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Full text of "CTA quarterly"

TRANSPORTATION LIBRARY 

AUG 5 1997 

NORTHWESTERN UNIVERSITY 



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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 










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 




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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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i 

Quarterly 



ta 



^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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eta Quarterly 





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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 

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 


1172 


1092 


102 7 


95 1 


9.8 


9 6 


8 7 


8 


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 4 225 226 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.; 

347 389 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: 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-Ax mi^'^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. 





'»» 



%>' 




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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'I l l i m i un ii n «p» 



II ■ =1^ 111 



n ■■■ 





«*afi.-)saSi.' 



LLL 



tJ£. 




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 

CHICAGO. IL. 



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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 



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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 




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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 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 

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 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 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 

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 

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 


347 


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 




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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 








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Pioneer Court 



at the Water Tower 




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at Civic Center Plaza 



at Riverside Plaza 



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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 



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c^ 



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- 



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going out of town on a short business trip. Out of the office 
„_-. ^ .u„ „.„!,» .„ .K- r. — . e. — * „... through 



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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. 





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JeMerson ParV 



Bus stops-Passenge 



Butlei 
Cap.lal 
Customs a 



O'Hare International Airport 



terminals 



Bus stops-Cargo areas 
9 *;;''^;^"_ 

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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 




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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 



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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 




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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 



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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. 



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Quarterly 



4th quarter, 1976 



20 



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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&j gtTT^'*'™''^ ::^ 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 








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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 



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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 







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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 



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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 



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1st quarter, 1977 



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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 



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