rums for  transit  industry  communications. 

—Develop  and  implement  bus  tech- 
nology improvements  to  advance  the  state- 
of-the-art  of  bus  design,  operations  and 
procurement. 

— Development  and  implement  rail 
technology  improvements  to  advance  the 
state-of-the-art  of  rail  design,  construc- 
tion, operations  and  procurement. 

— Analyze  forms  of  new  transit  tech- 
nology lo  determine  their  appropriate 
applications. 

—  Explore  means  of  improving  transit's 
operating  en\ironmcni. 

—  Expand  communications  and  under- 
standing among  the  international  commu- 
nity of  those  with  a  transit  interest. 


eta  Quarterly 


vn^  TT- 


Farewell 


James  R.  Quinn,  vice-chairman  of  the  Chicago  Transit 
Authority,  died  November  26.  He  would  have  been  86  years  old 
on  December  27. 

Mr.  Quinn  was  the  only  remaining  member  of  the  original 
board  of  the  CTA. 

He  was  appointed  in  1945  by  the  late  Mayor  Edward  J.  Kelly; 
was  reappointed  by  the  late  Mayor  Martin  H.  Kennelly;  and,  in 
recent  years,  was  reappointed  by  Mayor  Richard  J.  Daley. 

Until  he  become  ill  earlier  this  year,  Mr.  Quinn  divided  his 
time  between  his  law  office  at  One  North  LaSalle  Street  and  the 
CTA  headquarters  in  the  Merchandise  Mart. 

He  had  been  a  constant  transit  rider,  taking  a  combination 
bus-rapid  transit  trip  to  and  from  his  home  at  2013  MorseAvenue 
and  downtown. 

Born  in  1 890,  on  Chicago's  west  side,  he  first  became  acquainted 
with  transit  by  riding  horsedrawn  streetcars  and  cable  cars  which 
operated  until  the  turn  of  the  century. 

From  1931  to  1945,  Mr.  Quinn  was  alderman  of  the  50th  ward, 
and  for  many  years  served  as  the  Democratic  committeeman  of 
that  far  north  side  ward.  He  was  a  delegate  to  the  Democratic 
National  Convention  in  1940,  and  was  a  presidential  elector 
in  1944. 

For  the  11  years  prior  to  his  appointment  to  the  original  CTA 
Board,  he  was  chairman  of  the  Local  Transportation  Committee 
of  the  Chicago  City  Council. 

In  that  position,  he  was  active  in  proceedings  that  led  to  the 


construction  of  Chicago's  State  Street  subway  in  the  late  1930s. 

In  1912,  Mr.  Quinn  was  a  member  of  the  second  class  to  be 
graduated  from  the  Law  School  of  Loyola  University  in  Chicago. 
Prior  to  army  service  in  World  War  I,  he  was  an  assistant  state's 
attorney  of  Cook  County  and  a  professor  of  law  at  Loyola. 


Enter 
Riding 


A  noted  actress  whose  career  has 
taken  her  around  the  world  started 
her  travels  on  Chicago's  own  north- 
south  rapid  transit  line. 

Mercedes  McCambridge,  in  town 
recently  to  star  in  the  Drury  Lane 
South  production  of  "No  Sex  Please, 
We're  British,"  spoke  about  her  L 
travels  to  WBBM  radio  talk  show 
hosts  Bob  and  Betty  Sanders  and, 
later,  in  a  telephone  interview. 

Miss  McCambridge  recalls  how 
she  grew  up  on  Chicago's  South  Side, 
in  the  Hyde'  Park  and  South  Shore 
communities.  It  was  then  she  was 
signed  to  a  five-year  contract  with 
NBC  for  radio  drama. 

That  led  her  to  some  of  radio's  most 
famous  programs  —  Jack  Benny,  I 
Love  A  Mystery,  One  Man's  Family, 
Lights  Out,  and  Inner  Sanctum. 
Orson  Welles  called  her  "the  world's 
greatest  radio  performer." 

Atthesametimethat  Miss  McCam- 
bridge was  under  contract  to  NBC, 
she  kept  up  her  studies  at  Mundelein 
College,  on  Chicago's  far  north  side. 


At  this  point,  between  1934-37,  she 
regularly  took  the  Chicago  Rapid 
Transit  as  many  as  six  times  a  day. 

"I  used  to  catch  a  bus  at  70th  and 
South  Shore,  then  take  a  train  from 
Stony  Island  to  Loyola  for  morning 
classes  at  Mundelein  before  riding 
downtown  to  the  Merchandise  Mart 
and  NBC,"  she  says. 

Miss  McCambridge  would  head  to 
Mundelein  for  a  lesson,  then  travel 
back  to  the  Mart  again  for  another 
show  and  ride  back  up  north  to  Mun- 
delein for  a  late  afternoon  class 
before  returning  home  at  8:30  p.m. 

Before  long,  she  says,  the  motor- 
men  and  conductors  got  to  know  her 
and  always  saved  a  vacant  seat  so  she 
could  "settle  down." 

"It  was  the  only  way  I  could  study," 
she  says,  adding  that  she  had  to  keep 
"my  nose  in  the  books"  lest  a  conduc- 
tor catch  her  looking  out  the  window, 
because  then  she  would  receive  a 
sound  scolding.  She  said  it  was  as  if 
Chicago's  transit  system  shared 
center  stage  with  drama  at  Mundelein 
as  an  environment. 

The  academy-award  winning  ac- 
tress has  yet  to  break  her  reading 
habit,  explaining  that  she  first  learned 
to  understand  Plato  while  commuting 


Mercedes  McCambridge 

from  her  farm  in  Brewster  to  New 
York  City. 

"You  can  get  so  much  work  done  on 
the  train.  I  don't  understand  those 
people  I've  seen  sitting  staring  out 
the  window,"  she  says. 

Established  stars  may  not  do  much 
riding  on  the  CTA,  but  Miss  McCam- 
bridge proves  than  an  ingenue  can 
certainly  learn  how  to  be  a  star  by 
taking  advantage  of  the  CTA  "study 
while  riding"  habit. 

Anit  Leppiks 
CTA  Public  Affairs 


4th  quarter,  1976 


i 


bigboM 
taste  makes 
your  mouth 
come  alive! 


Wrigley  Rides  Again 

Those  Big  Red  chewing  gum  advertisements  that  CTA 
riders  have  been  seeing  on  buses  and  rapid  transit  cars 
signal  a  Wrigley  test  run  that  other  marketers  of  consumer 
products  may  v>/ish  to  copy. 

The  company's  possible  return  to  public  transportation 
in  big  city  markets  outside  New  York  (it  never  left  there) 
represents  an  attempt  to  boost  the  selling  productivity  of 
an  ad  budget  inflated  by  rising  TV  costs. 

Until  so  many  urban  American  homes  were  equipped 
with  television  receivers,  transit  advertising  and  outdoor 
advertising  were  the  mainstays  of  Wrigley's  marketing. 

In  fact,  if  you  gave  the  truth,  like  gum,  just  a  little 
elasticity,  you  could  make  a  case  for  the  proposition  that 
transit  advertising  built  the  Wrigley  Building. 

Spearmint  Started  Something 

Wrigley  started  selling  chewing  gum  in  1893,  but  it  was 
not  until  14  years  later  in  1906  that  it  promoted  Wrigley's 
Spearmint  with  an  advertising   drive  in   three  cities. 

Every  streetcar  in  Syracuse,  Rochester,  and  Buffalo 
carried  a  Spearmint  car  card.  It  worked  so  well  that,  by 
1908,  Wrigley's  Spearmint  advertising  was  visible  to  every 
rider  in  every  streetcar  in  every  large  city.  And,  by  1910, 
Wrigley's  Spearmint  had  become  the  best-selling  brand 
of  chewing  gum  in  the  nation. 

The  result  was  the  signing,  in  1910,  of  the  nation's  first 


i 

Across  the  way  from  Big  Red  are  some  of  his  predecessors 
emanating  from  the  original  Wrigley  gum  factory  at  35th 
and  Ashland  in  Chicago.  Top  left,  1910,  one  of  the  car 
cards  designed  to  "make  the  spear  stand  out."  Right, 
1914,  one  of  the  first  "good  breath"  appeals  in  advertising. 
Lower  left,  1914,  the  World  War  I  motif.  Right,  1927,  the 
Spearmint  dwarf,  capitalizing  on  winter. 

million  dollar  contract  for  streetcar  advertising.  And 
William  Wrigley  Jr.  expressed  his  faith  In  transit  to  sales- 
men through  a  direct  mail  piece  Illustrated  with  minia- 
ture color  reprints  of  car  cards.  (See  page  16) 

This  heavy  emphasis  on  car  cards  continued  for  more 
than  50  years  —  even  through  World  War  II  when  the  prod- 
uct was  unavailable  in  the  civilian  economy. 

But,  as  television  emerged  as  the  dominant  source  of 
impact  within  the  home,  taking  an  annually  bigger  bite  of 
marketing  investment,  Wrigley  was  forced  to  limit  transit's 
share  of  the  budget  to  the  crowded  New  York  subway  car. 

Until  this  year  —  when  the  company  brought  out  Big 
Red,  the  cinnamon-flavored  gum  with  the  red  wrapper  and 
a  cowboy  advertising  theme. 

As  reported  by  George  Lazarus,  one  of  the  nation's 
best-known  marketing  editors,  in  his  daily  Chicago  Trib- 
une column:  "Under  a  one-year  contract  with  Metro  Tran- 
sit, 2,000  Chicago  Transit  Authority  buses  and  elevated 
trains  are  now  carrying  special,  illuminated  11x14  car 
cards  on  the  inside  .  .  .  this  8,000-card  order  obviously 
is  a  shot  in  the  arm  for  the  transit  people." 

t^arketing-mindedness  may  be   a  current    fashion    in 


eta  Quarterly 


"DON'T  SMOKE  AGAIN  TONIGHT!  ..  I 

WRIOJ  t  \  s  Ezzzs^  IS  THE  SUBSTITUTE. 
passes  time-purifies 
breath  -aids  teeth, 
appetite  and  digestion. 

BUY  IT  BY  THE  BOX. 

It  costs 
less- 

of  any 
dealer. 


The  sweet  breath  of 
rows  comes  from  chewing 
greens  such  as  we  use 
in  making  wmnilt^ 


"  PEPSIN  GUM '^lii" 


Sharpens  Appetite  ^  ■aqa&jgtTT^'*'™''^::^  Soothes  Nerves 
Aids  Digestion       Buy  It  By  The  Box    Brightens  Teeth 


When  there«  tiresome  work  to  be  done 


and  raw  the  North  vvtnds  blow 
Tho  hilK  are  bleak,  with  pearly  snow 
To  pale  checks  winter  brings  aglow 
helps  to  keep  them  so 


business  management.  With  Wrigley,  however,  it  is  a 
long-standing  tradition. 

When  the  founder  came  to  Chicago  in  the  spring  of 
1891 ,  he  immediately  began  a  business  in  selling.  He  sold 
soap  to  the  wholesale  trade.  He  used  baking  powder  as  a 
sales  premium  so  successfully  that  baking  powder  soon 
became  "the  line"  and  chewing  gum  was  adopted  as  the 
premium.  Then,  two  years  later,  the  same  process  re- 
peated itself' and  chewing  gum  became  "the  line"  —  with 
Wrigley's  Juicy  Fruit. 

"Tell  'em  quick,  and  tell  'em  often"  was  the  original 
Wrigley's  advertising  watchword.  This  principle  was 
carried  on  by  son  Philip  K.  Wrigley,  when  he  succeeded 
to  the  presidency  in  1925  and  has  now  again  been  en- 
dorsed by  grandson  William  who  became  president  in  1 961 . 

"You  must  have  a  good  product  in  the  first  place  and 
something  that  people  want,"  the  original  Wrigley  told 
Merle  Crowell,  editor  of  American  Magazine,  "\ox  it's  eas- 
ier to  run  down  a  stream  than  up.  Explain  to  folks  plainly 
and  sincerely  what  you  have  to  sell,  do  it  in  as  few  words 
as  possible  —  and  keep  everlastingly  coming  at  them." 

Keeping    "everlastingly   coming    at    them"    was    best 


achieved  through  outdoor  advertising  and  transit  advertis- 
ing, he  thought.  Of  all  forms  of  advertising,  Fortune 
Magazine  reported,  Wrigley  "preferred  car  cards." 

"Transit  advertising  singles  out  that  active  group  that 
moves  about,  and  has  many  opportunities  to  see  gum 
displayed,"  said  former  long-time  company  advertising 
director  Henry  L.  Webster,  some  years  ago. 

The  Transit  Prospect 

While  the  rider  is  relaxed  and  on  his  way  somewhere, 
Wrigley  reasoned,  transit  advertising  is  in  good  position 
to  command  his  attention  and  awaken  his  interest. 

Only  rarely  is  the  purchase  of  gum  planned  in  advance. 
Gum  is  an  impulse  item.  The  car  card  serves  as  a  reminder 
to  pick  up  a  pack  or  two  at  the  next  news  stand  or  store 
on  the  corner. 

The  full  color  provided  by  the  car  card  assures  instant 
recognition  of  the  package  at  the  point  of  sale. 

The  Wrigley  Company  has  always  produced  its  transit 
.advertising  "in  house",  enlisting  the  active  participation 
and  the  creative  imagination  of  the  boss  himself. 


4th  quarter,  1976 


WRIGLEYS   f.    1 


jV?»  .      *•    I     WITH    THOS 


Wrigley  car  cards  are  designed  to  compel  maximum 
attention.  Striking  color  effects  are  attained  through  skill- 
ful use  of  offset  lithography  and  large  illustrations. 

Copy  is  often  written  in  one  continuous  block  and  kept 
short  to  make  total  readership  easy. 

The  earliest  Wrigley  ads  emphasized  the  personal  care 
benefits  of  chewing  between  meals: 

Improves  digestion.   Cleans  the  teeth.    Relieves  thirst. 

Makes  breath  fresh. 

But,  the  advertising  theme  that  really  did  it  for  Wrigley's 
Spearmint  was  "The  Flavor  Lasts!" 

This  slogan  dominated  Spearmint  advertising  for  many 
years,  becoming  a  catch-phrase  in  American  folklore,  and 
eventually  inspiring  a  popular  song  lyricist  to  ask:  "Does 
the  Spearmint  lose  its  flavor  on  the  bedpost  overnight?" 

Gum  Market  Growth 

In  case  you  were  not  around  in  this  era,  you  may  not 
appreciate  the  large  marketing  impact  that  Wrigley  made 
with  this  theme. 

In  fact,  the  idea  of  a  flavor  that  wouldn't  wear  out  be- 
came so  successful  that  the  claim   was   imitated. 

To  warn  the  riding  public  against  imitators,  the  com- 
pany emphasized  the  spear  design  on  the  wrapper  and 
advised  gum  purchasers  to  look  carefully  at  the  logo  be- 
fore handing  any  clerk  their  nickels. 

An  advertising  artist  put  a  human  face  near  the  spear 
end  of  the  logo,  turning  it  into  a  dwarf  with  a  pointed  hat. 
This  kewpie-like  character  was  then  adopted  as  an  ani- 
mated logo  for  the  other  two  brands  of  Wrigley  gum  then 
in  existence  —  Juicy  Fruit  and  Doublemint. 

By  the  time  of  World  War  I,  Wrigley's  chewing  gum  had 
become  as  popular  with  the  armed  services  as  cigarettes. 
Car  cards  suggested  that  families  and  friends  send  boxes 
of  gum  to  "the  boys  over  there." 


A  continuing  tie-in  of  Wrigley  posters  with  seasonal 
sports  began  in  the  20's  —  football  rah-rah,  golf,  tennis, 
baseball,  and  so  on.  The  sports  designs  were  changed 
every  two  months. 

By  the  '30's,  the  word  "inexpensive"  had  been  given 
prominent  position  on  many  of  the  car  cards.  The  great 
depression  was  on. 

In  these  years,  too,  gum-chewing  for  relief  from  tension 
joined  the  benefit  list.  A  black-and-white  series  of  line 
cartoons  by  Art  Helfant  presented  humorous  home  and 
office  situations  in  which  gum  was  recommended  as  an 
antidote  "for  nervous  moments"  or  "for  little  shocks." 

The  tie-in  between  the  car  card  stimulus  and  the  gum- 
purchasing  outlet  was  never  less  subtly  nor  more  effec- 
tively expressed  than  in  this  plain  unillustrated  car  card 
message  of  the  same  period: 

NOTICE  TO  PASSENGERS 
For  your  convenience,  you  will  find  slot  machines  at  Sub- 
way and  Elevated  stations,  containing  WRIGLEY'S  four 
famous  brands  of  chewing  gum. 
WRIGLEY'S 
SPEARMINT         DOUBLEMINT        JUICY  FRUIT         P.K. 

In  case  you  have  forgotten,  P.K.  gum  (named  for 
"packed  tight,  kept  right"  and  not  for  Philip  K.  Wrigley, 
as  so  many  people  have  assumed)  was  made  up  in  bite- 
sizes  of  gum  coated  with  mint  candy. 

Public  Service  Work 

Wrigley  car  cards  have  been  generous  to  national 
causes.  In  the  first  months  of  the  New  Deal  under  Presi- 
dent Franklin  D.  Roosevelt,  an  emergency  effort  was 
made  to  pump  confidence  into  the  depressed  economy  by 
getting  more  money  into  circulation  and  putting  a  floor 
under  plummeting  price  levels. 

The  National  Recovery  Administration  formulated  price 


eta  Quarterly 


AD  DISHUN.  THE  NOTED  BOOKEEPER  SAYSJANYWAY  YOU 
FIGURE  IT,  WRIO  LEY'S  GUM  TOTALS  UP  EXACTLY  RIGHT 
IT  BALANCES  YOUE.  DIGESTION  AND  HELPS  YOU  KEEP 
ON   THE    PROPER   SIDE  OF  THE   LEDGER   PHYSICALLY/" 


Top  left,  on  opposite  page,  it's  1931  and  the  effects  of  the 
depression  are  evident  in  the  price  appeal.  Right,  1931 
also,  recognition  of  a  need  for  relief  from  tension.  Lower 
left,  on  opposite  page,  Happy  New  Year,  1933,  and  a  new 
art  style.  Right,  1933,  help  for  President  Franklin  D. 
Roosevelt  in  pulling  America  out  of  the  depression. 
Above,  1934,  an  appeal  linked  to  occupations. 

codes  for  segments  of  industry  and  asked  for  voluntary 
connpliance.  The  famed  Blue  Eagle  of  the  NRA  symbolized 
a  company's  cooperation  in  the  plan. 

Wrigley  used  the  Blue  Eagle  on  all  its  gum  wrappers 
and  in  its  advertisements.  In  August,  1933,  the  company 
vk^as  proud  to  display  on  streetcars  and  buses  across  the 
country  a  blow-up  of  a  Western  Union  yellow  telegram 
from  the  NRA  Administrator,  Gen.  Hugh  Johnson,  thanl<- 
ing  Wrigley  for  the  widespread  use  of  the  NRA  Insignia. 
Space  on  Wrigley  car  cards  has  been  utilized  to  encour- 
age the  purchase  of  defense  bonds,  to  further  public 
health  habits,  and  to  safeguard  the  environment.  In 
March,  1940,  this  "etiquette"  message  occupied  part 
of  the  Doublemint  card: 
"Be  considerate  .  .  . 

"The  popular  person  always  is.  Here  is  one  way  you  can 
show  consideration  for  others.  After  enjoying  —  dis- 
pose of  delicious  Doublemint  Gum  in  a  piece  of  paper." 
During  World  War  II,  when  all  the  popular  brand  name 
gum  Wrigley  could  produce  had  to  be  reserved  for  troops 
in  Europe,  Africa,  and  the  Far  East,  the  company  con- 
tinued to  use  car  cards  to  keep  its  brand  names  before 
the  public. 

One  of  the  most  memorable  Wrigley  cards  was  that 
depicting  an  empty  gum  wrapper,  unfolded,  with  the 
silver  foil  lining  showing.  The  copy  asked  the  reader  to 
"remember  this  wrapper"  that  could  only  be  filled  again 
when  the  war  was  won. 

The  Shepard  Technique 

This  was  one  of  many  Wrigley  posters  created  by  Otis 
Shepard  who  introduced  a  distinctive  air  brush  technique 
in  advertising  art. 

