1â50 series | |
---|---|
In service | 1961-1998 |
Manufacturer | St. Louis Car Company |
Replaced | 1998 |
Constructed | 1959â1960 |
Entered service | 1961 |
Number built | 50 |
Fleet numbers | 1–50, later some 61–65 |
Capacity | 46 seated |
Operators | Chicago Transit Authority |
Lines served | Evanston, Skokie Swift, Ravenswood, West-Northwest |
Specifications | |
Car length | 48 feet (14.63 m) |
Width | 9 feet 4 inches (2.84 m) |
Height | 11 feet 10 inches (3.61 m) |
Entry | level |
Doors | 4 (2 per side) |
Maximum speed | 50 mph (80 km/h) (1-4: 70 mph (110 km/h)) |
Weight | 49,825 pounds (22,600 kg) |
Traction motors | 4 Ă GE 1220F1 55 hp (41 kW) DC motor (except 1-4, various) |
Power output | 220 hp (160 kW) total |
Electric system(s) | Overhead line or third rail, 600 V DC |
Current collector(s) | Contact shoe or trolley pole |
Braking system(s) | dynamic & friction |
Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
The 1â50 series was a series of Chicago "L" cars built by the St. Louis Car Company in 1959 and 1960. Unlike cars in the similar 6000 series, which were designed for married pair operation, the 1â50 series cars were double-ended to facilitate single car operation. There was a limited need for single cars, however, so cars 5, 7, 9, 11, 15, 19, 21, 23, 24, and 31 were later rebuilt as married units and were renumbered 61a/bâ65a/b. [1]
Forty-six cars in the series were constructed with components salvaged from Presidentsâ Conference Committee (PCC) streetcars which the Chicago Transit Authority (CTA) no longer needed. The majority of the 6000 series also used salvaged components.
The streetcar version of the PCC trucks had 26 in (660 mm) resilient wheels, instead of the 28 in (711 mm) solid wheels intended for rapid transit use, and restricted speed to 50 mph (80 km/h). The slower speed was adequate for most CTA needs. Replacement wheels were solid, but remained at 26 in (660 mm).
Cars 1â4 had high speed test equipment and 28 in (711 mm) wheels. In 1964 they were modified with a locally designed âpan trolleyâ for the overhead wires on the high speed Skokie Swift shuttle. Later, cars 23â26 and 29â30 would also have pan trolleys, and 29â30 were also retrofitted with 28 in (711 mm) solid wheels for increased speed.
Cars 27â28 and 39â50 had trolley poles for use on the Evanston line. The line was converted to third rail in 1973, and most trolley equipment was removed. [2]
The Skokie equipped cars, with their pan trolleys, were too high to operate anywhere else on the system. Up to eight cars were used on this route.
The Evanston equipped cars, with their smaller trolley poles, operated into the loop. Up to sixteen cars were used on this route.
The remaining cars were used on the Ravenswood then West-Northwest routes. They were usually used as two car sets trained with 6000 series cars. [3]
Most of the 1â50 cars and all of the 61â65 cars were scrapped by the CTA. Only a handful of 1â50 cars survive today in a number of museums in the United States as well as one in Canada. [1]
1â50 series | |
---|---|
In service | 1961-1998 |
Manufacturer | St. Louis Car Company |
Replaced | 1998 |
Constructed | 1959â1960 |
Entered service | 1961 |
Number built | 50 |
Fleet numbers | 1–50, later some 61–65 |
Capacity | 46 seated |
Operators | Chicago Transit Authority |
Lines served | Evanston, Skokie Swift, Ravenswood, West-Northwest |
Specifications | |
Car length | 48 feet (14.63 m) |
Width | 9 feet 4 inches (2.84 m) |
Height | 11 feet 10 inches (3.61 m) |
Entry | level |
Doors | 4 (2 per side) |
Maximum speed | 50 mph (80 km/h) (1-4: 70 mph (110 km/h)) |
Weight | 49,825 pounds (22,600 kg) |
Traction motors | 4 Ă GE 1220F1 55 hp (41 kW) DC motor (except 1-4, various) |
Power output | 220 hp (160 kW) total |
Electric system(s) | Overhead line or third rail, 600 V DC |
Current collector(s) | Contact shoe or trolley pole |
Braking system(s) | dynamic & friction |
Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
The 1â50 series was a series of Chicago "L" cars built by the St. Louis Car Company in 1959 and 1960. Unlike cars in the similar 6000 series, which were designed for married pair operation, the 1â50 series cars were double-ended to facilitate single car operation. There was a limited need for single cars, however, so cars 5, 7, 9, 11, 15, 19, 21, 23, 24, and 31 were later rebuilt as married units and were renumbered 61a/bâ65a/b. [1]
Forty-six cars in the series were constructed with components salvaged from Presidentsâ Conference Committee (PCC) streetcars which the Chicago Transit Authority (CTA) no longer needed. The majority of the 6000 series also used salvaged components.
The streetcar version of the PCC trucks had 26 in (660 mm) resilient wheels, instead of the 28 in (711 mm) solid wheels intended for rapid transit use, and restricted speed to 50 mph (80 km/h). The slower speed was adequate for most CTA needs. Replacement wheels were solid, but remained at 26 in (660 mm).
Cars 1â4 had high speed test equipment and 28 in (711 mm) wheels. In 1964 they were modified with a locally designed âpan trolleyâ for the overhead wires on the high speed Skokie Swift shuttle. Later, cars 23â26 and 29â30 would also have pan trolleys, and 29â30 were also retrofitted with 28 in (711 mm) solid wheels for increased speed.
Cars 27â28 and 39â50 had trolley poles for use on the Evanston line. The line was converted to third rail in 1973, and most trolley equipment was removed. [2]
The Skokie equipped cars, with their pan trolleys, were too high to operate anywhere else on the system. Up to eight cars were used on this route.
The Evanston equipped cars, with their smaller trolley poles, operated into the loop. Up to sixteen cars were used on this route.
The remaining cars were used on the Ravenswood then West-Northwest routes. They were usually used as two car sets trained with 6000 series cars. [3]
Most of the 1â50 cars and all of the 61â65 cars were scrapped by the CTA. Only a handful of 1â50 cars survive today in a number of museums in the United States as well as one in Canada. [1]