I wonder if that white two-story store building is still there, or if that went for something newer. Readers? Bueller?
The intermediate Rapid Transit stations remained until the North Shore's abandonment, to be removed before the opening of the Swift. The above-track headhouse at Asbury remained as a business until sometime in the 1970s.
Both Electroliners are in preservation (one in its Philadelphia incarnation, in Pennsylvania). Other curved-side articulated cars also ran on the Swift.
I have to do an essay on the Jitterbugs. All four of them went into preservation, but one was scrapped when a museum encountered financial troubles (this happens) and another is to become a parts source for the Illinois Railway Museum to restore its unit to operation.
These units had nearly the coach seating capacity of an Electroliner. The fourth section of the Electroliner had the tavern-lounge. You can't get a Smokie Link on the Skokie Swift. That's an airfoil on the power collector. No conductor putting the trolley pole on the wire on the fly the way the North Shore did: the operator hit a button in the cab to lower the collector inbound, or to raise it outbound, and the airfoil helped maintain contact between collector shoe and wire.
A recent Chicago History Today essay on the Swift illustrates that sometimes the remote control didn't work.
J. R. Schmidt photo courtesy Chicago History Today.
That damaged stucco above the southbound track wasn't from the Polar Vortex. Apparently North Shore collectors would sometimes have troubles getting the pole down, and it would smack into the Asbury station. The motorman on a Swift car didn't have the positive signal from the conductor (and on longer North Shore trains, the collector [trainman, in North Shore-speak]) and his first clue that the (electrical) collector was still up would be a loud BANG on the roof. But Transit Authority shop forces could sometimes find repair parts for Swift pantographs and collectors on the ground at Asbury.