Shepard's  angular  "fresh  young  American"  faces  began 
to  appear  in  Wrigley  advertising  in  the  late  '30's.  Perhaps 
the  most  noted  introduction  was  that  of  the  Doublemint 
twins  in  April,  1939. 

Born  in  Kansas  in  1894,  Shepard  studied  at  the  Mark 
Hopkins  Institute  in  San  Francisco  and  later  became  art 
director   of    the    west    coast    outdoor   advertising    firm, 


Foster  and  Kleiser,  He  moved  to  Chicago  and  joined  the 
Wrigley  Company  in  1932. 

Car  card  art  of  the  post-World  War  II  era  featured  the 
twins  wearing  various  flat-colored  hats  and  flowers.  In  the 
mid-1 950's,  the  company  tied  a  series  of  cards  directly  to 
the  act  of  riding  public  transportation. 

The  popular  impression  is  that  Wrigley's  is  among  the 
three  or  four  largest  users  of  advertising,  although  many 
companies  in  other  lines  of   business  spend   far  more. 

But,  Wrigley  advertising  is  consistent  and  continuous, 
year  in  and  out.  This,  too,  is  traditional. 

During  the  business  slump  of  1907,  William  Wrigley  Jr. 
decided  to  expand  his  advertising  program  at  the  very 
time  that  most  companies  were  slashing  their  promotional 
expenses.  He  reasoned  that  with  others  cutting  down,  in- 
cluding competitors,  Wrigley  gum  would  get  that  much 
more  attention. 

In  the  depths  of  the  depression  in  1932,  Philip  K. 
Wrigley  kept  his  advertising  schedule  firm.  At  the  same 
time  he  also  raised  the  salaries  of  company  employees 
by  10  percent  and  provided  them  with  guaranteed  annual 
wages,  beginning  in  1935. 

"I've  always  worked  in  the  advertising  part  of  the  job," 
Philip  Wrigley  told  a  Chicago  Sun-Times  interviewer  a 
few  years  ago.  "Our  advertising  is  simple.  It's  low  pres- 
sure. We  don't  make  any  wild  claims  and  we  always  try 
to  make  it  entertaining." 

Close  To  The  People 

Philip  Wrigley  attributes  much  of  his  father's  success 
to  the  fact  that  he  lived  close  to  the  people.  "He  taught 
me  to  have  a  5-cent  point  of  view,"  he  said. 

Getting  the  most  out  of  every  advertising  nickel  is  what 
the  current  Big  Red  transit  experiment  is  all  about.  This 
evidences  that  Bill  Wrigley  has  adopted  the  family  creed. 

It's  a  great  philosophy,  business-wise.  In  the  last  re- 
ported year,  Wrigley's  —  still  a  single  product  line  com- 
pany (a  monoglomerate?)  —  raised  net  sales  from  $271 
million  to  $340  million  and  earnings  per  share  from  $4.61 
to  $6.98. 

A.  G.  Atwater,  Jr.,  vice  president-advertising  for 
Wrigley,  says  that  the  new  car  card  experiment  is  no 
reflection  on  the  TV   tube's  effectiveness. 

"It's  just  that  we  might  find  the  economic  leverage  for 
a  better  media  mix,"  he  explains. 

Atwater  points  out  that  gum  consumers  are  more  likely 
to  exercise  the  urge  to  pick  up  another  pack  at  the  next 
candy  stand  near  the  transit  stop  than  they  are  to  bolt  out 
of  the  house  to  chase  down  a  pack  at  the  supermarket. 

If  anything,  he  says,  buses  and  trains  provide  better 
environment  for  Wrigley's  car  cards  now  than  they  did 
in  the  days  of  saturation  —  they're  cleaner,  better  lighted, 
and  air  conditioned. 

CTA  hopes,  of  course,  that  Big  Red's  ride  will  prove 
so  prosperous  that  a  nationwide  track  will  be  indicated. 

Meanwhile,  since  Wrigley  doesn't  have  an  exclusive, 
any  other  advertisers  who  would  like  to  ride  along  are 
cordially  invited. 

J.  H.Smith 
CTA  Public  Affairs 


4th  quarter,  1! 


15 


1939 


Asan  unawakened  Amer- 
ica dreams  that  "peace 
in  our  time"  tias  been 
arranged  by  Ctiamberlain 
and  Hitler,  ttie  Double- 
mint  twins  reflect  a  gar- 
den party  mood  in  the 
marketplace. 


A  UILLION 

STREET  CAR 


The  largest  contract  EVER  MADE  BY  /iNY  ADVERTISER  IN  THE  WORLD  tor 
Street  Car  advertising.  Mounting  .0  ONE  MILLION.  TWO  THOUSAND  01 
HUNDRED  AND  SEVENTY-ORE  DOLLARS  ANH  NINETY  CENTS,  was  signed  by  us'e  few 


days  ago  «lth 

Ing  of  WRIGLEY'S  SPEARMINT  CHEWING 

for  advertising  for  WRIGLEY"  "  

street  cars  In  Buffalo.  NY 

successful  from  the  start,  tknd  we  took  on  the  oars.  State 

I  the  t 

until   it  was  earning   for  its  owners 

le  other  nediuDS  are  no*  used,    if  we 

would  still  hang  on  to  the 


DPLLAR   CONTRACT 
OR 
ADVERTISING 


STREET  RAILWAYS  ADVERTISING  COMPANY,  for    the  advertls- 

WINOiQUM.     The  first  contract  given 

SPEAIMINT  was  only  four  years  ago.   1 
and  ifuounted  to  a  few  hundred  dolla 


WRIGLEY'S  SPEARMINT  cards 

ALL  the  time — oorning.    noon  and  nitht— 1 

the  United  States  ALL  the  year  around  fo 


be  before  the  eyes  of  ALL  the  people 

'  -'■"■'      '■   '"    "■ e^t  oars  In  ALL 

years 


1? 


i  ,, 

llwtuM 
IHt  '^ 

fL->  GIRL  WITH  WRIOltY  [VtS 

Enjoy  Healthful  Delicious 

DOUBLEMII 

GUM  -- 


1942 


The  dream  is  over,  but 
the  nightmare  has  just 
begun.  Yet,  there  is  a 
new  spirit  of  dedication 
among  Americans  and  a 
gum-chewing  Rosie  the 
Riveter  is  worthy  of  a 
salute. 


1945 


One  of  the  most  famous 
ads  of  all  time  symbol- 
izes the  way  in  which 
smart  advertisers,  like 
Wrigley,  preserved  the 
identity  of  their  products 
while  the  products  were 
away  at  war. 


MmTU^ 


Remember  this 

wrapper. .  .it  means 

chewing  gum  of  finest 

quality  and  flavor. 

It  will  be  empty  until 

gum  of  Wrigleys  Spearmint 

quality  can  again  be  made. 


"«>5*^5 


1956 


?■> 


CHEW   WRIGLEY'S    SPEARMINT    GUM 

Get  some  a\  your  stop  .  .  .  see  for  yourself 


Give  your  taste  a  treat -enjoy 

the  deliciously  different  flavor 

JUICY  FRUIT  Chewing  Cum 


■^^HG 


.A 


1963 


In  the  fabulous  fifties  of 
the  post-war  era,  Wrigley 
car  cards  appealed  to  a 
growing  number  of  wo- 
men riders,  who  were 
riding  to  and  from  jobs 
outside  the  home. 


A  new  style  of  adver- 
tising art  appeared  in 
Wrigley  car  cards  in  the 
sixties  as  indicated  by 
this  "magenta  hair"  ver- 
sion of  the  now-famous 
Doublemint  Twins. 


^. 


Double  Your^ 


1958 


Increasing  public  parti- 
cipation in  sports  in 
the  fifties  made  such 
outdoor  activities  as 
boating,  swimming,  and 
fishing  a  natural  moti- 
vation for  picking  up  a 
pack  of  Wrigley's. 


eta  Quarterly       4th  quarter,  1976 


Your  Ad 
in  Transit 


Jack  Sullivan  is  the  man  to  see  when  you  want  your 
advertisement  to  ride  on  CTA. 

Sullivan  is  the  Chicago  manager  of  Metro  Transit  Adver- 
tising (a  division  of  Metromedia,  Inc.)  at  410  N.  Michigan 
Avenue.  Zip:  6061 1 .  Phone:  (31 2)  467-5200. 

Metro  acts  as  advertising  sales  representative  for  CTA 
and  most  of  the  major  city  transit  markets  throughout  the 
United  States. 

Sullivan,  who  graduated  from  Notre  Dame,  has  been  a 
specialist  in  transit  advertising  ever  since  1945  when  he 
came  out  of  World  War  II  Army  service  and  joined  the 
Chicago  Car  Advertising  Company. 

An  affiliation  with  transit  was  a  natural  for  Sullivan. 
It  was  all  in  the  family.  His  father  was  chairman  of  the 
board  of  Chicago  Surface  Lines  before  it  was  merged  into 
the  Chicago  Transit  Authority  in  1947. 

"After  all  these  years,"  says  Sullivan,  "transit  remains 
the  best  buy  in  the  market.  It  delivers  impressions  at  only 
7-12  cents  per  thousand.  It  is  perhaps  the  only  medium 
that  makes  the  impression  while  the  prospect  is  out  of 
the  house,  probably  on  his  way  to  a  convenient  point  of 
purchase,  and  doesn't  have  to  be  reminded  later  that  he 
meant  to  buy  your  product.  ' 

"A  packaged  product  can  be  displayed  in  color  In  Its 
actual  size,"  he  continues.  "Your  car  card  Is  riding  on 
public  transportation  which  reaches  95  per  cent  of  the 
retail  outlets. 

"And  talk  about  prime  time!"  he  enthuses.  "Prime  time 
is  whenever  your  prospect  is  out  on  the  street." 

There  has  been  a  rising  interest  in  transit  over  recent 
years,  Sullivan  claims.  Industries  that  demonstrate  this 
include  cigarettes  and  cigars,  automobile  dealers,  finan- 
cial institutions,  wine  and  liquor,  and  cosmetics. 

"Real  estate  firms  find  they  can  localize  their  advertis- 
ing in  buses  that  serve  areas  In  which  their  developments 
are  located,"  says  Sullivan. 

He  is  particularly  pleased  with  the  use  of  transit  adver- 
tising by  other  media  such  as  radio  stations  and  maga- 
zines. "They  know  where  the  people  are,"  he  says. 

Sullivan  has  even  noticed  a  renewed  Interest  in  transit 
among  food  companies,  once  one  of  transit's  principal 
users.  And,  a  recent  issue  of  Grocery  Mfr.  Magazine 
would  seem  to  bear  out  this  revival. 

"For  grocery  manufacturers,  one  of  the  most  important 
consumer  segments  consistently  riding  urban  mass 
transit  is  the  ever-Increasing  number  of  working  women, 
especially  young  single  and  young  married  gals  .  .  . 
Almost  all  of  these  young  women  eventually  move  into 
prime  consumer  family  groups." 

As  indicated  in  the  accompanying  chart,  outdoor  space 
is  available  on  the  exterior  sides  and  backs  of  CTA  buses. 
Outdoor  poster  sizes  ranging  from  21"  x  44"  to  30"  x  144" 
are  available  on  back  and  sides  of  the  bus. 

Interior  displays  include  bulkheads  of  22"  x  21",  car 
and  bus  cards  of  11"  x  28"  (the  standard  size),  and 
11"  X  56"  cards. 


The  advertiser  (or  agency)  prints  his  own  cards  on  .015 
styrene.  Sullivan  can  provide  a  list  of  printers  who  are 
expert  in  car  card  printing  if  the  advertiser  requires. 

"Take  Ones"  (which  dispense  inquiry  cards,  coupons, 
and  take-home  information)  are  available  on  all  Inside 
cards  without  additional  space  charges. 

Modern  Life  (insurance)  has  been  a  user  of  "take  ones" 
in  Chicago  vehicles  for  more  than  20  years  and  attributes 
many  millions  of  dollars  worth  of  contracts  to  the  leads 
thus  produced. 

An  outdoor  advertisement  will  reach  85  per  cent  of  the 
population  an  average  of  15  times  over  a  30-day  period, 
Sullivan  says.  One  bus  card  In  every  operating  vehicle 
will  reach  50  per  cent  of  the  population  an  average  of  28 
times  in  a  30-day  period.  Sullivan  estimates  the  length  of 
the  average  bus  ride  at  23  minutes  —  so  there  Is  ample 
time  for  "getting  the  message." 

Metro  also  offers  poster  space  on  CTA  L  station  plat- 
forms and  in  CTA  subway  stations.  Advertising  agencies 
are  granted  a  15  percent  commission. 


eta  Quarterly 


CJUC^U  ^dUCJUflW 


30  "x144 "  KING  SIZE  DISPLAYS 


30  "x88"  QUEEN  SIZE  DISPLAYS 


21  "x44"  TRAVELING  DISPLAYS 


11"x28711  "x56 '  INTERIOR  DISPLAYS 


dZZi 


21"x72" 

TAILLIGHT 

SPECTACULARS 


f@!S? 


22"x21" 
INTERIOR 
DISPLAYS 


4th  quarter,  1976 


x5 


'^{  ^(jXr<:      C^Q 


"It  was  terrific  —  very  smooth  and 
very  quiet!"  exclaimed  Mayor  Rictiard 
J.  Daley. 

That  vi/as  how  the  Mayor  summed 
up  the  October  inaugural  run  of  the 
first  train  of  a  new  fleet  of  200  modern 
rapid  transit  cars  being  builf  for  the 
Chicago  Transit  Authority  by  Boeing 
Vertol  Company. 

The  fourcars  of  the  Initial  train  have 
been  undergoing  600  hours  of  testing 
in  revenue  passenger  service  prior  to 
the  start  of  delivery  of  the  196  other 
new  cars. 

Delivery  of  this  main  part  of  the 
order  is  expected  to  begin  in  1977 
and  extend  into  early  1 978. 

James  J.  McDonough,  CTA  acting 
chairman,  announced  that  the  new 
cars  will  be  assigned  to  the  North- 
South,  Ravenswood  and  Evanston 
Express  routes. 

"Everything  about  these  new  cars  is 
designed  for  passenger  safety  and 
comfort,"  said  McDonough,  in  wel- 
coming 200  guests  aboard  for  the 
inaugural  run. 

Among  the  guests  were  officials  of 


the  federal,  state  and  local  govern- 
ments and  representatives  of  various 
transportation  and  planning  agen- 
cies, including  the  Chicago  area's 
Regional  Transportation  Authority. 
Also  present  for  the  train's  debut 
was  a  delegation  of  Boeing  Vertol 
executives,  including  Howard  N. 
Stuverude,  president;  Arthur  E.  Hits- 
man,  director  of  Surface  Transporta- 
tion Systems,  and  Fred  D.  Frajola, 
director  of  Surface  Transportation 
Systems  Engineering. 

Boeing  the  Producer 

The  200  new  cars  are  being  built  by 
Boeing  Vertol,  of  Philadelphia,  at  a 
costof  approximately  $61  million. 

The  federal  government's  Urban 
Mass  Transportation  Administration 
is  funding  80  percent  of  the  cost.  The 
20  per  cent  "matching  fund"  is  being 
provided  by  the  Illinois  Department  of 
Transportation. 

Delivery  of  the  200  cars  will  bring  to 
530  the  total  of  modern  air-condi- 
tioned cars   on   the   CTA's   system. 


However,  this  is  less  than  half  of  the 
CTA's  total  fleet  of  cars. 

"We  still  need  550  more  new 
cars  to  modernize  completely  our 
rapid  transit  operation,"  explained 
McDonough,  "and  we  are  hoping  to 
obtain  further  governmental  funding 
toenable  us  to  acquire  this  additional 
equipment  at  a  rate  of  75  to  100  new 
cars  a  year." 

The  200  new  cars  being  delivered 
will  replace  outmoded  cars  between 
25 and  30  years  old. 

Red,  White,  Blue  Accents 

From  the  outside,  the  new  cars  are 
easily  identified  by  stainless  steel 
bodies  distinctively  accented  by  red, 
whiteand  blue  vinyl  striping  —  not  for 
the  Bicentennial  celebration,  but 
rather  as  a  continuing  reminder  of  the 
colors  of  our  nation  and  the  City  of 
Chicago. 

The  exterior  design  features  of  the 
new  cars  reflect  the  expertise  of  the 
consulting  firm  of  Sundburg-Ferar,  of 
Southfield,  Mich. 


eta  Quarterly 


On  October  6,  the  debutante,  a 
shining  example  of  rail  car  progress 
arrived  at  the  Merchandise  Mart 
platform  to  pick  up  a  distinguished 
"charter  party".  Naturally,  the  glam- 
our of  the  guest  list  and  the  train  also 
attracted  a  crowd  of  media  passen- 
gers, left.  Principal  passenger  was 
Chicago  Mayor  Richard  J.  Daley, 
shown  here  telling  co-host  George 
Krambles,  general  manager  of  CTA, 
that  he  liked  the  ride. 


Inside,  the  decor  reflects  the  prefer- 
ences of  CTA  riders,  as  determined  by 
acity-wide  survey  in  1971  when  public 
opinion  was  sought  for  new  transit 
equipment. 

The  seats  —  similar  to  those  of  new 
CTA  buses  —  have  brown  and  orange 
padded  cushions  in  contoured  fiber- 
glass shells.  There  are  98  seats  in 
each  pair  of  cars. 


Also  reflecting  public  preference 
are  the  dusky  walnut  woodgrain  pat- 
tern of  lower  side  walls  and  off-white 
upper  walls  and  ceiling. 

Oversize  picture  windows  of  tinted 
safety  glass  provide  riders  with  excel- 
lent viewing  and  add  to  the  overall 
brightness  and  appearance. 

The  interioralso  is  enhanced  by  the 
use  of   modern   fluorescent   fixtures 


over  windows  which  backlight  adver- 
tising panels,  provide  direct  lighting 
for  reading,  and  highlight  the  window 
recesses. 

Lights  and  Sound 

A  distinctive  feature  is  full  ceiling 

fluorescent  lighting  in  doorway  areas. 

Of  majorsignificance  as  an  entirely 


4th  quarter,  1976 


Among  the  transit  VIP's  honoring 
CTA's  new  Boeing  Vertol-built  rapid 
transit  cars  in  their  inaugural  run  were 
Theodore  G.  Weigle,  Jr.,  left,  recently 
moved  to  Chicago  as  the  regional 
director  for  the  U.S.  Urban  Mass 
Transportation  Administration,  and 
Louis  J.  Gambaccini,  vice  president 
of  New  York's  Port  Authority  Trans- 
Hudson  Corporation.  Gambaccini 
was  the  official  representative 
appointed  by  the  American  Public 
Transportation  Association. 

new  feature  are  sliding  doors  wliich 
provide  50  inches  of  clearance  for 
easy  boarding  and  alighting. 

Another  new  feature  is  an  expanded 
public  address  system  that  makes 
provision  for  announcements  to  per- 
sons waiting  on  station  platforms,  as 
well  as  to  riders  inside. 

On  the  outside  of  each  car,  there 
are  four  speakers  —  one  adjacent  to 
each  doorway. 

Inside  each  car,  there  are  six  ceiling 
speakers,  twice  as  many  as  on  pres- 
ent cars. 

Substantially  reduced  noise  levels 
have  been  achieved  through  the  use  of 
2-inch-thick  fiberglass  insulation 
throughout  the  walls  and  ceilings  of 
each  car. 

Still  another  new  feature  is  the 
isolation  of  the  body  from  the  under- 


frame  by  the  use  of  rubber  strips, 
which  muffle  noise  as  well  as  mini- 
mize vibration. 

Vibration  is  further  reduced 
through  theextensive  use  of  rubber  in 
the  construction  of  the  car  trucks 
which  support  axles,  wheels  and 
motors. 

The  air  comfort  system  is  designed 


to    maintain    a     temperature    of    72 
degrees. 

An  entirely  new  two-way  radio 
communications  system  on  board 
the  cars  insures  instantaneous  con- 
tact with  the  CTA's  Control  Center. 

Tom  Buck 
OTA  Public  Affairs 


eta  Quarterly 


Inside  CTA 


by  MaryAlice  Enckson 


In  the  belief  that  an  outsider's  words 
testify  best  to  the  excellence  of  CTA 's 
periodic  Technical  Institute,  we  sought 
and  obtained  the  permission  of  Editor 


Raymond  Padvoiskis  to  reprint  this 
article  from  the  Volume  5,  Number  3, 
1976  quarterly  magazine  of  the  Chicago 
Department  of  Public  Works. 


