Recent Finds, 1-12-2018

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Here are some of our recent photographic finds, which include some very rare scenes. In addition, we have some interesting correspondence, and great Chicago Aurora & Elgin pictures courtesy of Jack Bejna.

Enjoy!

-David Sadowski

PS- We note with great regret the passing of Al Reinschmidt, who was an occasional poster on the Chicagotransit Yahoo discussion group (as “Buslist”), and also left a few comments on this blog. We learned of his passing from the Illinois Railway Museum Facebook page:

We are saddened to report the passing of one of our regular volunteers, Al Reinschmidt. Al was a civil engineer known as one of the foremost experts on rail design and performance and worked on high speed rail projects around the world. At IRM he volunteered in our restoration shop and as a streetcar motorman but he was probably best known to visitors as one of the regular announcers at our Day Out With Thomas event and as the reader of “‘Twas the Night Before Christmas” during Happy Holiday Railway. His kindness, geniality and vast store of knowledge will be missed.

Our deepest condolences go out to his family and friends. He will be missed by all who knew him.

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Recent Finds

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

CSL 6268 is at the east end of the 43rd - Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don's Rail Photos says, "6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932." (Joe L. Diaz Photo)

CSL 6268 is at the east end of the 43rd – Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don’s Rail Photos says, “6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932.” (Joe L. Diaz Photo)

The same location today.

The same location today.

John Smatlak writes:

I really enjoyed seeing that photo of CSL 6268 is at the east end of the 43rd – Root line. This location was of course just a block away from the terminus of the Kenwood branch of the L. Here is a photo your readers may enjoy taken 11-12-28 of the L terminal and the Chicago Junction freight tracks that passed under the L at that location. Thanks!

"Though still carrying a faded passenger car paint scheme, and sporting a South Chicago - Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops." Don's Rail Photos: "2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946." (Joe L. Diaz Photo)

“Though still carrying a faded passenger car paint scheme, and sporting a South Chicago – Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops.” Don’s Rail Photos: “2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946.” (Joe L. Diaz Photo)

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 4034, presumably at 71st and Ashland.

CTA prewar PCC 4034, presumably at 71st and Ashland.

The old Larrabee "L" station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

The old Larrabee “L” station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

These old wooden "L" cars may be in storage at Skokie Shops, before the facilities were expanded.

These old wooden “L” cars may be in storage at Skokie Shops, before the facilities were expanded.

This view looks north towards the Wilson "L" yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, "Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?" I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.”

This view looks north towards the Wilson “L” yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, “Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?” I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.”

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park "L", probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the "L" would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park “L”, probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the “L” would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park "L" right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park "L" in the background. This photo was probably taken in early 1954. The Garfield Park "L" west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street "L".

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park “L” right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park “L” in the background. This photo was probably taken in early 1954. The Garfield Park “L” west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street “L”.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

This is an unusual picture, as it shows the Calvary "L" station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

This is an unusual picture, as it shows the Calvary “L” station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

A close-up of the Calvary station.

A close-up of the Calvary station.

J.J. Sedelmaier writes:

Does ANYone have shots of the Calvary stop on the “L” while still in service, prior to the opening of South Boulevard in 1930?

I think we may have something (see above).

J.J. replies:

YES !! I saw this last week ! So exciting ! The best shot so far, and I’ve been searching for decades !! Thanks for the heads-up David !!

The funny thing is, the photographer, whoever it was, doesn’t seem to have been trying to take a picture of the Calvary station at all. Otherwise, they surely would have moved in a lot closer first. It is a picture of a largely empty street, that just happens to show the station in the distance, which at the time was probably considered fairly unimportant.

J.J. continues:

Here are the shots I have here. I took the 1970’s pics. Bruce Moffat took the 1994 pics. The 1931 shot is a company photo that I got from Malcolm D. MacCarter in the mid-90s.

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

A close-up of the previous image, showing the Calvary station in the distance.

A close-up of the previous image, showing the Calvary station in the distance.

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

The interior of the former Calvary "L" station as it appeared on February 15, 1994. (Bruce Moffat Photo)

The interior of the former Calvary “L” station as it appeared on February 15, 1994. (Bruce Moffat Photo)

In addition, here is a classic shot that Mr. Sedelmaier shared with us:

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

(J.J. Sedelmaier Collection)

(J.J. Sedelmaier Collection)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70's headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70’s headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans' Association to use 300 as their "club car." Here, we see it parked in front of Immaculate Conception school.

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans’ Association to use 300 as their “club car.” Here, we see it parked in front of Immaculate Conception school.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans' wheel profiles resulted in wheel damage to the NSL.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans’ wheel profiles resulted in wheel damage to the NSL.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The same location today.

The same location today.

These photos have been added to our post The Fairmount Park Trolley (November 7, 2017), which included several other photos of the Five Mile Beach Electric Railway in Wildwood, New Jersey:

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Recent Correspondence

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street "L", but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

Miles Beitler writes:

I was doing some online research recently and followed a link to a photo on your blog. The photo was posted under “Chicago Rapid Transit Photos, Part 6” and included the following in the caption:

“Here’s an interesting streetscape that could not be duplicated today. According to the back of the picture, it shows the view looking east from South Boulevard and Austin, on the eastern edge of Oak Park. The Lake Street “L”, where it ran on the ground, had a very narrow right-of-way that the 6000s, with their bulging sides, could not fit in.”

I have read similar comments posted by others, i.e., that the reason no 6000s were used on the Lake Street “L” is that the cars were too wide. While it’s true that the curved body 6000s were wider than the 4000s and wood cars, the difference was slight — not more than a foot at their widest point. So I don’t think that would explain why they weren’t used. I think a more logical explanation is that the ground level portion of the Lake Street “L” used trolley wire, and none of the original 6000s had trolley poles. (I believe that the only exception was one experimental high performance trainset (6127-6130) that was used in Evanston Express service.) You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.

By the time the western portion of the line was elevated and converted to third rail in 1962, the high performance 2000s were already ordered. So the CTA probably decided to just keep using the older cars until the 2000s arrived. Cars 1-50 did have trolley poles, but those cars were not received until shortly before the elevation of the Lake Street “L” at which time they would not have been needed anyway, so they were used on the Evanston line instead, and later some were used on the Skokie Swift.

Does this make sense, or am I all wet?

Either way, keep up your fantastic blog!

Thanks for writing. You have made an interesting hypothesis, which deserves consideration.

First of all, I have heard enough stories regarding the tight clearances on the ground-level portion of Lake to believe there was some sort of clearance problem that prevented the use of curved-sided rapid transit cars there. The most logical explanation so far is that this involved the gatemen’s shantys.

Having ridden the Lake Street “L” numerous times prior to the October 28, 1962 relocation of the outer portion of the route onto the C&NW embankment, I can assure you that clearances were very tight, as two tracks and platforms were shoehorned into a side street, which continued to have two-way auto traffic.

There was a fantrip on Lake during 1960 using one of the single-car units in the 1-50 series, and while this train did venture down to the lower level of Hamlin Yard, it apparently made no effort to go west of Laramie. You would think they would have done so had this been possible. (See photo above.)

Similar clearance restrictions have existed on other parts of the system. Skokie Swift cars that had pan trolleys fitted were not allowed to go downtown, and cars with poles cannot go into the Kimball subway. (At the moment, this restriction would only apply to 4271-4272.)

That being said, let us take a step back and review how the Lake Street “L” fit in with the strategic thinking of various planners over the decades.

In 1937, the City of Chicago proposed building an aerial highway on the Lake Street “L” structure, and some other “L”s such as Humboldt Park. In theory this would have been something like the West Side Elevated Highway in New York City, which was built between 1929 and 1951 and which partially collapsed in 1973.

Express bus service would have replaced the rapid transit line, as would have a beefed-up Garfield Park “L” in this plan. We can be glad this was not built.

By 1939, this plan was abandoned in favor of the Congress Parkway Expressway that was built starting a decade later, and opened in stages between 1955 and 1960.

The City was proposing various subways all over town, in addition to the State Street and Dearborn-Milwaukee tubes that were built starting in 1938. One goal was to tear down the Loop “L”, starting with the Lake and Wabash legs.

The Lake Street “L” would have been diverted into a subway connection just west of the Loop that of course was never built. Neither was a connection built to divert the Lake “L” into the Congress line via an elevated connection near Kedzie, or Kostner, although the CTA was still intent on doing these things as of 1948.

There is some question whether the entire Lake Street “L” might have been abandoned early in the CTA era, if not for the innovation of A/B “skip stop” service that was begun in 1948. This was so successful that it was gradually used on other parts of the CTA system.

When and how were curved-side “L” cars developed? It seems likely this idea, like many others, came from New York, where some experimental 1930s BMT railcars such as the so-called “Green Hornet” had mildly curved sides.

In Chicago, curved sides appeared on ten interurbans, #451-460 for the Chicago Aurora & Elgin, designed in 1941 but not built by St. Louis Car Company until 1945, as well as the two North Shore Line Electroliners.

These were followed by four experimental sets of articulated rapid transit cars $5001-5004, delivered in 1947-48. Except for the curved sides, largely patterned after the BMT “Bluebirds: from 1939-40.

Chicago’s Initial System of Subways was designed to allow for longer and wider cars, closer to New York standards. The City may have hoped these standards could gradually be applied to the entire system, but it was not to be.

When the Chicago Transit Authority took over from the Chicago Rapid Transit Company in 1947, one primary goal was to purchase enough new steel railcars to allow the Dearborn-Milwaukee subway to open. Another goal was to get rid of the wooden “L” cars, which were getting very old and were not permitted in the subways.

When the first 6000s were delivered starting in 1950, they were first used on Douglas, but that was for test purposes. After another year or two, CTA switched things around, so the new 6000s were used in the State Street subway, and the 4000s on the more lightly used Dearborn-Milwaukee.

Meanwhile, the last wood cars were used on Lake around 1955. The last wooden :”L” cars were used in service in 1957, by which time there were enough new 6000s on hand to permit their retirements.

But else what was happening on Lake during the 1950s? By 1951-5, CTA appears to have figured out that the “problem” portion of Lake was the outer end, not the parts east of Laramie. The first suggestion was to truncate the line to Laramie, but this did not go over well in Oak Park, so the various parties got together, and the embankment plan was the result.

These plans were finalized around 1958. The relocation took place in 1962, at which time the CTA probably hoped to have taken delivery on what became the 2000-series. But there were so many changes and innovations in these cars that delivery did not occur until 1964.

So yes, it does not appear that it was ever a high priority for the CTA to use 6000s on the ground-level portion of Lake. Wood cars were replaced by 4000s around 1955, which was considered a service improvement, and within three years from that, plans were afoot to relocate service anyway.

However, if the CTA had really wanted to run 6000s on Lake, I expect changes could have been made in the locations of whatever obstacles prevented it, and additional cars could have been equipped with trolley poles, as was done for Evanston.

I doubt these would have been single-car units, though, since those were intended for “off peak” one-man operation on Evanston, something which I don’t think would have been suitable on Lake.

As it was, I don’t recall seeing 6000s on Lake much before 1979. In the wake of that year’s blizzard, which shut down the line west of Laramie for a week, so many of the newer cars had burned-out motors that it became necessary to use the older 6000s.

I hope this answers your questions.

-David Sadowski

Miles Beitler again:

Dave, you obviously know FAR more about Chicago transit than I do. You could probably give Graham Garfield some stiff competition.

I believe you recently wrote a book about trolleys. I grew up not far from the terminal of the Clark Street car line at Howard Street and I remember riding the Green Hornets to the local branch of the Chicago public library. I also remember visiting my cousins who lived a block away from the Devon car barn and seeing all of the streetcars stored there. However, I’m more interested in the “L” and interurban history. I spent my childhood watching the North Shore Line trains, and I was fortunate enough to ride an Electroliner to Racine, Wisconsin about a year before the NSL folded.

Have you given or considered giving presentations about Chicago transit at schools, libraries, etc.? WTTW channel 11 might also like to use you as a resource on Chicago transit history or for the production of programs on the subject, similar to the ones produced by Geoffrey Baer over the past 25 years.

There are a number of people, several in fact, who qualify as experts on Chicago transit. We all tend to know each other to some extent, as we’re interested in many of the same things.

I don’t feel like I am competing with any of the other “experts.” We have each found our own niche, and have different contributions to make. In fact, this blog is only successful because it is based on sharing and cooperation.

Actually, I have given a number of presentations to various groups over the years.

WTTW actually did feature the Chicago PCC book I co-authored once on Chicago Tonight. You can read about it in our post A Window to the World of Streetcars (June 2, 2016).

Our pictures do get around. Several photos that I posted to the Internet ended up being featured in an article called Displaced, which tried to determine what happened to the people who were living in the path of the Congress expressway when it was built. (See our post Some Thoughts on Displaced, August 30, 2016.)

Who knows when or where our stuff will show up in the future. We’ll just have to wait and see.

Thanks.

Ron Smolen adds:

In your last post this comment was posted in the sections about 6000s on Lake street:

“You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.”

TRUE… however, near the end of the Baldies operations, I do recall seeing LIVE and in photos
some single baldies that were placed in trains with 4000 pole equipped cars that DID operate in regular service to Harlem under wire.

Ron adds that, according to www.chicago-l.org, “baldy” 4000s ran on Lake from 1959 to 1964, paired with pole-equipped “plushies.”

Jack Bejna writes:

A Tale of Two Pictures

A short time ago there was a question raised by a reader about changing original photographs with Photoshop, thereby eliminating the original intent of the image. As an example of what I do, refer to the first image of CA&E 209. From my experience of working with CA&E images, I believe that the image was captured at the Laramie Freight House area, but of course that is only a guess. My goal is to try to improve the original image and enhance the background while preserving the original intent of the photographer when the image was captured. With this image I decided to place Car 209 in a typical situation, that is, on one of the storage tracks behind the freight house. Further, I like the look of the Niles wood cars so I added the front of sister car 207 to present an unblocked image of Car 209. I spent the rest of my efforts on improving the photograph itself with Photoshop. The final result is pretty much the way I think it looked at the time and represents a cleaner roster shot of a classic Niles interurban.

 

Moving right along with the CA&E roster, here are some images of the work cars and locomotives that kept the railroad running.
-Jack

CA&E Express Cars – Line Cars – Locomotives – Tool Cars

CA&E rostered a variety of Motors to fit the job at hand. First, the Newspaper Special, obviously a motor that probably spent time doing whatever job was needed in addition to delivering newspapers. I’ve never found a number for this car or any record of when or how it was retired.

Next, express cars 9, 11, & 15 illustrate the differences in length, configuration, etc., in the CA&E roster. Line cars 11 and 45 are next. Car 45 was purchased from the Chicago & Interurban Traction when the line quit in 1927. When Car 45 was retired it was replaced by car 11, rebuilt as a line car.

Locomotive 3 was built as a double ended plow and was used as a work motor by removing the plows.

Next up are the CA&E locomotives, including 2001-2002 built by GE in 1920, 3003-3004 built by BLW-WH in 1923-4, and 4005-4006 built by Oklahoma Railway in 1929.

Finally, Tool Cars 7 and B are shown. Tool Car B was rebuilt from a boxcar.

Here are a few more CA&E freight motors. First is an image of 5-15 in a winter scene. Before the railroad purchased 2001-2002 these two cars were commonly used as locomotives on the freight trains. Second is tool car in an unusual paint scheme. I’m glad they didn’t paint all the motors like this! Finally, here is a scene of Line Car 45 in action on a line relocation in Aurora.

Here’s a real gem that I came across searching the Internet. CA&E had a fire in the early days that destroyed many of their records, photographs, etc., so much of the early days is lost forever. Somehow this image survived somewhere, and we are able to see what express car 4 looked like, albeit with a lot of Photoshop help. I have no idea who built it or when, and how long it lasted.

Enjoy!

Jack

As always, we thank Jack for sharing these wonderful photos.

Fernandes writes:

Hello. I’m doing some reading about bus history. In 1921, Fageol launched Safety Coach and then, Model 20 and 40. Then the Twin Coach style.

I found it very interesting that they always adopted a design style similar to trains and not cars.

Well, we are the product of our time. Back in 1920 when the Fageols designed their first bus, what style reference did they have? Trains, of course.

But it’s interesting because their first “bus”, the Safety Coach, had a vehicle body. Not related to train. Some years later, they created the Twin Coach with a train looking style.

Would you provide me some info about bus/train design inspiration?

I forwarded this to Andre Kristopans, who knows much more than I ever could about bus history. Here is his reply:

At least part of the deal was that early intercity coaches often replaced branch line trains or directly competed with them. So, why not make something sort of train-like? As for the 40s, they sort of mimic what a “modern” streetcar looked like in the 1920s. Why not? Imitation can be a big compliment. By the 930s some elements of streetcar design such as rear door in very rear were replaced by designs more practical for a bus like a rear door 3/4 way back. But then new streetcars like PCCs started mimicking buses!

Kenneth Gear writes:

Another Railroad Record Club mystery solved!

Remember a year or so ago we saw RRC records for sale on eBay that were stamped “This is an audition set record and is the property of the Railroad Record Club?” We speculated that Steventon may have sent records to radio stations in an attempt to get them played on air. Well, that was not the case.

Along with the RRC catalog I received with the RRC #10 record I recently purchased was a two page notice of an “audition set program” the club was offering. The notice explains the whole program so I won’t go into detail about it since you can read it right from the notice. Interesting stuff and another RRC question answered!

The catalog was the same one that you posted in the Trolley Dodger.

This audition thing couldn’t have worked out very well. For every new order that it generated, there were likely problems with people not returning the records or paying for them.

I can see how Steventon wanted to bend over backwards to get people to hear these things, but this seems like a lot of extra work, with probably not enough reward.

Thanks very much for your detective work.

Frank Kennedy writes:

Thank you so much for the trolley book, David. Not only is it a great gift, it is a work of such devotional power. There looks to be years of searching for appropriate photographs in all of this. I really don’t know what to say except thank you for the hours future spent in great reading.

This is probably the nicest thing anyone has ever said about me. I didn’t respond right away, because it left me speechless.

Work on the book, from the initial proposal to the book being published, was actually less than a year. But if I think about it, I spent much of my life preparing to write such a book.

-David Sadowski

PS- Frank Kennedy is the founder of the Chicagotransit Yahoo discussion group.

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

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This is our 205th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 358,000 page views, for which we are very grateful.

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As we have said before, “If you buy here, we will be here.”

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A New Year- A New Beginning

2017 in Review

Another year has come and gone.  How quickly time flies.  For this blog, it was another successful year, with 118,985 page views from 34,503 visitors.  These numbers are more than 2015, but less than 2016.

We made fewer posts last during 2017, but they tended to be longer overall.  Some had more than 100 images, and there are over 100 in this post.  To date, we have posted over 30gb of classic images via this blog. It’s no coincidence that when I do Google searches on traction subjects, it seems like half the “hits” that come up are from The Trolley Dodger.

One of our goals has always been to provide a resource where people can find this type of information. I believe we have succeeded, and will continue to build on that success. There are some who think our hobby is on the decline, but I believe we have shown just the opposite.

Our average number of page views per post has continued to increase.  In 2015, it was 995 per post; in 2016, this increased to 1744, and in 2017 we reached 3718 page views per post.

2017 was also notable for the publication of our book Chicago Trolleys, which has been very well received.

While at this stage, it is impossible to know how many posts we will have this year, we are committed to maintaining a high standard of quality on whatever we do present.

Among our other recent posts, we are particularly proud of The Fairmount Park Trolley (November 7, 2017), which included dozens of rare images, most from the original medium format negatives. It took us nearly three years to collect all this material, which probably represents a total cost of about $1000- and this was just one post.

As an example of how we have inspired additional research, I would point to our post The “Other” Penn Central (May 29, 2016), which has gradually gotten longer and longer, thanks to additions from our ever-inquisitive readers.

In addition, as time goes on, we have more and more friends who share their material with our readers.  Today we feature the contributions of noted author Larry Sakar. The pictures are his, unless otherwise noted.

Happy New Year! May you and your family have health, wealth, and happiness in 2018.

-David Sadowski

PS- In about 30 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day.  If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Early Trolley Museum Visits

Larry Sakar writes:

You’ve been posting a lot of photos of CA&E cars of late, which reminded me of a day 47 1/2 years ago when I went to a trolley museum for the very first time. For several years, I would see the ads for IRM in Trains, Railroad (before it became Railfan & Railroad) and Model Railroader and I wanted to go there. Asking my father would have been useless. He wouldn’t have taken me in a million years. Neither of my parents approved of my interest in trolleys.

Luckily I had met Bill Beaudot in 1967, when he was the librarian in charge of the Local History Room at the Central Library downtown. My regular visits to read and reread CERA B-97, “The Electric Railways of Wisconsin” got him wondering what that was all about. All the remaining CERA Bulletins and other traction books had been removed from circulation, and placed under lock and key in the Local History Room.

And so it was that on a warm Saturday afternoon in August of 1970, I went with Bill and his family to my first trolley museum. But it was not IRM, well not initially anyway. The first museum we visited was then called RELIC in South Elgin, IL. RELIC was an acronym for the Railway Equipment Leasing and Investment Corp. Today we know it as the Fox River Trolley Museum.

CA&E wood car 20 was in operation that day, and we rode it from South Elgin to the end of the line at the I.C. bridge over the Fox River at Coleman. When they told the history of the line, I remembered that this was the line from which Speedrail cars 300 and 301 originated.

Of course, they spent 25 years in Cleveland operating on the Shaker Heights Rapid Transit, but so what? It was still nice to see where those cars began their service lives. And sitting on a side track was a car I had heard and read about innumerable times: NSL Tavern Lounge 415. Some years later they sold the car to Seashore Trolley Museum in Kennebunkport, Maine.

CA&E car 20 at the RELIC museum, August 1970.

CA&E car 20 at the RELIC museum, August 1970.

The interior of CA&E car 20 in August 1970.

The interior of CA&E car 20 in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

The Illinois Central interchange at Coleman with the ex-AE&FRE right-of-way, at the RELIC museum in August 1970.

The Illinois Central interchange at Coleman with the ex-AE&FRE right-of-way, at the RELIC museum in August 1970.

North Shore Line tavern-lounge car 415 at the RELIC museum in August 1970.

North Shore Line tavern-lounge car 415 at the RELIC museum in August 1970.

Leaving South Elgin and RELIC we headed for Union, Illinois and IRM. As we crossed the museum line and entered the grounds, I saw Milwaukee streetcar 972 with CSL 144 behind it loading at the station. Instantly, I felt like a kid again, when I would get excited as my grandfather drove my grandmother and me to the Harwood Avenue terminus of the No. 10 Wells Streetcar line in Wauwatosa.

In those days you turned from Wauwatosa Ave. west to Harwood. You found yourself at the top of a very steep hill that dropped down into the Menomonee River Valley, and crossed the Milwaukee Road mainline at grade. And on the west side of those tracks sat the Harwood terminal and the No. 10 Wells streetcar line. A 100-car plus Milwaukee Road freight would cause a monumental traffic jam on both sides of the Harwood hill. In the ’80’s a bypass was built, and traffic no longer has access via the old route. Just as well. Both the streetcar and terminal are long gone.

Anyway, I did get to ride 972 and it felt like 1957-58 all over again. I even made sure to relive my childhood memory of streetcar rides with my grandmother by walking to the opposite end of 972 and sitting in the motorman’s seat. The only difference was I no longer needed someone to boost me up and hold me in the seat!

So here are scans of the prints from the pictures I took that day. I had a great shot of TM 972 speeding down the mainline, but I gave it away about 10 years ago, unfortunately.

While looking through some other pictures, I came across four pictures I took at IRM sometime in the 1980s or ’90s. Two are of my favorite car (after TM 972) Indiana RR 65 and 2 are of AE&FR 306 currently undergoing restoration. Car 65 was flying white flags and was not in regular service. It had been taken out for use in some movie.

I don’t remember much of the detail I heard, but it involved George Krambles in some way. That’s as much as I can recall. 306 was in the car barn parked next to IT 101. I did ride 65 on a member’s weekend once years ago. We reached the end of the line at the Kishwaukee River crossing. They threw whatever electric switches they had to in order to put control over to the back-up controller in the rear of the car, but it refused to budge. Our motorman had to radio for a car to come to our rescue. They sent down C&ME 354.

That was my first and to date only ride on that car. I’ve heard that 65 does not operate very often. While going thru a large group of my slides last Thursday that I had marked as “unidentified,” I found the interior photo I knew I’d taken of CRANDIC 111 at Rio Vista in 2000. I need to look thru the slides I have in my metal slide box #2 of 3. I’m sure I took at least one exterior of CRANDIC 111 that day.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

CSL 144 at the IRM depot in August 1970.

CSL 144 at the IRM depot in August 1970.

CSL 144 with TM 972 ahead, August 1970.

CSL 144 with TM 972 ahead, August 1970.

Illinois Terminal 415 at speed on the IRM main line in August 1970.

Illinois Terminal 415 at speed on the IRM main line in August 1970.

The interior of Illinois Terminal 415 at IRM in August 1970.

The interior of Illinois Terminal 415 at IRM in August 1970.

Illinois Terminal 415 at the IRM depot in August 1970.

Illinois Terminal 415 at the IRM depot in August 1970.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

A North Shore Line 700-series car at IRM in August 1970.

A North Shore Line 700-series car at IRM in August 1970.

Following the RELIC and IRM pix are a set of pictures taken on a PA Transit PCC in Pittsburgh in the winter of 1971-72. I did not take these pictures. My good friend Bill did, and gave them to me because he knew I liked PCCs.

Because I have never been to Pittsburgh, I am unable to tell the readers where these pictures were taken. PA Transit, for anyone not familiar with it, was the municipal agency that took over the Pittsburgh Railways Co. in 1967. PA stands for Port Authority, not Pennsylvania.

