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The Chicago, North Shore & Milwaukee Railroad (CNS&M) is more commonly known as the North Shore Line (NSL). Often
referred to as "America's Fastest Interurban", its trains raced between Milwaukee and Chicago at speeds approaching 90 mph.
The CNS&M began in 1895 as the Bluff City Electric Railway, a local streetcar line in Waukegan, IL. Soon the owners changed
the name to Chicago & Milwaukee Electric Railway (C&ME) and set their sights on connecting the two name cities. A branch was
also constructed to Mundelein.
Later, the name was changed to Chicago, North Shore & Milwaukee Railroad. It was better know as the North Shore Line (NSL).
It saw its greatest advancements as part of the Insull empire.
In 1926 they opened their Skokie Valley Route, which bypassed most of the shoreline communities. This high speed line became
the showcase of the system.
With the Great Lakes Naval Base and the Army's Fort Sheridan on the line, servicemen were always steady customers. Through
the years, especially during WWII they carried thousands of trainees to camp and to the cities for "leave".
Their two sleek, modern Electroliners were the pride of the system, but their skilled shops kept the older cars in shape to maintain
the fast (80+mph) and frequent (hourly) service.
In addition to the interurban line, they also operated a local streetcar line in Milwaukee and several lines in Waukegan. The
Waukegan streetcar service ended in 1947. The Milwaukee streetcar service ended Aug 12, 1951. Service on the "Shoreline" ended
July 24, 1955. All interurban service ended on a bitter cold Jan. 21, 1963.
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HISTORICAL HIGHLIGHTS
May 29, 1896 - Bluff City Electric Railway begins operations.
Sept. 1, 1907 - Begins local streetcar operations in Milwaukee.
Oct. 31, 1908 - Interurban service reaches Milwaukee.
July 26, 1916 - C&ME becomes Chicago, North Shore & Milwaukee (CNS&M) aka North
Shore Line.
Aug. 6, 1919 - Direct service begins between Milwaukee and Chicago "Loop".
Sept. 14, 1920 - New Milwaukee station opens.
1923 - Parlor/Observation service begins.
June 5, 1926 - New Skokie Valley route opens by passing shoreline communities.
June 24, 1926 - Eucharistic Council in near Mundelein draws over 75,000 riders from
Milwaukee, Waukegan and Chicago. North Shore Line operates 445 trains in one day using
their equipment and Chicago "L" cars. Most trains running 2 to 15 minutes apart.
May 1926 - Begin "Piggyback" freight operation.
April 23, 1932 - End of Parlor - Observation service. Cars rebuilt into regular coaches, but
lacking restrooms.
Feb. 1941 - Electroliners enter service.
1947 - End Waukegan city streetcar service.
April 30, 1947 - End of "Piggyback" service.
Aug. 12, 1951 - End of Milwaukee city streetcar service.
July 24, 1955 - End of Shoreline route.
Jan. 21, 1963 - End of all interurban service.
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Introduced in 1941, the two Electroliners were the most modern
electric railway equipment of the time.
The 'Liners were self contained four-car articulated trains, with electric
heating and air-conditioning and a tavern-lounge car. Although capable
of speeds over 100mph, they were limited to the 80mph to 90mph of
the standard cars.
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Operating on the streets of Milwaukee brought the trains into the
heart of downtown. But the slow tedious run through traffic
added many minutes to the schedules.
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The double-track private right-of-way was built to the highest
standards, and well maintained permitting speeds in excess of
80mph.
The "Liners were the pride of the system, but the standard cars
held down most of the runs.
Unlike the "Liners, they could run as single cars or be MU'ed
together in as many cars as needed, limited only by restrictions in
Milwaukee and length of loading platforms.
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Entry into the heart of Chicago was obtained by operating over
the elevated tracks of the Chicago Elevated Railway (later CTA)
where they mixed with the "L" cars. On rare occasions the trains
could also operate through the subway.
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Double-truck car 357 from St. Louis Car Co.
heads south on 5th street and is about to enter
the yard at Harrison St. and enter the
private-right-of-way to the end of the city car
line at Oklahoma Ave.
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Single-truck Birney 333 heads south on 6th
street approaching the viaduct.
Although the Birney's spent a short time in
Milwaukee, mostly during WWII, they earned
the nickname "Dinky" for the city streetcar line,
which lasted to the end of streetcar service.
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While the passenger service may have received the most attention from fans, freight was also very important.
A fleet of steeplecab locos hauled on-line freight as well as interchange loads. Some of the smaller ones were equipped with batteries
to allow switching on industrial spurs not covered with overhead wire.
Behind the smaller loco is a truck trailer on a flatcar. The NSL pioneered the idea of "piggyback freight".
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Less than carload freight was hauled in the merchandise despatch
cars which could run alone or in mu, with as many cars as
needed. In later years many were converted to work cars.
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Like most railroads they also operated various work cars, such
as linecar 604, to maintain the right-of-way and overhead wire.
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Here are just a few examples of the public timetables and the hundreds of various tickets used by the North Shore Line.
They needed tickets for travel between each station, as well as different types for commuters, students, clergy and service men.
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