One  of  the  Department  of  Public  Works' 
most  important  areas  of  concern  is 
transportation.  Tfiere  are  "transportation 
sections"  in  botfi  ttie  Bureaus  of 
Arcfiitecture  and  Engineering,  as  well  as 
in  the  Research  and  Development 
division.  And  in  Chicago,  transportation 
planning  means  extensive  interaction 
with  CTA— one  of  the  nation's  largest 
intra-urban  public  transit  systems.  Before 
any  agency  can  effectively  work  with 
another,  familiarity  with  operations  must 
first  be  established.  CTA's  intensive, 
week-long  Technical  Institute  fills 
that  need. 

What  is  It  like  to  drive  a  40-ft.  bus';' How  are 
bus  schedules  sef  How  does  the  CTA 
maintain  a  constant  supply  of  electricity 
for  the  rapid  transit's  third  rail''  With  costs 
rising,  how  does  the  CTA  maintain  its  level 
of  service  without  raising  fares'' 

These  questions  seem  basic  enough  to 
the  layman,  but  when  one  professional 
transit  manager  poses  them  to  another, 
the  answers  are  long  and  often 
complicated. 

The  late  CTA  Chairman  Michael  Cafferty 
felt  there  should  be  a  compact  yet 
comprehensive  way  to  explain  such 
matters  and,  in  general,  demonstrate  how 
the  CTA  functions.  The  product  of  this 
thinking  is  called  CTATI  and  its  probably 
the  best  one-week  crash  course  overview 
of  a  major  public  transit  system  available 
anywhere, 

CTATI  stands  for  Chicago  Transit 
Authority  Technical  Institute.  Its  offered 
on  a  bi-monthly  basis,  and  people  come 
from  all  over  the  United  States  and 
occasionally  from  abroad  to  attend  The 
Department  of  Public  Works  regularly 
sends  its  staff  members  to  the  Institute 
to  gam  a  better  insight  into  the  internal 
structure  and  physical  workings  of  the 
CTA  because  the  Department  is  involved 
in  the  planning,  design,  and  construction 
of  many  of  the  CTA's  facilities  (such  as 
the  expressway  rapid  transit  lines  and 
park-and-nde  facilities).  Staff  people 
welcome  the  opportunity  to  increase  their 
working  knowledge  of  the  CTA. 


Asession  of  the  Institute  typically  includes 
participants  who  are  working  managers 
of  transit  systems — participants  whose 
specialities  may  vary  from  scheduling 
to  safety  engineering  to  insurance  A 
large  number  of  attendees  come  from 
government  agencies,  particularly 
from  the  Urban  Mass  Transportation 
Administration  (UMTA),  the  agency 
responsible  for  distributing  federal 
dollars  to  public  transit  systems. 
Newspaper  reporters  who  report  on 
public  transportation  have  attended  the 
CTATI,  as  have  transit  board  appointees 
who  eventually  make  transit  news 
happen. 

The  teaching  approach  of  the  Institute 
can  be  divided  into  two  formats;  first,  a 
standard  lecture  format  through  which 
CTA  departments  primarily  involved  in 
administration,  planning,  or  financing  are 
presented:  and,  second,  a  "seeand  try  for 
yourself, '  on-site  tour  method.  In  both 
cases,  the  emphasis  is  on  having  the 
people  who  "do  "  it,  teach  it. 

Participants  are  continually  encouraged 
to  ask  any  and  every  question  that  comes 
into  their  minds.  CTA  departments  such  as 
finance  orengineering  expectedly  draw  a 
large  number  of  questions.  What  is  not  so 
expected  isthe  large  numberof  questions 
more  mundane  departments  such  as 
Materials  Management  draw.  How  are 
replacement  parts  requisitioned''  Do 
craftsmen  usetheir  own  tools  or  does  CTA 
issue  tool  kits''  Such  questions  may  hold 
little  interest  for  a  casual  observer,  but  for 
an  out-of-town  transit  manager  planning 
part  inventories  for  his  maintenance  shop, 
the  CTA  information  is  extremely  useful 

Four  of  the  five  days  of  the  Institute 
include  field  trips  to  various  CTA 
properties.  Participants  are  given  a  supply 
of  tokens  and  a  safety  orange  CTA 

bump  "  hat,  issued  for  protection  in  the 
maintenance  shops,  but  a  great  aid  in 
making  group  members  very  obvious  and 
keeping  stragglers  from  getting  lost. 


During  an  Institute  week,  morning 
rush-hour  commuters  find  their  work  trips 
a  little  out  of  the  ordinary  when  twenty  or 
so  orange-helmeted  people  following  a 
CTATI  co-ordinator  with  a  bull  horn  board 
their  rapid  transit  tram.  Commuters  also 
have  a  chance  to  pick  up  a  little  inside 
knowledge  about  the  CTA  as  the  guide 
points  out  track  signals  and  explains 
what's  going  on  in  the  switch  towers. 

The  field  trips  take  Institute  participants 
all  over  the  CTA  system.  The  major 
destination  points  are  the  CTA  South 
Shops  at  78th  Street  and  Vincennes 
Avenue,  the  North  Avenue  Garage,  and  the 
Skokie  Rail  Yards.  After  a  tour  of  these 
facilities,  the  average  participant  has  a 
nitty-gritty  knowledge  of  how  the  2500 
buses  and  1100  rail  cars  are  kept  running 
and  how  the  people  who  operate  them 
are  trained. 

The  CTA  South  Shops  are  the  heart  of 
the  systems  bus  maintenance  facilities, 
■  Multi-faceted    is  the  word  for  this  place. 
Everything  from  rebuilding  buses  to 
testing  for  emission  standards  is  done 
here — along  with  printing  transfers  and 
counting  fares. 

As  with  all  on-site  tours,  when  the 
destination  is  reached,  the  CTATI 
co-ordmator  steps  back  and  the  shop 
superintendents  take  over  as  guides. 
Because  the  shops  are  so  large  a  small 
tram  bus,'  much  like  the    Safari  Ride" 
vehicle  at  Brookfield  Zoo,  is  used  to  move 
the  tour  through  work  areas. 

The  South  Shops  have  extensive  bus  body 
repair  and  engine  overhauling  facilities.  If 
need  be,  bus  bodies  which  may  have  been 
damaged  m  various  mishaps  can  be 
almost  completely  re-built.  Bus  engines, 
which  must  run  day  in  and  day  out  forten 
yearsor  more,  are  completely  overhauled 
The  shops  also  handle  all  CTA 
re-upholstermg  and  sign  painting. 


4th  quarter,  1976 


Learning  about  an  urban  transportation  system  at  CTATI.   Left, 
computerized  scheduling  of  bus  maintenance  at  Nortf)  Avenue  garage. 
Above,  a  tour  of  ttie  control  room  witti  James  Blaa,  left,  n^nager  of 
the  transportation  department,  as  guide.    Top  right,  close-hand 
inspection  of  shop  equipment.   Lower  right,  a  lecture  on  personnel 
development  by  Manager  Stu  IVIaginnis.   Far  right,  first-hand 
experience  in  driving  a  bus. 


As  the  Institute  tour  progresses  through 
the  various  work  areas,  the  shop 
superintendents  give  vs/ay  to  the  actual 
craftsmen  who  take  over  as  guides.  This  IS 
one  of  the  most  educational  aspects  of 
CTATI  shop  tours— listening  to  individual 
workers  explain  what  they  do. 

Originally,  many  of  the  craftsmen  did  not 
find  it  easy  to  speak  before  a  group.  Now 
that  the  Institute  has  been  offered  17  times 
and  their  initial  shyness  has  worn  off.  the 
craftsmen  show  obvious  enjoyment  m 
demonstrating  what  they  do  and  fielding 
questions  about  their  work. 

Many  of  the  questions  Institute 
participants  have  for  the  CTA  mechanics 
concern  the  determination  of  bus 
maintenance  schedules.  The  trick  to 
setting  such  a  schedule  is  getting  the 
maximum  wear  out  of  bus  parts,  yet 
not  allowing  the  periods  between  part 
replacement  or  maintenance  to  go  so  long 
as  to  jeopardize  en  route  operation. 


Through  past  maintenance  records  and 

parts  testing,  the  CTA  has  derived  mileage 
standards  for  determining  maintenance 
schedules.  When  an  individual  part  has 
served  a  certain  number  of  miles,  the  shop 
knows  It  should  be  tested  and  possibly 
replaced  or  renovated.  Shock  absorbers 
are  a  good  example  of  the  CTAs 
innovative  efforts  in  mileage  standards 
and  parts  testing.  When  the  shop  first 
sought  to  establish  shock  absorber 
standards,  it  found  that  there  was  no 
readily  available  means  of  testing  this 
part.  CTA  engineers  and  craftsmen 
got  together,  designed,  and  built  a 
"one-of-a-kind    shock  absorber  testing 
machine.  This  machine  is  now  in  daily  use 
and  has  been  demonstrated  for  shock 
absorber  manufacturers  and  other  transit 
systems 

Institute  participants  also  get  a  good 
look  at  CTA  engineering  innovation  in  an 
always  interesting  context— money 
Because  its  buses  operate  on  an  exact 
fare  system,  the  CTA  is  inundated  with 
millions  of  coins  daily.  Located  in  the 
diverse  South  Shops  facility  is  the  CTA  s 
central  counting  room.  Here  money  is 
packaged"  before  being  taken  to  the 
bank.  The  two  machines  used  to  sort  and 
count  the  coins  are  further  examples  of 
CTA  ingenuity.  They  were  designed  by 
CTA  engineers  and  built  in  the  CTA  shops 
to  meet  the  CTAs  specific  needs. 


When  the  Institute  tour  enters  the 
counting  area  they  are  greeted  with 
security  measures  which  would  make  any 
banker  feel  at  ease.  The  fare  collection 
system  works  on  the  principle  that  once 
the  coins  are  deposited  in  the  fare  box 
they  are  not  touched  by  human  hands 
until  they  are  inside  the  counting  room. 
The  coins  are  removed  from  the  fare  box 
collection  safes  and  deposited  in  the 
counting  machine,  sorted,  automatically 
counted,  and  funnelled  into  com  bags  for 
shipment  to  the  bank. 

The  rail  counterpart  to  the  CTA  South 
Shops  IS  located  in  suburban  Skokie.  The 
Skokie  Railyards  constitute  a  major  part 
of  the  rail  vehicle  maintenance  effort  for 
the  CTAs  1100  rapid  transit  cars.  The 
subassemblies  of  all  cars  are  overhauled 
on  a  predetermined  mileage  basis. 

While  the  mechanical  aspects  of  the  CTA 
are  interesting,  the  people  aspect  is 
fascinating.  One  of  the  most  valuable 
insights  Institute  participants  get  into  the 
CTA  IS  a  look  at  the  people  who  are  the 
primary  representatives  of  the  transit 
system  to  the  public — the  bus  drivers. 

Ironically,  many  of  the  Institute  attendees, 
people  responsible  for  dispensing 
millions  of  dollars  to  buy  buses,  or  people 
managing  transit  systems,  have  little  idea 
of  what  It  IS  like  to  actually  operate  a  bus. 
The  Technical  Institute  fills  this  gap  by 
offering  participants  the  same  first  bus 
driving  lesson  given  to  CTA  bus  driver 
trainees. 


eta  Quarterly 


The  actual  education  on  what  it's  like  to 
drive  a  bus  begins  the  day  before  the 
Institutes  participants  have  the  chance 
to  get  behind  the  wheel. 

At  the  North  Clark  Street  training  center, 
participants  are  given  a  summary  of  the 
classroom  instructions  new  bus  drivers 
are  given.  The  material  covered  includes 
the  principles  of  defensive  driving,  the 
CTA  fare  structure,  and  the  safety  checks 
each  driver  must  perform  on  his/her 
vehicle  before  leaving  the  garage. 

Drivers  spend  one  day  in  the  classroom 
before  they  begin  practice-driving  buses. 
Afteraday  of  practice-driving  they  go 
back  to  the  classroom  for  a  day  of 
discussion  and  quizzes.  This  is  followed 
by  another  day  of  practice  driving.  The 
total  training  program  for  a  bus  driver 
takes  fifteen  days — alternate  classroom 
instruction  and  practice  driving. 

Driving  a  40-ft.  bus  is  in  small  part  easier 
than  driving  a  car  and  m  large  part  more 
difficult.  It  is  easier  in  the  sense  that  the 
front  end  of  the  bus  allows  greater 
visibility  and  seems  more  immediate  to 
control.  It's  maneuvering  the  last  35  ft.  or 
so  that  takes  getting  used  to. 

Under  the  guidance  of  an  on-board 
instructor.  Institute  participants  are  put 
through  the  first  two  exercises  new 
drivers  face:  learning  how  to  control  a  bus 
during  a  skid  and  negotiating  a  series  of 
sharp  turns,  ideally  without  having  to  use 
the  brake.  The  skid  test  is  frightening  the 


first  time  around  since  a  new  driver  has 
little  idea  of  how  the  bus  will  react.  It  is 
especially  nerve-wracking  since  the  CTA 
course  instructors  tend  to  stand  close  to 
the  edge  of  the  course  and  several  parked 
buses  are  lined  up  nearby.  The  CTA 
on-board  instructor's  orders  are  simple: 

Floor  the  gas  pedal,  then  slam  on  the 
brakes  when  I  give  the  word."  Visions  of 
side-swiping  both  the  course  instructors 
and  the  buses  are  easy  to  conjure  up  at 
this  point.  The  reality  of  the  situation  is 
that  the  bus  will  skid  forward,  but  will  slide 
fortwo  orthree  bus  lengths  afterthe 
brakes  are  applied.  One  time  through  the 
skid  course,  the  instructor  lays  down  the 
golden  rule:   'When  skid  conditions  are 
present,  always  drive  slowly  enough  to 
avoid  a  panic  stop  " 

After  the  skid  "experience,  "  the  next  step 
IS  the  turning  course.  Participants  learn 
quickly  that  even  when  the  bus  is 
completely  under  control,  getting  it  to  do 
what  they  want  is  not  easy.  The  trick  to 
negotiating  the  turns  is  to  use  the  bus's 
mirror  system  to  see  what  the  rear  of  the 
vehicle  isdoing  and  not  to  commit  the 
front  to  the  next  turn  until  the  rear  has 
cleared  the  flag  on  the  previous  one. 
These  instructions  are  easy  to  understand 
in  word,  but  hard  to  execute  in  deed.  A 
common  consensus  of  the  participants  is 
that  had  the  flags  been  parked  cars,  there 
would  have  been  a  lot  of  berrt  fenders. 


The  final  day  of  the  Institute  is  a  Saturday. 
In  keeping  with  a  weekend  mood,  the 
half-day  Saturday  session  consists  of  a 
ride  on  the  rapid  rail  system  in  one  of  the 
CTA's  antique  trains.  CTA  staff  point  out 
the  sights  along  the  way.  and  participants 
have  a  final  chance  to  ask  questions  about 
the  system. 

By  the  time  the  Institute  participants  say 
goodbye  to  each  other  and  to  their  CTA 
hosts,  there  is  a  justifiable  feeling  of 
accomplishment.  The  participants  have 
a  good  working  knowledge  of  Chicago's 
public  transit  system.  They  have 
interacted  with  one  another.  People 
working  with  transit  in  the  east  or  west,  in 
government  or  in  the  private  sector,  know 
a  little  more  about  each  others'  views.  It's 
no  token  experience. 

MaryAlice  Erickson,  a  senior  research 
analyst  in  DPWs  R&D  Legislative 
Research  section,  is  a  recent  CTATI 
graduate. 


4th  quarter,  1976 


Improvement 


Improvement  and  renewal  must  be 
continuing  processes  in  a  dynamic 
city's  public  transportation  system. 
Herewith,  a  photo  report  on  some  of 
the  year's  developments  which  help 
to  maintain  a  modern,  efficient,  con- 
venient transit  service  for  the  many 
who  depend  on  CTA. 

Clockwise  from  top  —  Modern  high- 
intensity  fluorescent  lighting,  for 
brighter  L  stations,  is  installed  and 
tested  in  Evanston  and  the  Loop  .  .  . 
rapid  transit  stations  get  super- 
graphic  treatment  and  modernized 
instructional  signs  for  convenience 
of  riders  .  .  .  first-ever  special  CTA 
Downtown  Transit  Map  is  bi-lingual, 
has  57  mini-maps  of  bus  and  L  routes, 
a  key  to  major  destinations,  and  a 
guide  to  where  buses  run  in  busiest 
streets  .  .  .  first  pair  of  new  fleet  of 
200  rapid  transit  cars  arrive  for  test 
run  in  revenue  service  .  .  .  Clark 
Junction  Tower  on  north-south  ele- 
vated line,  enables  more  than  950 
trains  per  day,  carrying  130,000  pas- 
sengers, to  be  switched  and  routed 
by  electronic  push-button. 


eta  Quarterly 


^gjy 

" 

raQl 

eta 

downtown  transit  map 

mapa  del  centro 


4th  quarter,  1976 


Clockwise  from  top  left  —  Students 
at  Harry  S.  Truman  College  given 
easier  access  to  new  building,  en- 
couraged to  make  greater  use  of 
rapid  transit  with  establishment  of 
special  entrance  to  L  at  Wilson  Ave- 
nue station  .  .  .  modern  rapid  transit 
terminal  for  Eisenhower  route  at 
DesPlaines  Avenue,  Forest  Park, 
authorized  by  Transit  Board;  $5.5- 
million  structure,  funded  by  Urban 
Mass  Transportation  Administration 
and  Illinois  Department  of  Transpor- 
tation, is  now  under  construction  .  .  . 
trespass  barriers  of  jaw-like  design, 
developed  by  CTA  engineers,  are 
installed  at  23  rapid  transit  cross- 
ings; sharply  pointed  timbers  stop 
people  and  animals  from  getting 
on  the  right-of-way  .  .  .  extensive 
track  renewal  on  North-South,  Ra- 
venswood,  Douglas  lines  maintains 
smooth,  safe  rides  for  rapid  transit 
passengers;  new  continuously-weld- 
ed rail,  new  ballast  for  roadbed,  new 
ties  assure  this. 


eta  Quarterly 


Counter-clockwise  from  top  left  — 
Bus  passenger  st)elter  at  Ctiicago 
and  Fairbanks,  adjacent  to  North- 
western Memorial  Hospital,  inaugu- 
rates program  to  erect  100  shelters 
at  sites  selected  in  cooperation  with 
Chicago  city  government  .  .  .  new 
turnstiles  that  pop  up  transfers,  when 
paid  for,  and  accept  all  coins  from 
penny  to  half-dollar  are  installed  at 
busiest  rapid  transit  stations  .  .  .  new 
$147,000  bus  turnaround  at  Division 
and  Austin  provides  windscreens, 
lighting,  telephone  for  convenience  of 
waiting  and  transferring  passengers. 


4th  quarter,  1976 


\^f^  SG^''  -  V'h  V;  ^ 


Q-f: 


Joseph  Benson:  a  builder  of  CTA's  library,  an  organizer 
of  inter-library  cooperation. 


Transit  in  the 
Library  Network 

The  so-called  special  library  —  with  real,  live,  profes- 
sional librarians  and  a  strong,  substantial  collection  of 
literature  —  is  the  basic  unit  in  any  organization's  executive 
information  system. 

ThisistrueatCTA, 

A  special  library  may  also  have  access  to  a  wealth  of 
outside  resources  about  other  industries  and  activities 
made  available  through  a  formal  agreement  involving  the 
mutual  exchangeof  dataamong  all  typesof  libraries. 

This  is  also  true  at  CTA. 

In  fact,  Joseph  Benson,  director  of  the  Harold  S.  Anthon 
Memorial  Library  at  CTA,  is  one  of  the  organizers  of  the 
Illinois  Regional  Library  Council  (IRLC)  which  is  such  a 
library  network. 

Benson  came  to  CTA  in  1974  to  expand  the  library  and 
its  services  in  line  with  CTA's  growth  and  the  increasing 
importance  of  public  transportation  in  the  handling  of  a 
great  city's  social,  economic,  and  energy  needs  and 
challenges. 

Started  on  a  small  scale  in  1967,  the  CTA  library  was 
enlarged  the  following  year  with  Mrs.  Harold  S.  Anthon's 
donation  of  engineering  materials  belonging  to  her  late 
husband,  who  had  been  CTA's  general  superintendent 
of  engineering. 