It has always struck me as unusual that streetcar service would be run by the Port Authority, but the Port Authority of Allegheny County was given the task of transit operations, odd though that may seem.

I can still remember the controversy in Railroad Magazine over how the Pittsburgh PCCs were painted in the late ’60s and perhaps early ’70s. Many were painted in three colors, each color being placed on one-third of the car. In keeping with the times one PCC was painted in this wild looking paint scheme and dubbed the “Psychedelic trolley.”

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

The interior of PA Transit 1727. (Bill Beaudot Photo)

The interior of PA Transit 1727. (Bill Beaudot Photo)

A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)

A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)

I’ll finish up with a few shots of the Illinois Central Electric (later METRA Electric) Highliners taken mostly as 115th St. Kensington station around 1975. I remember when I.C. first got them, and now they too are history.

-Larry

An ICG Highliner at Randolph Street in 1975.

An ICG Highliner at Randolph Street in 1975.

An ICG Highliner at 115th in Kensington in 1975.

An ICG Highliner at 115th in Kensington in 1975.

Looking north at the Kensington station, as a South Shore Line train approaches in 1975.

Looking north at the Kensington station, as a South Shore Line train approaches in 1975.

Looking north along the northbound track at Kensington station in 1975.

Looking north along the northbound track at Kensington station in 1975.

Looking south from the Kensington ICG station, with the tower to the left.

Looking south from the Kensington ICG station, with the tower to the left.

ICG Highliner interior.

ICG Highliner interior.

An ICG Highliner at 115th Street in Kensington in 1975.

An ICG Highliner at 115th Street in Kensington in 1975.

Sunny California

For all readers of The Trolley Dodger who are shivering in this arctic cold here’s a posting that will let you temporarily escape to a much warmer place; sunny California. During the 50s, 60s and 70s, California (except for San Francisco) shed its electric traction lines as fast as they could.

Much of this was due to a company called National City Lines. In city after city they bought up the rail lines (San Diego Electric Railway, Los Angeles Railway, Pacific Electric, Key System Transit), abandoned all rail service and replaced it with Mack or GM Buses running on Firestone Tires and probably burning diesel fuel supplied by Phillips Petroleum. And they didn’t limit their destructive efforts to just California.

Then came the 1980s, and slowly California began to wake up from its love affair with freeways. And it all started with the San Diego Trolley in 1981. So, it’s only appropriate that we begin our look at traction in the Golden State there.

The San Diego Trolley's original cars were built by Duewag of Dusseldorf, Germany with help from Siemens.

The San Diego Trolley’s original cars were built by Duewag of Dusseldorf, Germany with help from Siemens.

Originally, the San Diego Trolley line to the Mexican border started here.

Originally, the San Diego Trolley line to the Mexican border started here.

Self-service. Passengers entered the car by pressing the black button, seen to the lower right of the door.

Self-service. Passengers entered the car by pressing the black button, seen to the lower right of the door.

Trains bound for the Mexican border had a San Ysidro destination sign.

Trains bound for the Mexican border had a San Ysidro destination sign.

The interior of the beautifully restored ex-Santa Fe (now Amtrak) San Diego station.

The interior of the beautifully restored ex-Santa Fe (now Amtrak) San Diego station.

Look at that beautiful tile work, including the Santa Fe logo on the wall.

Look at that beautiful tile work, including the Santa Fe logo on the wall.

Interior of a Duewag car - spartan, but functional.

Interior of a Duewag car – spartan, but functional.

No controller, no brake handle - computerized push-button control.

No controller, no brake handle – computerized push-button control.

A typical stop on city streets.

A typical stop on city streets.

The maintenance facility on the line to San Ysidro.

The maintenance facility on the line to San Ysidro.

A modern-day Southern California car barn, San Diego style.

A modern-day Southern California car barn, San Diego style.

More of the maintenance facility.

More of the maintenance facility.

City College stop. Fare checkers board here.

City College stop. Fare checkers board here.

Amtrak Redondo engine maintenance facility.

Amtrak Redondo engine maintenance facility.

Arrival at San Diego. looking toward the rear of the train.

Arrival at San Diego. looking toward the rear of the train.

Arrival at San Diego. looking forward toward the front of the train.

Arrival at San Diego. looking forward toward the front of the train.

Curving southeast through an industrial area. Note signal at right.

Curving southeast through an industrial area. Note signal at right.

Curving southeast through an industrial area.

Curving southeast through an industrial area.

Leaving LAUPT, passing Mission Tower.

Leaving LAUPT, passing Mission Tower.

Now you know why the line was renamed the San Diego Surfliner.

Now you know why the line was renamed the San Diego Surfliner.

Oceanside, CA - quite literally.

Oceanside, CA – quite literally.

I can’t think of a city that so completely turned its back on electric rail transit and embraced freeways the way Los Angeles did except for Milwaukee.

In her 1969 Grammy Award winning song, composed by the magnificent team of Burt Bacharach and Hal David, Dionne Warwick asked the question, “Do you know the way to San Jose?” One of the lines in the song says, “LA is a great big freeway. Put a hundred down and buy a car.”

I can’t speak to “putting a hundred down to buy a car,” other than to say perhaps in 1969, but very unlikely in 2018! But I can attest to the sentiment that LA was and still is “a great big freeway.” There are two Amtrak routes between San Francisco and LA. The Coast Starlight is a long-distance train operating once daily between Seattle and LA. But like any long-distance train, it is often subject to delays. Even on time, arrival in LA is not until 9:00 pm.

The other San Francisco to LA train is a corridor train called the San Joaquin, operating between Jack London Square station in Oakland and Bakersfield. All Amtrak service between San Francisco and other cities arrives and departs from either Jack London Square station in Oakland or Emeryville station. Emeryville is a separate city, 12 miles north of Oakland.

And yes, it is the Emeryville where the Key System had its shops.

Passengers going to San Francisco are bused across the San Francisco-Oakland Bay Bridge via Amtrak Thru-Way buses. In the golden age of rail passenger service, trains such as SP’s San Joaquin Daylight, the Lark and the Owl plied the tracks between San Francisco and LA. But when Amtrak took over in 1971 the SP and later UP which now owns the tracks forbade Amtrak trains to continue over the Tehachapi Mountains from Bakersfield to LA.

Therefore, passengers such as me boarded an LA bound Amtrak Thru-Way bus on August 7th at Bakersfield for the two-and-a-half hour ride down I5 and the Hollywood Freeway to LAUPT. This was not my first trip between Bakersfield and LA, so I knew what to expect the closer we got to LA. From the Magic Mountain Amusement park in Valencia to Glendale, where my bus was making a stop, I5 was a sea of cars in both directions.

As bad as that seemed, the Hwy 1012 Hollywood Freeway to downtown LA was even worse. It made rush hours on the Kennedy and Eisenhower look like child’s play! I kept asking myself, “How does anyone put up with this, on a daily basis?” And gas prices in California were at least $1.00 per gallon higher than here in the Midwest. In fact, I think it safe to say everything costs more out there!

So, what brought about this miraculous turnaround from asphalt and concrete to rail? I could tell you, but as the saying goes, a picture is worth a thousand words. I took this photo from the Griffith Park Observatory which is perched some 1300+ feet above LA in the summer of 1980 just before the rail renaissance began. Note that orange cloud on the far horizon. That is smog and it coats LA like a blanket daily. It is unhealthy to say the least and extremely bad for people with asthma and other respiratory problems. I can only guess that one day, someone woke up and pondered, “How did we get ourselves into this mess?” That’s easily answered. You allowed National City Lines and Metropolitan Coach Lines to take over and destroy Los Angeles Railways and Pacific Electric the system that literally helped build southern California.

The last PE line from LA to Long Beach was abandoned by the LAMTA– an agency formed to save remaining rail transit in LA but which, because it was controlled by some of the same people who ran Metropolitan Coach Lines, did the exact opposite. That was in April1961, but luckily the right of way between LA and Long Beach was saved, as parts of it were used by Southern Pacific (of which PE was a part) for freight service.

So, it was only fitting that after an absence of almost 30 years, electric transit service between LA and Long Beach was reborn in the form of the new LA Metro Blue Line on July 14, 1990. And just two-and-a-half years after that, the new LA Metro Red Line subway between downtown and North Hollywood opened for service.

Ironically, the new subway was built just one block (in places) from the old PE Belmont Subway. (Note: Though often referred to as the Hollywood subway because PE trains headed there and to other locations in and near the San Fernando Valley such as Universal City and North Hollywood as well as Glendale and Burbank) operated thru it. But its official name was the Belmont subway, no relation to Belmont Avenue in Chicago.

LA from the Griffith Park Observatory in 1980.

LA from the Griffith Park Observatory in 1980.

The LA Red Line subway at the 7th Street/Union Station stop in 2001. The LA Red Line subway is used by passengers to reach the Blue Line to Long Beach. Long Beach trains end in their own subway a few blocks from the Staples Center (LA's version of the United Center). I believe these are Japanese Kawasaki-built cars.

The LA Red Line subway at the 7th Street/Union Station stop in 2001. The LA Red Line subway is used by passengers to reach the Blue Line to Long Beach. Long Beach trains end in their own subway a few blocks from the Staples Center (LA’s version of the United Center). I believe these are Japanese Kawasaki-built cars.

Long before BART (Bay Area Rapid Transit) began service between Oakland and Fremont in 1972, there was the Key System. Started in 1903 by a man called “Borax” Smith, who became a millionaire mining Borax. If you’re around my age perhaps you remember the 19670’s TV show “Death Valley Days” hosted by actor Dale Robertson which was sponsored by 20 Nuke Team Borax.

The line got its name because, when viewed on a map, the 5 East Bay lines were designated by letters:
A: Downtown Oakland later extended to East Oakland on the tracks of the Interurban Electric Ry. an SP subsidiary which was abandoned in 1941
B: Lakeshore and Trestle Glen
C: Piedmont
D: Never used. Reserved for a line to Montclair alongside the Sacramento Northern Interurban which was never built
E:Claremont
F: Berkeley

They resembled the top part of a skeleton key, the straight bottom portion represented by the Key Pier, which jutted out into the Bay 1.3 miles from the Oakland shore. San Francisco-bound passengers transferred to Key System Ferry boats at the Key pier for the trip to the San Francisco Ferry Building at the foot of Market St.

In January 1939 Key System trains began using the newly constructed San Francisco-Oakland Bay Bridge. Tracks were laid on the lower deck of the bridge which was reserved for trucks and buses. A newly constructed terminal at 1st & Mission Streets in San Francisco (initially called the “East Bay Terminal” and then the “Trans Bay Transit Terminal”) served as the station for Key System trains, as well as Sacramento Northern and Interurban Electric. The latter two systems both abandoned service in 1941. Key took over some on the former IER trackage in and around Berkeley.

In 1938 newly-built articulated trains replaced the original wood center-entrance cars. As the saying goes, looks can be deceiving, and such was the case with the new articulated trains. They were, in fact, a new body placed atop salvaged components from the original wood cars, which consisted of everything from trucks to controllers. Worse yet, the new bodies had a major design flaw. They lacked proper ventilation. They were not air conditioned and did not have openable windows. Cars ran on third rail between the Trans Bay Terminal and the Key Bridge Yards in Oakland which abutted the Oakland toll plaza.

The Bay Bridge, like the Golden Gate Bridge and every Transbay bridge in San Francisco, is a toll bridge operated by the California Toll Bridge Authority. Each of the companies running trains across the Bay Bridge were required to deed a certain number of cars to Toll Bridge Authority ownership. This would prove fortuitous as the cars now preserved at the Western Railway Museum in Suisun City, CA and the Orange Empire Railway Museum in Riverside, CA were ones deeded to the Toll Bridge Authority.

Key System 187 at the Western Railway Museum in 2000.

Key System 187 at the Western Railway Museum in 2000.

A Key System Transit train in the Trans Bay Terminal in 1953.

A Key System Transit train in the Trans Bay Terminal in 1953.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

The Trans Bay Transit Terminal at 1st and Mission in San Francisco, razed in 2011.

The Trans Bay Transit Terminal at 1st and Mission in San Francisco, razed in 2011.

In 1946, the Lundeberg management sold its interest in the Key System to National City lines. As was almost always the case with any rail lines acquired by NCL, the streetcar lines in and around Oakland, operated by Key subsidiary East Bay Transit Company, were converted to bus operation in 1948. Key trains operated until April 1958 when the last trains crossed the Bay Bridge for the final time. The State of California spent huge sums of money to remove the overhead wires and rails from the Bay Bridge and Trans Bay Terminal to accommodate Key System Transit’s new Mack and GM Buses.

In 1960 Key System was acquired by A.C. Transit which still operates buses across the Bay Bridge to East Bay points to this day. A.C. stands for the two counties who operate the bus line, Alameda and Contra Costa.

The Transbay Transit Terminal was razed in 2011 and is being replaced by a new facility a few blocks away on Folsom Street. Unfortunately, the new terminal, which had been due to be completed in 2017, has been stopped from completion by a lawsuit filed by the nearby Millennium Towers Condos Building. The 58-story building with luxury condos, selling for upwards of $3 million and home to celebrities such as Joe Montana, is sinking into its foundation at an alarming rate and is also tilting as a result.

Its developers blame the contractor building the new Trans Bay Terminal claiming he drained out too much of the ground water causing the Millennium building foundation to shift in the sands which anchor it. The contractor for the new Trans Bay Terminal has counter-sued claiming that the Millennium Tower’s builder should have anchored the building’s foundation in the bed rock 200 feet below. Until the issue is resolved, a temporary Transit Terminal is open at 200 Folsom Street.

Santa Clara Valley Transportation Authority operates buses and one light rail line from Santa Teresa to Alum Rock in the San Mateo-San Jose area. It will connect with BART when the line is extended into San Mateo County. At least three major Silicon Valley companies will be served: Cisco Systems, eBay and Adobe.

The light rail line operates between Santa Teresa and Alum Rock. The car seen here, and its mates, were sold to the Sacramento RTD when VTA purchased new low-floor cars.

An VTA Santa Clara Valley Transportation Authority LRV at Santa Teresa station in 2000.

An VTA Santa Clara Valley Transportation Authority LRV at Santa Teresa station in 2000.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD service started between Watt I-80 and the Historic Folsom District on 3-12-87.Within the past year a branch to Consumes River College was opened. The maintenance facility for the Sacramento RTD is located in adjacent Roseville, north of Sacramento, a city located at the southern base of the Sierras. The four photos seen here were taken from Amtrak Train #5, the California Zephyr, on the way to Emeryville in 2004.

A year before the Key System abandoned rail service in April 1958, planning for some sort of new Transbay rail line was being contemplated. That became the Bay Area Rapid Transit district. This was a county-based, special-purpose district formed to construct and operate a rail transit system in the five counties that initially formed the district: The city and county of San Francisco, Alameda, Contra Costa, Marin and San Mateo.

Though invited to participate, Santa Clara county declined to join until 2018 when BART will enter San Mateo County, with the extension to Milpitas and Berryessa. In 1962 San Mateo County supervisors voted to leave BART, claiming their voters would be paying taxes for riders primarily from Santa Clara County. San Mateo eventually formed its own transit agency called SAMTRANS. The departure of San Mateo County lead to the departure of Marin County as well.

Construction of BART began in 1964, but it would not be until 1972 that the first trains operating between Fremont and Oakland would begin service. Initially, there was a debate about how BART trains would cross the Bay. Would it be an above ground crossing or a subway tube? The decision was made to dig a trench in the floor of San Francisco Bay and construct a subway tube between San Francisco and Oakland. All other parts of the system would be elevated (parts of Oakland immediately after trains leave the Transbay tube), subway (through Berkeley) or private right-of-way, often in the median of existing expressways.

Author Harre Demoro frequently insisted, in his books, that BART was neither the modern day Key System or Sacramento Northern. I disagree. In my opinion it is both. It serves many of the same cities served by Key or SN, and even utilizes parts of the old SN right of way in Concord, Rockridge, and West Pittsburg.

When I visited the Western Railway Museum for the first time in 1996, I rode an interurban saved from a system I’d never heard of, called the Peninsular Railway. A Google search revealed that the line had run in the San Mateo/San Jose area now known as “Silicon Valley”. One of the stations served by the Peninsular Railway was Berryessa. In 2018 the new BART extension into San Mateo County will provide service to two new stations; Milpitas and Berryessa. The Peninsular Railway abandoned service in 1934. It has taken 84 years, but electric rail transit is back in Berryessa. Let’s go for a ride on BART.

-Larry

Along the right of way to Milbrae and the SFO International Airport.

Along the right of way to Milbrae and the SFO International Airport.

Another view of the BART Oakland yards.

Another view of the BART Oakland yards.

Approaching the station loading area.

Approaching the station loading area.

A BART C train, built by Alstom circa 1995.

A BART C train, built by Alstom circa 1995.

The BART SFO International Airport station in 2004.

The BART SFO International Airport station in 2004.

A BART train arriving at the SFO International Airport in 2004.

A BART train arriving at the SFO International Airport in 2004.

C car interior. Note the blue colors, versus brown for the Rohr-built cars.

C car interior. Note the blue colors, versus brown for the Rohr-built cars.

The BART Concord station, on the former Sacramento Northern right-of-way.

The BART Concord station, on the former Sacramento Northern right-of-way.

Concord station, close-up of BART train.

Concord station, close-up of BART train.

A BART C train at Civic Center station.

A BART C train at Civic Center station.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

Oakland Yards near the MacArthur station.

Oakland Yards near the MacArthur station.

The operator of a BART car signs in.

The operator of a BART car signs in.

The operator's cab in a BART car, all computer controlled, like San Diego.

The operator’s cab in a BART car, all computer controlled, like San Diego.

An original Rohr-built BART train at Balboa Park station.

An original Rohr-built BART train at Balboa Park station.

The people mover at the SFO International Airport.

The people mover at the SFO International Airport.

Pittsburg Bay Point station, the farthest east point on BART.

Pittsburg Bay Point station, the farthest east point on BART.

The BART Pittsburg Bay Point station passageway to the park and ride lot.

The BART Pittsburg Bay Point station passageway to the park and ride lot.

Reflections of a railfan taking a picture of the people mover at the SFO International Airport.

Reflections of a railfan taking a picture of the people mover at the SFO International Airport.

A view of the opposite end of the BART Pittsburg Bay Point station passageway.

A view of the opposite end of the BART Pittsburg Bay Point station passageway.

The rear of the same train at the Balboa Park station.

The rear of the same train at the Balboa Park station.

Chris Barney writes:

HISTORIC BRIDGE DEMOLISHED

The last identifiable bridge from TM interurban operations in Milwaukee County fell to the wrecking ball November 9, 2017. The 1905 Milwaukee Light, Heat & Traction (MLH&T) spandrel-arch bridge over the Root River, near 98th & Layton, met its end after efforts to attain historic status and raising funds to preserve it failed. Robert Roesler, Greenfield Historical Society president, made a concerted effort in this regard and should be commended for it. A We Energies representative even arranged to donate the bridge structure to anyone willing to preserve it, but no one came forward.

The bridge last handled interurban traffic on June 30, 1951, when Speedrail Car 63 made its last inbound run from Hales Corners. Since then, it has weathered 66 years and had deteriorated to the point of being a danger to bicyclists and walkers traversing its span.

I spoke to a dog walker on December 12th who told me he has lived in the area his entire life and remembers when the Brookdale Bridge, which crossed Root River Parkway, was still standing. He lamented the demolition of the Root River span. “It reminded me of a simpler time when things were different – and better.”

February 9, 2017. (Chris Barney Photo)

February 9, 2017. (Chris Barney Photo)

December 12, 2017. (Chris Barney Photo)

December 12, 2017. (Chris Barney Photo)

Recent Finds

Here are a couple of our recent acquisitions, two classic views from the Philadelphia & Western, today’s SEPTA “Red Arrow” Norristown High-Speed Line:

Philadelphia & Western "Strafford" car 170, coming into a station circa 1938. Kenneth Achtert adds, "The photo of Philadelphia & Western 170 is arriving at Villanova station, outbound. This is the last station before the split where the Norristown line diverged from the Strafford line. The small platform between the two tracks was used to allow passengers from an inbound Norristown car to transfer directly to an outbound Strafford car without having to go up and over the overpass shown. This would also work from an inbound Strafford car to an outbound Norristown car. I don’t know how many passengers actually made such a trip, but I do remember seeing such transfers made." The last train ran on the Strafford Branch on March 23, 1956.

Philadelphia & Western “Strafford” car 170, coming into a station circa 1938. Kenneth Achtert adds, “The photo of Philadelphia & Western 170 is arriving at Villanova station, outbound. This is the last station before the split where the Norristown line diverged from the Strafford line. The small platform between the two tracks was used to allow passengers from an inbound Norristown car to transfer directly to an outbound Strafford car without having to go up and over the overpass shown. This would also work from an inbound Strafford car to an outbound Norristown car. I don’t know how many passengers actually made such a trip, but I do remember seeing such transfers made.” The last train ran on the Strafford Branch on March 23, 1956.

Philadelphia & Western "Bullet" car 200 at Conshohocken Road on October 12, 1938, "showing line country and streamlined car stopping at station."

Philadelphia & Western “Bullet” car 200 at Conshohocken Road on October 12, 1938, “showing line country and streamlined car stopping at station.”

W. C. Fields Filming Locations

John Bengston has a great blog, where he writes in great detail about the filming locations used in classic silent films by comedians like Charlie Chaplin, Harold Lloyd, and Buster Keaton.

We recently suggested he might look into the locations used in the chase sequence during the 1941 W. C. Fields film Never Give a Sucker an Even Break. He took the ball and ran with it, and his findings will feature in two posts.

You can read the first installment here.

Here are a few screenshots of our own from that film, which show the Pacific Electric:

During the chase sequence of the picture, Fields' car passes by a new Pacific Electric double-end PCC car. Filming took place in July and August 1941. PE put the first of 30 such PCCs in service the previous November.

During the chase sequence of the picture, Fields’ car passes by a new Pacific Electric double-end PCC car. Filming took place in July and August 1941. PE put the first of 30 such PCCs in service the previous November.

The brand-new Hollywood Freeway shows up in the movie. This is the portion (Cahuenga Pass) where the Pacific Electric ran in the expressway median from 1940 to 1952.

The brand-new Hollywood Freeway shows up in the movie. This is the portion (Cahuenga Pass) where the Pacific Electric ran in the expressway median from 1940 to 1952.

Another section of the Pacific Electric visible in the film.

Another section of the Pacific Electric visible in the film.

We end this post on a hopeful note for 2018. Work on the Milwaukee streetcar project, now called “The Hop,” is ahead of schedule,and the first phase of the line is scheduled to open by year’s end:

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

Help Support The Trolley Dodger

gh1

This is our 204th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 354,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Holiday Spirit

Here's Eric Bronsky's 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority "L" station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Here’s Eric Bronsky’s 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority “L” station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Christmas Eve is here once again, and we’re sharing some holiday joy from our readers. Thanks to everyone who let us use their pictures. Whatever your beliefs, we hope for a joyous holiday season for all.

-David Sadowski

From John F. Bromley:

From Kenneth Gear:

From Alan Wickens:

Alan Wickens produces a monthly magazine about Wellington, New Zealand’s (now former) trolleybus system. This was the November ‘special’ to mark the very last day of trolleybus operation there. Click this link to read it.

From Bob Carroll:

Pittsburgh, 1975.

Pittsburgh, 1975.

From Charles Seims:

Jack Bejna writes:

Here’s an early Xmas present for the blog. My favorite CA&E cars are by far the original several orders of woodies, especially before they lost their original window configuration. It’s too bad we didn’t have modern cameras to capture these wooden beauties in all their original configuration. Merry Christmas and a great New Year as well.

And I know I join our readers in wishing the same to you as well, thanks!

CA&E 12 was built by Niles in 1902.

CA&E 12 was built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

Recent Finds

Here are three Red Border Kodachrome slides we recently acquired, plus one circular:

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park "L", on May 26, 1956.

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park “L”, on May 26, 1956.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the "L", which uit in 1951.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the “L”, which uit in 1951.

On July 4, 1953, we are looking north from the stairway to the CTA's "L" station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those "preying mantis" street lights until 1959.

On July 4, 1953, we are looking north from the stairway to the CTA’s “L” station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those “preying mantis” street lights until 1959.

Unfortunately, one tour that you can't take via interurban any longer...

Unfortunately, one tour that you can’t take via interurban any longer…

Santa Is Coming…

The Santa Maria Valley Railroad, that is, in vintage 1959 recordings prepared for the Railroad Record Club of Hawkins, Wisconsin, but previously unissued, now digitally remastered for your enjoyment on compact disc:

From the introduction to the record:

This is Pete Brett. What you are about to hear is a recording of the Santa Maria Valley Railroad in 1959. Engine number 21, Mikado type, 2-8-2, oil burning.

Regular service in 1959, on the Santa Maria Valley, freight only. My recording depicts a composite of different recordings, of different operations. Our train switches in Santa Maria, some switching operation at the John Inglis Frozen Food Company, just outside Santa Maria, which we’ll hear some sounds of mechanical reefers, along with whistles.

Some on-line recordings, as the train proceeds to Betteravia Junction. There, some of the cars are cut out, the engine backs up to Betteravaia, switches, drops off some cars, picks some up, goes back to Betteravia Junction, picks up the rest of the train; we proceed on to Guadalupe, and our junction with the Southern Pacific. There, some switching operations, as some cars are dropped off, others picked up. Later on, the train returns to Betteravaia Junction. Once again, the train splits in two, part of it going to Betteravia, the switching operation there, the train then proceeding on to Santa Maria.

