Thursday, December 29, 2016

"The Met" and its abandoned bridge

(Bridge HunterJohn MarvigSatellite)
(Update: see Blue Line for the Garfield Park Branch replacement in the Eisenhower expressway.)

20171122 8119,  cropped
The above was cropped from a photo similar to the following. This was taken from Racine Avenue while getting photos of Pennsy's positional signal heads before they were replaced with the PTC stuff at Control Point Morgan. The buildings on the left are the ADM Flour Mill. Their days are also numbered.

Steven J. Brown posted
Metra F40PH 110 passing underneath the abandoned Metropolitan West Side Elevated bridge (built 1898, abandoned 1964 - remains as a signal bridge.) November 5, 2001.
The Metropolitan West Side Elevated Railroad was the third one built in Chicago and the first to use electric traction. [GarfieldPark] We have already seen the Met because it used the first Scherzer designed rolling bridge to access its Fifth Avenue/Wells Street Terminal. I include this 1898 map to make it easier to understand the routes of the Met.

1898 Map from a map collection 
The first thing one learns is that back in the 1800s, the north/south streets were numbered avenues because the main line, Garfield Park, ended at 48th Avenue in 1898. Using the BRC tracks as a reference, it appears that 48th Avenue is now Cicero Avenue.

Of particular interest were the two branches a little west of Ashland Avenue: Logan Square (discussed more below) turned to the north and Douglas Park turned to the south.

1898 Map, zoomed
1898 Map, zoomed
Then the Humbolt Park Branch left the Logan Square Branch just west of Robey Street (now Damen Avenue).

1898 Map,
I include a detail of the loop area because it appears the Met started with a connection to the loop and added its Fifth Avenue/Wells Street Terminal later. The 1938 map below shows that the main line and the Douglas Park branch were extended. Furthermore, the CA&E connected to the west end of the main line.
1938 Map from a map collection 
1938 zoom
Zooming in on the downtown connection, we can see that the Met connected to both its terminal and the loop. All of the CA&E trains went to the terminal.

Construction of the Milwaukee-Dearborn subway started in March 1939 using the deep bore method for most of the distance. But construction was put on hold during World War II even though it was 80% complete in 1942. Work resumed in late 1945 and opened on February 25, 1951. [DearbornSub]

The CTA took over all elevated and surface transportation in 1947. One of the first things it did was study the traffic through each station and on each branch because it wanted to close those facilities that did not generate enough revenue. Humboldt Park branch was on the "cut list." For political reasons, they could not just "pull the plug." So they reduced the quality of the service until the branch died. The following "bullet information" is from [Humboldt].
  • In 1948 they switched to just a Lauwndale-Damen shuttle during off hours forcing everybody to walk over to a Logan train at the Damen Station. During rush hours, Humboldt trains ran downtown, but they terminated at the Wells Street Station rather than run on the loop like the Logan Square trains did.
  • On February 19, 1950, they eliminated late evening and owl service.
  • In December, they re-equipped Logan branch with brand-new, all-steel PCC 6000-series cars but kept the old wooden cars on the Humboldt branch. Sure enough the ridership on Logan went up and on Humboldt went down.
  • The CTA planned to close the branch when the new Milwaukee-Dearborn subway opened in Feb. 1951. But local alderman Geisler (34th) and resident petitions gave the branch a reprieve. However, the CTA did close the Paulina Connector for revenue service and reduced the branch to just a shuttle service at all times. Furthermore, the transfer to a reconfigured Damen station that accommodated the subway connection was made very inconvenient for the passengers.
  • Another change in Feb. 1951 was that they quit maintaining and cleaning the branch, "causing immediate and obvious deterioration in the stations."
  • Service was discontinued on May 4, 1952. An express bus was added on North Avenue that stopped at just the Humboldt station locations. It was extended west to Kostner to tap commercial and industrial areas.
  • The express bus service was terminated Sept. 10, 1973.
In case you thought I forgot that this posting was about a bridge, let's take a closer look at the Paulina Connector bullet item. First of all, one reason for including the 1938 map was to show that Lake and the Met were competitors for west side traffic in the 1800s. But after the CTA got control of all of the lines, they used the Lake Line to carry the Douglas Park (Pink Line) traffic into the loop. So the north/south segment of the Logan Branch south of the Lake Line is back in revenue service. The north segment, between the Lake Line and where the Logan Branch switched to the subway is abandoned. All of that abandoned segment has been removed except for this bridge. The reason the bridge is retained is that C&NW had hung signals on it while it was still in service. So the bridge now might be the world's largest signal bridge (Birds-Eye View, Street View)


Chad Brown posted three photos of the abandoned bridge. You will have to follow the link because at least one of them is copyrighted. But some of the comments are of interest.