Benson,  a  graduate  of  the  University  of  Chicago  Gradu- 
ate School  of  Library  Science,  had  spent  seven  years  man- 
aging the  Joint  Reference  Library  of  the  affiliate  Public 
Administration  Center  on  the  university  campus.  He  had 
also  revamped  the  Municipal  Reference  Library  of  Chicago, 
located  in  City  Hall. 

His  principal  associate  in  expanding  CTA  library  services 
has  been  Mrs.  Judith  Genesen,  reference  librarian,  who  was 
a  librarian  at  the  Public  Administration  Center  and  at  the 
U.  of  C.  Laboratory  High  School. 

The  CTA  library  today  houses  5,000  books  and  750 
periodicals  related  to  mass  transit  operations.  It  has 
attained  rank  as  one  of  the  few  substantive  transit  libraries 
in  the  United  States,  along  with  ones  housed  in  San  Fran- 
cisco's Bay  Area  Rapid  Transit  headquarters  and  in  Denver. 

"We  collect  everything  related  to  mass  transit  that  might 
be  useful  to  a  company  of  our  size,"  Benson  explains. 

In  addition,  Benson  pointsout,  even  aspecialized  library 
must  also  cater  to  the  needs  of  those  whose  interests  go 
outside  the  "nuts  and  bolts"  of  the  industry  itself. 

Just  a  glance  through  the  CTA  library's  loose-leaf, 
continuously-updated  User's  Guide  is  indicative  of  the 
wide  range  of  topics  touched  by  transit.  Here  are  some  of 
the  many  classifications: 

Air  Quality  Interpersonal  Relations 

Botany  in  Chicago         Junior  Colleges 
Concrete  Land  Use 

Demography  Marketing  Research 

Energy  Policy  Noise  Control 

Fund  Raising  Solar  Heating 

Housing  Women  Executives 

"We  are  an  information  center  for  CTA  employees," 
Benson  says,  "and  the  needs  of  our  people  range  widely. 


eta  Quarterly 


Government  Agencies 
Oil  Companies  


University  Research 
Bureaus 

Professional  Firms  - 

Associations  

Banks  . 


Illinois  Regional 
Library  Council 
(IRLC) 


Suburban 

Library 

System 


CTA  Library 


m^ 


User:   Report  on  Economic 
Impact  of  Transit 


Chicago  Library  System 
(ILLINET) 


Northwestern  Univ. 

I 
Transportation 
Information 
Service 
Network 
(TRISNET) 


They  may  have  management  problems,  personnel  prob- 
lems, financial  problems.  We  have  to  have  materials  for  all 
of  them." 

Though  generally  abletorely  on  the  collection  he  helped 
to  build,  Benson's  idea  of  a  complete  information  service 
goes  far  beyond  the  limits  of  CTA's  capacity. 

"Almost  no  field  stays  within  its  boundaries  any  more," 
he  says.  "The  role  of  the  librarian  is  to  get  the  information 
to  the  people  who  need  it.  We  must  therefore  be  aware  of 
all  the  other  resources  that  exist  and  be  able  to  tap  them 
when  necessary." 

The  idea  is  called  networking  —  the  cooperative  ex- 
changeof  materials  and  information  among  librarians. 

As  an  example  of  how  it  works,  Benson  cites  an  instance 
where  a  CTA  planner  needed  statistical  information  on 
savings  accounts.  Benson  made  a  phone  call  to  the  Federal 
Reserve  Bank  librarian  and  sent  the  inquirer  over  to  the 
bank  to  inspect  the  resulting  materials  which  had  been 
pulled  from  the  stacks  and  files. 

The  bank  library,  in  turn,  continued  to  dig  for  additional 
sources  of  information  on  savings  accounts.  They  passed 
their  findings  along  to  Benson.  He  then  referred  the  CTA 
planner  to  a  research  center  in  Ann  Arbor,  Michigan  which 
did  have  the  data  the  planner  needed  most. 

Lillian  Culbertson,  director  of  technical  services  for  the 
CTA  library,  says  that  "everybody  wants  to  know  every- 
thing thesedays." 

Acquiring  needed  information  can  be  as  simple  as  look- 
ing in  the  card  catalog  or  involve  phone  calls  and  several 
contacts  before  the  right  sources  are  hit  upon.  But  that  is 
networking  at  its  best. 

IRLC  is  effectively  a  multitype,  cooperative  library  net- 
work for  the  Chicago  metropolitan  area,  involving  special 
libraries,  pQblic  libraries,  and  academic  and  school 
libraries. 

"A  metropolitan  library  network  expands  the  resources 
available  to  us  and  it  greatly  facilitates  the  exchange  of 
information  and  materials.  It  gives  you  a  kind  of  right  to 
ask.  You're  not  quite  so  hat-in-handed  if  there  is  this 
mutual  agreement,"  Benson  explains. 

During  IRLC's  first  years,  Benson  was  a  vice-president  of 
the  board  of  directors  and  the  executive  committee.  He 
helped  to  initiate  IRLC's  "Infopass"  program,  the  use  of  an 
ID  card  for  IRLC  libraries,  giving  them  access  to  each 
other's  materials. 

Today,  he  is  still  an  active  member  and  the  CTA  library  is 
now  among  the  names  on  the  IRLC  roster.  Of  the  more  than 


192  dues  paying  member  libraries  in  IRLC,  42  percent  of 
them  are  special  libraries. 

"Special  librarians  have  had  a  lot  of  experience  in  co- 
operation. They  always  have  gone  outside  their  own  walls 
.  . .  they  know  there's  lots  of  good  stuff  out  there,  and  they 
use  it,"  says  Benson. 

Traditionally,  he  comments,  companies  were  not  likely 
to  think  of  their  company  library  in  terms  of  service  to  the 
larger  community.  But  today  the  institutions  supporting 
special  libraries  have  shown  considerable  awareness  of  the 
interdependenceof  institutionsand  ideas. 

Within  his  own  setting,  he  speaks  well  of  the  support 
CTA's  library  has  received  from  its  management  people. 

"I  thinkthey  recognize  the  benefits  of  cooperation.  They 
realize  it's  mutual . .  .that  if  we  do  give,  we  get  something 
back  .  .  .  and  they  truly  have  been  very  supporting  of  us  in 
supplying  information." 

One  testimony  to  the  success  of  the  cooperative  effort 
within  the  IRLC  network  is  the  hardcover  publication  of 
Libraries  and  Information  Centers,  a  500-page  directory  of 
all  member  libraries  in  the  Chicago  metropolitan  area. 

It  is  available  to  the  public  and  gives  an  excellent 
description  of  each  library  and  the  services  it  provides. 
Easily  one  of  the  handiest  guides  to  the  library  network 
system,  the  book  lists  such  pertinent  information  as  the 
size  of  each  library,  borrowing  privileges,  classification 
system,  subject  strengths,  etc. 

Already  five  years  old,  IRLC  has  proven  its  usefulness 
and  value  in  opening  up  communication  lines  among  a 
vast  network  of  diversified  information  sources. 

"The  regional  council  has  worked  very  well  because  all 
kinds  of  people  are  making  professional  contacts  with 
each  other  —  contacts  they  wouldn't  have  made  other- 
wise," says  Benson. 

"It  has  provided  a  vehicle  for  communicating  mutual 
needs  and  for  solving  mutual  problems." 

Though  the  sum  may  be  greater  than  its  parts,  still  at 
the  core  of  the  IRLC  remains  the  librarian,  who,  according 
to  Benson,  must  do  a  lot  of  liaison  work. 

"Good,  aggressive  librarians  have  always  had  contacts 
with  and  used  all  types  of  libraries ...  We  put  people  in 
touch  with  other  people  who  know  something  because  we 
know  who  knows  what." 

Arllne  Datu 
CTA  Public  Affairs 


4th  quarter,  1976 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK   RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


TF*NfP    CTNTTB    l1fT?;FY 

•-  V  M  £  :  c  N    lit    f  c  r  c  1 


eta 
Quarterly 


1st  quarter,  1977 


IN  THIS  ISSUE 

Apparel  Center  '^'VSPOffT/iT/««, 

Ernie  Banks  iiJt^'^''^  OENTEf. 

Bus  In  Fashion  LlBRADy     *'&^ 

King  Tut  Visit  ' 

Flower  Show  ^Pf^  pp   , 

O'Hare  Extension  ^  '^    1977 

State  Street  Mall       m-.^,^, 

Mayor  Daley  Remenlb<2fSHW£STERN  UM/Urpc,^ 
Sign  Language  ^'^'vtHS/TY 

City  Colleges 


pia^ 


CTA  Quarterly 


\/- 


No.  1 


J.  Thomas  Buck,  Manager,  Public  Affairs 

J.  H.  Smith,  Editor  and  Director  of  Publications 

Jack  Sowchin,  Art  Director 

Copyright.  1977,  Chicago  Transit  Authority:  Permission  to  reprint  will  be  granted  upon 
request.  Published  every  three  months  by  the  CTA  Public  Affairs  Department,  Merchan- 
dise Mart  Plaza,  PO.  Box  3555,  Chicago,  IL,  60654.  Telephone  (312)  664-7200. 
Subscriptions  available  at  S4  per  year:  single  copies  at  Si  each. 


Chicago  Transit  Board 

James  J.  McDonougti, 

Acting  Chairman 
Ernie  Banks 
Edward  F.  Brabec 
Matfillda  Jakubowski 
Lawrence  G.  Sucsy 
Donald  J.Walsh 


George  Krambles, 

General  Manager 


1st  quarter,  1977 

City  In  Fashion 

Apparel  Center  focuses  style  spotlight  on  Chicago 

Big  One  For  Banks 

CTA's  Board  is  one  of  few/  with  Hall  of  Famer 

Stop  Requested 

New  fashion  in  buses  previews  at  City  Hall 

Bus  Ride  to  Ancient  Egypt 

King  Tut  exhibit  at  Field  Museum 

Flower  Show 

Chicago  event  leads  nation 

Major  Projects  In  Motion 

All  the  way  to  O'Hare 
Transit  Mall  on  State  Street 

Mayor  Daley  Tribute 

Late  leader  remembered  for  interest  in  transit 

TV  Appearance 

Color  commercials  suggest  reasons  for  ndership 

CTA  Sign  Language 

Much  more  behind  the  graphics  than  meets  the  eye 

City  Colleges 

Way  to  education  is  mostly  CTA 


Photo  Credits 

All  photos  by  Jack  Sowchin  except  the  following: 

Page  6: 

Art  Tonner,  CTA  Photo  Department 
Page  11,  top: 

Chicago  Tribune 
Page  11,  bottom: 

WGN-TV 
Page  13,  top  left: 

R.B.  Leffingwell,  Chicago  Sun-Times 
Page  13,  top  right: 

Rich  Stanton,  CTA  Photo  Department 
Page  14,  and  page  15,  bottom: 

LeeBoltin,  courtesy  of  The  Metropolitan  Museum  of  Art 
Pages  16-19: 

Chicago  Horticultural  Society 
Page  21.  top: 

Garfield  Francis,  CTA  Photo  Department 
Page  21,  bottom: 

Art  Tonner,  CTA  Photo  Department 
Page  23,  top: 

CTA  Archives 
Page  23,  bottom: 

Michael  Hoffert,  CTA  Photo  Department 
Page  24: 

Weber,  Cohn  and  Riley 
Page  25: 

Byron  Crader,  US   Department  of  Transportation 
Page  27,  bottom: 

Eric  Blakely,  CTA  Photo  Department 
Back  Cover: 

Chicago  Horticultural  Society 


The  Covers 


In  anticipation  of  spring  and  its  lashion  emphasis,  the  covers 
depict:  Fashion  In  Apparel  as  CTA  working  woman  Geri 
Hecker.  Claims,  one  ol  23  modeling  clothes  in  the  Quarterly's 
welcome  to  Chicago's  new  Apparel  Center,  page  3.  steps 
from  the  CTA  Water  Tower  Express  at  its  northbound  stop 
across  the  street  from  the  Center,  wearing  an  unlined  red 
filmy-silk  all-weather  coat  from  Main  Street  and  carrying  a 


matching  umbrella  and  tote  in  handprint  design  by  Stella 
Olsen  for  D.  Klein  .  .  .  Fashion  in  Transit  as  pictured  in  the 
front  cover  example  of  CTA's  new  buses  and  described  in  the 
article  on  page  12.  .  .  Fashion  in  Flowers— the  fragrant  and 
colorful  annual  Flower  and  Garden  Show  at  McCormick 
Place,  as  presented  on  page  16  and  the  back  cover  to  give 
winter-worn  readers  a  welcome  breath  of  spring. 


eta  Quarterly 


City  In 
Fashion 

Chicago  has  stepped  out— and  up— 
in  high  style  by  opening  the  world's 
largest  wholesale  clothing  emporium 
under  one  roof,  the  Apparel  Center. 

Together  with  its  across-the-street 
neighbor,  the  Merchandise  Mart,  the 
complex  is  the  largest  wholesale  trade 
bazaar  in  the  world,  with  an  expected 
sales  volume  in  excess  of  $10  billion  a 
year. 

The  Wolf  Point  site  for  the  new 
structure  was  a  natural,  not  only  in  its 
proximity  tothe  Mart,  but  because  of  its 
historical  background.  A  small  inn, 
public  tavern  and  trading  post  es- 
tablished Wolf  Point  as  the  commercial 
hub  of  Chicago  even  before  the  city 
was  formally  organized  in  1833. 

Today  Wolf  Point  is  landmarked  by  a 
towering  building  as  fashionable  as  its 
contents— a  $50  million,  modern, 
largely  windowless,  twin-shell  building 
of  25  stories. 

Designed  by  the  architectural  firm  of 
Skidmore,  Owings  and  Merrill,  the 
Center  provides  15  floors  of 
showrooms  and  an  exhibition  hall 
called  Expocenter. 


One  thousand  showrooms  house 
4,000  lines  so  far,  with  95  per  cent  of  the 
available  2.2  million  square  feet  of 
space  leased  on  opening  day.  Of  the 
labels,  1 ,400  are  manufacturers  new  to 
Chicago. 

Designs  by  Molly  Parnis.  Oscar  de  la 
Renta,  Diane  Von  Furstenberg,  Albert 
Nipon,  Calvin  Klein.  Yves  St.  Laurent, 
Jerry  Silverman,  and  Bill  Haire  are 
among  the  couturier  fashions  available 
on  Chicago's  wholesale  market  for  the 
first  time. 

In  clothing  and  accessories,  there  is 
almost  nothing  Chicago  does  not  now 
have.  Jewelry,  jeans,  hats  and  hand- 
bags, coats,  lingerie,  suits,  dresses, 
slippers,  scarves  and  sweaters— even 
cosmetics— are  now  sold  wholesale  in 
Chicago. 

For  Buyers 

The  floors  of  the  Center  are 
categorized  in  such  a  way  that  a 
children's  wear  buyer,  for  instance,  can 
place  all  his  orders  within  eight  cor- 
ridors, on  one  floor,  while  the  owner  of 
a  specialty  shop  can  stock  his  store 
with  the  ready-to-wear  couture  line  just 
by  traveling  between  two  floors.  This 
contrasts  with  running  in  and  out  of  loft 
building  after  building  along  Seventh 


Avenue  in  New  York  City. 

Some  New  York  designers  are  show- 
ing their  new  lines  in  Chicago  even 
before  they  reveal  them  in  New  York. 

The  Chicago  Dally  News  recently 
reported  that  Emile  Tubiana.  producer 
of  the  European  Fashion  Fair  held  in 
the  Expocenter  in  early  March,  was  so 
impressed  with  the  business  success 
that  he  is  moving  his  headquarters  to 
Chicago  from  Dusseldorf,  Germany. 

Some  of  the  French  exhibitors  at  the 
Fair  will  be  adding  Chicago  to  their 
Paris  and  New  York  showroom  locales. 

The  Apparel  Center  is  also  an  advan- 
tageous common  ground  for  industries 
other  than  clothing.  With  the  new  ex- 
hibitor's hall  on  the  second  floor,  the 
Center  expects  to  draw  at  least  40  trade 
shows,  each  attended  by  15,000 
buyers,  in  addition  to  six  major  apparel 
markets  a  year. 

Some  buyers  at  the  January  opening 
came  for  the  novelty,  but  stayed  to  pick 
up  lines  that  had  never  been  available 
to  them  before.  Maria  Dinan,  who 
regularly  shops  the  New  York  market 
for  her  better  ready-to-wear  and 
custom  shop  at  Grosse  Pointe, 
Michigan,  bought  three  new  lines  of 
purses  during  the  spring  show.  She 
says  that,  besides  being  time  saving, 
the  Apparel  Center,  "with  all  resources 


Putting  CTA  women  into  clothes  from  the  new  Apparel  Center's  opening 
market— m  the  style  of  a  fashion  magazine— seemed  a  distinctive  way  for  the  CTA 
Quarterly  to  salute  this  valuable  new  addition  to  the  Chicago  scene,  which  is  as 
welcome  as  spring. 

Spring!  And  the  delightful  news  of  this  spring's  collection  is  wear  what  you  will- 
as  long  as  it  Is  soft  and  supple. 

Dresses  are  back— billowing  and  refreshing  as  a  gentle  spring  breeze.  Waistlines 
areagain  visible— not  cinched  but  ribboned,  or  set  off  by  blouson  tops  or  skirts  that 
gather  there. 

There  is  a  break  away  from  the  straight-laced  man  tailored  jacket— feel  it  in  an 
unlined  shell  of  a  soft  silk  smock.  There  is  a  return  to  the  traditional  elegance  of 
gold  in  jewelry,  accessories— even  rainwear. 

Clothes  pictured  are  now  at  dress  shops  throughout  the  Chicago  area. 


1.  The  go-anywhere  two  piece  cot- 
ton knit  that  merely  skims  the  body- 
two  variations  in  geometric  prints  by 
Eva  for  Robert  Janan  Ltd.  Professional, 
yet  chic  enough  for  an  afternoon  get- 
together  as  CTA  attorney  Ellen  Munro 
(left)  and  Alicia  Tomlin,  receptionist  in 
materials  management,  attest  in  the 
lounge  area  of  the  Mart  Center  Holiday 
Inn.  (6-16) 

2.  The  lightest  dinner-and-dancing 
dressing  you  can  find— this  black  and 
multi-striped  jumpsuit  and  jacket  worn 
by  Irma  Muniz,  clerk  typist,  CTA  pen- 
sion department.  By  the  Chicago- 
based  International  Boutique.  (Junior 
sizes  5-13) 

3.  Ah,  the  romance  of  a  hooded 
lady  —  Patti  Jo  Jacobs,  CTA 
stenographer,  likes  the  feel  of  the  soft 
navy  sweatshirt  coat  over  matching 
creme  colored  slacks.  By  J.  J.  &  Com- 
pany (Junior  sizes  3-13) 

4.  A  hand  painted  dream— Nicole's 
silk  chiffon  caftan.  Easy  elegance  for 
at-home  entertaining  or  partygoing. 
The  Chicago  designer  also  paints 
scarves— collectibles  of  which  Olga 
Rodriguez,  CTA  engineering 
stenographer,  says  she's  already  pick- 
ed out  half  a  dozen. 

5.  Long  and  lean— this  Nuage  navy 
cotton  knit  tunic  and  slacks.  Kathy 
Kinahan,  CTA  library  file  clerk,  says  it's 
one  outfit  that  would  seldom  get  a 
glimpse  of  her  closet— she  would  be 
too  busy  wearing  it.  Side  slit  to  the  hip, 
the  tunic  flows  with  a  carefree  elan  as 
you  walk.  Or  wear  it  sans  slacks  as  an 
alluring  beach  coverup.  (4-14) 

eta  Quarterly 


1.  This  softest,  lightest  suede  you 
could  imagine  comes  from  a  North 
African  sheepskin.  Only  at  Lantry 
Leathers  Ltd.,  in  the  newest  shapes  for 
spring.  Doris  Winfrey,  CTA  purchasing 
clerk,  likes  the  brilliant  green  blouson 
jacket  and  gauchos  (6-18)  for  those 
special  engagements  such  as  dinner 
and  a  Friday  night  theater  date. 