Santa Maria Valley Railroad, 1959.

The remainder of the CD includes 14 additional steam railroad tracks recorded by William A. Steventon, for use in a presentation he gave, demonstrating various types of sounds involved in basic railroad operations.

Total Time: 70:26

A History of the Santa Maria Valley Railroad

From the railroad’s website:

The Santa Maria Valley Railroad (SMVRR.com) has a rich and interesting history, and can be credited, at least in large part, with the Santa Maria Valley becoming an economic powerhouse by building up primarily the agricultural and industrial segments of its economy.

The Santa Maria Valley Railroad commenced construction on July 11, 1911 by an English oil syndicate to haul oil and asphalt from Roadamite to Guadalupe. The SMVRR reached Santa Maria on October 7, 1911 and was completed to Roadamite on November 5, 1911. The SMVRR took over switching operations for Union Sugar Plant. The railroad was initially successful but in the 1920s the sugar plant closed and the railroad drifted into bankruptcy in 1925.

Captain G. Allan Hancock purchased the railroad in 1925 in a bankruptcy auction on the steps of the Santa Barbara County Courthouse and proceeded to build many industries which complemented the railroad. Captain Hancock built a state of the art, fully-equipped engine house to maintain his locomotives and equipment. He invested heavily in the railroad, installing new ties and new rail, and buying locomotives. Captain Hancock developed agriculture in the Santa Maria Valley, introducing new irrigation methods, and invested heavily in packing sheds, an ice plant, and Rosemary Farms. By the mid 1930s the SMVRR was hauling many carloads of sugar beets to the Union Sugar Plant in Betteravia, and crude oil and vegetables out of the valley. The SMVRR was one of the busiest shortline railroads on the west, hauling over 20,000 carloads per year.

At the start of World War II, the SMVRR purchased the old Pacific Coast (narrow gauge) Railroad right-of-way to the Airbase, now the location of the Santa Maria Airport. The Airbase Branch is actually the oldest railroad right-of-way on the SMVRR system, originally constructed in April 1882. In fact, the Airbase Branch is the only Pacific Coast right-of-way still in operation as a railroad.

Roadamite ceased operations in the late 1940s and the line was abandoned from Sisquoc to Roadamite in 1949. The last major track construction was in 1950 when the Battles Branch was built to service a refinery.

The SMVRR was one of the last railroads on the West Coast to run main line steam locomotives. On February 24, 1962, the last run of steam engine 21, with Captain Hancock at the throttle and Walt Disney in the cab, occurred. The SMVRR had purchased its first diesel-electric locomotives, the GE 70-tonners, in 1948. The GE 70-tonners proved to be excellent work horses for the SMVRR and they eventually displaced the steam locomotives.

Captain Hancock passed away in 1965. Two Hancock family trusts took over the SMVRR: the Marian Mullen Trust, controlled by Hancock’s third wife Marian Hancock; and the Rosemary Trust, the descendants of Rosemary, Hancock’s only daughter. Through the years many of the loose carload merchandise business went to trucking and by the late 1970s the fresh vegetable market was gone. Oil produced in the valley eventually left the rails. In August 1993, Holly Sugar closed down the sugar plant in Betteravia. This resulted in the loss of 90% of the railroad’s remaining traffic. The Hancock Trusts eventually concentrated on their more lucrative real estate holdings and the railroad continued to lose its customer base.

The Rosemary Trust took complete control of the railroad in 1999 and worked to turn the fortunes around for the railroad. An intense marketing campaign brought some new customers aboard. The railroad divested its right-of-way east of Highway 101 in Santa Maria and the main line trackage was reduced to 14 miles.

In October 2006 the SMVRR was purchased by the Coast Belle Rail Corporation from the descendants of the Hancock family, ending more than 80 years of control by the Hancock Family. New ownership embarked on a daunting task of rebuilding the line and rebuilding the customer base. To raise public and customer awareness and to raise much needed capital, the SMVRR hosted special events and dinner excursions.

On November 9, 2006 the SMVRR chartered the private car Silver Lariat for a freight customer appreciation excursion. That night was the first public excursion since 1962. On December 9, 2006 the SMVRR held its first ever public open house, the first of several events to reintroduce the public to the railroad. On the weekend of April 5, 2008 the former SMVRR Railbus No. 9 made a cameo appearance during a Motorcar Operators West excursion.

In September 2008 the SMVRR moved its yard and office facilities out of downtown Santa Maria and relocated at the former sugar plant in Betteravia. The new location offers full transload services with team track, dock track and ramp track as well as many acres of on-ground storage.

In July 2016, the SMVRR Headquarters relocates to its new Osburn Yard.

Today, history continues to be made. The past two years were the busiest since the sugar beet plant closed in 1993. New customers have come on board as well as current customers increasing their carloadings. The SMVRR is now a full-service shortline railroad company, performing contract switching, contract track repairs and inspections, and car repairs.

Friends of the Santa Maria Valley Railroad

The Friends of the Santa Maria Valley Railroad (Friends-SMVRR.org) was formed in 2007 to preserve the history of the Santa Maria Valley Railroad and to educate its members on the current railroad industry. Tours and lectures cover the current railroad business, railroad safety, as well as the history of the railroad.

On May 13, 2017, the San Luis Obispo Railroad Museum opened an exhibit entitled, “Two Centuries…One Dream”, the story of the Santa Maria Valley Railroad.

Here are some pictures taken on the occasion of the last steam operation on the Santa Maria Valley on February 24, 1962. I would expect that the “Ward” in one picture was Ward Kimball (1914-2002), one of Disney’s “Nine Old Men”:

A dream that fortunately did not come true: CHICAGO'S LOOP ELEVATED TRACKS TO GO January 4, 1974 - This is a view looking south of the Elevated tracks of Chicago's CTA system on Wabash Avenue. This section along with other portions that formed "The Loop" is scheduled to be taken down sometime in the future with the building of a subway that is to take its place.

A dream that fortunately did not come true:

CHICAGO’S LOOP ELEVATED TRACKS TO GO
January 4, 1974 – This is a view looking south of the Elevated tracks of Chicago’s CTA system on Wabash Avenue. This section along with other portions that formed “The Loop” is scheduled to be taken down sometime in the future with the building of a subway that is to take its place.

*Here’s the original message Eric sent out with his card:

40 years ago, who would have imagined that Chicago’s Loop ‘L,’ long reviled as an eyesore and a deterrent to urban revitalization, would one day be viewed as an iconic landmark? The turnaround began soon after the city axed a harebrained scheme to tear down the ‘L’ and replace it with a single subway route under Franklin Street. Property values adjacent to the structure have since risen, and in mild weather you can even dine at a sidewalk café in the shadow of the ‘L’ (Mort’s Deli once offered “‘L’-egant dining under the cars”).

To date, the 120-year-old Loop ‘L’ structure has been restored and all except two of the aging stations have been renovated or replaced. Most recently, Washington/Wabash, a completely new and accessible ‘L’ station with wide platforms beneath a striking glass-and-steel canopy with LED lighting replaced two historic but obsolete stations at Randolph and Madison Streets.

In the spirit of CTA’s annual Holiday Train and Elves’ Workshop Train, and also the “Heritage Fleet,” we digitally enhanced the new Washington/Wabash station with some red-and-green stuff. The North Shore train is grafted from an original photo by William E. Robertson. The elf (someone you know?) is waiting for the train to Santa’s workshop. You might need to enlarge the image to spot some of the other oddities. It’s sort of like a “What’s wrong with this picture” … or should we say, “What’s right with this picture?”

— Eric

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

Help Support The Trolley Dodger

gh1

This is our 203rd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 351,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Reader Showcase, 12-11-17

Here's a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don's Rail Photos says that Birneys 490 thru 514 were "built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514." There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here’s a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don’s Rail Photos says that Birneys 490 thru 514 were “built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514.” There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here we are again, just in time for the holiday season, bringing many gifts. Like our last post (Reader Showcase, 11-30-17) we are featuring contributions recently sent in by our readers. These include some rare traction shots.

Again, our thanks go out to Jack Bejna, Kenneth Gear, and Larry Sakar for their great contributions and hard work.

In addition, just to keep a hand in, I have added some of our own recent finds that you may enjoy.

Keep those cards and letters coming in, folks!

-David Sadowski

Kenneth Gear shared some additional photos from the collections of the late William A. Steventon of the Railroad Record Club:

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway 130.

Niagara, St. Catharines and Toronto Railway 130.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

A North Shore Line Electroliner at the Milwaukee terminal.

A North Shore Line Electroliner at the Milwaukee terminal.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Jack Bejna writes:

Hi Dave,

I got back to work on my CA&E project and here are some shots of the final order of steel cars. In many cases I have more than one shot of individual cars so if you need any more images I may be able to help. This group of cars completes my coverage of CA&E’s fleet of passenger cars. I’ll move on to the freight motors and other miscellaneous cars that the railroad owned.

In 1941, CA&E ordered 10 new cars (451-460) from the St. Louis Car Company. This final order was not delivered until October 1945, after World War II ended. The new cars were compatible (and could train) with the Pullman and Cincinnati cars, and were used for all types of service. These cars were lighter and included many improvements.

I know our readers appreciate your fine work, and we will be glad to share any and all images you want to share with us.  Thanks again.

CA&E 451.

CA&E 451.

CA&E 452 as new.

CA&E 452 as new.

CA&E 453 plus one on a CERA inspection trip.

CA&E 453 plus one on a CERA inspection trip.

CA&E 454.

CA&E 454.

CA&E 455.

CA&E 455.

CA&E 456, eastbound at Lombard.

CA&E 456, eastbound at Lombard.

CA&E 457 and three more cars at Wheaton.

CA&E 457 and three more cars at Wheaton.

CA&E 457.

CA&E 457.

(See Comments section) Jack Bejna: "Here's the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn't do any work on it. In future posts, if I change/modify an image I will clearly label it as such!"

(See Comments section) Jack Bejna: “Here’s the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn’t do any work on it. In future posts, if I change/modify an image I will clearly label it as such!”

CA&E 458.

CA&E 458.

CA&E 459, eastbound at Wheaton.

CA&E 459, eastbound at Wheaton.

CA&E 460 at Collingbourne.

CA&E 460 at Collingbourne.

Larry Sakar writes:

TM 978 at San Francisco Muni's Geneva Yard in September 1983.

TM 978 at San Francisco Muni’s Geneva Yard in September 1983.

I was going thru my Milwaukee streetcar photos and ran across the one and only shot I got of the 978 in San Francisco. I had to climb on to this concrete wall in front of the yard and hold on to the cyclone fence with one hand and snap the picture with the other. The ledge was quite narrow.

Here is some valuable background for the Los Angeles streetcar and Pacific Electric Railway material. (Editor’s Note: See our previous post Reader Showcase, 11-30-17.

The Los Angeles Railway company operated a large network of streetcar Ines covering every part of Los Angeles. Los Angeles’ streetcar system was a cable railway in its early beginnings, which accounts for the fact that it was narrow gauge for its entire existence. On a number of streets in downtown LA, both the Pacific Electric and LARY operated on the same tracks. In those instances, there were three versus the standard two rails. Both lines shared the outer rail, but LA Railway cars had their own second rail “farther in”.

By the turnoff the 20th Century, the LA system was acquired by the great Henry Huntington. Huntington was the nephew of Collis P. Huntington, one of the big four involved in the creation of the transcontinental railway along with other eventual luminaries like Mark Hopkins, Leland Stanford, and Theodore Judah. Huntington headed the Central Pacific RR which ultimately became the Southern Pacific RR. The Pacific Electric RR was a wholly owned subsidiary of the SP, as were the Interurban Electric RR and Northwestern Pacific RR in the San Francisco Bay area. Henry Huntington transformed the former cable railway into the magnificent Los Angeles Railways Co. He was also the President and CEO of the Pacific Electric Railway, often referred to as “the interurban that helped build southern California.”

As was the case in so many cities, the rise of the private automobile began to take a toll on the streetcar lines, until the outbreak of WWII on December 7, 1941. Every available car was pressed into service. By the war’s end in 1945, the LA streetcar system was in need of renovation. Although both LARY and PE purchased new PCC cars, they could not overcome the post war turn towards freeways. PE’s right-of-way was beset with numerous additional grade crossings thus making the cars slower than competing automobiles and buses. By 1950 the LA Freeway system was knocking at PE’s door. there was little doubt of the eventual outcome. It remained only a matter of when PE would finally be killed off by the highway interests and one other well known menace, National City Lines.

First to succumb to the rail-destroying conglomerate (NCL) was LARY sold by Henry Huntington’s heirs in 1945. The company was renamed Los Angeles Transit Lines and equipment wore the well-known NCL “fruit salad” colors of yellow, green and white. Remarkably the LA system outlasted both Chicago and Milwaukee, abandoning the final five streetcar lines in March 1963. Some of the older equipment, like the sow bellies and Huntington Standard streetcars, were acquired by museums and one was “preserved” at the Travel Town Museum in LA’s Griffith Park. Several LARY PCCs also went to the Orange Empire Trolley Museum in Perris, CA. The remaining and newest PCCs were sold to Cairo, Egypt in 1963.

PE fared no better. Interurban lines on each of the four operating districts, as PE called them, (designated by direction) were abandoned even before the company was sold to bus operator Metropolitan Coach lines in 1953. Supposedly, MCL owner Jesse Haugh, a former officer with Pacific City lines (an NCL company), nearly had a heart attack when he saw the MCL emblem on the PE Interurban cars.

In 1958, both LATL and PE became part of the newly created Los Angeles Metropolitan Transit Authority. But the MTA was, in reality, nothing more than a continuation of the pro-bus MCL/LATL managements. The two-tone green colors of the MTA were the colors of Metropolitan Coach Lines. The last PE line (to Long Beach) went to its grave in April 1961.

As stated previously, streetcar service under the MTA continued until March of 1963. Some of PE’s older 1200-series interurbans and all 20 of the Pullman built PCCs were sold to the General Urguiza Railway in 1959. Four years of storage in the damp, abandoned Hollywood subway brought an early end to their second lives in Argentina.

But the worst insult to transit came next. In 1963, the LAMTA became the SCRTD, Southern California Rapid Transit District. Never has a bus system been so misnamed. There was absolutely nothing “rapid transit” about it!

But when all hoped for California to wake up and return to its past, a transit revolution took place down the California Coast. A brand new light rail line was opened in San Diego in 1980. Known as the San Diego Trolley, it would start a transit revolution that rocked California. True, BART started up in the San Francisco Bay area in 1972, but San Francisco never lost touch with the streetcar the way LA did.

By 1990, LA was beginning to rise out of the dense smog that blanketed the area on a daily basis. It was then that the newly formed Los Angeles County Metropolitan Transportation Commission opened its first light rail line, the Blue Line running between downtown LA and Long Beach via the right of way once used by the PE red cars. The line begins in a subway that one connects with via the LA METRO Red Line subway from LAUPT, Los Angeles Union Passenger Terminal (Amtrak and Metrolink Commuter Rail).

Since then, two additional former PE lines to Pasadena and Santa Monica have been rebuilt and placed in service. Diesel commuter rail service, operated by Metrolink, serves other points once served by PE such as Glendale and Burbank. The service extends all the way up the California Coast to San Luis Obispo and south to Oceanside. Here, one can take the frequent trains on Amtrak’s San Diego Surfliner route or the commuter train from Oceanside to San Diego known as the Coaster. The Coaster operates equipment that resembles Toronto’s GO Transit system. Perhaps they are the same type of cars. Somebody familiar with both systems will undoubtedly know.

I went into my timetables and documents collection and found the 1983 San Francisco Historic Streetcar Festival brochure which pictured the cars that were going to operate. You’ll see that TM 978 was one of them. I had to scan it in part and then move it slightly to get the rest of it scanned as it was too long for my screen. I found some interesting things in my timetables and transfers that you are welcome to post if you wish.

Thanks!

San Francisco MUNI Part 3 by Larry Sakar

(Editor’s note: Parts 1 and 2 appeared in our last post, referenced above.)

SAN FRANCISCO MUNICIPAL RAILWAY STREETCAR LINES

The San Francisco Municipal Railway operates 8 streetcar lines. Although that may seem like a substantial number of streetcar lines, it is a fraction of the streetcar lines that once operated in the city by the Golden Gate. The 8 lines serve nearly every part of San Francisco. Within the last few years MUNI was reorganized into the SFMTA –San Francisco Municipal Transit Agency. The Market Street Railway which owns the historic streetcars is not a part of MUNI and receives no transit funding.

The Municipal Railway or MUNI for short uses letters rather than route numbers to identify the streetcar lines. Of course with the exception of the F-Line all of the other routes used modern Light Rail Vehicles with brand new cars now arriving and undergoing testing. The 8 lines are as follows:

E-Embarcadero (south of Market to Cal Train station)
F-Market St. & Wharves
J-Church St.
K-Ingleside
L-Taraval
M-Ocean View
N-Judah
T-Third St.

All trains entering the “downtown” area operate in the Market Street subway (with the exception of the E, F & T lines) to the end of the MUNI subway at Embarcadero station. The Market Street subway is a two-level tube. MUNI streetcars operate on the upper level with BART trains running in the lower tube. The MUNI subway ends at Embarcadero station but BART continues across the bay in a subway laid on the floor of the bay. The tube runs relatively close to the Oakland-San Francisco Bay Bridge.

In the opposite direction BART turns off toward Daly City and eventually Milbrae and the line to San Francisco International Airport. However, they are still in close proximity at the BART Balboa Park station which is near the Curtis Green Light Rail facility. Let’s take a ride on MUNI:

Before the Market St. subway was built, streetcars operated down the center of Market St. from 1st to Duboce, where they turned off and entered the Twin Peaks tunnel. It is one of two streetcar tunnels, the other being the Sunset tunnel.

THE PHOTOS

1-3. I took the first three photos in late December 1973. If it looks like the car is running the wrong way that’s because it is. Long before passage of the Americans with Disabilities Act, protestors decided to call attention to their plight by blocking the tracks on Market Street. PCCs put up their rear poles and ran the wrong way back down Market Street. At least two of the cars seen here were the 1006 thru 1015, which were double ended cars. Note the differing paint schemes between the PCCs.

4. We have operated thru the Twin Peaks tunnel and have arrived at West Portal station. This was the point where the various routes diverged and remains so today. The station was completely rebuilt when the LRVs took over from the PCCs and no longer looks like this.

5. This is the interior of one of the double ended PCCs.

6-7: By 1983 when I took these next two pictures the PCCs had been replaced by new Boeing-Vertol LRVs. The Boeing cars had many problems. When the new F-Market surface line opened in 1995, commuters flocked to the surface cars to avoid the delays caused by malfunctioning Boeing cars in the subway.

8. An interior view of one of the Boeing LRVs, which were articulated. Unlike TMER&L, who assigned numbers to each car of their articulated streetcars and interurbans, MUNI LRVs carried the same car number on each end, with one designated as “A” and the other “B”.

9-10: The Boeing LRVs were replaced by new LRVs built by BREDA. I don’t especially like the boxy looking front end of these cars. When I was in San Francisco on August 5th & 6th of this year (2017), MUNI was testing brand new LRVs which will replace the BREDA cars.

11-13: Three interior views of the BREDA LRVs. Like the Boeing cars before them, these cars have a unique but necessary feature. While operating thru the Market Street subway, steps are not needed as the floors are at platform height. As the cars depart West Portal station a warning bell goes off and a red light begins to flash. The floor then descends to reveal the steps needed to enter the cars from the city streets over which they operate. The door in the rear car has permitted fare cheaters to escape paying a fare. I saw school kids at various stops watch for that door to open. One would then jump in, thus blocking it from closing, while his cohorts scrambled aboard without paying a fare. The motorman was probably well aware of it, but knew better than to challenge the cheaters and risk potential assault. It surprises me that MUNI does not assign undercover personnel to catch these brats in the act.

14-17: This is the Curtis Green Light Rail Center near Balboa Park.

18. A BREDA two-car train lays over in front of the old Geneva car house. Look between the UPS truck and the train, and you’ll see that the old car house is fenced off. The building suffered extensive damage in the 1989 earthquake. MUNI plans to restore it when funding permits. The M-Ocean View, K-Ingleside and J-Church light rail lines all meet here.

19-22: Without question is MUNI’s most scenic streetcar line is the J-Church. A portion of the line operates on private right-of-way along the western edge of Mission Dolores park providing a spectacular view of San Francisco.

Recent Finds

Postwar PCC 4300, heading northbound on Route 42 (which was an offshoot of the Halsted line), has just passed under the New York Central on its way towards Clark and Illinois Streets. That's a Rock Island train passing by, with a Railway Express car.

Postwar PCC 4300, heading northbound on Route 42 (which was an offshoot of the Halsted line), has just passed under the New York Central on its way towards Clark and Illinois Streets. That’s a Rock Island train passing by, with a Railway Express car.

Four CTA prewar PCCs, led by 7033, are lined up on Cottage Grove at 115th in the early 1950s.

Four CTA prewar PCCs, led by 7033, are lined up on Cottage Grove at 115th in the early 1950s.

This one is probably late 1960s, as buildings around the funicular have already been cleared away as part of the redevelopment of the Bunker Hill area.

This one is probably late 1960s, as buildings around the funicular have already been cleared away as part of the redevelopment of the Bunker Hill area.

This view of the Angel's Flight Railway looks more like the early 1950s.

This view of the Angel’s Flight Railway looks more like the early 1950s.

Angel's Flight in the mid-1960s.

Angel’s Flight in the mid-1960s.

Don's Rail Photos says, "707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976." Here, we see it prior to the 1967 rebuilding.

Don’s Rail Photos says, “707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976.” Here, we see it prior to the 1967 rebuilding.

South Shore Line 108 in Michigan City.

South Shore Line 108 in Michigan City.

South Shore Line 111 in Michigan City.

South Shore Line 111 in Michigan City.

South Shore Line 211.

South Shore Line 211.

South Shore Line 111 in the mid-1960s. Not sure if this is in Michigan City or South Bend.

South Shore Line 111 in the mid-1960s. Not sure if this is in Michigan City or South Bend.

To me, this looks like the CTA DesPlaines Avenue terminal as it appeared on April 4, 1959. Work was underway to both reconfigure the terminal and build the adjacent Congress expressway. We are looking east.

To me, this looks like the CTA DesPlaines Avenue terminal as it appeared on April 4, 1959. Work was underway to both reconfigure the terminal and build the adjacent Congress expressway. We are looking east.

North Shore Line 714 on January 20, 1963, the last full day of service before abandonment. 714 is now at the Illinois Railway Museum.

North Shore Line 714 on January 20, 1963, the last full day of service before abandonment. 714 is now at the Illinois Railway Museum.

North Shore Line cars 715 and 748 at the Milwaukee terminal on January 20, 1963. 715 is now preserved at the Fox River Trolley Museum.

North Shore Line cars 715 and 748 at the Milwaukee terminal on January 20, 1963. 715 is now preserved at the Fox River Trolley Museum.

CTA PCC 7215 on July 9, 1957. Notice the large dent on the front of the car. In our previous post One Good Turn (January 20, 2017), we ran another picture of this car taken on August 21, 1956 showing the same dent. Chances are, CTA chose not to repair this, as streetcar service was being phased out. This car was retired about two weeks before the Wentworth line was converted to bus on June 21, 1958.

CTA PCC 7215 on July 9, 1957. Notice the large dent on the front of the car. In our previous post One Good Turn (January 20, 2017), we ran another picture of this car taken on August 21, 1956 showing the same dent. Chances are, CTA chose not to repair this, as streetcar service was being phased out. This car was retired about two weeks before the Wentworth line was converted to bus on June 21, 1958.

CTA PCC 7184 is southbound on Clark Street on July 9, 1957. I realize that some people might not like this photo, since it is not perfect and part of the streetcar is blocked by a moving vehicle. But such pictures do give you a sense that these were vehicles in motion.

CTA PCC 7184 is southbound on Clark Street on July 9, 1957. I realize that some people might not like this photo, since it is not perfect and part of the streetcar is blocked by a moving vehicle. But such pictures do give you a sense that these were vehicles in motion.

This view of two Garfield Park "L" trains is somewhere west of the Loop and was taken on April 13, 1957.

This view of two Garfield Park “L” trains is somewhere west of the Loop and was taken on April 13, 1957.

Indiana Railroad 375, probably on a 1938-40 fantrip. Don's Rail Photos: "375 was built by St Louis Car Co in 1926 as Indiana Service Corp 375. It was ass1gned to IRR as 375 in 1932 and rebuilt as a RPO-combine in 1935. It was sold to Chicago South Shore & South Bend in 1941 as 503 and used as a straight baggage car. It was rebuilt in 1952 with windows removed and doors changed."

Indiana Railroad 375, probably on a 1938-40 fantrip. Don’s Rail Photos: “375 was built by St Louis Car Co in 1926 as Indiana Service Corp 375. It was ass1gned to IRR as 375 in 1932 and rebuilt as a RPO-combine in 1935. It was sold to Chicago South Shore & South Bend in 1941 as 503 and used as a straight baggage car. It was rebuilt in 1952 with windows removed and doors changed.”

From the picture, it's hard to tell, but this is either Indiana Railroad lightweight high-speed car 35 or 55. If it is 55, that later went to Lehigh Valley Transit and became their car 1030, which is now at the Seashore Trolley Museum. Again, this appears to be a late 1930s fantrip.

From the picture, it’s hard to tell, but this is either Indiana Railroad lightweight high-speed car 35 or 55. If it is 55, that later went to Lehigh Valley Transit and became their car 1030, which is now at the Seashore Trolley Museum. Again, this appears to be a late 1930s fantrip.

Indiana Railroad 375. This car has been preserved as South Shore Line baggage car 503 since 1996 in Scottsburg, Indiana.