Len Marcus commented on Chad's posting
 Not my photo but this is how the line looked, the bridge is in the background.
John M. Kawano Curving line still exists- is now part of the Pink Line.
Make Lehman posted
Marshfield Junction
Scott Greig With the separate CA&E platform in the foreground.
Dennis DeBruler Metropolitan West Side Elevated Railroad where Garfield Park and CA&E went west, Douglas Park went south, and Logan Square went north. Douglas Park now uses a Logan Square remnant to get up to Lake Street as the Pink Line. The rest of Logan Square going north was made obsolete by the Milwaukee-Dearborn subway.
And here is what went between this junction and the Chicago River bridge.
David Daruszka posted
Here at Chicago Railroad Historians we do consider Interurbans, the 'L' and street railways as part of the city's heritage. Here's a two-fer with a four-car Chicago Aurora & Elgin train heading away from the Loop as a Chicago Rapid Transit train passes inbound. Below the train are the south platforms of Chicago Union Station.
Don Sims photo from the Classic Trains collection.

Len Marcus commented on Chad's posting
The Met ran south from here; turned east at what now is the Eisenhower Expressway and went east over Union Station to the Loop. This photo shows the old Met Line as the Congress Expressway was being built.
John M. Kawano Circa 1956-1958. The Congress (now Eisenhower) Expressway opened in 1956 but the median strip Congress CTA route was still under construction in this view; it opened on June 22, 1958. It uses the two tunnels to the right. The two tunnels to the left were part of a stillborn plan to route the interurban Chicago, Aurora, and Elgin Railroad downtown (it shared trackage with the old Garfield Park El) but the company ceased all commuter service at midday July 3, 1957. people who had taken the train downtown that morning were stranded!
The Garfield Park El on the left had its route disrupted by construction of the Congress Expressway, which was a massive widening of old Congress Parkway. After the Halsted station the trains were rerouted in 1951 down a ramp to the surface and ran in the middle of Van Buren Street. Several grade-level crossings were created by this, slowing things down. To compensate somewhat all the stations between Halsted and Kedzie were eliminated. Nevertheless, many Garfield Park El riders switched to the paralleling Lake Street El. After the Congress route was opened the Garfield Park El was demolished completely.
Of the five original Els in Chicago, the Metropolitan West Side Elevated has lost the most of its original route mileage. The only remaining parts are the Pink Line (formerly known as the Douglas Park or Douglas branch) and the section of the Blue Line between Logan Square station and Division/Ashland/Milwaukee station.
Roger Wilhelmi posted
This postcard (on the right) is the State Street Subway, but the Dearborn Subway was probably similar. You can tell this card is old because the postage is one cent. The text on the backside reads: "CUT-AWAY VIEW OF CHICAGO'S SUBWAY IN THE CENTRAL BUSINESS DISTRICT  Shown are the main tubes; the downtown center platform, which is 3500 feet long; the two-way escalators to the mezzanines with store connections; and the State St. surface level. Features of the subway are ventilation, illumination, escalators, safety, comfort."

The abandoned bridge goes over UP/C&NW tracks on the north side of the easement and CP/Milwaukee+NS/PRR/Panhandle tracks on the south side.

Gary J Sibio shared another view of this bridge.

Larry J. Pearlman posted a photo taken from underneath the bridge.

cmraseye Flickr 2009 photo of the bridge to nowhere

While trying to find where the first picture of this UP article was taken, I discovered that the Blue Line uses a subway to connect the Logan Square branch with the new extension to O'Hare built in the median of I-90/94. The subway goes under Milwaukee Ave. then north under Kimball Ave. until it reaches the Kennedy Expy.

Arvy J. Novahtskee posted a photo and the comments contain a lot of information including a video of it burning in 1996!

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