2.  Betmar  designs  the  perfect 
sunscreen— a  cool  safari  hat,  with  shirt 
and  tote  to  match,  in  pleasant  summer 
stripes.  Patricia  Walker  Hodge,  CTA 
bus  driver,  likes  it  all  together  for  windy 
spring  days  or  hot  summer  afternoons, 
picnics,  bike  rides  .  .  .  you  name  it! 
(S-tVI-L) 

3.  Back  pleats  and  detailing  are  what 
make  this  violet  sueded  pigskin  coat 
the  choice  of  Mary  Boski,  executive 
secretary /superintendent  of  the  CTA 
general  manager's  office.  By  Lantry 
Leathers  Ltd.  (6-18) 

4.  Who  could  resist  Shaheen's  hand 
screened  signature  print  dress?  Bon- 
nie Lindahl,  CTA  library  page,  certainly 
can't.  One  of  the  Hawaii/California 
lines  new  to  the  Chicago  scene, 
Shaheen  is  the  only  manufacturer  in 
the  country  to  produce  such  original 
dress  painting.  (6-18) 

5.  yards  and  yards  of  loosely  woven 
white  polycotton  go  into  this  flouncy 
skirt  and  raglan  sleeve  shirt  from 
Blousecraft.  Reminiscent  of  a  more 
romantic  era,  Diane  Weier,  CTA 
general  operations  clerk,  thinks  it  char- 
ming for  a  Sunday  afternoon  stroll 
through  the  conservatory  or  Lincoln 
Park.  (4-14) 

1st  quarter,  1977 


m 


m^m-^mm'^ 


under  one  roof,   makes  it  easier  tor 
buyers  to  judge  the  different  lines." 

Other  small  town  midwest 
shopkeepers,  like  Vy  Allyn  of  Algoma, 
Wisconsin,  now  foreseean  era  in  which 
the  "girl  next  door"  can  easily— and 
quickly— buy  the  finery  of  any 
cosmopolitan  city  in  a  hometown  store 


Getting  There 
CTA  Style 

A  number  of  CTA  services  connect 
the  Apparel  Center  with  other  major 
Chicago  business  areas.  Two  of  the 
most  useful  routes  are  the  No.  125 
Water  Tower  Express  and  the  No  149 
Stateliner. 

The  Water  Tower  bus  stops  outside 
the  Apparel  Center  in  Orleans  and 
continues,  non  stop,  to  north 
Michigan  Avenue  before  turning 
around  at  Walton  for  its  return  trip 
down  Michigan  and  over  to  the  Mart 
Center  and  the  commuter  train 
stations. 

This  service,  availableatten  minute 
intervals,  costs  40  cents  one  way  and 
is  comparable,  in  time  spent,  to  a  taxi 
cab.  It  is  not  surprising,  therefore, 
that  many  buyers  are  finding  it  relax- 
ing and  convenient  to  stay  in  hotels 
near  the  Water  Tower  and  merely 
board  the  bus  on  Michigan  for  a  10 
minute  trip  to  the  Center. 

Conversely,    the    Stateliner,    a   40 


at  the  same  time 
Vogue. 


IS  appearing  in 


Trims  Retail  Travel  Costs 

Bill  Netzsky,  representative  of  the 
Canadian  Lantry  Leathers,  Ltd.  calls 
the  Center  the  "best  thing  that  ever 


cent  shuttle  which  loads  at  the  front  of 
the  Merchandise  Mart  Plaza,  travels 
southbound  to  the  State  Street  shop- 
ping district  and  the  Loop  hotels 
before  returning  to  the  Mart. 

Additional  rush  hour  service 
between  the  Union  and  Northwestern 
stations  and  the  Mart  Center  is 
provided  by  the  No.  128  Orleans  bus, 
another  40  cent  shuttle  service. 

North  Michigan  Avenue  and  the 
Navy  Pier  exposition  center  are  con- 
veniently served  by  two  CTA  bus 
routes.  The  No.  65  Grand  Avenue  bus 
stops  on  the  lower  level  at  Orleans 
and  Kinzie  Streets.  The  No.  15Canal- 
Wacker  bus,  stops  just  across  the 
Chicago  River  at  Orleans-Wacker  and 
Wells-Wacker  and  features  the  40 
cent  shuttle  fare. 

One  other  bus  line,  No.  37 
Sedgwick,  stops  at  the  east  entrance 
of  the  Merchandise  Mart  on  Wells 
Street.  Passing  through  the  Loop  area 
on  Wells  Street,  this  route  proceeds 
north  and  west  and  back  to  provide  an 
easy  connection  with  the  Fullerton 
station     of    the     North-South     and 


happened  to  the  retail  storekeeper  and 
salesman.  It  saves  the  buyer  costly  trips 
to  New  York  and  high  cost  hotels.  For 
the  salesman,  it  saves  a  tremendous 
amount  of  traveling  with  his  lines." 

The  Apparel  Center  provides  a  cen- 
tral showcase  for  manufacturers, 
scattered  throughout  the  country,  who 


Ravenswood  rapid  transit  routes. 

The  Merchandise  Mart  elevated 
station,  located  on  the  east  end  of  the 
second  floor  of  the  Mart,  is  the 
gateway  to  CTA's  extensive  rapid 
transit  system.  Ravenswood  trains 
run  between  Kimball-Lawrence  Ter- 
minal and  the  Chicago  Loop  where 
convenient  transfer  to  other  rapid 
transit  lines  provides  the  quickest 
trips  to  the  far  reaches  of  the  city  and 
some  suburbs.  Northbound  trains 
stop  at  the  Fullerton  station,  another 
convenient  transfer  point  to  the 
North-South  elevated  route. 

During  peak  morning  and  after- 
noon periods,  the  Evanston  Express 
rapid  transit  service  stops  at  the  Mart 
station,  providing  fast  service 
between  the  Chicago  Loop  and 
Evanston,  Wilmette,  and  Skokie. 

Detailed  information  concerning  all 
of  CTA's  service  is  available  in  the 
CTA  Route  Map  and  the  CTA  Down- 
town Map,  available  from  the  Public 
Affairs  Department. 


eta  Quarterly 


Fashion  focus  of  ttie  nation  is  now  on 
Cfiicago's  new  Apparel  Center,  left, 
across  Orleans  Street  from  f/re 
Merchandise  Mart.  Appropriately,  the 
camera  catches  the  CTA-served 
building  as  the  latest  fashion  in  CTA 
rapid  transit  trains  is  passing  nearby. 
Presiding  at  the  grand  opening  of  the 
Center  were  Tom  King,  general 
manager  of  the  Mart  Center  for  the 
owning  Kennedy  family;  former 
Chicagoan  R.  Sargent  Shriver;  Mayor 
Michael  A.  Bilandlc;  Mrs.  Stephen 
(.Jean  Kennedy)  Smith;  Sen.  Edward  M. 
Kennedy  (Dem.,  Mass.);  Mrs.  Robert 
(Ethel)  Kennedy;  and  Stephen  Smith. 
Apparel  buyers  from  throughout  the 
country  came  early  to  attend  the  open- 
ing ceremonies. 

previously  traveled  with  their  lines  to 
shows  at  scattered  exhibit  facilities  five 
times  a  year.  Some  Chicago  designers 
and  manufacturers  had  been  working 
out  of  warehouses  on  Franklin  Street 
before  the  Center  was  available.  Some 
manufacturer's  representatives  worked 
out  of  their  homes  and  were  always  on 
the  road.  Still  hundreds  of  others  came 
from  California  for  a  chance  to  expand 
their  markets. 

As  Jerry  Silverman,  president  of  his 
own  manufacturing  company,  told  the 
New  York  Times.  "It's  (the  Apparel 
Center)  the  most  modern  and  visually 
arresting  retailing  complex  in  the 
world.  I  only  wish  New  York  ,  .  could 
offer  its  equal." 

Retailers  can  study  the  latest  in  dis- 
play techniques  at  the  arcade  level  Idea 
Center.  A  counterpart  to  a  popular 
similar  resource  for  floor  covering 
buyers  in  the  Merchandise  Mart,  the 
Center  features  all  of  the  newest  dis- 
play techniques  and  color  effects 
designed  by  the  nation's  leading 
architects  and  store  decorators. 

In  addition,  a  10-floor  Mart  Plaza 
Holiday  Inn  atop  the  Center  has  527 
rooms,  with  restaurants,  pubs,  meeting 
rooms,  and  a  health  club-  A  Walgreens 
drug  store  and  restaurant  is  on  the 
street  level  floor,  and  a  branch  of  the 
Merchandise  Mart  bank  and  a  Mc- 
Donald's hamburger  grill  are  also 
planned. 

What  it  all  means  is  that  retailers  who 
normally  must  spend  five  days  shop- 
ping in  New  York  can  gettheirbusiness 


done  in  Chicago  in  three  days  for  less 
cost  than  travel  expenses  to  New  Yck. 
That  adds  up  to  thousands  of  do'lars 
saved  annually  by  many  large 
midwestern  stores. 

Thomas  V.  King,  general  manager  of 
the  Mart  Center,  which  includes  both 
buildings  and  the  Expocenter  exhibi- 
tion hall,  said:  "The  (owning)  Kennedy 
family  has  continuing  confidence  in  the 
city  of  Chicago.  The  ownership  is 
pleased  to  have  created  5,000  new  jobs 
for  Chicagoans  with  the  opening  of  the 
Apparel  Center. 

"The  new  addition  to  the  Mart  Center 
will  bring  many  tens  of  thousands  of 
buyers  to  Chicago  each  year,  creating 
significant  additional  business  for  the 
city's  hotels,  restaurants,  and,  of 
course,  ground  and  airtransportation." 

The  Kennedy  family  was  on  hand  for 
the  dedicatory  events  at  the  opening  of 
the  Apparel  Center'sfirst  spring  market 
on  January  22. 

Mart  Was  Model 

The  Center,  companion  to  the  Mart, 
took  some  lessons  from  the  experience 


of  its  predecessor,  according  to  David 
Hansen,  senior  architect  at  Skidmore, 
Owings  and  Merrill.  Windows  are  the 
most  striking  example.  Except  for  the 
Holiday  Inn.  there  are  none.  This  is 
because  the  windows  on  showroom 
floors  at  the  Mart  have  been  all  blocked 
off  to  protect  merchandise  from  the 
bright,  fabric-fading  sunlight. 

The  Merchandise  Mart  remains  a 
busy  and  highly  important  component 
of  Mart  Center. 

Under  one  roof,  the  Merchandise 
Mart  boasts  18  floors  of  showrooms 
filled  with  contract  furniture  and  fur- 
nishings, giftware,  glassware,  china, 
bedding,  housewares,  silver,  wall 
coverings,  lamps,  curtains  and 
draperies. 

Many  of  the  showrooms  for  men's 
and  boys'  apparel  are  still  located  on 
the  eighth  floor  of  the  Merchandise 
Mart. 

When  the  gift  market  was  held  in 
early  February,  buyers  did  their  buying 
in  the  Merchandise  Mart,  as  they  have 
done  for  years,  but  the  trade  show 
enjoyed  the  extra  space  and  improved 
facilities  of  the  Expocenter  right  across 
the  street. 


1st  quarter,  1977 


1.  Kick  off  your  dancing  slippers  and 
join  the  fun—tfiis  Eva  Gabor  dress  will 
keep  you  dancing  til  way  past  dawn. 
Yards  and  yards  of  brown  Qiana  tuck 
into  a  cummerbund,  accented  by  ttie 
thinnest  gold  belt.  Even  the  bell  shaped 
sleeves  will  pulsate  with  the  music  as 
you  dip  and  twirl.  See—CharleneCabai, 
CTA  employee  relations  secretary,  has 
the  spirit. 

2.  Little  Red  Riding  Hood  is  no 
match  for  Sue  Thieme,  CTA  manage- 
ment development  coordinator  of  the 
personnel  development  department,  in 
her  pale  blue  hooded  poncho  and  wrap 
skirt  rain  costume.  By  Count  Romi.  (4- 
16) 

3.  Blousedressing  comes  beautifully 
at  Lady  Manhattan.  Laura  Prendergast, 
typist/receptionist  for  CTA's  general 
manager,  says  this  blue  and  white 
abstract  design  polyester  feels 
luxurious  .  .  .  can  run  through  a  busy 
day  and  into  a  casual  evening  dinner 
and  movie  with  equal  pizzaz.  (8-16) 

4.  Gold!  It  always  carries  a  special 
feeling  to  women,  such  as  Felicita 
Borges,  CTA  bus  driver.  Gold!  It's  very 
special  this  season  and  few  can  design 
it  like  Pakula. 

5.  The  latest  dishtowel  is  one  to  wear 
and  CTA  materials  buyer  Edna 
Southworth  knows  a  valid  idea  when 
she  sees  one  in  Carol  Horn's  design.  A 
comfortable  cowl  neckline  adds  a 
touch  of  the  casual  to  this  dress  that's 
right  for  the  office— and  after.  (S-tVI-L) 


eta  Quarterly 


1.  Luncheon  is  served— and  all  eyes 
will  feast  on  you  in  this  nubby  navy  knit 
by  Banff.  The  drawstring  blouson  and 
pleated  skirt  compliment  Claire  Cox, 
CTA  insurance  and  pensions 
secretary.  (6-16) 

2.  As  a  CTA  sub-unit  supervisor  of 
ticket  agents,  Lucretia  Russell  is 
always  on  the  go.  What  suit  could  be 
snappier— and  for  leisure  hours  as 
well— than  this  slim  lined  creme  poplin, 
contrasted  by  a  simple  black  silk  shirt. 
By  Pierre  D'Alby,  Inc.  (4-12) 

3.  For  the  daring— a  delightfully 
French  side  slit  dirndl  in  white,  put 
together  with  a  tiny  "t",  embroidered 
with  forget-me-nots  and  the  kabuki 
sleeve  blouse  as  jacket  in  a  racy  red. 
Great  for  a  light-hearted  dinner  after  a 
day  in  the  sun,  as  Rita  Krueger,  CTA 
contract  clerk  in  purchasing,  will  tell 
you.  By  Tric-Trac,  Ltd.  (S-fVI-L) 

4.  Strictly  for  fun,  this  brilliant  red, 
navy,  and  white  striped  short  set  for 
junior  sizes  5-13.  Shirani  Gunawar- 
dane,  CTA  dictaphone  typist, 
stenographic  department,  likes 
Davadava's  way  with  sport  clothes,  the 
soft  cotton  knit. 

5.  CTA  bus  driver  Ophelia  Ellis  has 
just  the  jacket,  hat,  and  bag  for  a  day  on 
the  town.  In  blue  and  straw,  by  Betmar. 
(S-fVI-L) 

6.  This  is  the  coat  that  can  bring  you 
sunshine  even  on  the  rainiest  day— the 
paper  thin  bronze  trench  that  will  carry 
you  unscathed  through  the  strongest 
spring  showers.  In  gold  and  silver,  too. 
By  Calvin  Klein  for  Beged-Or.  (S-f^-L) 
Mary  Ann  Jagodzinski,  executive 
secretary/supervisor  to  CTA's  general 
manager  of  finance,  shows  it  off. 

1st  quarter,  1977 


When  the  Mart  was  built  in  the  1920s, 
it  was  designed  to  serve  as  a  storage 
and  exhibition  area  for  Marshall  Field 
and  Company  and  its  customers. 

During  the  'SOs,  the  Mart  emerged  as 
a  full  fledged  wholesale  buying  center, 
complete  with  trade  fairs,  which  today 
are  known  as  markets.  Government 
offices  occupied  much  of  the 
showroom  space  during  World  War  II, 
but  the  post  war  boom  meant  a  return 
to  wholesaling,  but  in  a  much  more 
expanded  sense.  Industries  which  did 
not  even  exist  before  the  war  opened 
showrooms  at  the  Mart,  The  Mart 
became  an  international  center  for 
contract  furniture,  the  national  center 
for  floor  covering,  the  center  of  the  gift 
market  industry,  and  the  interior 
decorator  type  of  home  furnishings. 
New  showrooms  were  installed,  in- 
cluding two  floors  devoted  to  the  ap- 
parel industry. 

Leading  this  expansion  was  the  team 
of  Wallace  Oilman,  general  manager, 
R,  Sargent  Shriver,  and  Tom  King,  then 
assistant  general  manager 

As  the  Mart  grew  in  popularity, 
showroom  space  for  the  apparel  in- 
dustry became  so  limited  that  firms 
stood  in  line  waiting  for  vacancies.  The 
Center,  then,  conceived  in  1971,  was  a 
natural  outgrowth  of  the  Mart  concept. 


Anit  Leppiks, 

Betty  Edwards 

CIA  Public  Affairs 


Buyers 
in  Town 


Chicago  offers  a  double  shopping 
attraction  to  the  retailers  from  more 
than  30  states  and  Puerto  Rico  who 
have  been  converging  on  the  Apparel 
Center. 

As  retailers  shop  the  six  major 
markets  scheduled  for  the  Center  an- 
nually, they  can  also  shop  the 
competition— see  how  the  merchan- 
dise is  priced  and  displayed— and  how 
it  is  moving— in  the  midwest's  pace- 
setting  stores. 

During  a  market,  a  typical  buyer's 
day  may  begin  with  an  8  a.m.  invitation- 
only  breakfast  and  fashion  show.  But 
others,  such  as  John  "Frosty"  Waters  of 
The  Ladies  Haberdashery,  Inc.  of 
Shorewood,  Wisconsin,  prefer  to  go 
directly  tothe  showrooms  because  "for 
us,  clothes  must  have  a  hanger  appeal 
to warrantthe  (retail)  buyertryingthem 
on." 

Showrooms  open  at  9  a.m.  to  serve 
buyers  from  20  to  70  individual  stores 
each  day.  After  introductions,  and  an 
explanation  of  pricing  and  delivery,  a 
buyer  may  look  through  the  lines 
himself  or  watch  a  presentation  by 
representatives  of  each  manufacturer 

Phyllis  A.  Matula,  sales  represen- 
tative for  the  Florida-based  Marcus 
Bros,  (resort  style  handbags),  says  that 
some  buyers  register,  pick  through, 
and  place  orders  for  as  many  as  40 
bags— all  within  15  minutes.  The 
average  time  for  most  buyers  in  each 
showroom,  however,  is  an  hour. 

Before  Waters  comes  to  a  show,  he 
researches  sales  records  from  previous 
years.  He  also  discusses  clothing  with 
many  of  his  customers  who  "very  often 
tell  us  what  they  want." 

Buyers  may  visit  showrooms  up  to  7 
p  m.  during  a  market  day,  but  usually 
mix  sales  meetings  in  their  schedule. 


Buyers  may  see  as  many  as  six  lines 
in  one  showroom.  Here  Marc  and  Ruth 
Feigenbaum  (seated),  who  own  the 
Key  Club  Fashion  Salon,  Inc.,  in  Lan- 
sing, watch  a  presentation  of  the  Roth 
LeCover  line  by  Bea  Bryer,  manufac- 
turer's representative.  The  two-piece 
geometric  print  dress  being  shown  is 
available  in  toast  and  blue,  sizes  6-16. 

They  may  well  spend  evenings  out  on 
the  town  before  preparing  for  another 
round  of  buying  the  next  day.  Most 
trips  are  two  or  three  days  long. 

Before  a  buyer  leaves  Chicago,  he 
generally  makes  it  a  point  to  visit  stores 
up  and  down  State  Street,  Michigan 
Avenue,  and  the  busy  near  North  side 
streets,  such  as  Oak.  The  buyer  often 
reserves  an  entire  day  of  a  three-day 
trip  for  such  shopping. 

If  the  buyer  has  found  it  convenient 
to  stay  at  the  Mart  Center  Holiday  Inn, 
he  also  finds  it  convenient  to  travel  the 
CTA  to  either  the  State  or  Michigan 
Avenue  shopping  districts. 

He  will  usually  start  at  Sears, 
Roebuck  and  Co,  on  State  and  work 
north  to  Field's  before  taking  the  No. 
151  Sheridan  bus  north  to  Michigan 
and  the  exclusive  shops  of  the  Magnifi- 
cent Mile. 

Retail  display  techniques  are  almost 
as  important  as  the  clothes.  The  buyer 
makes  visual  notes,  comparing  lights 
and  color— the  way  a  scarf  is  slung  or 
the  arrangement  of  a  composition  win- 
dow of  scarves,  jewelry,  suit,  bags  and 
perfume. 

Visiting  buyers  also  try  to  listen  in  on 
Chicago  customers  here  to  see  how 
new  ideas  are  being  received.  This 
constant  checking  is  nothing  new  to 
them.  At  home,  buyers  from  even  the 
largest  department  stores  spend  a  full 
day  on  the  floor  each  week  to  gather 
customer  input  and  see  how  their  lines 
are  selling. 


eta  Quarterly 


Big  One 
For  Banks 

A  unique  distinction  for  the  Chicago 
Transit  Board  was  celebrated  early  this 
year — a  Board  member  overwhelmingly 
elected  to  the  baseball  Hall  of  Fame— and 
on  his  first  nomination! 