Indiana Railroad 375. This car has been preserved as South Shore Line baggage car 503 since 1996 in Scottsburg, Indiana.

Chicago Rapid Transit Door Control on 4000s

As late as 1950, the Chicago Transit Authority, which took over the Chicago Rapid Transit Company in 1947, was still using a very old-fashioned and labor-intensive method of door control on its 4000-series “L” cars, which were built between 1913 and 1924.

CRT had been unable to invest in more modern methods, which had been introduced in New York in the early 1920s, due to its lack of capital. Ironically, such an investment in multiple-unit door control (with a starting signal supplied to the motorman) would have saved CRT a great deal in labor costs.

If you’ve ever wondered how the old system worked, here is a detailed explanation from a rare 1950 CTA training brochure.  Conductors rode outside between cars, even on some of the newer post-World War II rapid transit cars, before the conductor’s position was moved to a greater place of comfort and safety inside the new “married pairs” of cars.

This brochure suggests that as of March 1950, all 4000-series rapid transit cars had been made into semi-married pairs.  As built, they were all single-car units.  The last single car units (the 1-50 series) were built for the CTA in 1960.

Knittin’ Pretty

Here is a real curiosity. Reading this 1954 brochure through, you might at first think it is simply encouraging people to ride the CTA in order to save a few pennies.

However, as the text goes on, it becomes an argument in favor of the CTA’s “PCC Conversion Program,” whereby 570 fairly new postwar PCC streetcars were scrapped, and some of their parts were used to build a like number of 6000-series rapid transit cars.

The cost of a rapid transit car with all new parts is quoted as $50-60k, while St. Louis Car Company offered to build them for just $32,332 each. Thus a savings between $17-27k per car is implied.

After doing some research, I eventually found a CTA document that gives the actual costs incurred. The first 250 curved-door 6000s, with some recycled parts, actually cost the CTA $54,727.64 apiece.

From this, two conclusions can be drawn. First, that the contract between CTA and SLCC allowed for price adjustments that increased costs by more than 67% over the bid price.

Second, that the PCC Conversion Program did not actually save the CTA between $17-27k as was implied in this brochure (and similar figures claimed elsewhere). Since the cost of the previous order for one hundred 6000s with all new parts was $40,904.01, somehow the cost per car actually increased by nearly $14k per unit.

The difference can be explained in how the program worked. Over time, CTA sold 570 PCCs to SLCC for $14k each. This figure is confirmed on page 13 of the 1961 CTA Annual Report. Meanwhile, the cost for each new rapid transit car ordered appears to have increased by approximately the same amount, at least for the first 250 cars ordered under this arrangement.

The cost per car for subsequent rapid transit car orders, in general, shows a gradual increase. 120 cars purchased in 1957 had a cost of $59,368.84 per car, or $4,600 higher than the first 250.

Perhaps part of this increase is due to inflation, but it is likely that the age and condition of the parts being recycled was another factor.

In light of this, a case can be made that, from a materials standpoint in constructing 570 rapid transit cars, this program did not save any money at all, compared to what it would have cost to build the same number of vehicles with all new parts. In fact, since the recycled parts were not new, chances are the program was a disadvantage, as old parts cannot last as long, or serve as well, compared to new.

The actual goal, it would seem, of the PCC Conversion Program, was to get rid of the PCC streetcars in such a way as to take them off the books without showing a loss compared to their depreciated value. The 570 cars involved were between five and ten years old when scrapped. As we know, there are PCCs that are still being used in regular service by a few transit systems. The newest of these were built 65 years ago.

The CTA had other reasons for wanting to eliminate even the modern PCC streetcars. Curiously, the costs of maintaining track and wire were not cited in any of the various documents I have seen.

On the other hand, the 1951 DeLeuw, Cather consultant’s report recommended that CTA not buy any additional electric vehicles, streetcar or trolley bus, due to the supposed high cost of electricity purchased from Commonwealth Edison. As it turned out, no additional electric vehicles were purchased for the surface system until the recent experiments with battery powered buses.

CTA saved money by eliminating two-man streetcars, through reduced labor costs, but the CTA Board was told in 1954 not to expect any further savings in this regard (after the elimination of red car service). The reasons may be two-fold: in some cases, on the heaviest lines, it was likely advantageous to use two-man PCCs, and some PCCs had been converted to one-man operation, or could be used either way.

The Chicago Transit Authority had an decade-long flirtation with propane buses during the 1950s. Propane was then quite cheap, but the buses so used were severely under-powered and had difficulty maintaining schedules. The service thus provided on the surface system by such buses was of lower quality than the PCC streetcars and may have contributed to continued ridership losses on the surface system in the late 1950s.

One can argue that it might have actually worked to CTA’s advantage to continue operating the PCCs instead of scrapping them.

-David Sadowski

FYI, the above graph shows the costs for various rapid transit car orders placed between 1947 and 1958. A couple things are worth noting. The first four cars were the experimental articulated 5001-5004 units, which were each approximately equivalent in length to two standard "L" cars. This, and their experimental nature, helps explain the relatively high per-unit cost. The 1958 total includes the 50 single car units (#1-50), but does not break down the cost relative to the final 50 married-pair units it is lumped in with.

FYI, the above graph shows the costs for various rapid transit car orders placed between 1947 and 1958. A couple things are worth noting. The first four cars were the experimental articulated 5001-5004 units, which were each approximately equivalent in length to two standard “L” cars. This, and their experimental nature, helps explain the relatively high per-unit cost. The 1958 total includes the 50 single car units (#1-50), but does not break down the cost relative to the final 50 married-pair units it is lumped in with.

Railroad Record Club News

Additional tracks have been added to two of our Railroad Record Club CD releases, which are available through our Online Store.

An additional 11:24 has been added to this disc, which now has a running time of 75:41. Source: The Silverton Train (Your Sound of Steam Souvenir #2, 1964).

We recently obtained another handmade Railroad Record Club acetate disc with some new material on it, which has been added to our RRC Steam Rarities CD. One more track from the East Broad Top has been added, and the Illinois Central track has been improved. The new running time for this disc is 76:34.

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

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Reader Showcase, 11-30-17

Indiana Railroad lightweight high-speed interurban car 71 was built by Pullman in 1931. After passenger service ended in 1941, there were no buyers for this car or the great majority of its brothers, so it was scrapped. Then the war broke out and electric railways were soon using every available car. Sister car 65 is preserved at the Illinois Railway Museum, while 55 is saved at Seashore Trolley Museum as Lehigh Valley Transit car 1030.

Indiana Railroad lightweight high-speed interurban car 71 was built by Pullman in 1931. After passenger service ended in 1941, there were no buyers for this car or the great majority of its brothers, so it was scrapped. Then the war broke out and electric railways were soon using every available car. Sister car 65 is preserved at the Illinois Railway Museum, while 55 is saved at Seashore Trolley Museum as Lehigh Valley Transit car 1030.

Today we are featuring contributions recently sent in by our readers. These include some rare traction shots, plus valuable historical information. Due to the length of the latter, we are saving some for future posts.

Our thanks go out to Jack Bejna, Kenneth Gear, Andre Kristopans, and Larry Sakar for their great contributions.

Keep those cards and letters coming in, folks!

-David Sadowski

Author Appearance

Come join us this Saturday starting at 1 pm at Frugal Muse Books in Darien, Illinois. I will discuss my new book Chicago Trolleys (see below), appearing along with other Arcadia authors to discuss our books, give short presentations, and sign copies. The other authors who are also appearing wrote the books Chicago Rink Rats: The Roller Capital in its Heyday, Cycling in Chicago and The Great Chicago Fire.  The event is free to all.

When: Saturday, December 2, 1-3pm

Where: Frugal Muse Books, Chestnut Court Shopping Center, 7511 Lemont Road, Darien, IL

Kenneth Gear writes:

I’ve scanned all the Steventon photos that I bought recently. I purchased about 30 photos, some of which were included with my Railroad Record Club Treasure Hunt story (see our post from July 30, 2017), here are the rest.

There are 17 photos of the Indiana Railroad. This was not on purpose, I didn’t realize that I picked so many photos of that one railroad. I must subconsciously be a big fan of that interurban line.

Some of the photos have index cards with caption information typewritten on them and some only have equipment number and location written on the back, some not even that. I scanned the photos and index cards together when I had both. Those without cards have all caption information included in the file name.

Thanks very much. I am sure our readers will enjoy seeing these.

Indiana Railroad 54 in Fort Wayne.

Indiana Railroad 54 in Fort Wayne.

Indiana Railroad 713 in Fort Wayne.

Indiana Railroad 713 in Fort Wayne.

Indiana Railroad 735 in Fort Wayne.

Indiana Railroad 735 in Fort Wayne.

Indiana Railroad 754.

Indiana Railroad 754.

Indiana Railroad 792 in Fort Wayne.

Indiana Railroad 792 in Fort Wayne.

Indiana Railroad 377.

Indiana Railroad 377.

Indiana Railroad 713 in Fort Wayne.

Indiana Railroad 713 in Fort Wayne.

Indiana Railroad 722 in Indianapolis.

Indiana Railroad 722 in Indianapolis.

Indiana Railroad 726.

Indiana Railroad 726.

Indiana Railroad 763 in Muncie.

Indiana Railroad 763 in Muncie.

Indiana Railroad 785 at Anderson.

Indiana Railroad 785 at Anderson.

Indiana Railroad 787 and 786.

Indiana Railroad 787 and 786.

Indiana Railroad 787 as seen from 786.

Indiana Railroad 787 as seen from 786.

Indiana Railroad 736 in Fort Wayne.

Indiana Railroad 736 in Fort Wayne.

The view from Indy RR #786.

The view from Indy RR #786.

The view from the roof of Indy RR #787.

The view from the roof of Indy RR #787.

Larry Sakar writes:

The Historic Streetcar Festival Cars, San Francisco, September 1983

In 1983 San Francisco Municipal Railway shut down its entire cable car system for a complete rebuilding. To make up for the loss, MUNI started the Historic Market Street Streetcar Festival. Streetcars from around the world were sought, some borrowed from trolley museums across the U.S. The festival operated every summer from 1983 until 1987 when the cable cars returned. Historic streetcars operated between 17th & Castro Sts. and the original Transbay Transit Terminal at 1st and Mission Streets. Occasionally a few cars would operate on one of the 5 regular MUNI streetcar lines.

It was so successful and popular that in 1995 MUNI, in conjunction with the Market Street Railway Group, began the then new F-Market Line which was eventually extended along the Embarcadero all the way to Fisherman’s Wharf. The line has become so popular that cars are almost always completely full by the 7th and Market Street stop.

One of the most popular cars in the Historic Streetcar Festival was Blackpool Boat tram 226 from Blackpool, England. Built by the English Electric Car Co. in 1934, this car was leased for the first year of the festival in 1983. Since then, Market St. Railway has acquired two boat trams #s 228 and 233, which are a permanent part of the historic car fleet.

In this series of pictures, which I took in September of 1983, I start off with a view of boat tram 226 about one block west of the Civic Center stop at 7th and Market Street eastbound.

Next, the car is arriving at the Civic Center stop. These cars are two-man cars and require both a motorman and conductor. The entry/exit door is in the center of the car and must be opened or closed manually.

As we head east toward the Ferry Building and the Trans-Bay Terminal the car, as you can see, is relatively full. The conductor is seated at right (with the black coat and hat). The destination sign just beneath the trolley pole stand reads “F-MARKET”.

Continuing my eastward journey, MUNI car 1 passes us westbound on the left, as a fellow railfan stands to snap a picture.

A few blocks further east I snapped this picture of MUNI car 130 the “Iron Monster” coming west on Market St. This is the intersection of Market & Powel1. To the left of car 130, though not visible in the picture, is the turntable for the Powell/Mason cable car route to either Bay and Taylor or Hyde and Beach Streets, both in Fisherman’s Wharf. Cable car fare is now $7.00 per ride!

As I mentioned these cars are double-ended. These are the operating controls with the controller at left.

In the previous sequence with the boat tram we saw car 130, one of the MUNI cars dubbed “Iron Monsters.” Here it is at the Trans-Bay Terminal streetcar loop again in September 1983. Car l3O was built by the Jewett Car Co. in 1914 for the Panama-Pacific International Exposition in the Marina district. It served in passenger service until 1958, at which time it had its seats removed and was completely reequipped as a “wrecker.” It was primarily used to tow MUNI PCCs which broke down in service. In 1983 it was repainted into the MINI blue and gold paint scheme specifically created for the second World’s Fair in San Francisco.

The 1939 World’s Fair was held on Treasure Island, which is not quite halfway between San Francisco and Oakland in San Francisco Bay. Passengers looking for a fast and inexpensive way to get to the fair could board brand new Key System articulated trains at the Trans-Bay Terminal and ride to the Treasure Island stop, where stairways led down to the fairgrounds. After the fair closed, Treasure Island was turned into a base for the U.S. Navy.

Market St. Railway acquired a number of these cars. This is Milan (Italy) Transit car 1895. The car was built in 1928 and is of the “Peter Witt design” popular among many U. S. streetcar companies including Chicago.

Melbourne Australia was another foreign contributor of streetcars to the historic fleet. This is car 648 headed east on Market St. passing the San Francisco Emporium. Car 1 appears to be about a block ahead of the Melbourne car, which is unusual as cars did not normally operate that close together.

San Francisco MUNI had several hundred PCCs. Here we see double-ended car 1006 at Market and Duboce. The first 15 of these St. Louis Car Co. streamliners were double-ended while all remaining PCCs were single ended. Cars 1001 through 1005 were dubbed the “Magic Carpet Cars” when introduced. Though resembling PCCs, they were not PCCs as they had a different control system than a PCC. Thus, car 1006 represented the first PCC in San Francisco MUNI’s fleet.

Following the shot of car 10O6 we see a view of the Market and Duboce car storage yard. A Milan car rests on the storage track at left. In the distance to its right is MUNI PCC 1128. In what would be a forerunner of things to come when the new F-Market St. line was opened by MUNI in 1995, 1128 was repainted to its original St. Louis Public Service Co. livery and given the number 7704. It was part of a group of 66 cars sold to MUNI by SLPSCO in 1957. Atop the hill at left is the original San Francisco U.S. Mint, now a museum.

San Francisco Municipal Railway Part 2: The F Line

In 1995, eight years after the final Market Street Historic Streetcar festival, MUNI opened the F-Market Streetcar line. Initially operating between 127th & Castro St. and the streetcar loop in front of the Trans-Bay Transit Terminal at 1st & Mission Sts. the line was an instant hit with both tourists and everyday commuters.

What is it they say about the “best laid plans”? San Francisco and MUNI had planned to eliminate streetcars on Market St. when the new Boeing-Vertol LRVs began running in the new Market Street subway. Unfortunately, the Boeing cars were a total disaster. Just about everything that could go wrong with them did.

Commuters frustrated by service delays on the five streetcar lines serving the subway shifted to the historic streetcars on the surface. The overwhelming popularity of the cars operating on Market St. taught MUNI a valuable lesson, and eventually lead to the creation of the F-Market St. line, ending all plans to remove streetcar tracks from Market St.

In 2000 the line was extended down the Embarcadero to Pier 39 and the Fisherman’s Wharf area, a major tourist attraction. The Trans-Bay Terminal streetcar loop was removed. The Trans-Bay Terminal was razed around 2003 and a new “temporary” terminal was constructed a few blocks away on Folsom St.

Construction of the new Trans-Bay Terminal was to have been completed this year (2017) but all construction was halted in 2016, when owners of a nearby high-end condo development (condos costing around $3 million!) sued the contractor for the terminal development, claiming improper construction and sinking of piles for the structure (which will include a 100-story condo development of its own) has caused the high-end condo building to start sinking. At this writing the lawsuit remains unresolved.

The F-Market & Wharves Line, as it is formally known, operates with PCC cars acquired from the Southeastern Pennsylvania Transit Authority (SEPTA). All underwent extensive rebuilding at the Brookville Equipment Corp., which still performs all major work on the cars. Each car is painted in the color scheme of a U.S. company that operated PCCs. Thus, you will find a car painted in the Mercury Green, Croydon Cream and Swamp Holly Orange belt rail color scheme worn by CTA PCCs, but no car representing TMER&L in Milwaukee which turned its back on PCCs and streetcars in general in 1936.

The 1000-series articulated cars purchased from St. Louis Car Co. in 1930 were the last streetcars acquired by TM. These were the cars that ended their days in service on Speedrail between 1949 and 1951.

1-2. The Subway Terminal Building is seen on the right side of photo #1 looming up over McArthur Park in downtown Los Angeles. Although it retained the name, it had not been the terminal for the Pacific Electric Hollywood Blvd. and Glendale-Burbank lines since June 19, 1955 when new owner, Metropolitan Coach Lines (part of infamous National City Lines) abandoned all remaining service from the subway and substituted buses.

3-5. PCC 1061 is painted for Los Angeles’ Pacific Electric Railway. PCC’s operated on the western district lines out of the Subway Terminal Bldg. to Hollywood, Beverly Hills, Glendale and Burbank. In the first three pictures we see the car stopped for a red light westbound on Market St heading for the end of the line at 17th & Castro Sts. All PCCs operating on the F-Line were built by St. Louis Car Co. In 1948 and 1951. The real PE PCCs were built by Pullman-Standard Car. Co., and did not have standee windows. The color of 1061’s roof is also incorrect. PE’s PCCs had gold colored roofs and one trolley pole in the middle of the car.

The PCCs spent the next 3 years stored in the now abandoned Hollywood Subway before being sold to the General Urguiza electric railway in Argentina in 1959. The three years of sitting idle in the damp subway made them a poor buy and they were withdrawn from service and scrapped after just a few years of service. They were replaced by the ex-Key System bridge railway articulated units.

The Subway itself was never used again, and in 1967 a portion of the tunnel beneath Bunker Hill was dug up and filled in to accommodate the footings for the new Bonaventure Hotel. In recent years, the building was sold to a new developer who is converting all of the former office space into high-end (aka very, very expensive) condominiums. The developer has renamed it the “417 Building” after its address: 417 S. Hill St.

6-7. PCC 1007 is identical to #1006 seen at the end of part 1. It is painted to represent Red Arrow Lines the same Red Arrow that acquired the North Shore Electroliners in 1963. The color scheme is authentic but the cars operating out of 69th St. terminal in Philadelphia were suburban cars but not PCCs though they looked like them.

8. PCC 1056 is painted in the colors of Kansas City Public Service Co. The paint job is virtually identical to the real Kansas City cars but the standee windows are not. No KCPS PCC ever had standee windows, supposedly because the company president did not like them.

9. Car 1059 seen here at 17th & Castro Sts., is in the colors of the Boston Elevated Railway Co. All Muni streetcar stops have platforms as seen here to comply with ADA requirements. The car recently returned from a trip to Brookville Equipment Co. where the orange color was lightened to more closely conform to the real cars.

10. As the car leaves the 17th & Castro terminus it turns right onto Castro Street. It will turn right again at the next corner to begin its eastbound trip down Market Street to Fisherman’s Wharf.

Jack Bejna writes:

Hi Dave,

Congratulations on your 200th post on Thanksgiving weekend. I’m happy I discovered your site and look forward to many more interesting posts. I got back to work on my CA&E project and here are some shots of the second group of steel cars. In many cases I have more than one shot of individual cars so if you need any more images I may be able to help.

In 1927 CA&E ordered 15 new cars (420-434) from Cincinnati Car Company. This second purchase of steel cars was, like the first order of Pullman cars, equipped with Tomlinson couplers and was not capable of training with any of the wood cars in the fleet. The new cars were used for all types of service.

Cars 435 and 436 were rebuilt from older wooden cars for buffet/parlor car service, and were re-numbered 600-601. They were steel sheathed and had Tomlinson couplers installed in order to train with the Pullman and Cincinnati cars. In 1929 they were rebuilt again to straight coaches and were used until they were retired in 1954.

We are very appreciative of all the hard work done by Jack Bejna in making these old images look better than ever using his Photoshop skills. Thanks for sharing them.

420 on the Elgin Branch in Wheaton.

420 on the Elgin Branch in Wheaton.

421 as delivered.

421 as delivered.

422.

422.

423 on the Garfield Park "L".

423 on the Garfield Park “L”.

424.

424.

425 at the Aurora Terminal.

425 at the Aurora Terminal.

426 at the Wheaton Shops.

426 at the Wheaton Shops.

427 at the Elgin Terminal.

427 at the Elgin Terminal.

428 eastbound at Laramie.

428 eastbound at Laramie.

429 at Wheaton.

429 at Wheaton.

430 at the Aurora Terminal.

430 at the Aurora Terminal.

431 in Maywood.

431 in Maywood.

432.

432.

433 in Wheaton.

433 in Wheaton.

434.

434.

435 at the company shops in 1929.

435 at the company shops in 1929.

436 at the company shops in 1929.

436 at the company shops in 1929.

Kenneth Gear writes:

I just made another eBay purchase of three RRC records. I only bought them because there is paperwork included. My efforts to collect RRC paperwork have sort of stalled. I’ve explored all avenues that I know of without any recent success. I know there may not be much out there to get. I have myself tossed away most of the RRC papers that came with my records back in the 1970s’ and ’80s, so I can’t fault others for doing likewise.

PS- By looking at the photos I took of Steventon’s tapes I was able to fill-in a few more blanks in the list of pre-1958 cut at home discs. I thought you might want to add them to your list:

12. Illinois Terminal

13. Illinois Central

19. Senate Subway

21. Rochester Subway

23. Chicago, Burlington & Quincy

25. Niagara, St. Catharines & Toronto

26 Virginian

28. Queensboro Bridge

29. Wabash

30. Third Avenue Elevated

31. St. Paul & Sault Ste. Marie

32. Louisville & Nashville

34. St Elizabeth’s Hospital (A hospital in Washington DC that used a 0-4-0T to move coal from the B&O to their property. I would really like to be able to hear this one.)

37. Independent Subway

Note that at present, we do not have copies of these recordings.

Ken and I are always on the lookout for Railroad Record Club items that we do not have. That includes newsletters, inserts, liner notes and any other paperwork that we do not already have. If you think you may have something new to contribute, please let us know, thanks.

-David Sadowski

A Sign of the Times

This Chicago rapid transit sign recently sold on eBay for $400 (and not to me, that’s way out of my league). We asked historian Andre Kristopans about it. He thinks it came from the northernmost exit in the State Street Subway at platform level, and dates to 1943-58. The later date is when the subway-to-“L” transfer point was moved to State/Van Buren.

The use of some sort of pressed material (not sure if you would call this Masonite) instead of metal may mean this sign is from World War II, and could have been original to the subway, which opened in 1943.

Andre Kristopans writes:

Don’t know if I ever sent you this one. 4000 L car retirements.

If you did, I neglected to post them.  Here they are, thanks!

