Early Railroad Survey Crew
While we are accustomed to thinking of an airline in terms of aviation travel, it was originally used by surveyors as a common term for the shortest distance between two points. In the 19th Century a number of railroads used "air line" in their title to suggest their routes were shorter than competing railroads.
Map of tracks including the St. Charles Air Line
The Chicago, St. Charles and Mississippi Air Line was chartered in 1852, with a planned route from Chicago to the Mississippi River at Savanna, IL via St. Charles, IL. The Chicago terminus and depot would have been located at the northeast corner of Stewart Ave. and 16th Street. The line was intended to compete with the Galena and Chicago Union Railroad (G&CU), chartered in 1836 and completed in 1853. The GC&U opposed the project and chartered their own competing line, the Dixon Air Line Railroad, from St. Charles to Dixon, IL.
Railroad grain elevators at the mouth of the Chicago River
This planned line was reorganized as a jointly owned, unincorporated project known as the St. Charles Air Line (SCAL). This truncated version began at the Illinois Central (IC) on Chicago's lakefront near 14th Street, and continued west along it's originally planned alignment to Western Ave. A connection was built to the G&CU at this location, and completed in 1856. The west end of the jointly owned trackage was actually the west bank of the Chicago River, somewhat short of the original destination of the Mississippi River.
The first Central Station
The Chicago, Burlington and Quincy Railroad (CB&Q) was the next line to enter the picture, connecting with the SCAL at Western Ave. The CB&Q would use this track to access the IC's original Central Station located near Randolph Street and the lake. A planned alignment west of Western Ave. was used by the Chicago and Northern Pacific Railroad (C&NP), and would later become the Altenheim Subdistrict of the Baltimore and Ohio Railroad (B&O). This line was also used by the Chicago and Great Western Railroad and the Soo Line (formerly Wisconsin Central). At this point we may need a score card to keep up with all the players in this game.
Elevation of the north leg of the IC wye
Track elevation of the Air Line west of the Chicago River circa 1897
West of Clark St. and east of the South Branch of the Chicago River, the IC tracks crossed the Chicago Rock Island & Pacific at grade then branched south along the river and west along the Air Line. The tracks then bridged those leading to Dearborn Station. The line crossed the river and traveled over the tracks to Union Station on a long, concrete viaduct until it drops down to the elevated embankment.
Original swing bridge being raised as part of the track elevation project
Aeriel view of the lift bridges
The two Strauss lift bridges, one permanently raised the other still active, are designated Chicago landmarks. The river crossing was formerly via a swing bridge, which was eliminated when the South Branch of the river was straightened. One of the lift bridges was moved from it's former location, and shortened as part of this project. The Baltimore and Ohio used the now out-of-service bridge to access Grand Central Station at Harrison and Wells Streets. Construction of Grand Central was begun by the Wisconsin Central (later Soo Line), completed by the C&NP and came under control of the B&O in 1910.
Grand Central Station
IC Central Station
Time has wrought some changes to the line. The north leg of the IC wye was removed with the discontinuance of passenger trains and the demolition of the second Central Station in 1974. That area has since become a thriving residential neighborhood of high rises, lofts and new town houses. The demolition of Grand Central Station in 1971 ended the need for the active use of the northern lift bridge, and it was permanently raised. The tangle of interconnecting tracks east of the river has been greatly simplified with the demise of individual railroad passenger trains and their consolidation under Amtrak at Union Station. The Air Line is still used by freight and passenger trains coming off the IC, now owned by the Canadian National Railroad (CN). Metra, the commuter rail service, also uses it to move equipment from their shops at Roosevelt and Canal to the Rock Island District commuter line. In the arcane world of railroading, the lift bridge operator is often referred to as the "B&O Operator"; and is an employee of the CSX Railroad, successor to the B&O.
A 1920's view of the St. Charles Air Line on the right as it crosses Canal Street
Metra switch engine crosses over Canal Street on the Air Line
The SCAL has become a controversial element of the urban fabric with the transformation of the former IC property, and the surrounding area formerly used for warehouses and light industry, to pricey residential living. The new residents find the presence of trains transversing their neighborhood to be a source of irritation and annoyance. Believing the promises of real estate agents that, "not too many trains come through here" and "they're removing the tracks very soon" these residents cannot understand why there is no forthcoming solution to their dilemma. While plans have been made to eliminate the SCAL, there is little in the way of public funds available to create the necessary rail connections in other locations to accomplish this. The railroad affected by this potential change, the CN, will not fund the project by themselves. Amtrak also relies on the line to bring it's trains on and off the CN to Union Station.
Amtrak train passes a loft conversion of an old warehouse
For the foreseeable future, the Air Line without airplanes will continue to be a presence in Chicago's railroad environment.