At  the  Board's  February  meeting.  Chair- 
man James  J.  McDonough  read  a  Board 
resolution  commending  Ernie  Banks  for 
receiving  the  most  coveted  honor  in 
baseball  on  the  first  ballot. 

In  further  tribute,  the  CTA  asked  Jack 
Brickhouse,  the  well-known  Chicago  Cubs 
sportscaster  and  executive  of  WGN-TV.  to 
record  a  salute. 

The  tape  was  played  at  the  Board 
meeting  as  pictures  of  Banks  in  action  on 
the  baseball  diamond — and  in  service  to 
CTA— were  projected  on  a  large  screen. 

The  Brickhouse  script  was  as  follows: 

Hev,  Hey!  We're  on  the  air  today  in  the 
CTA  Board  Room  to  congratulate  Ernie 
Banks  -  -  our  Mr.  Cub. 

He  was  elected  to  the  Hall  of  Fame  the 
first  time  around  and  believe  me.  no  one 
deserves  it  any  more  than  Ernie  does. 

He'll  be  back  wearing  good  old  No.  Mat 
Wrigley  Field  this  summer  and  I  want  to 
see  all  of  you  out  there  to  watch  Ernie  hit  a 
few  fungoes  in  batting  practice. 

He  has  a  new  assignment  in  group  sales 
and  to  help  Manager  Herman  Franks  at  the 
park. 

Ernie  Banks  is  an  asset  to  anybody  -  -  the 
Cubs,  the  CTA  -  -  you  name  it.  He's  the  all- 
time  favorite  of  Cub  fans  everywhere  and 
of  yours  truly  as  well. 

How  Ernie  could  hit  that  ball'  He  had 
wrists  of  steel  and  don't  forget  -  -  besides 


r 


^ya^ 


h*  /  ■» 


Jack  Brickhouse 


those  512  home  runs,  he  hit  407  doubles 
and  90  triples  in  his  lifetime  career. 

And  what  an  RBI  man  he  was! 

Eight  times  Ernie  batted  in  more  than 
100  runs  a  season.  He  led  the  league  twice  in 
that  department. 

And  he  was  a  very  good  fielding 
shortstop,  too  -  -  one  of  the  best. 

One  full  season  Ernie  made  only  12 
errors  -  -  the  fewest  number  by  a  regular 
shortstop  in  baseball  history. 

And  how  they  cheered  when  Ernie  hit 
Homer  No.  500  at  Wrigley  Field.  The  place 
went  up  for  grabs  that  afternoon. 

And  how  about  Ernie  Banks  day  on 
August  15.  1964? 

That  was  something  else.  Forty  thou- 
sand people  gave  Ernie  an  ovation  that  was 
so  tremendous  that  my  eardrums  almost 
burst.  That  was  a  day  to  remember. 

I  can't  count  all  the  thrills  Ernie  Banks 
gave  me  in  broadcasting  hundreds  of  games 
that  he  played  with  the  Cubs. 

Ernie  always  gave  it  everything  he  had.  I 
know  he  wanted  a  pennant  so  badly  that  it 
broke  his  heart  when  we  blew  it  to  the  Mels 
in  1969. 

Do  you  remember  when  Ernie  blasted 
out  those  grand  slam  home  runs  -  -five  of 
them  in  1959  alone!' 

What  a  thrill  that  was  every  time  Ernie 
would  clean  the  bases.  You  got  your 
money's  worth  in  the  good  old  ball  park. 

A  nd  of  course  the  only  guy  to  come  close 
to  Ernie  in  the  most  valuable  player 
category  was  Joe  Morgan  of  Cincinnati's 
world  champion  Reds. 

Ernie  was  the  National  League's  most 
valuable  player  in  back  to  back  years.  1958 


Eddie  Banks  of  Dallas,  Texas,  is  shown 
visiting  his  son.  Ernie,  on  Ernie  Banks  Day 
at  Wrigley  Field.  June  15.  1969.  Ernie  says 
Eddie,  now  82.  is  "going  strong." 

and  1959.  Morgan  was  I  he  first  one  to  equal 
that  when  he  won  the  award  this  year  for 
the  second  time  in  a  row. 

Yes,  sir.  this  fellow  Banks  had  it  all  from 
the  day  he  broke  in  with  the  Cubs  in  1953 
for  a  glorious  19-year  career. 

Again.  Ernie  -  -  congratulations  to  you 
and  our  best  wishes  to  the  Chicago  Transit 
Authority  board  members  who  are  honor- 
ing you  today. 

In  Ernie  Banks,  you  have  an  ambassador 
of  good  will  who  relates  to  young  and  old  -  - 
a  man  whose  smile  makes  you  feel  like  a 
million. 

This  is  Jack  Brickhouse  saying  goodbye 
for  now.  See  you  at  the  ball  park. 

Responded  Banks:  "Thank  you  Mr. 
Chairman  and  teammates.  It's  really  nice  to 
be  elected  into  the  Hall  of  Fame  and  even 
more  so  when  you  make  a  presentation  like 
this.  I'm  very  proud  and  happy  to  be  a  part 
of  a  wonderful  organization,  the  Chicago 
Transit  Authority.  The  fans  have  made  me 
what  I  am  today  and  it's  not  me  going  into 
the  Hall  of  Fame  .  .  .  it's  all  of  us.  You 
really  have  done  so  much  for  me  and  my 
family  and  I  really  appreciate  it.  Thanks  so 
much  for  this  wonderful  resolution  .   .   ." 

W.B.Wolfan 
CTA  Public  Affairs 


1st  quarter,  1977 


^0^ 


stop  requesfe 


One  of  the  appointments  of  the  new  1977  model  buses  being 
added  to  CTA's  fleet  is  a  back-lighted  "stop  requested"  sign 
with  which  the  rider  can  signal  to  the  driver  that  he  wishes  to 
depart  at  the  next  stop. 

The  latest  of  200  buses,  of  which  these  four  are  represen- 
tative, bring  to  1 ,870  theCTA's  total  of  modern  air-conditioned 
buses.  This  modern  equipment  represents  78  per  cent  of  the 
CTA's  surface  fleet. 

Over  the  next  three  years,  the  CTA  expects  to  apply  for 
government  grants  for  the  acquisition  of  500  more  buses  to 
make  modernization  complete. 

Other  new  features  of  the  200  new  diesel  buses,  built  by 
General  Motors  Corporation,  are: 
.  .  A  grab  rail  at  the  fare  box  for  greater  public  safety  and  for 

convenience  of  elderly  and  handicapped  riders; 
.  .  A  pair  of  roof  ventilators— one  at  the  front  and  one  at  the 
back— to  assure  comfort  in  change-of-season  periods 
between  the  need  for  heating  and  air  conditioning; 
.  .  Priority  seating  for  the  elderly  and  handicapped  in  the 
first  four  seats  on  the  right  front  side,  effected  through  a 
permanent  "won't  you  please?"  courtesy  notice  to  other 
riders; 

CTA  General  Manager  George  Krambles  is  shown  at  the  wheel 
of  one  of  CTA's  newest  buses,  new  features  of  which  are  visible 
in  the  top  picture  of  a  bus  in  service  on  Broadway.  Note  the 
back-lighted  "stop  requested"  sign  to  the  driver's  right,  the 
guard  rail  around  the  fare  box,  the  air  vent  in  the  ceiling  on  the 
left  hand  side,  and  the  permanent  signs  above  the  seats  at  the 
right  which  request  priority  for  elderly  and  handicapped  riders. 


eta  Quarterly 


.  .  Improved  lighting  of  the  front  stairwell  by  positioning  the 
light  fixture  to  throw  light  on  a  portion  of  the  curb  as  well 
as  on  the  steps. 

Windows  of  the  50-seat  buses  are  of  plastic,  which  is 
considered  to  be  stronger  than  glass.  Grab  handles  on  the 
backs  of  the  seats  are  padded  with  vinyl. 

For  rider  comfort,  there  is  automatic  temperature  control 
that  regulates  the  heating  and  air-conditioning  systems. 

An  "easy  out"  rear  door  enables  riders,  after  the  bus  is 
stopped,  to  push  the  rear  door  handle  lightly  to  open  the  door 
and  keep  it  open. 

The  buses  are  equipped  with  power  steering  and  power 
brakes.  Foam-filled,  energy-absorbing  front  bumpers  are 
designed  to  lessen  damage  on  impact. 

Exteriors  gre  a  combination  of  pearl  white,  lime  and  pine 
green.  Interiors  have  a  walnut  woodgrain  wall  covering  with  a 
gold-flecked  ceiling.  Beige  contoured  seats  have  charcoal 
gray  inserts. 


Drawing  by  Dedlni;  «j7976 
The  New  Yorker  Magazine,  Inc. 


The  new  bus  parked  at  the  Richard  J.  Daley  Plaza  (or 
inspection  by  a  group  of  public  officials.  Pictured  at  left  are 
Mayor  Michael  A.  Bilandic  being  interviewed  with  (to  his  right) 
Alderman  Vito  Marzuiio,  chairman  of  the  City  Council  local 
transportation  committee,  and  James  J.  McDonough,  CTA 
Chairman;  and  (to  the  mayor's  left),  Marshall  Suloway,  Public 
Worlfs  Commissioner;  Milton  Pikarsky,  Regional  Transporta- 
tion Authority  Chairman;  and  Donald  J.  Walsh,  CTA  Board 
Member.  A  full-length  view  of  the  new  bus  Is  shown  below. 


1st  quarter,  1977 


Bus  Ride 

to  Ancient  Egypt 


A  CTA  bus  to  the  Field  Museum  this 
spring  and  summer  is  a  ride  back  more  than 
3,300  years  in  time  to  the  century's  greatest 
experience  in  archeological  discovery. 

KingTutankhamun's  tomb  of  1325  B.C. 
Egypt,  filled  with  55  of  the  actual  spec- 
tacular art  objects  found  in  the  tomb  by 
archeologist  Howard  Carter,  is  duplicated 
on  the  second  floor  of  the  museum. 

Crown  jewel  of  the  treasures  is  the 
remarkable  effigy  mask  of  the  boy-king 
Tutankhamun,  elaborately  inlaid  with 
carnelian  lapis  lazuli,  colored  glass  and 
quartz.  Other  objects  include; 

...  the   graceful  wooden  shrine  that 
housed  the  chest  containing  the 
organs  of  Tutankhamun  (except 
the   heart,   which   religious   belief 
demanded  be  left  in  the  body  for 
weighing  at  judgment); 
.  .  .  a  miniature  naval  fleet  of  the  times, 
including  a  colorful  model  boat 
apparently  propelled  only  by  Nile 
river  currents  and  steering  paddles; 
...   a  figure  of  the  king  on  his  funerary 
bed    wrapped    in    the    protective 
wings  of  birds,  carved  from  a  single 
piece  of  wood. 
The  four-room  exhibition  also  includes 
examples  of  Tutankhamun's  jewelry  and 
furniture.  Among  these  are  a  jeweled  gold 
collar  necklace  in  the  form  of  the  vulture- 
goddess  Nekheb;  a  portable  box  in  the 
shape  of  a  seal  ring  with  ebony  and  ivory 
hieroglyphics  on  the  lid,  representing  the 
king's  personal  name;  and  a  child's  chair 
representative  of  the  ornate  Egyptian  fur- 
niture of  the  period. 

To  enable  the  visitor  to  share  the  adven- 
ture of  the  discoverer,  the  exhibit  is  design- 
ed to  communicate  the  impression  of 
actually  walking  down  into  the  tomb 
through  a  100  foot  passageway  formed  by 
inclining,  sand-textured  walls. 

The  feeling  of  being  in  on  the  discovery  is 
further  enhanced  by  large  photomurals  of 
the  rugged  Valley  of  the  Kings  where  the 
tomb  is  located,  scenes  of  the  digging  site, 
and  the  tomb's  interior. 

The  photos  are  those  of  Harry  Burton, 
from  the  Metropolitan  Museum  of  ,'\rt  in 
New  York,  who  made  a  unique  camera 
record  of  the  excavation  and  the  removal 
of  objects. 

Chicago  is  the  second  of  only  six  U.S. 
cities  to  host  the  Treasures  of 
Tutankhamun  over  the  next  two-and-a- 
half  \ears. 

The  tour  results  from  a  gesture  by  the 
Egyptian  government  in  honor  of  the 
Bicentennial.  E.  Leland  Webber,  Director 
of  the  Field  Museum,  says  that  Egypt  is 
lending  more  objects  than  it  has  ever  sent 


eta  Quarterly 


King  Tutankhamun,  whose  mask  is  shown 
at  the  left,  will  attract  1.8  million  visitors  to 
the  Field  Museum  this  summer.  Some  will 
come  along  Lake  Shore  Drive  which  leads 
to  the  Field  Museum  around  the  exhibit 
sign  shown  in  the  left-hand  photo.  Many 
will  come  and  go  by  CTA  bus.  Among  the 
more  spectacular  of  the  55  Egyptian  art 
objects  to  be  seen  is  the  gilded  wooden 
statuette  of  the  goddess  Selket,  below, 
whose  emblem,  a  scorpion,  is  placed  on  her 
head.  Selket's  divine  role  was  associated 
with  childbirth  and  nursing  as  well  as 
funerary  duties,  but  she  was  chiefly  noted 
for  her  control  of  magic. 


abroad  before.  Funding  is  by  the  National 
Endowment  for  the  Humanities.  Exxon 
Corporation  and  the  Robert  Wood  John- 
son, Jr.  Charitable  Trust. 

CTA's  No.  126  Jackson  bus  runs  from 
6000  west  at  Jackson  and  Austin  to  the  Field 
Museum,  connecting  by  transfer  down- 
town with  all  North-South  buses  and  rapid 
transit  lines.  The  No.  149  Stateliner  bus,  a 
reduced  fare  40  cent  shuttle  service,  to  6 
p.m.  weekdays,  may  be  taken  directly  to 
the  Field  Museum  from  the  Merchandise 
Mart  and  from  stops  along  State  Street  in 
the  Loop. 

Return  trips  on  the  No.  126  bus  may  be 
boarded  at  the  south  end  of  the  museum  on 
the  far  side  of  McFetridge  Drive  (the  bus 
heads  east  as  far  as  the  Planetarium,  then 
turns  back  west).  The  No.  149  Stateliner 
returns  from  the  gatehouse  to  Soldier  Field 
parking  lot  which  is  located  directly  east  of 
the  museum,  but  across  the  street. 

There  is  no  charge  beyond  the  regular 
admission  to  the  Field  Museum  itself — 
$3. 50  for  a  family:  $1.50  for  adults;  50  cents 
for  children  6  to  17  and  for  students  with 
ID  cards;  35  cents  for  those  over  65;  free  for 
children  under  6,  U.S.  military  personnel, 
individual  teachers,  and  Field  Museum 
members;  free  to  everybody  on  Fridays. 
Museum  hours  for  April  15-August  15  are 
9  a.m.  to  6  p.m.  Monday  through  Wednes- 
day, and  9  to  9  Thursday  through  Sunday. 

Visitors  to  the  Chicago  showing  may 
register  in  at  the  exhibit  upon  arrival  at  the 
Field  Museum  and  then  roam  and  view  the 
many  other  interesting  collections  of  the 
museum  while  watching  for  their  reserved 
exhibit  entry  time  on  specially  installed 
video  screens. 

The  University  of  Chicago's  Oriental 
Institute  is  a  co-sponsor  of  the  exhibit  and 
is  staging  a  companion  exhibit  on  "The 
Magic  of  Egyptian  Art"  at  the  Institute. 
1155  East  58th  Street,  during  the  same 


period.  April  15-August  15.  CTA  transpor- 
tation is  also  convenient  for  the  Institute. 
James  Henry  Breasted,  founder  of  the 
Oriental    Institute,    was    called    upon   by 


Carter  to  decipher  seals  imprinted  in  the 
tomb  and  to  confirm  the  identification  of 
Tutankhamun  as  the  tomb's  owner. 


1st  quarter,  1977 


1 

f. 

• 

IbK  •!  ■^^' 

B 

^?:->-^ 
^""W 

;>ts- 

.15  ■         t  *•■-  ^ 

I 

1 

Flower  Show 

Long  ago— long  before  ecology  became  a  household  word 
and  trees,  shrubs,  and  other  green  plants  were  generally 
accepted  as  vital  to  our  environment— if  not  to  life  itself— many 
Chicagoland  residents  began  developing  an  awareness  of  the 
importance  of  these  things  by  visiting  the  Chicago  Flower  and 
Garden  Show, 

From  Its  beginning  in  1958,  the  show  has  steadily  grown  in 
horticultural  stature  until  today  it  is  justly  recognized  as  a 
Chicago  insititution— truly  a  civic  asset. 

Significantly,  the  show's  practical  and  educational  values 
are  always  delivered  in  a  colorful  panorama  of  flowers  and 
freshly  opened  foliage,  offering  an  exciting  preview  of  spring 
to  lift  the  spirits  of  visitors  after  a  blustery  Chicago  winter. 

Its  success  through  the  years  can  be  traced  to  the  genuine 
interest  of  Chicago  area  horticultural  personalities,  the  part 
played  by  educational,  civic,  and  commercial  groups  and,  of 
course,  the  leaders  and  membership  of  the  Chicago  Hor- 
ticultural Society,  which  sponsors  the  show. 

For  many  years  now,  the  show  has  been  the  largest,  best 
attended  horticultural  extravaganza  in  America.  It  is  now  held 
at  McCormick  Place. 

The  late  Mayor  Richard  J.  Daley  regarded  the  show  as  a 
major  asset  to  Chicago  and  encouraged  everyone  to  see  it.  He 
often  remarked  after  viewing  its  wonders  himself  that  it  was  the 
most  worthwhile  event  for  a  city  whose  motto  is  "City  in  a 
Garden." 

Naturally,  it  is  the  entrancing  gardens  and  fabulously 
landscaped  exhibits,  alive  with  fragrant  roses,  blossoms  of 
thousands  of  trees  and  shrubs,  the  tulips,  daffodils,  azaleas, 
primroses  and  other  flowers  that  spell  out  spring  to  capture  the 
attention  of  visitors. 

But  the  many  other  aspects  of  the  exposition,  all  carefully 


Indicative  of  the  charming  displays  at  the  Flower  Show  are 
these  two  from  1976.  Left,  a  formal  garden  arranged  by  one  of 
the  major  floral  exhibitors.  Right,  a  bicentennial  exhibit  by  an 
annual  participant,  the  Chicago  Park  District,  recreating 
Carpenter's  Hall  in  Philadelphia  and  the  formal  gardens 
surrounding  it. 

worked  into  its  format  by  the  show  management  and  updated 
each  year  to  keep  apace  of  current  trends,  are  what  give  it 
substance. 

This  year,  for  example,  in  line  with  the  ever-increasing 
interest  in  growing  plants  indoors,  there  was  a  new  Hor- 
ticultural Competition  Section,  in  which  amateur  green 
thumbers  showed  off  their  own  plants  and  competed  for 
awards  Entries  far  exceeded  expectations,  according  to 
Robert  P.  Wintz,  show  manager. 

The  show's  influence  goes  deep  into  inner  city  areas  as  well 
as  to  the  city  and  suburban  areas.  Opportunities  to  learn 
abound  for  youngsters  from  all  walks  of  life  who  are  brought 
together  through  their  common  interest  in  plants,  biology,  and 
environmental  activities  and  can  show  others  what  they  are 
accomplishing. 

In  aSchoolsand  Youth  sect  ion,  the  youngsters  from  schools 
throughout  Chicagoland  present  practical  demonstrations 
and  acquaint  visitors  with  their  various  school  projects.  Thus 
there  is  an  interchange  of  workable  ideas  that  parents,  and 
even  teachers,  can  utilize 

An  always  important  segment  of  each  show  are  the  displays 
and  exhibits  with  emphasis  on  gardening  in  tight  urban  areas 
and  even  in  high  rise  situations.  Spiraling  food  prices  have 
sparked  exceptional  interest  in  home  vegetable  production.  At 
these  exhibits  you  can  see,  and  get  advice,  on  how  to  grow 
tomatoes  on  a  trellis  on  a  balcony  or  carrots  in  a  window  box. 