4001 07/21/64 8924 4023 03/20/64 8246 4044:2 07/03/64 8924
4002 07/03/64 8924 4024 07/03/64 8924 4045 01/22/64 8246
4003 06/13/58 10108R 4025 03/20/64 8246 4046 07/21/64 8924
4004 03/05/61 11162R 4026 07/27/62 8246 4047 07/03/64 8924
4005 10/12/55 17406 4456 4027 04/12/63 8246 4048 03/20/64 8246
4006 07/21/64 8924 4028 04/20/62 8147 4049 07/21/64 8924
4007 09/30/58 10108R 4029 04/20/62 8147 4050 01/10/64 8246
4008 07/21/64 8924 4030 03/20/64 8246 4051 11/15/63 8246
4009 01/22/64 8246 4031 03/20/64 8246 4052 01/10/64 8246
4010 01/22/64 8246 4032 03/03/61 11162R 4053 11/15/63 8246
4011 10/08/55 17387R 4033 03/03/61 11162R 4054 01/10/64 8246
4012 01/22/64 8246 4034 07/03/64 8924 4055 11/15/63 8246
4013 04/20/62 8246 4035 07/03/64 8924 4056 01/22/64 8246
4014 01/22/64 8246 4036 03/20/64 8246 4057 01/22/64 8246
4015 01/10/64 8246 4037 04/12/63 8246 4058 03/20/64 8246
4016 03/20/64 8246 4038 03/20/64 8246 4059 07/03/64 8924
4017 01/22/64 8246 4039 03/03/61 11162R 4060 01/10/64 8246
4018 03/20/64 8246 4040 05/11/62 8246 4061 11/15/63 8246
4019 03/20/64 8246 4041 03/20/64 8246 4062 11/15/63 8246
4020 07/21/64 8924 4042 07/21/64 8924 4063 05/19/64 8924
4021 07/21/64 8924 4043 09/29/62 8246 shed 4064 01/10/64 8246
4022 07/21/64 8924 4044 07/17/53 15298R 4065 06/13/58 10108R
4066 07/08/54 to 4044:2

4067 09/11/64 8924 4088 08/21/64 8924 4109 08/07/64 8924
4068 09/11/64 8924 4089 08/21/64 8924 4110 08/07/64 8924
4069 09/11/64 8924 4090 09/11/64 8924 4111 10/08/55 17387R
4070 08/21/64 8924 4091 08/07/64 8924 4112 04/05/63 8506
4071 03/19/65 8924 4092 08/07/64 8924 4113 06/16/65 8924
4072 05/07/65 8924 4093 09/11/64 8924 4114 07/20/64 8924
4073 07/31/64 8924 4094 09/11/64 8924 4115 08/07/64 8924
4074 07/31/64 8924 4095 03/20/64 8750 4116 05/07/65 8924
4075 07/31/64 8924 4096 08/07/64 8924 4117 04/20/62 8351
4076 08/07/64 8924 4097 08/07/64 8924 4118 08/21/64 8924
4077 07/31/64 8924 4098 09/11/64 8924 4119 09/11/64 8924
4078 08/07/64 8924 4099 09/11/64 8924 4120 04/05/63 8506
4079 08/07/64 8924 4100 07/20/64 8924 4121 09/11/64 8924
4080 05/07/65 8924 4101 05/07/65 8924 4122 09/11/64 8924
4081 07/03/64 8924 4102 08/07/64 8924 4123 09/11/64 8924
4082 05/07/65 8924 4103 06/16/65 8924 4124 05/19/64 8924
4083 10/30/64 8924 shed 4104 04/20/62 8351 4125 03/19/65 8924
4084 12/12/61 11262R S346 4105 08/07/64 8924 4126 03/19/65 8924
4085 08/07/64 8924 4106 06/16/65 8924 4127 08/07/64 8924
4086 06/16/65 8924 4107 06/27/58 10206R 4128 08/07/64 8924
4087 08/21/64 8924 4108 05/19/64 8924

4129 09/25/59 10624R 4137 08/07/64 8924 4145 04/30/72 8588E
4130 07/16/65 8924 4138 12/24/65 8695A S359 4146 03/31/72 8588E
4131 07/20/64 8924 4139 04/02/65 8924 4147 07/16/65 8924
4132 07/20/64 8924 4140 11/09/64 8924 4148 07/16/65 8924
4133 12/11/64 8924 4141 06/18/65 8924 4149 11/09/64 8924
4134 04/02/65 8924 4142 06/18/65 8924 4150 04/02/65 8924
4135 08/07/64 8924 4143 10/16/64 8924 4151 09/25/64 8924
4136 08/07/64 8924 4144 10/16/64 8924 4152 09/25/64 8924
Š
4153 05/30/72 8588E 4186 10/09/64 8924 4219 10/09/64 8924
4154 05/30/72 8588E 4187 04/30/72 8588E 4220 10/09/64 8924
4155 09/18/64 8924 4188 04/30/72 8588E 4221 05/07/65 8924
4156 09/18/64 8924 4189 04/30/65 8924 4222 05/07/65 8924
4157 06/16/65 8924 4190 05/07/65 8924 4223 10/09/64 8924
4158 06/16/65 8924 4191 10/02/64 8924 4224 10/09/64 8924
4159 06/22/65 8924 4192 10/02/64 8924 4225 05/07/65 8924
4160 05/30/72 8588E 4193 05/07/65 8924 4226 05/07/65 8924
4161 05/30/72 8588ER 4194 05/07/65 8924 4227 03/19/65 8924
4162 12/11/64 8924 4195 09/25/64 8924 4228 10/30/64 8924
4163 05/07/65 8924 4196 09/25/64 8924 4229 07/16/65 8924
4164 12/11/64 8924 4197 06/16/65 8924 4230 08/30/72 8588E
4165 10/02/64 8924 4198 05/19/64 8924 4231 06/16/65 8924
4166 10/02/64 8924 4199 07/16/65 8924 4232 06/16/65 8924
4167 06/18/65 8924 4200 07/16/65 8924 4233 07/16/65 8924
4168 06/18/65 8924 4201 07/16/65 8924 4234 07/16/65 8924
4169 10/16/64 8924 4202 07/16/65 8924 4235 06/22/65 8924
4170 10/16/64 8924 4203 10/16/64 8924 4236 06/22/65 8924
4171 04/30/65 8924 4204 06/22/65 8924 4237 11/09/64 8924
4172 04/30/65 8924 4205 10/09/64 8924 4238 11/09/64 8924
4173 06/16/65 8924 4206 10/09/64 8924 4239 07/03/64 8924
4174 06/16/65 8924 4207 05/30/72 8588E 4240 07/16/65 8924
4175 12/24/65 8695A S360 4208 05/30/72 8588E 4241 07/03/64 8924
4176 04/02/65 8924 4209 10/30/64 8924 4242 04/30/65 8924
4177 06/18/65 8924 4210 10/30/64 8924 4243 05/30/72 8588E
4178 06/18/65 8924 4211 09/18/64 8924 4244 07/16/65 8924
4179 11/09/64 8924 4212 09/18/64 8924 4245 10/30/64 8924
4180 11/09/64 8924 4213 09/25/64 8924 4246 10/30/64 8924
4181 10/30/64 8924 4214 09/25/64 8924 4247 12/11/64 8924
4182 10/30/64 8924 4215 03/31/72 8588E 4248 04/30/72 8588E
4183 09/18/64 8924 4216 03/31/72 8588E 4249 12/11/64 8924
4184 09/18/64 8924 4217 06/16/65 8924 4250 04/05/63 8506
4185 10/09/64 8924 4218 06/16/65 8924
4456 03/20/64 8750

4251 8254G 12/01/75 Pielet
4252 8254G 12/01/75 Pielet
4253 8630G 03/17/76 to work
4254 8254G 11/20/75 Pielet
4255 8780G 11/78 Ill Ry Mus
4256 8780G 06/79 IMOTAC
4257 8254G 04/01/75 MI Tran Mus
4258 8254G 02/11/75 E Troy Mus
4259 8453G 12/74 to shed
4260 8254G 04/07/76 Pielet
4261 8254G 01/23/76 Pielet
4262 8254G 01/23/76 Pielet
4263 8254G 08/18/76 Pielet
4264 8254G 06/04/76 Pielet
4265 8254G 06/14/76 Pielet
4266 8254G 06/14/76 Pielet
4267 8254G 08/25/75 Waterfrnt Elec
4268 8453G 12/06/74 to shed
4269 8453G 12/06/74 to shed
4270 8254G 08/16/76 Pielet
4271 relic
4272 relic
4273 8453G 12/74 to shed
4274 8254G 08/16/76 Pielet
4275 8453G 12/74 to shed
4276 8453G 12/74 to shed
4277 8254G 11/20/75 Pielet
4278 8254G 11/20/75 Pielet
4279 8728G 03/78 to work
4280 8254G 08/11/75 Branford Elec
4281 8254G 03/02/76 Pielet
4282 8254G 04/07/76 Pielet
4283 8254G 04/01/75 MI Trol Mus
4284 8254G 10/02/75 Whse Point
4285 8254G 01/23/76 Pielet
4286 8254G 01/23/76 Pielet
4287 8254G 12/01/75 Pielet
4288 8630G 03/17/76 to work
4289 8780G 12/78 Ill Ry Mus
4290 8780G 12/78 Ill Ry Mus
4291 8453G 12/74 to shed
4292 8453G 12/74 to shed
4293 8254G 08/16/76 IMOTAC
4294 8254G 06/14/76 Tol & IN His Soc
4295 8254G 08/16/76 OH Ry Mus
4296 8254G 06/14/76 Trolvlle USA
4297 8038G 03/31/72 scr
4298 8038G 08/01/72 scr
4299 8038G 11/30/71 scr
4300 8038G 11/30/71 scr
4301 8038G 03/31/72 scr
4302 8695A 12/02/65 to S351
4303 8583F 08/31/71 scr
4304 8583F 08/31/71 scr
4305 8038G 04/30/72 scr

4306 8038G 04/30/72 scr
4307 8583F 08/31/71 scr
4308 8583F 08/31/71 scr
4309 8038G 04/14/72 scr
4310 8173G 10/30/72 scr
4311 8583F 05/31/72 scr
4312 8583F 06/30/72 scr
4313 8173G 03/76 Pielet
4314 8695A 12/20/65 to S353
4315 8695A 12/02/65 to S355
4316 8695A 12/02/65 to S356
4317 8695A 12/24/65 to S349
4318 8695A 12/02/65 to S350
4319 8197G 08/73 KY Ry Mus
4320 8197G 04/14/75 Pielet
4321 8780G 10/79 IMOTAC
4322 8780G 10/79 NARHA
4323 8390A 02/26/65 to S347
4324 8390A 02/26/65 to S348
4325 8780G 05/78 MN Tranp Mus
4326 8780G 10/79 IMOTAC
4327 8695A 12/02/65 to S352
4328 8038G 03/21/72 scr
4329 8583F 10/29/71 scr
4330 8538F 10/29/71 scr
4331 8038G 02/29/72 scr
4332 8038G 02/29/72 scr
4333 8583F 08/31/71 scr
4334 8583F 08/31/71 scr
4335 8038G 06/30/72 scr
4336 8173G 10/30/72 scr
4337 8038G 02/01/72 scr
4338 8038G 02/01/72 scr
4339 8038G 04/14/72 scr
4340 8038G 04/14/72 scr
4341 8583F 08/31/71 scr (office Despl)
4342 8583F 08/31/71 scr (office Despl)
4343 8583F 04/30/72 scr
4344 8583F 04/30/72 scr
4345 8583F 07/31/71 scr
4346 8583F 07/31/71 scr
4347 8583F 04/30/72 scr
4348 8583F 06/30/72 scr
4349 8583F 03/17/72 scr
4350 8583F 09/30/71 scr (office Despl)
4351 8583F 09/30/71 scr
4352 8583F 09/30/71 scr
4353 8038G 08/04/72 scr
4354 8038G 08/04/72 scr
4355 8583F 08/31/71 scr (office Despl)
4356 8583F 08/04/72 scr
4357 8173G 06/30/74 to shed
4358 8173G 12/09/75 to S1
4359 8583F 02/29/72 scr
4360 8583F 02/29/72 scr

4361 8583F 02/29/72 scr
4362 8583F 02/29/72 scr
4363 10482 03/26/59 scr
4364 8583F 11/30/71 scr
4365 8583F 06/30/72 scr
4366 8583F 06/30/72 scr
4367 8583F 02/29/72 scr
4368 8583F 02/29/72 scr
4369 8583F 04/30/72 scr
4370 8583F 04/30/72 scr
4371 8658B 11/15/68 to S364
4372 8542A 12/13/66 scr (F8/27/65)
4373 8583F 08/31/71 scr (office Despl)
4374 8583F 02/29/72 scr
4375 8583F 03/21/72 scr
4376 8583F 03/21/72 scr
4377 8173G 08/30/72 scr
4378 8173G 08/30/72 scr
4379 8173G 08/30/72 scr
4380 8173G 08/30/72 scr
4381 8695A 12/20/65 to S354
4382 8173G 11/13/72 scr
4383 8583F 05/31/72 scr
4384 8583F 05/31/72 scr
4385 8173G 11/13/72 scr
4386 8101G 02/29/72 to S368
4387 8173G 12/09/75 to work
4388 8173G 12/09/75 to work
4389 8101G 03/31/72 to S372
4390 8101G 02/18/72 to S369
4391 8173G 11/13/72 scr
4392 8173G 11/13/72 scr
4393 8101G 02/18/72 to S370
4394 8173G 12/27/75 Pielet
4395 8173G 12/27/75 Pielet
4396 8173G 11/13/72 scr
4397 8101G 02/18/72 to S371
4398 8173G 11/20/75 Pielet
4399 8038G 09/29/72 scr
4400 8173G 11/13/72 scr
4401 8173G 09/30/72 scr
4402 8173G 09/30/72 scr
4403 8254G 03/02/76 Pielet
4404 8254G 04/07/76 Pielet
4405 8173G 12/01/75 Pielet
4406 8173G 04/07/76 Pielet
4407 8453G 12/74 to shed
4408 8453G 12/74 to shed
4409 8780G 05/79 Whse Point
4410 8254G 03/20/75 IL Ry Mus
4411 8038G 02/18/72 to S373
4412 8038G 03/31/72 IL Ry Mus
4413 8254G 08/18/76 Pielet
4414 8254G 08/18/76 Pielet
4415 8254G 06/14/76 Pielet

4416 8254G 06/14/76 Pielet
4417 8583F 07/31/71 scr
4418 8583F 07/31/71 scr
4419 8254G 12/01/75 Pielet
4420 8254G 02/11/75 E Troy Mus
4421 8038G 02/01/72 scr
4422 8038G 02/01/72 scr
4423 8038G 02/18/72 to S374
4424 8038G 02/29/72 scr
4425 8038G 03/28/72 scr
4426 8038G 03/28/72 scr
4427 8173G 08/30/72 scr
4428 8173G 08/30/7272 scr
4429 8695A 12/02/65 to S357
4430 8695A 12/24/65 to S358
4431 8038G 03/17/72 scr
4432 8038G 03/21/72 scr
4433 8038G 03/31/72 scr
4434 8038G 02/29/72 scr
4435 8583F 11/30/71 scr
4436 8254G 10/02/75 Whse Pt
4437 8727C 11/11/69 to S365
4438 8727C 11/11/69 to S366
4439 8254G 04/01/75 MI Trol Mus
4440 8453G 12/74 to shed
4441 8254G 02/11/75 OH Ry Mus
4442 8254G 04/01/75 MI Trol Mus
4443 8254G 04/29/76 Pielet
4444 8254G 04/01/75 Pielet
4445 8254G 04/29/76 Pielet
4446 8254G 04/07/76 Pielet
4447 8453G 12/74 to shed
4448 8254G 04/29/76 Pielet
4449 8254G 02/11/75 OH Ry Mus
4450 8254G 04/01/75 MI Trol Mus
4451 8254G 02/11/75 RELIC
4452 8453G 12/74 to shed
4453 8780G 06/79 IMOTAC
4454 8254G 11/74 IMOTAC
4455 8254G 03/02/76 Pielet

W4253 8780G 12/78 Ill Ry Mus
W4279 8780G 11/78 Pittsbgh Lndmarks
W4288 8780G 12/78 Ill Ry Mus
W4387 8780G /79 MN Transp Mus
W4388 8780G 06/79 IMOTAC

S347 8780G 06/79 IMOTAC
S348 8780G 06/79 IMOTAC
S349 8210G 11/75 Pielet
S350 8780G 11/78 IL Ry Mus
S351 8780G 11/78 IL Ry Mus
S352 8542G 06/76 scr
S353 8780G 11/78 NARHA
S354 8780G 11/78 IMOTAC

S355 8780G 11/78 IMOTAC
S356 8780G 11/78 NARHA
S357 8780G 10/79 IMOTAC
S358 8780G 11/78 NARHA

S364 8254G 04/76 Pielet
S365 8780G 11/78 NARHA
S366 8780G 11/78 IL Ry Mus

S368 8780G 11/78 IL Ry Mus
S369 8780G 06/79 IMOTAC
S370 8780G 10/79 NARHA
S371 8780G 07/79 NARHA
S372 8780G 07/79 NARHA
S373 8780G 12/78 IL Ry Mus
S374 8780G 07/79 NARHA

S1 scrapped

4000’s by AFR:

4363 10482 03/59 scr

4323 8390A 02/65 to S-347
4324 8390A 02/65 to S-348

4372 8542A 11/66 scr (F8/27/65)

4302 8695A 12/65 to S-351
4314 8695A 12/65 to S-353
4315 8695A 12/65 to S-355
4316 8695A 12/65 to S-356
4317 8695A 12/65 to S-349
4318 8695A 12/65 to S-350
4327 8695A 12/65 to S-352
4381 8695A 12/65 to S-354
4429 8695A 12/65 to S-357
4430 8695A 12/65 to S-358

4371 8658B 11/68 to S-364

4437 8727C 11/69 to S-365
4438 8727C 11/69 to S-366

4303 8583F 08/71 scr
4304 8583F 08/71 scr
4307 8583F 08/71 scr
4308 8583F 08/71 scr
4311 8583F 05/72 scr
4312 8583F 06/72 scr
4329 8583F 10/71 scr
4330 8583F 10/71 scr
4333 8583F 08/71 scr
4334 8583F 08/71 scr
4341 8583F 08/71 scr (office Despl)
4342 8583F 08/71 scr (office Despl)
4343 8583F 04/72 scr
4344 8583F 04/72 scr
4345 8583F 07/71 scr
4346 8583F 07/71 scr
4347 8583F 06/72 scr
4348 8583F 06/72 scr
4349 8583F 03/72 scr
4350 8583F 09/71 scr (office Despl)
4351 8583F 09/71 scr
4352 8583F 09/71 scr
4355 8583F 08/71 scr (office Despl)
4356 8583F 08/72 scr
4359 8583F 02/72 scr
4360 8583F 02/72 scr
4361 8583F 02/72 scr
4362 8583F 02/72 scr
4364 8583F 11/71 scr
4365 8583F 06/72 scr
4366 8583F 06/72 scr
4367 8583F 02/72 scr
4368 8583F 02/72 scr
4369 8583F 04/72 scr
4370 8583F 04/72 scr
4373 8583F 08/71 scr (office Despl)
4374 8583F 02/72 scr
4375 8583F 03/72 scr
4376 8583F 03/72 scr
4383 8583F 05/72 scr
4384 8583F 05/72 scr
4417 8583F 07/71 scr
4418 8583F 07/71 scr
4435 8583F 11/71 scr

4297 8038G 03/72 scr
4298 8038G 08/72 scr
4299 8038G 11/71 scr
4300 8038G 11/71 scr
4301 8038G 03/72 scr
4305 8038G 04/72 scr
4306 8038G 04/72 scr
4309 8038G 04/72 scr
4328 8038G 03/72 scr
4331 8038G 02/72 scr
4332 8038G 02/72 scr
4335 8038G 06/72 scr
4337 8038G 02/72 scr
4338 8038G 02/72 scr
4339 8038G 04/72 scr
4340 8038G 04/72 scr
4353 8038G 08/72 scr
4354 8038G 08/72 scr
4399 8038G 09/72 scr
4411 8038G 02/72 to S-373
4412 8038G 03/72 IL Ry Mus
4421 8038G 02/72 scr
4422 8038G 02/72 scr
4423 8038G 02/72 to S-374
4424 8038G 02/72 scr
4425 8038G 03/72 scr
4426 8038G 03/72 scr
4431 8038G 03/72 scr
4432 8038G 03/72 scr
4433 8038G 03/72 scr
4434 8038G 02/72 scr

4386 8101G 02/72 to S-368
4389 8101G 02/72 to S-372
4390 8101G 02/72 to S-369
4393 8101G 02/72 to S-370
4397 8101G 02/72 to S-371

4310 8173G 10/72 scr
4313 8173G 03/76 Pielet
4336 8173G 10/72 scr
4357 8173G 06/74 to shed
4358 8173G 05/72 to S-1
4377 8173G 08/72 scr
4378 8173G 08/72 scr
4379 8173G 08/72 scr
4380 8173G 08/72 scr
4382 8173G 11/72 scr
4385 8173G 11/72 scr
4387 8173G 12/75 to work
4388 8173G 12/75 to work
4391 8173G 11/72 scr
4392 8173G 11/72 scr
4394 8173G 03/76 Pielet
4395 8173G 03/76 Pielet
4396 8173G 11/72 scr
4398 8173G 11/75 Pielet
4400 8173G 11/72 scr
4401 8173G 09/72 scr
4402 8173G 09/72 scr
4405 8173G 12/75 Pielet
4406 8173G 04/76 Pielet
4427 8173G 08/72 scr
4428 8173G 08/72 scr

4319 8197G 08/73 KY Ry Mus
4320 8197G 04/76 Pielet

S349 8210G 11/75 Pielet

4251 8254G 12/75 Pielet
4252 8254G 12/75 Pielet
4254 8254G 11/75 Pielet
4257 8254G 04/75 MI Tran Mus
4258 8254G 02/75 E Troy Mus
4260 8254G 04/76 Pielet
4261 8254G 01/76 Pielet
4262 8254G 01/76 Pielet
4263 8254G 07/76 Pielet
4264 8254G 06/76 Pielet
4265 8254G 06/76 Pielet
4266 8254G 06/76 Pielet
4267 8254G 08/75 Waterfrnt Elec
4270 8254G 07/76 Pielet
4274 8254G 07/76 Pielet
4277 8254G 11/75 Pielet
4278 8254G 11/75 Pielet
4280 8254G 08/75 Branford Elec
4281 8254G 03/76 Pielet
4282 8254G 04/76 Pielet
4283 8254G 04/75 MI Trol Mus
4284 8254G 10/75 Whse Point
4285 8254G 01/76 Pielet
4286 8254G 01/76 Pielet
4287 8254G 12/75 Pielet
4293 8254G 08/76 IMOTAC
4294 8254G 06/76 Tol & IN His Soc
4295 8254G 10/76 OH Ry Mus
4296 8254G 06/76 Trolvlle USA
4403 8254G 03/76 Pielet
4404 8254G 04/76 Pielet
4410 8254G 03/75 IL Ry Mus
4413 8254G 07/76 Pielet
4414 8254G 07/76 Pielet
4415 8254G 06/76 Pielet
4416 8254G 06/76 Pielet
4419 8254G 12/75 Pielet
4420 8254G 02/75 E Troy Mus
4436 8254G 10/75 Whse Pt
4439 8254G 04/75 MI Trol Mus
4441 8254G 02/75 OH Ry Mus
4442 8254G 04/75 MI Trol Mus
4443 8254G 04/76 Pielet
4444 8254G 01/76 Pielet
4445 8254G 04/76 Pielet
4446 8254G 04/76 Pielet
4448 8254G 04/76 Pielet
4449 8254G 02/75 OH Ry Mus
4450 8254G 04/75 MI Trol Mus
4451 8254G 02/75 RELIC
4454 8254G 11/74 IMOTAC
4455 8254G 03/76 Pielet
S364 8254G 04/76 Pielet

4259 8453G 12/74 to shed
4268 8453G 12/74 to shed
4269 8453G 12/74 to shed
4273 8453G 12/74 to shed
4275 8453G 12/74 to shed
4276 8453G 12/74 to shed
4291 8453G 12/74 to shed
4292 8453G 12/74 to shed
4407 8453G 12/74 to shed
4408 8453G 12/74 to shed
4440 8453G 12/74 to shed
4447 8453G 12/74 to shed
4452 8453G 12/74 to shed

S352 8542G 06/76 scr

4253 8630G 03/76 to work
4288 8630G 03/76 to work

4279 8728G 03/78 to work

4255 8780G 11/78 Ill Ry Mus
4256 8780G 06/79 IMOTAC
4289 8780G 12/78 Ill Ry Mus
4290 8780G 12/78 Ill Ry Mus
4321 8780G 10/79 IMOTAC
4322 8780G 10/79 NARHA
4325 8780G 05/78 MN Tranp Mus
4326 8780G 10/79 IMOTAC
4409 8780G 05/79 Whse Point
4453 8780G 06/79 IMOTAC
W4253 8780G 12/78 Ill Ry Mus
W4279 8780G 11/78 Pittsbgh Lndmarks
W4288 8780G 12/78 Ill Ry Mus
W4387 8780G /79 MN Transp Mus
W4388 8780G 06/79 IMOTAC
S347 8780G 06/79 IMOTAC
S348 8780G 06/79 IMOTAC
S350 8780G 11/78 IL Ry Mus
S351 8780G 11/78 IL Ry Mus
S353 8780G 11/78 NARHA
S354 8780G 11/78 IMOTAC
S355 8780G 11/78 IMOTAC
S356 8780G 11/78 NARHA
S357 8780G 10/79 IMOTAC
S358 8780G 11/78 NARHA
S365 8780G 11/78 NARHA
S366 8780G 11/78 IL Ry Mus
S368 8780G 11/78 IL Ry Mus
S369 8780G 06/79 IMOTAC
S370 8780G 10/79 NARHA
S371 8780G 07/79 NARHA
S372 8780G 07/79 NARHA
S373 8780G 12/78 IL Ry Mus
S374 8780G 07/79 NARHA

4271 relic
4272 relic

S1 scrapped

CHICAGO & SOUTH SIDE RAPID TRANSIT RR CO
SOUTH SIDE ELEVATED RR CO

1-50 Jackson & Sharp 1892 steam trailer (1)
51-80 Gilbert 1892 steam trailer (1)
81-100 Jackson & Sharp 1892 steam trailer (1) (2)
101-150 Gilbert 1892 steam trailer (1)
151-180 Jackson & Sharp 1892 steam trailer (1)
181-210 Jewett 1900 MU motor (3)
211-230 Jewett 1902 MU motor
231-250 Jewett 1903 MU motor
251-320 Jewett 1905 MU motor (3)
321-400 ACF 1905 MU motor (3)

(1) – 1,2,4-6,8,9,11-13,15-18,20,22-28,30-33,36,39-46,48-52,54-63,65,66,69-73,
75-82,84,85,87,88,90,92-94,97,98,100,102-116,118-123,125-142,144-159,
161-179 (150 cars) rebuilt to MU motor cars, 120 at Wells & French in
1897-98, the other 30 at 61st Shop ca 1899. The remaining 30 cars
were converted to MU trailer cars also at 61st Shop ca 1899. These
30 trailers were further converted to single-end control trailers ca
1900

(2) – car 93 retired 1915 (fell from structure), cars 17,41,56,60,78
retired 1/8/24 by CRT?

(3) – cars 202,260,375 rebuilt 1914-15 with closed ends, air doors on 202,260,
manual doors on 375

all cars to CRT 1-400 1924 except as noted in note 2

CRT/CTA Wood Car Retirements

1 by CRT
2 by CRT
3 by CRT
4 by CRT
5 by CRT
6 by CRT
7 by CRT
8 by CRT
9 by CRT
10 by CRT
11 by CRT
12 by CRT
13 by CRT
14 by CRT
15 by CRT
16 by CRT
17 by CRT
18 by CRT
19 by CRT
20 by CRT
21 by CRT
22 by CRT
23 by CRT
24 by CRT
25 by CRT
26 by CRT
27 by CRT
28 by CRT
29 by CRT
30 by CRT
31 by CRT
32 by CRT
33 by CRT
34 by CRT
35 by CRT
36 by CRT
37 by CRT
38 by CRT
39 by CRT
40 by CRT
41 by CRT
42 by CRT
43 by CRT
44 by CRT
45 by CRT
46 by CRT
47 by CRT
48 by CRT
49 by CRT
50 by CRT
51 by CRT
52 by CRT
53 by CRT
54 by CRT
55 by CRT
Š56 by CRT
57 by CRT
58 by CRT
59 by CRT
60 by CRT
61 by CRT
62 by CRT
63 by CRT
64 by CRT
65 by CRT
66 by CRT
67 by CRT
68 by CRT
69 by CRT
70 by CRT
71 by CRT
72 by CRT
73 by CRT
74 by CRT
75 by CRT
76 by CRT
77 by CRT
78 by CRT
79 by CRT
80 by CRT
81 by CRT
82 by CRT
83 by CRT
84 by CRT
85 by CRT
86 by CRT
87 by CRT
88 by CRT
89 by CRT
90 by CRT
91 by CRT
92 by CRT
93 by CRT
94 by CRT
95 by CRT
96 by CRT
97 by CRT
98 by CRT
99 by CRT
100 by CRT
101 by CRT
102 by CRT
103 by CRT
104 by CRT
105 by CRT
106 by CRT
107 by CRT
108 by CRT
109 by CRT
110 by CRT

111 by CRT
112 by CRT
113 by CRT
114 by CRT
115 by CRT
116 by CRT
117 by CRT
118 by CRT
119 by CRT
120 by CRT
121 by CRT
122 by CRT
123 by CRT
124 by CRT
125 by CRT
126 by CRT
127 by CRT
128 by CRT
129 by CRT
130 by CRT
131 by CRT
132 by CRT
133 by CRT
134 by CRT
135 by CRT
136 by CRT
137 by CRT
138 by CRT
139 by CRT
140 by CRT
141 by CRT
142 by CRT
143 by CRT
144 by CRT
145 by CRT
146 by CRT
147 by CRT
148 by CRT
149 by CRT
150 by CRT
151 by CRT
152 by CRT
153 by CRT
154 by CRT
155 by CRT
156 by CRT
157 by CRT
158 by CRT
159 by CRT
160 by CRT
161 by CRT
162 by CRT
163 by CRT
164 by CRT
165 by CRT

166 by CRT
167 by CRT
168 by CRT
169 by CRT
170 by CRT
171 by CRT
172 by CRT
173 by CRT
174 by CRT
175 by CRT
176 by CRT
177 by CRT
178 by CRT
179 by CRT
181 / /48 10346R
182 12/11/50 12287R
183 01/12/51 12287R
184 12/11/50 12287R
185 by CRT
186 12/11/50 12287R
187 01/12/51 12287R
188 by CRT
189 12/11/50 12287R
190 01/12/51 12287R
191 08/25/50 12287R
192 01/12/51 12287R
193 01/12/51 12287R
194 01/12/51 12287R
195 12/11/50 12287R
196 12/11/50 12287R
197 01/12/51 12287R
198 08/25/50 12287R
199 12/11/50 12287R
200 12/11/50 12287R
201 12/11/50 12287R
202 12/11/50 12287R
203 by CRT
204 12/11/50 12287R
205 12/11/50 12287R
206 12/11/50 12287R
207 01/12/51 12287R
208 12/11/50 12287R
209 11/22/50 12287R
210 12/11/50 12287R

211 03/12/51 12287R
212 08/25/50 12287R
213 03/12/51 12287R
214 03/12/51 12287R
215 07/30/51 12287R
216 03/12/51 12287R
217 by CRT
218 12/11/50 12287R
219 07/30/51 12287R
220 04/09/51 12287R

221 01/12/51 12287R
222 by CRT
223 03/12/51 12287R
224 07/30/51 12287R
225 07/30/51 12287R
226 01/12/51 12287R
227 04/18/51 12287R
228 10/18/50 12287R
229 08/25/50 12287R
230 11/22/50 12287R

231 04/18/51 12287R
232 07/30/51 12287R
233 03/12/51 12287R
234 04/18/51 12287R
235 07/30/51 12287R
236 08/16/50 12287R
237 04/18/51 12287R
238 07/30/51 12287R
239 03/12/51 12287R
240 04/18/51 12287R
241 07/30/51 12287R
242 04/18/51 12287R
243 04/09/51 12287R
244 03/12/51 12287R
245 09/06/50 12287R
246 11/22/50 12287R
247 07/30/51 12287R
248 04/18/51 12287R
249 07/30/51 12287R
250 04/18/51 12287R

251 06/19/57 19071R
252 07/09/56 17386R
253 06/28/57 19071R
254 10/08/55 17128R
255 05/16/56 17386R
256 12/30/55 17386R
257 05/17/57 19071R
258 10/08/55 17128R
259 04/25/57 18307R
260 03/25/55 16584R
261 04/12/57 18307R
262 05/17/57 19071R
263 08/22/56 17386R
264 05/17/57 19071R
265 04/25/57 18307R
266 10/08/55 17128R
267 by CRT
268 10/03/55 17128R
269 06/28/57 19071R
270 05/17/57 19071R
271 04/25/57 18307R
272 10/08/55 17128R
273 05/25/55 17128R

274 06/07/57 19071R
275 06/28/57 19071R
276 06/28/57 19071R
277 07/09/56 17386R
278 06/19/57 19071R
279 07/09/56 17386R
280 05/17/57 19071R
281 06/18/54 13226R
282 04/25/57 18307R
283 05/16/56 17386R
284 11/15/55 17128R
285 04/12/57 18307R
286 06/28/57 19071R
287 04/03/57 18307R
288 05/17/57 19071R
289 06/07/57 19071R
290 06/28/57 19071R
291 05/17/57 19071R
292 08/22/56 17386R
293 06/07/57 19071R
294 04/25/57 18307R
295 05/17/57 19071R
296 05/17/57 19071R
297 09/04/51 13359R
298 09/16/55 17128R
299 10/08/55 17128R
300 by CRT
301 04/03/57 18307R
302 05/17/57 19071R
303 04/23/56 17386R
304 11/11/55 17128R
305 08/22/56 17386R
306 04/12/57 18307R
307 04/12/57 18307R
308 05/16/56 17386R
309 06/21/50 12355R
310 07/24/56 17386R
311 09/16/55 17128R
312 05/16/56 17386R
313 11/11/55 17128R
314 05/17/57 19071R
315 03/04/57 18307R
316 09/16/55 17128R
317 12/30/55 17386R
318 06/28/57 19071R
319 07/09/56 17386R
320 05/17/57 19071R

321 07/24/56 17386R
322 10/15/51 13359R
323 06/28/57 18307R
324 03/28/57 18307R
325 06/07/57 18307R
326 04/12/57 18307R
327 08/22/56 17386R

328 by CRT
329 07/09/56 17386R
330 05/17/57 18307R
331 09/16/55 17128R
332 by CRT
333 03/04/57 18307R
334 07/09/56 17386R
335 05/17/57 18307R
336 04/12/57 18307R
337 04/12/57 18307R
338 09/04/51 13359R
339 03/04/57 18307R
340 05/17/57 18307R
341 03/28/57 18307R
342 03/04/57 18307R
343 04/25/57 18307R
344 11/11/55 17128R
345 06/20/57 18307R
346 07/09/56 17386R
347 07/24/56 17386R
348 07/24/56 17386R
349 11/11/55 17128R
350 07/09/56 17386R
351 07/24/56 17386R
352 04/25/57 18307R
353 11/11/55 17128R
354 05/16/56 17386R
355 03/04/57 18307R
356 12/30/55 17386R
357 07/09/56 17386R
358 09/16/55 17128R
359 07/24/56 17386R
360 03/22/57 18307R
361 07/30/51 13508R
362 by CRT
363 06/28/57 18307R
364 03/04/57 18307R
365 by CRT
366 07/09/56 17386R
367 05/02/57 18307R
368 11/11/55 17128R
369 06/07/57 18307R
370 05/02/57 18307R
371 03/04/57 18307R
372 04/23/56 17386R
373 04/03/57 18307R
374 08/22/56 17386R
375 11/11/55 17128R
376 by CRT
377 11/11/55 17386R
378 04/23/56 17386R
379 03/28/57 18307R
380 04/23/56 17386R
381 05/02/57 18307R
382 05/17/57 18307R

383 by CRT
384 09/16/55 17128R
385 11/11/55 17386R
386 by CRT
387 06/07/57 18307R
388 06/30/50 12287R
389 04/12/57 18307R
390 06/20/57 18307R
391 11/11/55 17386R
392 04/25/57 18307R
393 07/09/56 17386R
394 by CRT
395 06/28/57 18307R
396 04/23/56 17386R
397 04/12/57 18307R
398 06/18/54 13226R
399 11/11/55 17386R
400 03/28/57 18307R

1001 12/14/54 16319R
1002 12/14/54 16319R
1003 12/14/54 16319R
1004 by CRT
1005 04/28/55 17128R
1006 12/27/54 16319R
1007 09/24/54 16449R S322
1008 06/07/55 17128R
1009 / /48 10576
1010 05/28/53 15233R S310
1011 05/28/53 15233R S311
1012 by CRT
1013 12/20/54 16319R
1014 01/03/55 16319R
1015 08/13/54 16319R
1016 12/20/54 16319R
1017 02/04/55 16319R
1018 03/10/55 16584R
1019 12/14/54 16319R
1020 09/24/54 16449R S323
1021 12/27/54 16319R
1022 01/03/55 16319R
1023 12/14/53 13226R
1024 03/16/55 16584R
1025 09/15/52 13508R
1026 12/14/54 16319R
1027 02/28/55 17073R S325
1028 02/18/55 16584R
1029 02/04/55 16319R
1030 12/27/54 16319R
1031 12/11/50 12287R S111
1032 04/15/55 16584R
1033 12/14/54 16319R
1034 06/07/55 17128R
1035 03/28/55 17073R S326
1036 04/28/55 17128R

1037 12/14/54 16319R

1038 02/28/55 17073R S327
1039 01/03/55 16319R
1040 01/03/55 16319R
1041 01/06/55 16319R
1042 12/14/54 16319R
1043 01/03/55 16319R
1044 02/04/55 16319R
1045 06/07/55 17128R
1046 02/04/55 16319R
1047 04/15/55 16584R

1048 04/28/55 17128R
1049 06/07/55 17128R
1050 04/09/54 13226R
1051 04/15/55 16584R
1052 04/15/55 16584R

1053 04/28/55 17128R
1054 12/27/54 16319R
1055 01/03/55 16319R
1056 05/07/54 13226R
1057 04/28/55 17128R
1058 06/07/55 17128R
1059 08/13/54 16319R

1100 12/14/54 16180R
1101 12/14/54 16180R
1102 02/04/55 16281R
1103 12/14/54 16180R
1104 02/04/55 16281R
1105 12/14/54 16180R
1106 02/18/55 16281R
1107 02/04/55 16281R
1108 02/04/55 16281R
1109 12/14/54 16180R
1110 02/04/55 16281R
1111 03/01/55 16281R
1112 03/01/55 16281R
1113 02/28/55 16281R
1114 03/01/55 16281R
1115 03/01/55 16281R
1116 02/28/55 16281R
1117 06/18/54 16180R
1118 06/18/54 16180R
1119 12/20/54 16281R
1120 03/01/55 16582R
1121 04/23/54 15299R
1122 02/28/55 16281R
1123 05/07/54 16180R
1124 12/20/54 16281R
1125 02/28/55 16281R
1126 02/28/55 16281R
1127 06/18/54 16180R

1128 02/28/55 16281R
1129 03/01/55 16582R
1130 04/23/54 15299R
1131 05/12/54 16180R
1132 05/07/54 16180R
1133 02/28/55 16281R
1134 05/07/54 16180R
1135 04/23/54 15299R
1136 12/20/54 16281R
1137 06/18/54 16180R
1138 06/18/54 16180R
1139 03/01/55 16582R
1140 02/28/55 16281R
1141 03/01/55 16582R
1142 05/12/54 16180R
1143 03/01/55 16582R
1144 04/23/54 15299R
1145 05/12/54 16180R
1146 09/16/53 15259R
1147 10/14/53 15259R
1148 12/14/53 15299R
1149 04/30/53 14387R
1150 10/14/53 15259R
1151 12/14/53 15299R
1152 05/12/54 16180R
1153 04/30/53 14387R
1154 05/12/54 16180R
1155 09/16/53 15259R
1156 11/25/53 15259R
1157 12/14/53 15299R
1158 05/12/54 16180R
1159 by CRT
1160 09/16/53 15259R
1161 11/25/53 15259R
1162 04/30/53 14387R
1163 11/25/53 15259R
1164 by CRT
1165 12/14/53 15299R
1166 09/16/53 15259R
1167 10/14/53 15259R
1168 04/30/53 14387R
1169 10/14/53 15259R
1170 12/14/53 15299R
1171 10/14/53 15259R
1172 10/14/53 15259R
1173 11/25/53 15259R
1174 09/16/53 15259R
1175 10/14/53 15259R
1176 12/14/53 15299R
1177 / /48 10346R
1178 12/14/53 15299R
1179 11/25/53 15259R
1180 06/18/54 16180R
1181 12/14/53 15299R
1182 04/30/53 14387R

1183 11/25/53 15259R
1184 11/25/53 15259R
1185 10/01/52 13508R
1186 08/10/53 14387R
1187 12/14/53 15299R
1188 10/14/53 15259R
1189 02/28/55 16281R
1190 05/07/54 16180R
1191 05/07/54 16180R
1192 05/07/54 16180R
1193 08/10/53 14387R
1194 05/07/54 16180R
1195 05/07/54 16180R
1196 05/07/51 12516R
1197 10/01/52 13508R
1198 05/07/54 16180R
1199 05/07/54 16180R

1200 02/04/55 16281R
1201 / /48 10714R
1202 / /48 10714R
1203 11/22/50 12288R
1204 07/18/50 12288R
1205 / /48 10714R
1206 11/22/50 12288R
1207 / /48 10714R
1208 11/22/50 12288R
1209 / /48 10714R

1210 11/25/53 15259R
1211 / /48 10714R
1212 11/22/50 12288R
1213 01/05/51 12516R
1214 / /48 10714R
1215 / /48 10714R
1216 / /48 10714R
1217 / /48 10714R
1218 / /48 10714R
1219 / /49 10714R
1220 01/06/55 16281R
1221 02/18/55 16281R
1222 / /48 10714R
1223 11/22/50 12288R
1224 11/22/50 12288R
1225 / /48 10714R
1226 / /48 10714R
1227 / /48 10714R
1228 / /48 10714R
1229 by CRT
1230 / /48 10714R
1231 / /48 10714R
1232 / /48 10714R
1233 / /48 10714R
1234 / /48 10714R

1235 04/16/51 12516R
1236 01/05/51 12516R
1237 / /48 10714R
1238 / /48 10714R
1239 / /48 10714R
1240 by CRT
1241 / /48 10714R
1242 / /48 10714R
1243 / /48 10714R
1244 / /48 10714R
1245 / /48 10714R
1246 / /48 10714R
1247 / /48 10714R
1248 / /48 10714R
1249 / /48 10714R
1250 / /48 10714R
1251 / /48 10714R
1252 / /48 10714R
1253 / /48 10714R
1254 / /48 10714R
1255 / /48 10714R
1256 11/22/50 12288R
1257 11/22/50 12288R
1258 / /48 10714R
1259 11/22/50 12288R

1260 02/18/55 16281R
1261 02/18/55 16281R
1262 02/18/55 16281R
1263 01/06/55 16281R
1264 02/18/55 16281R
1265 02/18/55 16281R
1266 12/07/51 12516R
1267 02/04/55 16281R
1268 02/18/55 16281R
1269 02/18/55 16281R

1270 / /51 11146 1809
1271 / /51 11146 1810
1272 / /51 11146 1811
1273 / /51 11146 1812
1274 / /51 11146 1813
1275 / /51 11146 1815
1276 / /51 11146 1814
1277 11/25/53 15259R
1278 02/18/55 16281R
1279 11/25/53 15259R

1700 08/13/54 13226R
1701 11/19/54 16319R
1702 08/13/54 13226R
1703 08/13/54 13226R
1704 09/16/53 13226R
1705 11/19/54 16319R
1706 11/19/54 16319R

1707 08/13/54 13226R
1708 08/13/54 13226R
1709 08/13/54 13226R
1710 06/09/55 17128R
1711 12/14/53 13226R
1712 02/04/55 16319R
1713 06/09/55 17128R
1714 11/19/54 16319R
1715 11/19/54 16319R
1716 08/13/54 13226R
1717 08/13/54 13226R
1718 06/18/54 13226R
1719 06/09/55 17128R
1720 11/19/54 16319R
1721 11/19/54 16319R
1722 06/09/55 17128R
1723 05/01/54 13226R
1724 11/19/54 16319R
1725 11/19/54 16319R
1726 05/17/54 16231R S315
1727 04/09/54 13226R
1728 05/12/54 13226R
1729 11/19/54 16319R
1730 08/13/54 13226R
1731 12/20/54 16319R
1732 by CRT
1733 05/17/54 16231R S316
1734 01/03/55 16319R

1735 03/12/58 19098R
1736 03/27/58 19098R
1737 02/20/58 19098R
1738 10/31/57 19098R
1739 03/27/58 19098R
1740 03/06/58 19098R
1741 03/27/58 19098R
1742 11/02/56 18347R
1743 03/27/58 19098R
1744 03/04/58 19098R
1745 03/12/58 19098R
1746 01/23/58 19098R
1747 03/12/58 19098R
1748 04/09/58 19098R
1749 04/09/58 19098R
1750 07/25/58 10229R S341
1751 04/09/58 19098R
1752 03/12/58 19098R
1753 01/21/58 19238R S332
1754 12/31/57 19238R S333
1755 04/06/56 18032R S330
1756 03/27/58 19098R
1757 04/09/58 19098R
1758 03/27/58 19098R
1759 02/13/57 17307R
1760 03/27/58 19098R

1761 07/05/57 19098R
1762 04/09/58 19231R
1763 06/12/59 10364R S342
1764 11/28/58 19231R
1765 10/31/57 19098R
1766 03/27/58 19098R
1767 10/31/57 19098R
1768 10/31/57 19098R

1769 01/03/55 16319R
1770 06/20/58 19231R
1771 11/28/58 19231R
1772 06/20/58 19231R
1773 11/28/58 19231R
1774 06/27/58 19231R
1775 06/20/58 19231R
1776 06/27/58 19231R
1777 03/15/57 18307R
1778 06/27/58 19231R
1779 07/30/51 13235R
1780 11/28/58 19231R
1781 06/20/58 19231R
1782 06/27/58 19231R
1783 03/02/59 10187R
1784 06/20/58 19231R
1785 06/27/58 19231R
1786 01/13/59 19231R
1787 10/31/57 19098R
1788 11/28/58 19231R

1789 01/13/59 19231R
1790 12/26/58 19231R S345
1791 01/13/59 19231R
1792 12/05/58 19231R S328
1793 01/13/59 10187R
1794 01/13/59 10187R
1795 11/02/56 18347R
1796 07/11/58 19231R sold
1797 07/11/58 19231R sold
1798 06/20/58 19231R
1799 01/13/59 10187R
1800 11/28/58 19231R
1801 11/02/56 18347R
1802 01/13/59 10187R
1803 01/13/59 10187R

1804 11/02/56 18347R
1805 06/20/58 19231R
1806 01/13/59 10187R
1807 05/01/59 10187R
1808 05/16/59 10187R sold

1809 01/21/58 19238R S334
1810 01/15/58 19238R S335
1811 01/16/58 19238R S336

1812 01/15/58 19238R S337
1813 12/26/57 19238R S338
1814 01/06/58 19238R S339
1815 01/09/58 19238R S340

2100 03/05/54 15299R
2101 by CRT
2102 12/14/53 15299R
2103 by CRT
2104 05/07/54 16180R
2105 09/16/53 15259R
2106 12/14/53 15299R
2107 05/07/54 16180R
2108 by CRT
2109 12/14/53 15299R
2110 05/07/54 16180R
2111 09/16/53 15259R
2112 05/07/54 16180R
2113 05/07/54 16180R
2114 05/07/54 16180R
2115 09/16/53 15259R
2116 05/07/54 15299R
2117 09/16/53 15259R
2118 09/16/53 15259R
2119 05/07/54 15299R
2120 09/16/53 15259R
2121 12/14/53 15299R
2122 12/14/53 15299R
2123 09/16/53 15259R
2124 by CRT
2125 03/06/52 12516R
2126 12/14/53 15299R
2127 04/06/53 13508R
2128 04/06/53 13508R
2129 11/22/50 12288R
2130 / /48 10714R
2131 / /48 10714R
2132 10/05/51 12516R
2133 10/05/51 12516R
2134 10/05/51 12516R
2135 07/10/50 12288R
2136 05/09/51 12516R
2137 10/05/51 12516R
2138 04/06/53 13508R
2139 07/18/50 12288R
2140 09/01/50 12288R
2141 10/05/51 12516R
2142 09/01/50 12288R
2143 04/06/53 13508R
2144 / /48 10714R
2145 03/06/52 12516R
2146 09/01/50 12288R
2147 / /48 10714R
2148 / /48 10714R
2149 / /48 10714R

2150 01/07/52 12516R
2151 09/01/50 12288R
2152 10/15/51 12516R
2153 04/06/53 14387R
2154 03/12/51 12516R
2155 by CRT
2156 03/12/51 12516R
2157 09/16/53 15259R
2158 04/24/53 14387R
2159 09/01/50 12288R
2160 01/07/52 12516R
2161 by CRT
2162 04/24/53 14387R
2163 03/06/52 12516R
2164 / /48 10714R
2165 11/22/50 12288R
2166 / /48 10714R
2167 09/16/53 15259R
2168 05/09/51 12516R
2169 / /48 10714R
2170 09/01/50 12288R
2171 04/06/53 14387R
2172 08/10/53 14387R
2173 08/10/53 14387R
2174 07/18/50 12288R
2175 05/09/51 12516R
2176 09/01/50 12288R
2177 11/22/50 12288R
2178 07/07/50 12288R
2179 by CRT
2180 09/16/53 15259R
2181 04/24/53 14387R
2182 10/05/51 12516R
2183 07/07/50 12288R
2184 by CRT
2185 / /48 10714R
2186 09/01/50 12288R
2187 07/10/50 12288R
2188 10/15/51 12516R
2189 / /48 10714R
2190 08/10/53 14387R
2191 10/15/51 12516R
2192 07/10/50 12288R
2193 11/22/50 12288R
2194 by CRT
2195 by CRT
2196 by CRT
2197 07/07/50 12288R
2198 05/09/51 12516R
2199 05/09/51 12516R
2200 07/07/50 12288R
2201 10/05/51 12516R
2202 05/12/54 16180R
2203 05/14/53 14387R
2204 / /48 10714R

2205 10/01/52 13508R
2206 / /48 10714R
2207 / /48 10714R
2208 / /48 10714R
2209 by CRT
2210 05/09/51 12516R
2211 11/22/50 12288R
2212 by CRT
2213 09/01/50 12288R
2214 / /48 10714R
2215 03/06/52 12516R
2216 01/07/52 12516R
2217 10/15/51 12516R
2218 01/07/52 12516R
2219 05/09/51 12516R
2220 by CRT
2221 03/06/52 12516R
2222 11/15/51 12516R
2223 09/01/50 12288R
2224 / /48 10714R
2225 / /48 10714R
2226 09/01/50 12288R
2227 by CRT
2228 10/05/51 12516R
2229 01/07/52 12516R
2230 11/22/50 12288R
2231 09/01/50 12288R
2232 / /48 10714R
2233 09/01/50 12288R
2234 / /48 10714R
2235 11/22/50 12288R
2236 by CRT
2237 10/01/52 13508R
2238 by CRT
2239 03/06/52 12516R
2240 / /48 10714R
2241 07/07/50 12288R
2242 03/06/52 12516R
2243 10/15/51 12516R
2244 10/18/50 12288R
2245 / /48 10714R
2246 05/09/51 12516R
2247 / /48 10714R
2248 05/14/53 14387R
2249 01/07/52 12516R
2250 / /48 10714R
2251 03/06/52 12516R
2252 03/06/52 12516R
2253 / /48 10714R
2254 10/01/52 13508R
2255 by CRT
2256 09/01/50 12288R
2257 08/10/53 14387R
2258 11/22/50 12288R
2259 08/10/53 14387R

2260 / /48 10714R
2261 05/14/53 14387R
2262 12/14/53 15299R
2263 10/05/51 12516R
2264 / /48 10714R
2265 09/01/50 12288R
2266 12/11/50 12516R
2267 09/01/50 12288R
2268 03/06/52 12516R
2269 11/22/50 12288R
2270 03/06/52 12516R
2271 by CRT
2272 09/01/50 12288R
2273 by CRT
2274 / /48 10714R
2275 08/10/53 14387R
2276 05/28/53 15233R S312
2277 by CRT
2278 / /48 10714R
2279 by CRT
2280 05/14/53 14387R
2281 12/14/53 15299R
2282 by CRT
2283 10/15/51 12516R
2284 07/07/50 12288R
2285 by CRT
2286 / /48 10714R
2287 by CRT
2288 by CRT
2289 09/16/53 15259R
2290 03/12/51 12516R
2291 05/12/54 16180R
2292 05/01/54 15299R
2293 / /48 10346R
2294 01/03/55 16281R
2295 12/27/54 16281R
2296 09/16/53 15259R
2297 05/12/54 16180R
2298 01/06/55 16281R
2299 05/07/54 15299R
2300 09/16/53 15259R
2301 / /48 10346R
2302 05/12/54 16180R
2303 04/30/53 14387R
2304 by CRT
2305 12/14/53 15299R
2306 11/15/51 12516R
2307 09/16/53 15259R
2308 08/26/54 16180R
2309 03/06/52 12516R
2310 08/10/53 14387R
2311 05/01/54 15299R
2312 10/14/53 15259R
2313 05/01/54 15299R
2314 10/14/53 15259R