Of  course,  if  you  garden,  or  plan  to  start  a  garden,  in  a  small 


eta  Quarterly 


city  lot  or  a  suburban  acreage,  experts  are  on  hand  to  show  you 
how,  advise  what  are  the  best  varieties  for  our  climate,  and 
even  how  to  protect  them  from  disease  and  insect  pests. 

Home  owners  anticipating  landscape  projects,  or  planning 
to  improve  an  existing  landscape,  find  expert  help  in  these 
areas.  In  this  respect,  many  of  the  major  gardens  designed 
especially  to  captivate  visitors  with  the  beauty  of  flowers,  trees 
and  shrubs,  also  provide  ideas  that  could  be  duplicated  on  the 
home  grounds. 

If  one  favors  special  kinds  of  plants,  his  interests  are  given 
full  attention  in  exhibits  by  numerous  single  plant  societies, 
each  manned  with  someone  knowledgeable  to  help  with  your 
specific  problems— whether  it  be  roses,  African  violets, 
orchids,  or  miniature  trees. 

Since  the  very  first  show,  held  in  the  International 
Amphitheater,  the  management  always  has  stressed  the 
importance  of  making  the  springtime  event  one  that  touched 
the  interests  of  everyone. 

One  little-noticed  consideration,  for  example,  is  the  show's 
policy  of  setting  aside  several  early  morning  hours  on  a  given 
day  to  host  tiandicapped  and  retarded  children.  This  is  a  policy 
conceived  by  Frank  Dubinsky,  who  managed  theshow  from  its 
inception  until  he  retired  a  few  years  ago,  and  his  wife,  Edith. 

During  these  special  hours,  hundreds  of  these  youngsters, 
many  in  wheel  chairs  or  with  crutches,  are  able  to  enjoy  the 
show  before  the  public  is  admitted.  Their  excitement  at  such 
an  outing  is  indescribable,  and  all  look  forward  to  this 
adventure  the  following  year. 

Contributing  immeasurably  to  the  cont in uing  success  of  the 
show  over  the  years  are  such  organizations  as  the  Garden  Club 
of  Illinois,  Inc.,  and  the  Garden  Club  of  America,  both  of  which 
actually  create  their  own  "show"  within  the  big  show,  and  the 
many  horticultural  and  horticulturally-allied  civic  and  com- 
mercial enterprises  that  have  faithfully  participated  each  year. 


1st  quarter,  1977 


Nothing  is  more  popular  than  flowers  at  the  end  of  a  long 
winter.  Parents  and  children  come  to  the  Flower  Show  to  walk 
through  and  admire  more  than  50  gardens  and  to  get 
inspiration  for  their  home  gardening  plus  first-hand  informa- 
tion from  horticultural  experts. 

These  include  the  Chicago  Park  District,  Ornamental 
Growers  Association  of  Northern  Illinois,  Amiing's 
Flowerland,  Orchids  by  Hausermann  Inc.,  the  Northern  Trust 
Bank,  Allied  Florists'  Association  of  Illinois,  Chicago  Regional 
Rose  Society,  International  Harvester  Company,  and  the 
Metropolitan  Sanitary  District  of  Greater  Chicago, 

Bruce  Krasberg,  Chicago  industrialist  and  a  director  of  the 
Chicago  Horticultural  Society,  has  served  seven  consecutive 
years  as  show  chairman.  He  has  been  a  member  of  the  show's 
design  committee  since  the  first  show  almost  two  decades  ago. 

Art  Kozelka 


eta  Quarterly 


^^^^ 


Looking  at  pretty  flowers  is  only  the 
beginning  of  enjoying  the  Flower 
Show.  The  rapt  attention  of  the  girls 
above  portrays  the  interest  that  is 
motivated  by  an  expert  demonstration 
of  floral  arrangements.  Camera  buffs 
have  many  opportunities  to  capture  the 
beauty  of  their  favorite  flowers. 
Families  can  picnic  in  the  Forest 
Preserve  Picnic  Woods,  as  shown  in 
lower  photo,  getting  an  advance  indoor 
taste  of  summertime. 


1st  quarter,  1977 


..-r-.r,-... 

Des  'fT^i'-i  " 

Plaines  '^ :.'"'-'- 


O'Hare 

International  V"" "' 
Airport  ^^ 


Major 
Projects 
In  Motion 


Two  major  transit  projects  are  now 
being  implemented  by  the  Chicago 
Department  of  Public  Works  with  the 
participation  of  other  city  agencies  and 
the  CTA. 

The  O'Hare  extension  project  and 
the  State  Street  Mall  project,  both 
important  to  the  Chicago  business 
community,  have  been  activated 
recently  by  federal  government 
assurance  that  the  necessary  funding 
will  be  forthcoming. 


All  the  way  -^^'^ 
to  O'Hare 

Extension  of  the  CTA's  rapid  transit 
route  all  the  way  to  O'Hare  Inter- 
national Airport  will  cover  a  distance  of 
seven  and  one-half  miles  between  the 
CTA  Kennedy  route's  Jefferson  Park 
terminal  and  the  airport. 

This  extension  will  provide  a  fast  trip 
all  the  way  to  and  from  downtown.  It 
will  also  serve  as  aconnecting  link  with 
O'Hare  for  the  CTA's  entire  rapid  tran- 
sit and  surface  systems. 

The  project  will  not  only  serve  air 
travelers,  but  will  also  benefit 
thousands  of  airport  workers  and 
employees  in  industrial  areas  and 
hotels  near  the  airport. 

The  city  has  been  granted  $5  million 
to  proceed  with  engineering  work  and 
assurance  has  been  given  that  the  U.S. 
Department  of  Transportation  will 
provide  the  full  federal  contribution  of 
$110  million.  The  state  and  city  will 
provide  the  remaining  funds. 

With  engineering  studies  underway, 
the  city  expects  to  complete  construc- 
tion within  30  to  36  months.  This  means 
that  trains  can  be  rolling  to  and  from 


the  airport  by  late  1979  or  early  1980. 

The  two-track  extension  will  be  con- 
structed in  the  median  of  the  Kennedy 
Expressway  from  the  present  end  of 
the  tracks  near  Foster  Avenue  to  a 
point  just  west  of  East  River  Road. 

There  it  will  continue  westward  in  the 
median  of  the  airport  access  road. 
About  500  feet  west  of  the  taxiway 
bridge,  the  line  will  enter  a  tunnel  and 
curve  in  a  southwest  direction  to  an 
O'Hare  Airport  station  beneath  the 
main  parking  garage. 

Stations  are  planned  at  Harlem 
Avenue,  at  Cumberland  Road,  and  at 
River  Road.  Parking  facilities  for  more 
than  2.500  cars  will  be  available  at 
these  three  stations. 

There  will  be  a  total  of  15  miles  of 
track  on  the  right-of-way  plus  1 .9  miles 
of  track  for  the  expanded  yards  and 
shops. 

Supporting  facilities  will  include  a 
storage  yard  for  180  cars,  an  inspec- 
tion shop  handling  eight  cars  at  a  time, 
and  electrical  substations  at  the  airport 
as  well  as  River  Road  and  Canfleld 
Road. 

The  running  time  by  train  from  the 
Daley  civic  center  station  of  the  Dear- 
born subway  in  the  Loop  to  the  airport 


eta  Quarterly 


^^T\  ^. 


^-irraF^igmnnsiiniiij  ni  »i  la  ts  ei  i 


The  O'Hare  extension  project  will  take 
rapid  transit  trains  now  traveling  the 
median  strip  into  the  Jefferson  Park 
terminal,  background,  seven  and  one- 
half  miles  beyond  to  a  direct  connec- 
tion with  O'Hare. 

will  be  33  to  36  minutes. 

Projected  daily  ridership  for  the  ex- 
tension between  Jefferson  Park  and 
O'Hare  is  36,500  rides.  This  includes  an 
estimated  24,700  daily  rides  to  and 
from  the  airport  station  and  1 1 ,800  for 
the  three  new  intermediate  stations. 

During  the  construction  of  the 
O'Hare  extension,  the  CTA  will  con- 
tinue to  promote  its  O'Harexpress  bus 
service  from  Jefferson  Park  as  a  most 
convenient  and  inexpensive  way  to  get 
to  and  from  the  airport. 

Noiv  that  the  O'Harexpress  bus, 
foreground,  has  firmly  established  the 
demand  for  fast  and  convenient  public 
transportation  to  the  airport,  CTA  rapid 
transit  is  planned  to  travel  in  the  me- 
dian strip  under  the  taxiway  bridge  and 
then  into  a  tunnel  to  a  new  station 
beneath  the  airport  parking  garage. 
Service  is  expected  to  be  inaugurated 
in  late  1979  or  early  1980. 


1st  quarter,  1977 


Transit  Mall  on 
State  Street 


T^m-t. 


State  Street  has  long  been  world 
famous  for  its  department  stores,  its 
shops,  and  for  its  public  transportation. 
With  the  development  of  State  Street 
into  a  transit  mall,  public  transporta- 
tion service  will  become  more  promi- 
nent than  ever. 

The  transit  mall  is  designed  to  im- 
prove transportation  and  to  minimize 
pedestrian-vehicle  conflict. 

For  the  nine  blocks  from  Wacker 
Drive  to  Congress  Street,  State  Street 
will  be  reduced  from  six  lanes  to  two 
lanes.  In  addition,  there  will  be  boar- 
ding bays  for  the  CTA  buses.  Only 
buses  and  emergency  vehicles  will  be 
allowed  on  the  street. 

All  east-west  traffic  will  continue  to 
cross  the  mall. 

Escalators  will  be  installed  from 
street  level  to  the  mezzanines  of  sub- 


way stations.  Canopies  will  be  built 
over  bus  waiting  areas  and  escalator 
entrances. 

The  overall  appearance  of  State 
Street  will  be  greatly  enhanced. 
Sidewalks  will  be  extended  from  the 
present  curb  as  much  as  20  feet  in 
some  places.  There  will  be  trees, 
landscaping,  benches,  fountains,  in- 
formation centers  and  small  entertain- 
ment areas.  There  also  may  be  outdoor 
cafes. 

The  city  expects  to  begin  construc- 
tion this  summer  as  the  result  of  recent 
approval  of  $9  million  in  federal 
highway  and  transit  funds. 

The  State  Street  merchants  will 
provide  a  local  matching  fund  of  $3 
million. 

The  entire  project  is  scheduled  for 
completion  by  Thanksgiving  of  1978. 


eta  Quarterly 


Mayor  Daley 
Remembered 


To  document  its  sorrow  at  the  loss  of  a 
great  public  service  leader,  the  Chicago 
Transit  Board  adopted  this  resolution.  The 
late  Mayor  Richard  J.  Daley  motivated 
and  personally  participated  in  many  of 
CTA's  milestone  developments  to  provide 
the  best  in  public  transportation. 

WHEREAS,  the  Members  of  the 
Chicago  Transit  Board  were  deeply 
saddened  by  the  death  of  Richard  J.  Daley. 
Mayor  of  the  City  of  Chicago;  and 

WHEREAS,  the  Members  of  the 
Chicago  Transit  Board  join  with  the 
citizens  of  Chicago  and  the  Nation  in 
mourning  the  loss  of  an  exemplary  public 
servant,  a  man  whose  leadership,  service 
and  example  made  Chicago  a  model  of 
stability  and  growth  among  the  nation's 
cities;  and 

WHEREAS.  Mayor  Daley  was  unceas- 
ing in  his  commitment  to  public  transpor- 
tation throughout  his  career,  a  commit- 
ment exemplified  by  the  fact  that  as  a  State 
Senator  in  1945  he  sponsored  the 
Metropolitan  Transit  Authority  Act,  un- 
der which  law  the  Chicago  Transit 
Authority  was  created;  and 

WHEREAS,  other  examples  of  Mayor 
Daley's  dedication  to  the  cause  of  public 
transportation  abound,  among  them  his 
support  of  rapid  transit  facilities  on  the 
median  strips  of  Chicago's  expressways, 
and  his  advocacy  of  the  Regional 
Transportation  Authority;  and 

WHEREAS,  in  our  sorrow,  we  must 
express  our  gratitude  for  his  efforts  on 
behalf  of  public  transportation  and  our 
heart  felt  regret  that  the  citizens  of  Chicago 
have  lost  a  great  mayor  and  the  Chicago 
Transit  Authority  has  lost  a  great  friend; 
Now,  therefdre; 

BE  IT  RESOLVED,  that  the  Members 
of  the  Chicago  Transit  Board,  in  a  meeting 
assembled  this  5th  day  of  January,  1977, 
extend  our  condolences  to  his  beloved 
family  and  that  this  resolution  be  spread 
upon  the  minutes  of  this  meeting;  and 

BE  IT  FURTHER  RESOLVED,  that  a 
suitable  copy  of  this  resolution  be 
presented  to  his  family  as  an  expression  of 
our  sympathy. 

CHICAGO  TRANSIT  BOARD 

Januarv  5,  1977 


July  28,  1955:  the  newly-elected  Mayor  inspects  the  right-of-way  after  driving  the  first  spike 
in  the  first  rail  for  service  on  the  Eisenhower  route,  the  w  orld's  pioneering  rapid  transit  in 
the  median  strip  of  an  expressway.  Left  of  the  Mayor  is  then  CTA  Chairman  Virgil  E. 
Gunlock.  To  the  right  are,  first,  William  W.  McKenna.  Transit  Board  member,  and  George 
L.  DeMent,  Public  W  orks  Commissioner  who  later  became  CTA  Chairman. 


October  6,  1976:  the  Mayor  joined  200  civic  leaders  and  public  and  industry  officials  on  the 
inaugural  run  of  CTA's  newest  rapid  transit  cars.  Bringing  greetings  from  the  American 
Public  Transit  Association  was  Louis  J.  Gambaccini  of  New  York  City.  Others  in  the  party 
were  Edward  F.  Brabec,  left,  vice-chairman  of  the  Chicago  Transit  Board:  Aid.  Vito 
Marzullo,  behind  Gambaccini,  chairman  of  the  City  Council's  Local  Transportation 
Committee;  and  CTA  Chairman  James  J.  McDonough. 


1st  quarter,  1977 


TV  Appearance 

CTA  has  expanded  its  schedule  of  television  commercials 
to  promote  increased  ridership  through  the  use  of  the  one- 
hour  transfer.  The  new  color  commercials  by  Weber,  Cohn  & 
Riley  advertising  agency  portray  the  convenience  of  CTA 
service  for  shopping  trips  and  the  considerable  number  of 
trips  that  can  be  made  on  a  one-hour  transfer.  In  the 
shopping  sequence,  a  young  woman  travels  CTA  rapid 
transit  with  her  mother  to  buy  a  designer  hat  only  to  find  that 
boys  riding  the  same  train  are  wearing  caps  that  are  strikingly 
similar.  In  the  bus  sequence,  a  young  man  makes  enough 
stops  on  the  transfer  to  do  selective  shopping— and  to  pick 
up  a  date. 


eta  Quarterly 


Dempster 


CTA  Sign 
Language 


The  ready  legibility  of  signs  to  the  rider— 

The  quick  recognition  of  what  signs  mean  by  color, 
number,  graphic  symbol— 

The  uniformity  of  sign  styling  and  appearance  throughout 
the  system— 

These  are  important  elements  in  the  guidance  of  passenger 
traffic  flow  through  a  large  urban  public  transportation 
service. 

The  CTA  system  requires  some  33,000  permanent  signs— 
on  elevated  platforms,  at  street  corners,  on  the  trains  and 
buses,  in  the  stations. 

The  science  behind  this  signage  is  much  more  than  meets 
the  eye.  Only  the  result  meets  the  eye. 

Dempster  In  The  Desert:  Regular  riders  on  CTA's  Evanston 
and  Skokie  Swift  lines  might  be  startled  were  they  to  take  a 
ride  on  the  track  at  the  U.S.  Urban  Mass  Transportation 
Administration's  Test  Center  in  Pueblo,  Colorado.  They 
could  wonder  whether  the  CTA  Dempster  station  had  "gone 
west"  with  them.  Because  of  CTA's  model  readable  graphics 
and  design  in  signage.  UMTA  asked  George  Krambles, 
general  manager,  and  Harold  Geissenheimer,  general 
operations  manager,  whether  CTA  would  supply  markings 
for  their  test  system.  CTA  was  glad  to  oblige,  furnishing  this 
and  nine  additional  wayside  and  passenger  station  signs  in 
the  summer  of  1976. 


This  science  is  one  of  the  responsibilities  of  11  people  in 
CTA's  Passenger  Controls  Graphics  section.  These  are 
veteran  draftsmen  and  seasoned  graphic  designers  with 
depth  experience  in  sign  work  and  type  styling. 

Director  of  the  section  is  John  O'Connor,  a  30-year  CTA 
veteran,  an  experienced  draftsman  himself. 

This  is  the  core  group  for  a  systemwide  program  of  sign 
modernization  begun  by  management  three  years  ago  to 
facilitate  a  stepped-up  campaign  of  transit  marketing  and  to 
give  CTA  the  smart,  up-to-date  public  image  its  operations 
merit. 

Destination  Signs 

There  are  three  major  segments  to  the  program.  One 
segment  was  completed  last  year  with  the  replacement  of  the 
destination  signs  on  the  front  and  sides  of  all  CTA  buses. 
Destination  signs  are  made  up  of  as  many  as  20  different 
route  numbers  and  names  which  appear  consecutively  on  a 
roller  curtain  device  at  the  front  and  right  side  of  the  bus, 
permitting  the  driver  to  change  destinations  as  direction  is 
reversed  or  as  the  bus  is  assigned  to  different  routes. 

The  Passenger  Controls  Graphics  group,  working  in 
conjunction  with  CTA's  Maintenance  Department  and  the 
sign  manufacturer,  Transign,  Inc.  provided  all  the 
specifications  for  the  eight-month  sign  replacement  project. 

The  technique  employed  here  is  to  use  a  full  height  route 
number  on  the  left  side  of  each  route  panel,  a  route  name  in 
the  center,  and  the  end-of-run  destination  on  the  right  side. 

For  example: 

Soldier 
149  Statelmer  p.^j^ 

The  large  route  number  provides  a  way  for  riders  to  identify 


1st  quarter,  1977 


Kedzie 
3200W 
2600N 


Logan  Square 


Diversey 

2800N 

3400W 


station  name  signs,  as  above,  appear  on  rapid  transit  station 
platforms:  they  enable  riders  to  determine  exactly  where  they 
are  and  which  exits  to  use.  Station  symbols,  left,  appear  on 
station  posts  near  the  riders'  eye  level.  Blue  color  coding 
shown  here  indicates  stations  where  all  trains  stop:  red  is 
used  for  A  train  stops,  green  for  B  train.  Bus  stop  sign,  right, 
shows  simplified  data  on  routing  and  times  of  service.  New 
destination  signs  now  installed  on  all  CTA  buses  are  printed 
on  roller  curtain  to  permit  easy  changing;  large  numbers  and 
shorter  destination  descriptions  are  used  to  enable  riders  to 
become  quickly  familiar  with  both  and  to  connect  numbers 
and  names  automatically.  Another  CTA  innovation  is  the 
transit  information  center,  below,  used  at  various  intermodal 
terminals  and  locations. 


a  bus  arriving  at  a  distance.  Equally  important,  it  is  a  means  of 
relating  the  information  contained  in  CTA  system  maps  and 
bus  stop  information  signs  to  ttie  buses  in  the  street. 

The  type  is  Helvetica-)  medium,  found  to  be  the  most 
effective  for  CTA  signs  when  the  Dan  Ryan  and  Kennedy 
route  signage  was  developed  in  1969-70.  Instead  of  the 
previous  style  of  using  only  capital  letters,  upper  and  lower 
case  letters  are  used  to  improve  readability. 

Station  Signs 

A  second  part  of  the  current  sign  modernization  program  is 
that  of  implementing  new  and  uniform  graphic  treatment  at 
all  stations  on  CTA's  rapid  transit  lines. 

The  previously-mentioned  Dan  Ryan  and  Kennedy 
signage  job  was  the  pacesetter,  providing  the  model. 

That  job  involved  the  design,  layout,  and  copy  work  for  400 
different  bits  of  information  on  nearly  6,000  signs. 

The  current  project  to  extend  these  graphics  to  142  more 
stations,  each  carrying  75  to  100  different  signs,  is  a  federally- 
funded  capital  development  project. 

Included  is  a  rail-to-bus  directional  signage  plan  for  rapid 
transit  terminals  which  are  hubs  of  rider  transfer  to  and  from 
several  or  many  bus  routes  which  feed  the  stations. 

The  idea  is  to  make  it  relatively  easy  for  a  rail  passenger  to 
get  from  the  train  platform,  through  the  terminal,  out  to  street 
level,  and  onto  the  right  bus. 

The  plan  was  first  developed  and  tested  at  the  95th  Street 
terminal  of  the  Dan  Ryan  line  and  the  Jefferson  Park  terminal 
of  the  Kennedy  line.  It  has  since  been  extended  to  the  Howard 
Street  rapid  transit  station,  the  north  side  terminus  for  several 
bus  lines. 

Color  coding  is  employed  in  the  station  signing  to  indicate 
the  stops  made  by  trains  running  A  schedules  (red)  and  B 

'*Helvetica.in  which  this  article  is  set,  is  rated  by  typographers  and 
designers  as  one  of  the  cleanest,  most  readable  type  faces  ever 
developed  It  delivers  a  message  to  the  eye  quickly  and  appealingly. 
It  stands  out  well  against  all  colors,  either  in  bold  face  or  in  reverse- 
Helvetica  has  gradually  come  into  general  use  throughout  CTA  and 
has  acquired  identification  as  the  corporate  type  face. 


schedules   (green).   Stations  at  which  all  trains  stop  are 
marked  with  signs  in  blue. 

Bus  Stop  Signs 

A  third  project  underway  is  the  renewal  of  the  street  signs 
marking  CTA  bus  stops. 

Involving  at  least  1,500  separate  pieces  of  information,  the 
project  covers  the  replacement  of  14,000  signs  dotting  the 
entire  system.  In  addition  to  a  new  blue  color  scheme  and  an 
easier-to-read  format,  a  feature  of  the  signs  is  the  use  of  a 
map  illustrating  the  route  of  a  particular  bus— unless,  of 
course,  there  are  so  many  routes  at  a  stop  that  there  would 
not  be  space  for  the  number  of  maps  necessary. 

Temporary  signs  which  are  posted  throughout  the  system 
to  keep  the  public  up-to-date  are  also  produced  by  the 
graphics  group. 

These  are  most  frequently  required  when  there  are 
changes  in  timing  and  routing  of  buses  and  trains  or  changes 
in  fare.  Temporary  signs  must  be  made  when  bridges  are 
closed  temporarily.  Any  track  construction  work  also  calls  for 
temporary  signing  which  is  important  to  alert  passengers  to 
any  possible  inconveniences. 

And  Others 

But  signs  are  not  the  only  products  of  the  graphics  group. 
Included  also  are  charts,  maps,  paste-upsfor  printed  reports, 
and  informational  exhibits. 

The  design  and  updating  of  the  "car  card"  route  maps 
posted  in  each  rapid  transit  car  are  responsibilities  for  the 
graphics  people.  A  recent  job  was  a  new  printed  downtown 
transit  map,  a  cooperative  effort  with  the  Public  Affairs 
Department. 

Smaller,  miscellaneous  assignments  also  come  their  way 
and  are  taken  care  of  as  the  regular  work  schedule  permits. 
This  can  involve  anything  from  company  letterheads  to  new 
menu  boards  for  the  company  cafeteria. 


eta  Quarterly 


bus 
stop 


47  47th  street 


is     |l 

III  ill 


t^t 


o 


Service  at  all  times,  Lake  Park  to  Cicero 
every  few  minutes  all  day  and  evening 
every  half  hour  0100-0500 

Service  west  of  Cicero  about  every  20  min  Mon-Fri 
eastbound  Lv  65th  0615-0845  and  1445-1900 
westbound  Lv  Cicero  0600-0815  and  1415-1830 

Times  shown  are  approximate 


iDrexel/HydePk^,^"^ 


8  Halsted  |  Clark 
21  Cermak  I SS'^'" 
24Wentworth  83rd 


Halsted     Dearborn 
Archer      Randolph 


42  Halsted/Archer  79th 


travel  information: 


call  836-7000 


a 


I 


1st  quarter,  1977 


•  VViiSO'l^ 


ipa; 


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r^<ri 


City  Colleges 

Chicago's  two-year  community 
college  system  is  built  and  located  to 
provide  its  commuting  student  body 
with  convenient,  economical  CTA 
transportation. 

"Most  of  our  students  use  CTA  bus 
and  rapid  transit  routes  to  get  to  our 
nine  campuses  and  to  their  jobs,"  says 
Oscar  E   Shabat.  Chancellor 

"When  our  new  campuses  were 
planned,  we  took  into  consideration 
'high  corridors  of  accessibility,'  such  as 
the  Dan  Ryan  Expressway's  rapid  tran- 
sit route  and  connecting  bus  routes 
which  serve  our  Kennedy-King 
College,  Olive-Harvey  College  and  our 
Chicago  Urban  Skills  Institute. 

'The  Eisenhower  Expressway's 
rapid  transit  route  serves  our  Malcolm 
X  College,  the  North-South  rapid  tran- 
sit route  serves  our  new  Harry  S. 
Truman  College.  Various  bus  routes 
bring  students  to  our  Richard  J.  Daley 
College  on  the  southwest  side  and 
Wright  College  on  the  northwest  side 

"All  rapid  transit  routes  and  bus 
routes  coming  into  the  downtown  area 
bring  our  students  to  either  our  Loop 
College  or  our  Chicago  City-Wide 
College. 

"Students  who  take  the  CTA  avoid 
the  trouble  and  expense  of  driving,  plus 
eliminating  parking  problems.  Many  of 


our  4,000  staff  members  also  ride  the 
CTA,"  Shabat  says. 

There  are  approximately  107,000 
students  who  attend  classes  on  a  wide 
variety  of  subjects  ranging  from  air 
conditioning  fundamentals  to 
zoology's  vertebrate  embryology. 

Three- Fold  Function 

Some  of  these  students  are  prepar- 
ing for  transfer  to  another  college  or 
university  for  their  junior  and  senior 
years  when  their  preferred  areas  of 
emphasis  will  be  certain.  Others  are 
working  toward  an  Associates  degree 
which  will  qualify  them  for  para- 
professional  status  in  certain  fields. 
And  some  are  adults  furthering  their 
education  after  establishing 
themselves  in  business  or  homemak- 
ing  careers. 

Providing  such  educational  oppor- 
tunities at  tuition  fees  and  scholarship 
arrangements  that  make  higher  educa- 
tion affordable  even  to  the  low-income 
family  is  the  three-fold  mission  of  such 
a  junior  college  system 

"The  continuing  growth  of  the  public 
community  colleges."  reads  the  City 
College  master  plan,  "repre- 
sents the  determination  and 
dedication  of  a  group  of  educators  and 
civic  leaders  who  are  convinced  that  all 
citizens,  not  just  the  economically 
privileged  or  the  academically  gifted, 


deserve  the  opportunity  of  education 
beyond  high  school." 

The  plan  statesthattheCity  Colleges 
of  Chicago  should  be  serving  120,000 
students  by  1980.  The  colleges  are 
asked  to  recruit  senior  citizens  and  the 
handicapped  as  well  as  large  numbers 
of  persons  from  low-income  and 
minority  groups. 

The  student  body  is  expected  to 
reflect  the  racial,  ethnic  and  socio- 
economic distribution  of  the  city's 
adult  population,  Spanish-speaking 
adults  particularly. 

The  nine  school  sot  the  City  Col  leges 
of  Chicago  offer  an  ever  widening 
variety  of  educational  and  training 
programs  tailored  to  meet  the  needs  of 
today's  society. 

City- Wide  Services 

A  prime  example  of  this  effort  is  the 
Chicago  City-Wide  College.  This  in- 
stitution coordinates  and  administers 
specialized  educational  facilities: 

Human  Services  Institute- 
providing  in-service  and  pre-service 
educational  opportunities  to 
employees  of  city,  state  and  federal 
governmental  agencies  and  to  persons 
who  seek  work  in  public  service; 

Health  Services  Institute- 
administering  health-related  programs 
and  courses  to  medical  institutionsand 
agencies; 


eta  Quarterly 


Center  for  Program  Development 
and  the  Handicapped— coordinating 
programs  to  make  available  to  all  han- 
dicapped persons  the  full  range  of 
college  resources; 

Co-operative  Education  Program- 
delivering  a  realistic  blend  of  actual 
v(/ork  experience  and  study  for  those 
enrolled  in  career  programs; 

Credit  by  Examination  Program- 
administering  tests  of  the  College 
Level  Education  Program  (CLEP)  and 
National  Occupational  Testing  In- 
stitute (NOCTI); 

Overseas  Program  — providing 
educational  services  by  mail  to  US. 
military  and  civilian  employees 
overseas; 

Continuing  Adult  Education 
Program— coordinating,  onacity-v^^ide 
basis,  workshops  and  other 
educational  sessions  on  City  College 


campuses      and 
centers. 


On  The  Campuses 


neighborhood 


The  more  traditional  colleges  are: 
Richard  J.  Daley  College  (formerly 
Southwest  College),  which  offers 
students  liberal  arts  programs  plus 
career  programs  in  transportation  and 
business. 

Because  of  its  proximity  to  the  Ford 
City  shopping  center,  Midway  Airport 
and  the  headquarters  of  many  trucking 
firms,  Daley  College  has  developed 
several  unique  programs  in  various 
aspects  of  aviation,  motor  fleet 
operations,  business  and  secretarial 
fields.  Students  can  earn  college  credit 
for  on-the-job  training.  Career  training 
also  is  available  in  nursing  and  child 
care. 


View  of  Harry  S.  Truman  College  from 
Wilson  Avenue  elevated  platform,  left, 
shows  the  convenience  of  rapid  transit 
commuting  to  class.  Bus  commuting  Is 
popular  with  students  at  Wright 
College,  top,  and  public  transportation 
Is  almost  a  necessity  for  students 
attending  Loop  College  on  Lake  Street, 
lower  photo. 

Kennedy-King  College  is  geared  to 
encourage  community  residentsto  use 
it  day  and  night  in  continuing  educa- 
tion programs  for  self-improvement. 

Courses  are  offered  in  nursing,  child 
care  and  human  development,  air  con- 
ditioning and  refrigeration,  automotive 
services,  offset  printing,  theater  arts 
and  radio  and  television  broadcasting. 

Loop  College,  in  the  downtown 
business  district,  emphasizes 
programs  in  business,  secretarial  and 
data  processing  fields  in  addition  to  a 
full  academic  program  including 
foreign  languages. 

Loop  College  has  an  outreach 
program  in  the  Center  for  Continuing 
Education  and  Community  Services 
which  sponsors  many  eight-week 
courses  and  workshops  for  senior 
citizens,  Spanish-speaking  persons, 
child  care  specialists  and  owners  of 
small  businesses. 

Malcolm  X  College,  near  the  world's 
largest  medical  center,  concentrates 
its  programs  on  nursing,  medical 
technology  and  health  facilities 
management. 

In  addition,  the  college  has  outreach 
programs  in  urban  studies  which  bring 
the  community  into  close  working 
relationship.  Also,  students  may  enroll 
concurrently  at  Malcolm  XCollegeand 
the  nearby  University  of  Illinois  Circle 
Campus. 

Olive-Harvey  College,  in  the  heart  of 
an  industrial  complex  and  the  Calumet 
port  area,  offers  a  distinctive  cluster  of 
programs  in  industrial  and  engineering 
technology.  Also  offered  are  courses  in 
mechanical  technology,  environmen- 
tal technology,  electronics  and  civil 
technology. 

Harry  S.  Truman  College,  the  newest 
campus  of  the  City  Colleges  of 
Chicago,    continues    a    tradition    of 


1st  quarter,  1977 


scholarship  and  community  service 
started  in  the  Mayfair  College  which  it 
replaced. 

Truman  College  offers  a  two-year 
nursing  program,  academic  studies, 
and  its  staff  works  closely  with  the 
multi-ethnic  groups  on  the  northwest 
side  of  Chicago. 

Truman  College  is  the  first  campus 
of  the  City  Colleges  of  Chicago  to  have 
its  own  entrance  and  exit  to  the  CTA's 
North-South  rapid  transit  route— on 
the  west  side  of  the  Wilson  station. 

Although  the  recently  completed 
modern  steel  and  glass  building  stands 
only  about  150  feet  from  the  busy  CTA 
tracks,  classrooms  remain  quiet, 
thanks  to  special  soundproofing 
techniques  used  by  its  designer, 
architect  John  Moutousammy  of  the 
firm  of  Dubin,  Dubin,  Black  and 
Moutousammy. 

"The  buildmg's  windows  facing  the 
'L'  tracks  are  three-fourths  inchesthick 
and  are  made  of  two  sheets  of  glass 
laminated  together,"  Moutousammy 
says.  "Other  windows  are  three- 
eighths  inches  thick. 

"Exterior  walls  of  the  building  are  of 
Cortan  steel  with  interior  laminated 
panels  of  inch-thick  perlite,  a  mineral 
sound  insulating  substance,  to  further 
control  outside  sounds  entering  the 
structure. 

"The  Cortan  steel  finish,  like  that  of 
Chicago's  Civic  Center,  weathers  to  a 
rust-colored  patina  which  gives  the 
building  its  dramatic  color." 

Wright  College  emphasizes  a  strong 
academic  program  with  a  wide  choice 
of  classes  to  serve  the  educational 
needs  of  its  community.  Career 
programs  are  offered  in  hotel-motel 
management,  electronics,  data 
processing,  radiologic  technology, 
mechanical  technology  and  hor- 
ticulture. 

Wright  College's  community  service 
programs  attract  thousands  of  non- 
students  to  seminars,  lectures  and  film 
series.  Special  classes  are  held  for  the 
handicapped,  blind  and  hearing- 
impaired. 

An  important  part  of  the  college 
system  is  its  Chicago  Urban  Skills 
Institute.  The  Institute  includes  the 
William  L.  Dawson  Center  offering 
vocational  training  programs  and  the 
Adult  Learning  Skills  Program  to  serve 
people  seeking  to  complete  their 
elementary  or  high  school  educations 

Under  the  Urban  Skills  program, 
General       Education       Development 


Getting  to  College 


Many  of  the  students  of  the  City  Colleges  of  Chicago  use  the  CTA  to  get  to 
school  and  to  work. 

Chicago  City-Wide  College,  209  North  Michigan  Avenue,  is  served  by 
bus.  'L'  and  subway  routes  entering  the  downtown  business  district. 

Richard  J.  Daley  College,  7500  South  Pulaski  Road,  is  served  by  the  No. 
53A  South  Pulaski  bus  route 

Kennedy-King  College,  6800  South  Wentworth  Avenue,  is  served  by  the 
No.  24  Wentworth  bus  route,  the  No.  67  bus  route  operating  on  67th,  69th 
and  71st  Streets  and  the  Dan  Ryan  rapid  transit  route  at  the  69th  Street 
station. 

Loop  College,  64  East  Lake  Street,  is  served  by  bus, 'L' and  subway  routes 
entering  the  downtown  business  district. 

Malcolm  X  College,  1900  West  Van  Buren  Street,  is  served  by  the  No.  7 
Harrison,  No.  50  North  Damen,  No.  98  Ogden  and  No.  126  Jackson  bus 
routes  and  the  Eisenhower  rapid  transit  route  at  the  Medical  Center  station. 

Olive-Harvey  College,  lOOOx  South  Woodlawn  Avenue,  is  served  by  the 
No,  28  Stony  Island  bus  route  and  the  No.  106  East  103d-106th  bus  route 
which  connects  with  the  Dan  Ryan  rapid  transit  route  at  95th  Street. 

Harry  S.  Truman  College,  1145  West  Wilson  Avenue,  is  served  by  the  No. 
36  Broadway  and  No.  153  Wilson-Michigan  bus  routes  and  the  North-South 
rapid  transit  route  at  the  Wilson  station. 

Wright  College,  3400  North  Austin  Avenue,  isserved  bytheNo  91  Austin. 
No.  77  Belmont  and  No   152  Addison  bus  routes. 

Chicago  Urban  Skills  Institute,  3901  South  State  Street,  is  served  by  the 
No.  29  State  and  No.  39  Pershing  Road  bus  routes  and  by  the  North-South 
rapid  transit  route  at  the  Indiana  station. 


(G.E.D.)  tests  and  English  as  a  Second 
Language  courses  are  conducted  in 
the  Institute  and  in  470  schools, 
libraries,  churches,  community  centers 
and  factories  throughout  the  city. 

The  City  Colleges  of  today  trace 
back  to  1911  when  a  junior  college 
program  was  launched  by  the  Chicago 
Board  of  Education  inCraneTechnical 
High  School.  This  junior  college 
system  eventually  grew  into  eight 
schools- 

On  July  1,  1966,  the  concept  gained 
independent  status  and  authority  when 
Junior  College  District  No.   508  was 


created  under  the  provisions  of  the 
Illinois  Master  Plan  for  Higher  Educa- 
tion, adopted  by  the  Illinois  Board  of 
Higher  Education  in  1964,  and  the 
Illinois  Public  Junior  College  Act  of 
1965. 

Chicago  City  Junior  College,  even- 
tually renamed  the  City  Colleges  of 
Chicago,  was  placed  under  control  of  a 
seven  member  board  appointed  by  the 
Mayor. 

Besides  its  authority  to  levy  a  tax  on 
real  estate,  the  City  Colleges  receive 
funds  from  the  state  and  federal 
governments    plus    moderate    tuition 


eta  Quarterly 


fees  charged  students. 

Chicagoans'  response  to  the 
availability  of  college,  vocational  and 
self-improvement  programs  in  the  City 
Colleges  is  reflected  by  enrollment 
trends  in  just  the  last  four  years. 

In  1973,  there  were  77,691  students 
at  the  system's  nine  facilities.  Today, 
enrollment  stands  at  106,774. 

The  plan  for  the  City  Colleges  notes 
that  "the  city  college  student  does  not 
conform  to  a  type  as  does  the  un- 
dergraduate on  many  university  cam- 
puses. 

"Rather,  the  student  body  suggests  a 
cross-section  of  the  city's  population. 
Furthermore,  the  enrollment  of  each  of 
the  colleges  has  distinctive 
characteristics." 

Provide  Unique  Opportunity 

About  41  per  cent  of  the  full  time 
students  come  from  families  v*/ith  in- 
comes below  $6,000;  25  per  cent  from 
families  earning  betw/een  $6,000  and 
$9,000  a  year;  19  per  cent  from  families 
with  yearly  incomes  between  $9,000 
and  $12,000  and  15  per  cent  from 
families  earning  more  than  $12,000  a 
year. 

Despite  these  financial  hardships, 
many  college  students  complete  their 
work  for  Associate  in  Arts  (A. A.)  or 
Associate  in  Applied  Science  (A.A.S.) 
degrees  and  transfer  to  four-year 
colleges  or  universities  to  complete 
their  education. 

Several  studies  of  graduates  of  City 
Colleges  of  Chicago  have  shown  that 
86  per  cent  continued  their  education 
in  universities  and  colleges  and  that  60 
per  cent  of  this  group  graduated  from 
these  schools  within  five  years. 

A  more  determined  group  of  City 
College  graduates,  half  of  those  who 
completed  their  degree  programs  in 
universities  and  colleges,  did  so  within 
two-and-a-half  years. 

While  these  results  are  gratifying  to 
administrators  and  planners,  they 
agree  that  the  importance  of  programs 
which  teach  skills  needed  to  make  a 
living  is  paramount. 

The  philosophy,  as  stated  in  the 
master  plan,  is  that  it  is  most  important 
that  technicians  and  tradesmen 
develop  the  breadth  of  mind  and 
critical  intelligence  needed  to  make 
them  responsible  members  of  society. 


Clockwise  from  top  left,  pictures  show  convenient  bus   service  at  Kennedy-King, 
Olive-Harvey,  Richard  J.  Daley  (formerly  Southwest),  and  Malcolm  X  Colleges. 


Don  Yabush 
OTA  Public  Affairs 


1st  quarter,  1977 


CHICAGO      TRANSIT     AUTHORITY 
P.O.  Box  3555,  Chicago,  II.  60654 


Address  Correction  Requested 


BULK   RATE 

Paid 

U.  S.  POSTAGE 

Permit  No.  8021 

CHICAGO.  IL. 


N03THA'ESTE3N  UNIVE3S1Y 
T3ANSP  CtNTEa 
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