2315 12/27/54 16281R
2316 05/01/54 15299R
2317 07/07/54 16180R
2318 05/07/54 15299R
2319 05/07/54 15299R
2320 08/26/54 16180R
2321 01/06/55 16281R
2322 05/12/54 16180R
2323 04/09/51 12516R
2324 05/07/54 15299R
2325 05/07/54 15299R
2326 12/27/54 16281R
2327 12/14/53 15299R
2328 05/07/54 15299R
2329 01/06/55 16281R
2330 01/06/55 16281R
2331 05/07/54 15299R
2332 12/27/54 16281R
2333 05/07/54 15299R
2334 04/30/53 14387R
2335 07/07/54 16180R
2336 07/07/54 16180R
2337 01/06/55 16281R
2338 10/14/53 15259R
2339 09/16/53 15259R
2340 05/01/54 15299R

2500 07/07/54 16180R
2501 09/16/53 15259R
2502 07/07/54 16180R
2503 07/07/54 16180R
2504 04/30/53 14387R
2505 09/16/53 15259R
2506 07/07/54 16180R
2507 12/27/54 16281R
2508 07/07/54 16180R
2509 01/03/55 16281R
2510 01/03/55 16281R
2511 01/03/55 16281R
2512 04/16/54 15299R
2513 09/16/53 15259R
2514 04/30/53 14387R
2515 12/14/53 15299R
2516 07/07/54 16180R
2517 04/30/53 14387R
2518 07/07/54 16180R
2519 12/14/53 15299R
2520 12/14/53 15299R

2701 by CRT
2702 12/11/50 12287R
2703 05/17/55 17128R
2704 03/10/55 16584R
2705 03/12/51 12287R
2706 04/28/55 17128R

2707 03/16/55 16584R
2708 07/30/51 13508R
2709 03/25/55 16584R
2710 by CRT
2711 02/13/57 17386R
2712 04/08/55 16584R
2713 03/16/55 16584R
2714 03/10/55 16584R
2715 03/16/55 16584R
2716 03/10/55 16584R
2717 12/03/52 14478R S308
2718 05/25/55 17128R
2719 12/14/54 16319R
2720 04/08/55 16584R
2721 by CRT
2722 04/08/55 16584R
2723 by CRT
2724 05/17/55 17128R
2725 03/25/55 16584R
2726 by CRT
2727 04/08/55 16584R
2728 03/10/55 16584R
2729 07/18/50 12287R
2730 04/15/55 16584R
2731 03/25/55 16584R
2732 by CRT
2733 04/08/55 16584R
2734 04/15/55 16584R
2735 03/25/55 16584R
2736 by CRT
2737 05/25/55 17128R
2738 by CRT
2739 04/15/55 16584R
2740 by CRT
2741 05/17/55 17128R
2742 by CRT
2743 06/13/55 17128R
2744 09/07/50 12287R
2745 04/15/55 16584R
2746 03/25/55
2747 03/15/55 16584R
2748 07/30/51 13508R
2749 04/08/55 16584R
2750 by CRT
2751 04/08/55 16584R
2752 by CRT
2753 05/17/55 17128R
2754 03/16/55 16584R
2755 03/25/55 16584R
2756 by CRT
2757 03/10/55 16584R
2758 03/15/55 16584R
2759 04/28/55 17128R
2760 by CRT
2761 by CRT

2762 03/25/55 16584R
2763 04/08/55 16584R
2764 12/14/54 16319R
2765 02/26/54 13226R
2766 06/13/55
2767 by CRT
2768 04/08/55 16584R
2769 05/17/55 17128R
2770 03/25/55 16584R
2771 05/25/55 17128R
2772 11/13/52 13226R
2773 12/14/54 16319R
2774 by CRT
2775 04/08/55 16584R
2776 by CRT
2777 02/19/54 13226R
2778 03/25/55 16584R
2779 04/08/55 16584R
2780 03/25/55 16584R
2781 03/25/55 16584R
2782 05/25/55 17128R
2783 by CRT
2784 03/10/55 16584R
2785 04/08/55 16584R
2786 05/17/55 17128R
2787 04/08/55 16584R
2788 05/25/55 17128R
2789 04/08/55 16584R
2790 11/18/57 19098R
2791 08/16/57 19098R
2792 by CRT
2793 06/28/57 19071R
2794 11/08/57 19098R
2795 12/06/57 19098R
2796 10/31/57 19098R
2797 03/12/58 19098R
2798 03/04/57 18307R
2799 08/16/57 19098R
2800 11/22/57 19098R S331
2801 11/18/57 19098R
2802 11/08/57 19098R
2803 12/06/57 19098R
2804 10/31/57 19098R
2805 03/22/57 18307R
2806 12/06/57 19098R
2807 05/17/57 19071R
2808 03/27/58 19098R
2809 03/22/57 18307R
2810 11/08/57 19098R
2811 11/18/57 19098R
2812 / /49 10650R
2813 11/18/57 19098R
2814 10/31/57 19098R
2815 05/07/58 19231R
2816 06/16/55 17264R S329

2817 10/31/57 19098R
2818 06/19/57 19071R
2819 08/16/57 19098R
2820 03/12/58 19098R
2821 03/04/57 18307R
2822 11/08/57 19098R
2823 09/27/51 13226R
2824 03/12/58 19098R
2825 03/22/57 18307R
2826 06/19/57 19071R
2827 03/15/57 18307R
2828 / /49 10650R
2829 03/27/58 19098R
2830 12/06/57 19098R
2831 06/19/57 19071R
2832 08/16/57 19098R
2833 03/22/57 18307R
2834 03/04/57 18307R
2835 01/06/55 16319R S324
2836 11/18/57 19098R
2837 03/28/57 18307R
2838 03/04/57 18307R
2839 03/15/57 18307R
2840 08/16/57 19098R
2841 11/18/57 19098R
2842 03/06/58 19098R
2843 03/12/58 19098R
2844 03/04/57 18307R
2845 03/27/58 19098R
2846 10/31/57 19098R
2847 06/19/57 19071R
2848 03/12/58 19098R
2849 11/08/57 19098R
2850 03/12/58 19098R
2851 08/16/57 19098R
2852 03/12/58 19098R
2853 10/31/57 19098R
2854 03/12/58 19098R
2855 03/15/57 18307R
2856 11/08/57 19098R
2857 03/28/57 18307R
2858 10/15/58 19231R
2859 11/08/57 19098R
2860 12/31/57 19098R
2861 10/18/57 19098R
2862 12/31/57 19098R
2863 12/31/57 19098R
2864 10/18/57 19098R
2865 12/31/57 19098R
2866 06/20/58 19231R
2867 by CRT
2868 06/20/57 19071R
2869 09/29/58 19231R
2870 09/29/58 19231R
2871 08/23/57 19098R

2872 08/02/57 19098R
2873 02/04/55 16319R
2874 10/15/58 19231R
2875 08/23/57 19098R
2876 06/19/57 19071R
2877 08/02/57 19098R
2878 06/28/57 19071R
2879 08/23/57 19098R
2880 06/20/58 19231R
2881 10/15/58 19231R
2882 08/16/57 19098R
2883 12/31/57 19098R
2884 12/31/57 19098R
2885 06/28/57 19071R
2886 09/29/58 19231R
2887 01/10/58 19098R
2888 04/25/57 18307R
2889 06/28/57 19071R
2890 08/23/57 19098R
2891 09/29/58 19231R
2892 12/06/57 19098R
2893 01/10/58 19098R
2894 06/28/57 19098R
2895 01/10/58 19098R
2896 08/23/57 19098R
2897 08/23/57 19098R
2898 05/09/58 19231R
2899 05/28/58 19231R
2900 06/28/57 19098R
2901 05/09/58 19231R
2902 08/16/57 19098R
2903 05/28/58 19231R
2904 05/28/58 19231R
2905 05/09/58 19231R
2906 06/20/58 19231R
2907 06/20/58 19231R
2908 05/01/59 10187R
2909 05/28/58 19231R
2910 05/09/58 19231R
2911 06/20/58 19291R
2912 11/28/58 19291R
2913 08/01/58 19291R
2914 08/16/57 19098R
2915 08/01/58 19291R
2916 05/28/58 19291R
2917 06/20/58 19291R
2918 09/29/58 19291R
2919 05/01/59 10187R
2920 05/09/58 19291R
2921 06/20/58 19291R
2922 05/09/58 19291R
2923 08/01/58 19291R
2924 05/28/58 19291R
2925 05/09/58 19291R
2926 05/28/58 19291R

2927 / /48 10329R

3001 04/23/54 15299R
3002 04/18/51 12516R
3003 10/01/51 13508R
3004 09/07/50 12288R
3005 by CRT
3006 04/18/51 12516R
3007 09/08/50 12288R
3008 07/02/52 12516R
3009 09/07/50 12288R
3010 12/07/51 12516R
3011 02/28/55 16281R
3012 by CRT
3013 / /48 17014R
3014 by CRT
3015 09/07/50 12288R
3016 09/07/50 12288R
3017 07/02/52 12516R
3018 by CRT
3019 04/18/51 12516R
3020 / /48 17014R
3021 09/07/50 12288R
3022 08/10/53 14387R
3023 07/30/51 12516R
3024 10/15/51 12516R
3025 / /48 17014R
3026 09/07/50 12288R
3027 / /48 17014R
3028 by CRT
3029 07/02/52 12516R
3030 07/02/52 13508R
3031 04/23/54 15299R
3032 10/01/52 13508R
3033 by CRT
3034 09/07/50 12288R
3035 09/07/50 12288R
3036 / /48 17014R
3037 07/02/52 13508R
3038 / /48 10714R
3039 by CRT
3040 04/16/51 12516R
3041 04/16/51 12516R
3042 07/02/52 13508R
3043 12/07/51 12516R
3044 07/02/52 13508R
3045 09/07/50 12288R
3046 07/02/52 13508R
3047 04/18/51 12516R
3048 07/01/52 13508R
3049 10/01/52 13508R
3050 10/01/52 13508R
3051 05/04/54 16258R S320
3052 / /48 17014R
3053 04/16/51 12516R

3054 / /48 17014R
3055 by CRT
3056 by CRT
3057 12/07/51 12516R
3058 08/10/53 14387R
3059 07/02/52 13508R
3060 10/01/52 13508R
3061 07/02/52 13508R
3062 07/02/52 13508R
3063 by CRT
3064 04/16/51 12516R
3065 04/18/51 12516R
3066 07/02/52 13508R
3067 04/23/54 15299R
3068 09/07/50 12288R
3069 09/08/50 12288R
3070 07/10/52 13508R
3071 by CRT
3072 by CRT
3073 09/07/50 12288R
3074 by CRT
3075 by CRT
3076 03/20/50 12140R
3077 09/07/50 12288R
3078 09/07/50 12288R
3079 / /48 17014R
3080 10/01/52 13508R
3081 09/07/50 12288R
3082 03/20/50 12140R
3083 / /48 17014R
3084 by CRT
3085 by CRT
3086 / /48 10714R
3087 04/23/54 15299R
3088 09/07/50 12288R
3089 08/10/53 15259R
3090 07/02/52 13508R
3091 by CRT
3092 / /48 17014R
3093 04/18/51 12516R
3094 07/02/52 13508R
3095 by CRT
3096 / /48 17014R
3097 07/30/51 12516R
3098 / /48 17014R
3099 by CRT
3100 07/02/52 13508R
3101 07/07/54 16332R S321
3102 12/27/54 16319R
3103 12/07/51 13226R
3104 12/07/51 13226R
3105 12/07/51 13226R
3106 by CRT
3107 05/15/52 14192R S307
3108 12/07/51 13226R

3109 by CRT
3110 10/05/51 13226R
3111 04/09/51 12287R
3112 11/22/50 12287R
3113 03/12/51 12287R
3114 12/07/51 13226R
3115 12/07/51 13226R
3116 12/07/51 13226R
3117 by CRT
3118 12/07/51 13226R
3119 02/18/55 16584R
3120 03/03/52 14047R
3121 07/02/52 13226R
3122 12/07/51 13226R
3123 12/07/51 13226R
3124 by CRT
3125 / /48 10346R
3126 07/02/52 13226R
3127 11/22/50 12287R
3128 08/15/50 12287R
3129 12/07/51 13226R
3130 07/30/51 13226R
3131 12/07/51 13226R
3132 07/02/52 13226R
3133 07/02/52 13226R
3134 02/01/52 14021R S306
3135 08/03/51 13337R S304
3136 08/03/51 13337R S305
3137 02/26/52 13226R
3138 07/02/52 13226R
3139 06/18/54 13226R
3140 08/13/54 16319R
3141 01/03/55 16319R
3142 02/07/55 16319R
3143 06/18/54 13226R
3144 02/25/54 16089R S318
3145 07/24/53 15312R S313
3146 02/25/54 16089R S319
3147 01/23/58 19098R
3148 02/13/57 17386R
3149 02/13/57 17386R
3150 03/04/57 18307R
3151 03/02/59 10187R
3152 01/23/58 19098R
3153 10/10/56 17386R
3154 10/10/56 17386R
3155 10/10/56 17386R
3156 03/04/58 19098R
3157 07/05/57 19098R
3158 by CRT
3159 10/10/56 17386R
3160 03/04/58 19098R
3161 02/13/57 17386R
3162 10/10/56 17386R
3163 02/13/57 17386R

3164 07/05/57 19098R
3165 10/10/56 17386R
3166 06/28/57 19098R

3201 04/18/51 12516R
3202 11/22/50 12288R
3203 10/14/53 15259R
3204 10/14/53 15259R
3205 11/22/50 12288R
3206 / /48 10714R
3207 11/22/50 12288R
3208 / /48 10714R
3209 / /48 10714R
3210 / /48 10714R
3211 08/10/53 15259R
3212 11/22/50 12288R
3213 05/07/51 12516R
3214 08/10/53 15259R
3215 11/22/50 12288R
3216 / /48 10714R
3217 / /48 10714R
3218 / /48 10714R
3219 / /48 10714R
3220 11/22/50 12288R
3221 / /48 10714R
3222 09/16/53 15259R
3223 04/23/54 15299R
3224 11/22/50 12288R
3225 11/22/50 12288R
3226 07/02/52 13508R
3227 11/22/50 12288R
3228 / /48 10714R
3229 11/22/50 12288R
3230 / /48 10714R
3231 / /48 10714R
3232 / /48 10714R
3233 by CRT
3234 01/05/51 12516R
3235 / /48 10346R
3236 04/23/54 15299R
3237 / /48 10714R
3238 12/14/53 15299R

Group numbers:

1 – 4210-4250
2 – 4109-4128
3 – 2790, 2908-2927
4 – 2858-2907
5 – 2711, 2813-2857
6 – 2791, 2793-2812
7 – 2725, 2753, 2757, 2768, 2780-2782, 2784-2789
8 – 2764-2765, 2769-2773, 2775, 2777-2779
9 – 2758-2759, 2763
Š10 – 2755, 2762
11 – vacant
12 – 2702-2709, 2712-2716, 2718-2720, 2722, 2724, 2727-2731,
2733-2735¬ 2737¬ 2739¬ 2741¬ 2743-2745¬ 2747-2749¬ 2751¬
2754
13 – 2717
14 – 2746, 2766
15 – 4045-4066
16 – 2100-2102, 2104-2124, 2167
17 – 2125-2139, 2141-2149, 2151-2153, 2155-2156, 2158-2166,
2168-2199
18 – 2150
19 – 2154
20 – 2157, 2262
21 – 2200-2201, 2203-2206, 2208-2224
22 – 2202
23 – 2207
24 – 2225-2249
25 – 2250-2261, 2263-2267
26 – 2140, 2268-2278, 2280, 2282-2287
27 – 2281
28 – 2289-2293, 2297-2304, 2306-2308, 2500, 2503-2506, 2508-2511
29 – 2279, 2312-2340, 2294-2295, 2501-2502, 2505, 2507, 2512-2520
30 – 4311-4330
31 – 4376-4395

101 – 4129-4169
102 – 4067-4087
103 – 1789-1808
104 – 1769-1788
105 – 1735-1768
106 – 1700-1734
107 – 1053-1059
108 – 1048-1052
109 – 1038-1047
110 – 1001-1011, 1013-1037
111 – 1270-1279
112 – 1260-1269
113 – 1235-1259
114 – 1211-1220, 1222-1234
115 – 1210
116 – 1221
117 – 1201-1209
118 – 1200
119 – 1100-1199
120 – 4001-4022
121 – 4251-4280
122 – 4396-4425

201 – 4170-4209
202 – 4088-4108
203 – 321-327, 329-375, 377-385, 387-393, 395-400
204 – 251-266, 268-320
205 – 231-250
206 – 211-230
Š207 – 181-184, 186-187, 189-202-204-210
208 – 1-16, 18-29, 31-32, 35-40, 42-50, 81-100, 151-180

CHICAGO RAPID TRANSIT CO cars by groups

1 4210-4250 1915 Cincinnati to CTA
2 4109-4128 1913 Cincinnati to CTA
3 2908-2927 1907 Pullman to CTA
3 2790:2 1907 Pullman to CTA
4 2858-2866 1906 Pullman to CTA
4 2868-2907 1906 Pullman to CTA
5 2813-2857 1904 AC&F to CTA
5 2711:2 1904 AC&F to CTA
— 2790 1904 Jewett ret by 1907 (see group 3)
6 2791 1904 Jewett to CTA
6 2792 1904 Jewett retired 1926
6 2793-2812 1904 Jewett to CTA
7 2782 1901 Jewett to CTA
— 2783 1901 Jewett retired 1908, to S-200
7 2784-2789 1901 Jewett to CTA
7 2725:2 1901 Jewett to CTA
7 2753:2 1901 Jewett to CTA
7 2757:2 1901 Jewett to CTA
7 2768:2 1901 Jewett to CTA
7 2780-2781:2 1901 Jewett to CTA
8 2764-2765 1899 B&S to CTA
— 2766 1899 B&S ret by 1909 (see group 14)
8 2767 1899 B&S burn 1930
— 2768 1899 B&S ret by 1901 (see group 7)
8 2769-2773 1899 B&S to CTA
8 2774 1899 B&S burn 1930
8 2775 1899 B&S to CTA
8 2776 1899 B&S burn 1930
8 2777-2779 1899 B&S to CTA
— 2780-2781 1899 B&S ret by 1901 (see group 7)
9 2756  189¸  B&Ó  to medical car 1932
— 2757 1898 B&S ret by 1901 (see group 7)
9 2758-2759 1898 B&S to CTA
9 2760 1898 B&S burn 1930
— 2761 1898 B&S retired 1902, to S-201
— 2762 1898 B&S ret by 1900 (see group 10)
9 2763 1898 B&S to CTA
10 2755:2 1900 AC&F to CTA
10 2762:2 1900 AC&F to CTA
11 not used
12 2701 1894 B&S burn 1930
12 2702-2709 1894 B&S to CTA
12 2710 1894 B&S burn 1930
— 2711 1894 B&S ret by 1904 (see group 5)
12 2712-2716 1894 B&S to CTA
— 2717 1894 B&S ret by 1912 (see group 13)
12 2718-2720 1894 B&S to CTA
12 2721 1894 B&S to work motor 1918
12 2722 1894 B&S to CTA
12 2723 1894 B&S burn 1930
12 2724 1894 B&S to CTA
— 2725 1894 B&S ret by 1901 (see group 7)
12 2726 1894 B&S burn 1930

12 2727-2731 1894 B&S to CTA
12 2732 1894 B&S burn 1930
12 2733-2735 1894 B&S to CTA
12 2736 1894 B&S burn 1930
12 2737 1894 B&S to CTA
12 2738 1894 B&S burn 1930
12 2739 1894 B&S to CTA
12 2740 1894 B&S burn 1930
12 2741 1894 B&S to CTA
12 2742 1894 B&S burn 1930
12 2743-2745 1894 B&S to CTA
— 2746 1894 B&S ret by 1909 (see group 14)
12 2747-2749 1894 B&S to CTA
12 2750 1894 B&S to work motor 1918
12 2751 1894 B&S to CTA
12 2752 1894 B&S burn 1930
— 2753 1894 B&S ret by 1901 (see group 7)
12 2754 1894 B&S to CTA
— 2755 1894 B&S ret by 1900 (see group 10)
13 2717:2 1912 AC&F to CTA
14 2746:2 1909 MWSE to CTA
14 2766:2 1909 MWSE to CTA
15 4045-4066 1913 Cincinnati to CTA
16A 2100 1894 Pullman to CTA (Control)
16A 2101 1894 Pullman retired 1945 (Control)
16A 2102 1894 Pullman to CTA (Control)
16A 2103 1894 Pullman retired 1916 (Control)
16B 2104 1894 Pullman to CTA (Control, Reinf)
16A 2105-2106 1894 Pullman to CTA (Control)
16C 2107 1894 Pullman to CTA (Control)
16A 2108 1894 Pullman retired 1945 (Control)
16A 2109 1894 Pullman to CTA (Control)
16B 2110 1894 Pullman to CTA (Control, Reinf)
16A 2111 1894 Pullman to CTA (Control)
16B 2112 1894 Pullman to CTA (Control, Reinf)
16C 2113 1894 Pullman to CTA (Control)
16B 2114 1894 Pullman to CTA (Control, Reinf)
16A 2115 1894 Pullman to CTA (Control)
16B 2116 1894 Pullman to CTA (Control, Reinf)
16A 2117-2118 1894 Pullman to CTA (Control)
16C 2119 1894 Pullman to CTA (Control)
16A 2120-2123 1894 Pullman to CTA (Control)
16A 2124 1894 Pullman retired 1929 (Control)
17B 2125 1894 Pullman to CTA (Reinf)
17C 2126-2129 1894 Pullman to CTA (Reinf)
17A 2130-2132 1894 Pullman to CTA
17B 2133 1894 Pullman to CTA (Reinf)
17A 2134 1894 Pullman to CTA
17C 2135 1894 Pullman to CTA (Reinf)
17B 2136 1894 Pullman to CTA (Reinf)
17A 2137 1894 Pullman to CTA
17C 2138 1894 Pullman to CTA (Reinf)
17A 2139 1894 Pullman to CTA
— 2140 1894 Pullman ret by 1900 (see group 26)
17A 2141-2142 1894 Pullman to CTA

17C 2143 1894 Pullman to CTA (Reinf)
17A 2144 1894 Pullman to CTA
17B 2145 1894 Pullman to CTA (Reinf)
17A 2146-2149 1894 Pullman to CTA
— 2150 1894 Pullman ret by 1900 (see group 18)
17A 2151-2152 1894 Pullman to CTA
17C 2153 1894 Pullman to CTA (Reinf)
— 2154 1894 Pullman ret by 1912 (see group 19)
17A 2155 1894 Pullman burn 1930
17B 2156 1894 Pullman to CTA (Reinf)
— 2157 1894 Pullman ret by 1907 (see group 20)
17C 2158 1894 Pullman to CTA (Reinf)
17A 2159 1894 Pullman to CTA
17B 2160 1894 Pullman to CTA (Reinf)
17A 2161 1894 Pullman burn 1930
17C 2162 1894 Pullman to CTA (Reinf)
17B 2163 1894 Pullman to CTA (Reinf)
17A 2164 1894 Pullman to CTA
17B 2165 1894 Pullman to CTA (Reinf)
17A 2166 1894 Pullman to CTA
16A 2167 1894 Pullman to CTA
17B 2168 1894 Pullman to CTA (Reinf)
17A 2169-2170 1894 Pullman to CTA
17C 2171-2173 1894 Pullman to CTA (Reinf)
17A 2174 1894 Pullman to CTA
17B 2175-2176 1894 Pullman to CTA (Reinf)
17C 2177 1894 Pullman to CTA (Reinf)
17B 2178 1894 Pullman to CTA (Reinf)
17A 2179 1894 Pullman burn 1930
17C 2180-2181 1894 Pullman to CTA (Reinf)
17A 2182 1894 Pullman to CTA
17B 2183 1894 Pullman to CTA (Reinf)
17A 2184 1894 Pullman burn 1930
17A 2185-2186 1894 Pullman to CTA
17B 2187-2188 1894 Pullman to CTA (Reinf)
17A 2189 1894 Pullman to CTA
17C 2190 1894 Pullman to CTA (Reinf)
17B 2191-2193 1894 Pullman to CTA (Reinf)
17A 2194-2196 1894 Pullman burn 1930
17B 2197-2199 1894 Pullman to CTA (Reinf)
18 2150:2 1900 AC&F to CTA (Reinf)
19 2154:2 1912 MWSE to CTA (Control)
20 2157:2 1907 Pullman to CTA (Control)
20 2262:2 1907 Pullman to CTA (Control)
21B 2200 1895 Pullman to CTA (Reinf)
21A 2201 1895 Pullman to CTA
21C 2203 1895 Pullman to CTA (Reinf)
21A 2204 1895 Pullman to CTA
21B 2205 1895 Pullman to CTA (Reinf)
21A 2206 1895 Pullman to CTA
— 2207 1895 Pullman ret by 1901 (see group 23)
21A 2208 1895 Pullman to CTA
21A 2209 1895 Pullman burn 1930
21B 2210-2211 1895 Pullman to CTA (Reinf)
21A 2212 1895 Pullman burn 1930

21A 2213 1895 Pullman to CTA
21B 2214-2219 1895 Pullman to CTA (Reinf)
21A 2220 1895 Pullman burn 1930
21B 2221 1895 Pullman to CTA (Reinf)
21A 2222-2224 1895 Pullman to CTA
22 2202 1895 Pullman to CTA (Control, Reinf)
23 2207:2 1901 AC&F to CTA
24A 2225-2226 1897 Pullman to CTA
24A 2227 1897 Pullman burn 1930
24A 2228 1897 Pullman to CTA
24B 2229-2230 1897 Pullman to CTA (Reinf)
24A 2231-2232 1897 Pullman to CTA
24B 2233 1897 Pullman to CTA (Reinf)
24A 2234 1897 Pullman to CTA
24B 2235 1897 Pullman to CTA (Reinf)
24A 2236 1897 Pullman burn 1930
24B 2237 1897 Pullman to CTA (Reinf)
24A 2238 1897 Pullman burn 1930
24B 2239 1897 Pullman to CTA (Reinf)
24A 2240 1897 Pullman to CTA
24B 2241-2243 1897 Pullman to CTA (Reinf)
24C 2244 1897 Pullman to CTA (Reinf)
24A 2245 1897 Pullman to CTA
24B 2246 1897 Pullman to CTA (Reinf)
24A 2247 1897 Pullman to CTA
24C 2248 1897 Pullman to CTA (Reinf)
24B 2249 1897 Pullman to CTA (Reinf)
25A 2250 1899 H&H to CTA
25B 2251-2252 1899 H&H to CTA (Reinf)
25A 2253 1899 H&H to CTA
25B 2254 1899 H&H to CTA (Reinf)
25A 2255 1899 H&H burn 1930
25A 2256 1899 H&H to CTA
25C 2257 1899 H&H to CTA (Reinf)
25B 2258 1899 H&H to CTA (Reinf)
25C 2259 1899 H&H to CTA (Reinf)
25A 2260 1899 H&H to CTA
25C 2261 1899 H&H to CTA (Reinf)
— 2262 1899 H&H ret by 1907 (see group 20)
25A 2263-2265 1899 H&H to CTA
25B 2266 1899 H&H to CTA (Reinf)
25A 2267 1899 H&H to CTA
26B 2268-2270 1900 AC&F to CTA (Reinf)
26A 2271 1900 AC&F burn 1930
26A 2272 1900 AC&F to CTA
26A 2273 1900 AC&F burn 1930
26A 2274 1900 AC&F to CTA
26C 2275-2276 1900 AC&F to CTA (Reinf)
26A 2277 1900 AC&F burn 1930
26A 2278 1900 AC&F to CTA
26A 2279 1900 AC&F retired 1942
26C 2280 1900 AC&F to CTA (Reinf)
— 2281 1900 AC&F ret by 1912 (see group 27)
26A 2282 1900 AC&F burn 1930
26A 2283 1900 AC&F to CTA

26B 2284 1900 AC&F to CTA (Reinf)
26A 2285 1900 AC&F burn 1930
26A 2286 1900 AC&F to CTA
26A 2287 1900 AC&F burn 1930
26A 2140:2 1900 AC&F to CTA
27 2281 1912 MWSE to CTA (Control)
28A 2288 1900 AC&F retired 1924 (Control)
28A 2289 1900 AC&F to CTA (Control)
28B 2290-2292 1900 AC&F to CTA (Control, Reinf)
28C 2293 1900 AC&F to CTA (Control, Reinf)
— 2294-2296 1900 AC&F ret by 1901 (see group 29)
28B 2297-2299 1900 AC&F to CTA (Control, Reinf)
28A 2300 1900 AC&F to CTA (Control)
28C 2301 1900 AC&F to CTA (Control, Reinf)
28B 2302 1900 AC&F to CTA (Control, Reinf)
28A 2303 1900 AC&F to CTA (Control)
28A 2304 1900 AC&F retired 1940
28A 2305-2307 1900 AC&F to CTA (Control)
28C 2308 1900 AC&F to CTA (Control, Reinf)
28B 2309 1900 AC&F to CTA (Control, Reinf)
28A 2310 1900 AC&F to CTA (Control)
28B 2311 1900 AC&F to CTA (Control, Reinf)
28C 2500 1900 AC&F to CTA (Control, Reinf)
— 2501-2502 1900 AC&F ret by 1901 (see group 29)
28C 2503 1900 AC&F to CTA (Control, Reinf)
28A 2504 1900 AC&F to CTA (Control)
— 2505 1900 AC&F ret by 1901 (see group 29)
28C 2506 1900 AC&F to CTA (Control, Reinf)
— 2507 1900 AC&F ret by 1901 (see group 29)
28C 2508 1900 AC&F to CTA (Control, Reinf)
28B 2509-2511 1900 AC&F to CTA (Control, Reinf)
29A 2312 1901 AC&F to CTA (Control)
29C 2313 1901 AC&F to CTA (Control, Reinf)
29A 2314 1901 AC&F to CTA (Control)
29B 2315 1901 AC&F to CTA (Control, Reinf)
29C 2316 1901 AC&F to CTA (Control, Reinf)
29B 2317-2319 1901 AC&F to CTA (Control, Reinf)
29C 2320-2324 1901 AC&F to CTA (Control, Reinf)
29B 2325 1901 AC&F to CTA (Control, Reinf)
29C 2326 1901 AC&F to CTA (Control, Reinf)
29A 2327 1901 AC&F to CTA (Control)
29C 2328 1901 AC&F to CTA (Control, Reinf)
29B 2329-2330 1901 AC&F to CTA (Control, Reinf)
29C 2331 1901 AC&F to CTA (Control, Reinf)
29B 2332 1901 AC&F to CTA (Control, Reinf)
29C 2333 1901 AC&F to CTA (Control, Reinf)
29A 2334 1901 AC&F to CTA (Control)
29B 2335-2337 1901 AC&F to CTA (Control, Reinf)
29A 2338-2339 1901 AC&F to CTA (Control)
29C 2340 1901 AC&F to CTA (Control, Reinf)
29B 2512 1901 AC&F to CTA (Control, Reinf)
29A 2513-2515 1901 AC&F to CTA (Control)
29C 2516 1901 AC&F to CTA (Control, Reinf)
29A 2517 1901 AC&F to CTA (Control)
29B 2518 1901 AC&F to CTA (Control, Reinf)

29A 2519-2520 1901 AC&F to CTA (Control)
29B 2294-2295:2 1901 AC&F to CTA (Control, Reinf)
29A 2296:2 1901 AC&F to CTA (Control)
29A 2501-2502:2 1901 AC&F to CTA (Control)
29A 2505:2 1901 AC&F to CTA (Control)
29B 2507:2 1901 AC&F to CTA (Control, Reinf)
30 4311-4330 1922 Cincinnati to CTA
31 4376-4395 1924 Cincinnati to CTA

101 4129-4169 1915 Cincinnati to CTA
102 4067-4087 1913 Cincinnati to CTA
103 1789-1808 1907 AC&F to CTA
104 1769-1788 1908 Pullman to CTA
105 1735-1768 1906 Jewett to CTA
106 1700-1731 1903 St Louis to CTA
106 1732 1903 St Louis retired 1944
106 1733-1734 1903 St Louis to CTA
107 1053-1059 1901 St Louis to CTA
108 1048-1052 1900 AC&F to CTA
109 1038-1047 1900 AC&F to CTA
110 1001-1003 1898 Pullman to CTA
110 1004 1898 Pullman retired 1945
110 1005-1011 1898 Pullman to CTA
110 1012 1898 Pullman retired 1924, to S-106
110 1013-1037 1898 Pullman to CTA
111A 1270-1279 1907 AC&F to CTA
111B 1278 1907 AC&F to CTA (Control)
111A 1279 1907 AC&F to CTA
— 1280-1299 1907 AC&F rb to 1789-1808 1913
112 1260-1269 1907 AC&F to CTA (Control)
113 1235-1239 1901 St Louis to CTA
113 1240 1901 St Louis burn 1930
113 1241-1259 1901 St Louis to CTA
114A 1211-1219 1900 AC&F to CTA
114B 1220 1900 AC&F to CTA (Reinf)
114A 1221 1900 AC&F ret by 1915 (see group 116)
114A 1222-1228 1900 AC&F to CTA
114A 1229 1900 AC&F burn 1930
114A 1230-1234 1900 AC&F to CTA
115 1210 1900 AC&F to CTA (Control)
116 1221 1915 NWER to CTA (Control)
117 1200 1898 Pullman ret by 1916 (see group 118)
117 1201-1209 1898 Pullman to CTA
118 1200 1916 NWER to CTA (Control, Reinf)
119D 1100-1144 1898 Pullman to CTA (Control, Reinf)
119A 1145-1158 1898 Pullman to CTA (Control)
119A 1159 1898 Pullman retired 1936
119A 1160-1163 1898 Pullman to CTA (Control)
119A 1164 1898 Pullman retired 1936
119A 1165-1179 1898 Pullman to CTA (Control)
119D 1180 1898 Pullman to CTA (Control, Reinf)
119C 1181 1898 Pullman to CTA (Control, Reinf)
119A 1182-1188 1898 Pullman to CTA (Control)
119D 1189 1898 Pullman to CTA (Control, Reinf)
119A 1190-1199 1898 Pullman to CTA (Control)

119B not used
120 4001-4022 1914 Cincinnati to CTA
121 4251-4280 1922 Cincinnati to CTA
122 4396-4425 1924 Cincinnati to CTA

201 4170-4209 1915 Cincinnati to CTA
202 4088-4108 1913 Cincinnati to CTA
203 321-327 1905 AC&F to CTA
203 328 1905 AC&F retired 1937
203 329-331 1905 AC&F to CTA
203 332 1905 AC&F retired 1940
203 333-361 1905 AC&F to CTA
203 362 1905 AC&F retired 1940
203 363-364 1905 AC&F to CTA
203 365 1905 AC&F retired 1943
203 366-375 1905 AC&F to CTA
203 376 1905 AC&F retired 1926
203 377-382 1905 AC&F to CTA
203 383 1905 AC&F retired 1940
203 384-385 1905 AC&F to CTA
203 386 1905 AC&F retired 1926
203 387-393 1905 AC&F to CTA
203 394 1905 AC&F retired 1935
203 395-400 1905 AC&F to CTA
204 251-266 1905 Jewett to CTA
204 267 1905 Jewett retired 1926
204 268-299 1905 Jewett to CTA
204 300 1905 Jewett retired 1940
204 301-320 1905 Jewett to CTA
205 231-250 1903 Jewett to CTA
206 211-216 1902 Jewett to CTA
206 217 1902 Jewett retired 1934
206 218-221 1902 Jewett to CTA
206 222 1902 Jewett retired 1929
206 223-230 1902 Jewett to CTA
207 181-184 1900 Jewett to CTA
207 185 1900 Jewett retired 1929
207 186-187 1900 Jewett to CTA
207 188 1900 Jewett retired 1929
207 189-202 1900 Jewett to CTA
207 203 1900 Jewett retired 1934
207 204-210 1900 Jewett to CTA
208 1-2 1892 J&S retired 1937
208 4-6 1892 J&S retired 1937
208 8-9 1892 J&S retired 1937
208 11-13 1892 J&S retired 1937
208 15-16 1892 J&S retired 1937
208 17 1892 J&S retired 1924
208 18 1892 J&S retired 1937
208 20 1892 J&S retired 1937
208 22-28 1892 J&S retired 1937
208 30-33 1892 J&S retired 1937
208 36 1892 J&S retired 1937
208 39-40 1892 J&S retired 1937
208 41 1892 J&S retired 1924

208 42-44 1892 J&S retired 1937
208 45 1892 J&S retired 1929
208 46 1892 J&S retired 1937
208 48-50 1892 J&S retired 1937
208 81-82 1892 J&S retired 1937
208 84-85 1892 J&S retired 1937
208 87 1892 J&S retired 1934
208 88 1892 J&S retired 1937
208 90 1892 J&S retired 1937
208 92 1892 J&S retired 1937
208 93 1892 J&S retired 1915
208 94 1892 J&S retired 1937
208 97-98 1892 J&S retired 1937
208 100 1892 J&S retired 1937
208 151-153 1892 J&S retired 1937
208 154 1892 J&S retired 1934
208 155-159 1892 J&S retired 1937
208 161-179 1892 J&S retired 1937
209 51-52 1892 Gilbert retired 1937
209 54-55 1892 Gilbert retired 1937
209 56 1892 Gilbert retired 1924
209 57-59 1892 Gilbert retired 1937
209 60 1892 Gilbert retired 1924
209 61 1892 Gilbert retired 1934
209 62-63 1892 Gilbert retired 1937
209 65 1892 Gilbert retired 1926
209 66 1892 Gilbert retired 1937
209 69-73 1892 Gilbert retired 1937
209 75-77 1892 Gilbert retired 1937
209 78 1892 Gilbert retired 1924
209 79-80 1892 Gilbert retired 1937
209 101-116 1892 Gilbert retired 1937
209 118-123 1892 Gilbert retired 1937
209 125-142 1892 Gilbert retired 1937
209 144-150 1892 Gilbert retired 1937
210 4023-4044 1913 Cincinnati to CTA
211 3 1892 J&S retired 1927
211 7 1892 J&S retired 1927
211 10 1892 J&S retired 1927
211 14 1892 J&S retired 1927
211 19 1892 J&S retired 1927
211 21 1892 J&S retired 1927
211 29 1892 J&S retired 1927
211 34-35 1892 J&S retired 1927
211 37-38 1892 J&S retired 1927
211 47 1892 J&S retired 1927
211 83 1892 J&S retired 1927
211 86 1892 J&S retired 1927
211 89 1892 J&S retired 1927
211 91 1892 J&S retired 1927
211 95-96 1892 J&S retired 1927
211 99 1892 J&S retired 1927
211 160 1892 J&S retired 1927
211 180 1892 J&S retired 1927
212 53 1892 Gilbert retired 1927

212 64 1892 Gilbert retired 1927
212 67-67 1892 Gilbert retired 1927
212 74 1892 Gilbert retired 1927
212 101 1892 Gilbert retired 1927
212 117 1892 Gilbert retired 1927
212 124 1892 Gilbert retired 1927
212 143 1892 Gilbert retired 1927
213 4281-4310 1922 Cincinnati to CTA
214 4426-4455 1924 Cincinnati to CTA

301 3147-3157 1909 Brill to CTA
301 3158 1909 Brill burn 1944, to flat S-16
301 3159-3166 1909 Brill to CTA
302 3139-3146 1901 St Louis to CTA
— 3101-3102 1894 Pullman ret by 1902 (see group 304)
303 3103-3105 1894 Pullman to CTA
— 3106 1894 Pullman ret by 1924
303 3107-3108 1894 Pullman to CTA
— 3109 1894 Pullman ret by 1924
303 3110-3116 1894 Pullman to CTA
303 3117 1894 Pullman retired 1944
303 3118 1894 Pullman to CTA
— 3119 1894 Pullman ret by 1902 (see group 304)
303 3120-3123 1894 Pullman to CTA
303 3124 1894 Pullman retired 1946
303 3125 1894 Pullman to CTA
303 3126-3138 1893 Gilbert to CTA (see note)
304 3101-3102:2 1902 St Louis to CTA
304 3119:2 1902 St Louis to CTA
305C 3001 1893 Gilbert to CTA (Control,Reinf)
305E 3002-3004 1893 Gilbert to CTA (Reinf)
— 3005 1893 Gilbert retired 1913
305E 3006 1893 Gilbert to CTA (Reinf)
305B 3007 1893 Gilbert to CTA
305E 3008-3010 1893 Gilbert to CTA (Reinf)
305D 3011 1893 Gilbert to CTA (Pneu doors)
— 3012 1893 Gilbert retired by 1913 (see note)
305B 3013 1893 Gilbert to CTA
— 3014 1893 Gilbert retired by 1913 (see note)
305E 3015 1893 Gilbert to CTA (Reinf)
305B 3016-3017 1893 Gilbert to CTA
305E 3018 1893 Gilbert retired 1944 (Reinf)
305B 3019-3021 1893 Gilbert to CTA
305A 3022 1893 Gilbert to CTA (Control)
305B 3023 1893 Gilbert to CTA
305E 3024 1893 Gilbert to CTA (Reinf)
305B 3025-3027 1893 Gilbert to CTA
— 3028 1893 Gilbert retired by 1913 (see note)
305E 3029-3030 1893 Gilbert to CTA (Reinf)
305C 3031 1893 Gilbert to CTA (Control,Reinf)
305E 3032 1893 Gilbert to CTA (Reinf)
— 3033 1893 Gilbert retired by 1913 (see note)
305E 3034 1893 Gilbert to CTA (Reinf)
305B 3035-3036 1893 Gilbert to CTA
305E 3037-3038 1893 Gilbert to CTA (Reinf)

— 3039 1893 Gilbert retired by 1913 (see note)
305E 3040-3046 1893 Gilbert to CTA (Reinf)
305B 3047 1893 Gilbert to CTA
305E 3048-3050 1893 Gilbert to CTA (Reinf)
305C 3051 1893 Gilbert to CTA (Control,Reinf)
305B 3052 1893 Gilbert to CTA
305E 3053 1893 Gilbert to CTA (Reinf)
305B 3054 1893 Gilbert to CTA
305B 3055 1893 Gilbert retired 1929
— 3056 1893 Gilbert retired by 1913 (see note)
305E 3057 1893 Gilbert to CTA (Reinf)
305C 3058 1893 Gilbert to CTA (Control,Reinf)
305E 3059-3062 1893 Gilbert to CTA (Reinf)
— 3063 1893 Gilbert retired by 1913 (see note)
305B 3064 1893 Gilbert to CTA
305E 3065-3066 1893 Gilbert to CTA (Reinf)
305C 3067 1893 Gilbert to CTA (Control,Reinf)
305E 3068-3070 1893 Gilbert to CTA (Reinf)
— 3071-3072 1893 Gilbert retired by 1913 (see note)
305B 3073 1893 Gilbert to CTA
— 3074-3075 1893 Gilbert retired by 1913 (see note)
305E 3076 1893 Gilbert to CTA (Reinf)
305B 3077-3079 1893 Gilbert to CTA
305E 3080 1893 Gilbert to CTA (Reinf)
305B 3081 1893 Gilbert to CTA
305E 3082 1893 Gilbert to CTA (Reinf)
305B 3083 1893 Gilbert to CTA
— 3084-3085 1893 Gilbert retired by 1913 (see note)
305E 3086 1893 Gilbert to CTA (Reinf)
305C 3087 1893 Gilbert to CTA (Control,Reinf)
305E 3088 1893 Gilbert to CTA (Reinf)
305A 3089 1893 Gilbert to CTA (Control)
305E 3090 1893 Gilbert to CTA (Reinf)
— 3091 1893 Gilbert retired by 1913 (see note)
305B 3092 1893 Gilbert to CTA
305E 3093-3094 1893 Gilbert to CTA (Reinf)
— 3095 1893 Gilbert retired by 1913 (see note)
305B 3096-3098 1893 Gilbert to CTA
305B 3099 1893 Gilbert retited 1944
305E 3100 1893 Gilbert to CTA (Reinf)
306D 3201 1900 Pullman to CTA (Control, Reinf)
306B 3202 1900 Pullman to CTA
306A 3203-3204 1900 Pullman to CTA (Control)
306B 3205-3209 1900 Pullman to CTA
306A 3210 1900 Pullman to CTA (Control)
306C 3211 1900 Pullman to CTA (Control, Reinf)
306B 3212 1900 Pullman to CTA
306A 3213-3214 1900 Pullman to CTA (Control)
306B 3215 1900 Pullman to CTA
307A 3216-3221 1901 St Louis to CTA
307B 3222 1901 St Louis to CTA (Control)
307C 3223 1901 St Louis to CTA (Control, Reinf)
307A 3224-3225 1901 St Louis to CTA
307C 3226 1901 St Louis to CTA (Control, Reinf)
307A 3227-3232 1901 St Louis to CTA

307A 3233 1901 St Louis retired 1940
307A 3234 1901 St Louis to CTA
307B 3235 1901 St Louis to CTA (Control)
308B 3236 1902 C&OP to CTA (Control, Reinf)
308A 3237 1902 C&OP to CTA
308B 3238 1902 C&OP to CTA (Control, Reinf)
309 4331-4355 1922 Cincinnati to CTA
310 4356-4375 1924 Cincinnati to CTA

note – 12 of 3001-3100 series rebuilt 1896, renumbered 3126-3137.
One additional 3000 rebuilt to motor 3138 1897. One of
3101-3138 series retired 1900, one retired 1904, both
replaced by motorizing two additional 3000’s by 1908.

Andre Kristopans writes:

I am sending you in a series of emails the list of CTA AFE/AFR’s from 1947 thru 1978. They are a fascinating look into what the CTA did over the years. First number is the authorization number, the second is the completion report number. R numbers are rapid transit, S surface, G general office, and the few B numbers are Boulevard Division (1952-53 ex CMC). I trust you will find this of interest.

Yes, very much of interest.  I would guess AFE means authorization for expense, while AFR is authorization for reimbursement.

CTA AFE/AFR 1948 series

S10000 canx 10 snow plow trucks
S10001 S677 Shop equipment
S10002 S32 Road equipment
S10003 canx Alterations Burnside CH
S10004 S1 Road equipment
S10005 S2 Auto #99
R10006 R89 Truck #712
R10007 R63 Fence – Wilson Av
R10008 canx Renew messenger wire
R10009 Office equipment
R10010 G8 Office equipment
R10011 G1 Office equipment
S10012 S414 Renew spec wk Halsted/Madison, rem W-S curve
S10013 S88 Renew track Pulaski Grand to Division
S10014 canx Electrical work Burnside CH
S10015 S188 Shop equipment
S10016 S8 Road equipment
S10017 S76 Road equipment
S10018 S183 Buses #6531-6630
S10019 S184 Buses #1700-1799, 3598-3697
S10020 G9 Office equipment
S10021 G10 Office equipment
S10022 G11 Office equipment
S10023 S270 Install E-S curve 119th/Michigan
R10024 G12 Office equipment
S10025 G13 Office equipment
S10026 canx Electrical equipment
S10027 S902 Paving – North Ave
S10028 S1797 Convert Blue Island CH for buses
S10029 S1737 Convert Archer CH for buses
S10030 S415 TB line 38th via Rockwell-Arcker-Kedzie to 51
S10031 S276 Paving – South Shops
S10032 S418 Electrical Work – 77th CH
S10033 S1089 Renew track for PCC’s 63rd Stony to Narragan
S10034 S231 Heater grid – Ardmore CH
S10035 S84 Renew track Milwaukee California to Maplewood
S10036 S309 Renew track Pulaski 26th to Ogden
S10037 S158 Renew track Grand Central Pk to Homan
S10038 canx Convert Archer CH for bus
S10039 canx Automobile
S10040 S1080 Remove line 21st Racine to Halsted
R10041 R22 Renew crossover deck Ashland LK
R10042 R110 Renew SB track Chicago to Grand NSM
R10043 R92 Renew NB track Grand to Chicago NSM
R10044 R25 Renew deck WB Southport to Paulina RV
R10045 R29 Renew deck EB Paulina to Southport RV
R10046 R28 Renew deck Madison LSQ
R10047 R23 Renew NB tracks N of Wilson NSM
R10048 R24 Renew SB tracks N of Wilson NSM
R10049 G39 Office furniture
R10050 R152 Replace wiring Jackson Park Tower
S10051 S79 Shop equipment
S10052 canx Addtl TB lines – North Av Gar yard

S10053 S272 Conv line for PCC’s 63rd Stony to Narragan
S10054 S343 Toilet – 63rd/Narragansett
S10055 S648 Electrical work – 69th CH
S10056 S698 Electrical work – Blue Island CH
S10057 S716 Conv bays 5 to 9,11 for buses – Archer CH
S10058 S616 Additions – North Ave TB bldg
S10059 S617 Locker & Lunch room – North Ave TB
S10060 S424 Inst N-E,W-S curves Racine/79, x-over S of 79
R10061 R112 Replace electrical cable
S10062 G14 Office equipment
S10063 Remove special work Pulaski/Division
S10064 S155 Renew special work Chicago/State
S10065 G17 Office equipment
S10066 S86 Renew track 47th Leavitt to Western
S10067 S232 Renew track Ashland 78 to 79
S10068 S85 Renew track 35th Emerald to Wallace
S10069 S553 Renew paving Kedzie CH
S10070 S106 Remove track Wells Viaduct n of Roosevelt
R10071 R26 Renew EB track California to Western HPK
R10072 R32 Renew deck Lake Transfer LSQ
R10073 R68 Windbreaks N plat – Lake Transfer LSQ
R10074 R91 Road machinery
R10075 R81 Telephone cable messenger & Hangers – Loop
R10076 R153 Install TIM Clark/Van Buren Inner
R10077 R27 Renew deck Grand Crossover LSQ
R10078 R77 Remove crossing gate equip – Gunderson DP
S10079 G15 Office equipment
S10080 S302 Install N-NE curve Pulaski/Ogden
S10081 S371 Renew track Milwaukee Cicero to Kilpatrick
R10082 R50 Renew deck EB & WB Grand to Chicago LSQ
R10083 R30 Renew deck Tk 3 42nd to Prairie SSM
S10084 G16 Office equipment
S10085 S511 Shop equipment
S10086 S612 Shop equipment
S10087 S1102 Alterations to 69th CH for PCC’s
S10088 S35 Shop equipment
S10089 S1486 Track alterations for PCC’s 69th CH
S10090 S243 Inst MOEC N-E,W-S curves Racine/79th
S10091 S150 Inst elec switch N-NE curve Pulaski/Ogden
S10092 canx Shop equipment
S10093 canx Bus storage bays – Archer CH
R10094 R31 Relay EB & WB Western HPK
R10095 R33 Relay NB Chicago NSM
R10096 R35 Relay SB Chicago NSM
R10097 R36 Replace switch safety stub SB Chicago NSM
R10098 R38 Relay EB & WB Leavitt RV
R10099 R