Recent Finds, Part 2

CTA pre-war PCCs 4016 and 4050 at Western and 79th, southern terminal of route 49. This picture was taken seconds after a similar one on page 363 of CERA Bulletin 146. That picture is dated May 1956 and is attributed to William C. Janssen.

CTA pre-war PCCs 4016 and 4050 at Western and 79th, southern terminal of route 49. This picture was taken seconds after a similar one on page 363 of CERA Bulletin 146. That picture is dated May 1956 and is attributed to William C. Janssen.

The CTA terminal at Western and 79th today.

The CTA terminal at Western and 79th today.

Here are more classic traction photos we recently acquired. While many are from Chicago, our trip this time takes us all around the country, and even across our northern border.

As always, if you have interesting tidbits of information to add, you can either post a Comment here, or drop us a line directly aat:

thetrolleydodger@gmail.com

Don’t forget, if you click on each picture with your mouse, you can bring up a larger version in your browser, and zoom in on that one too for closer inspection.

Thanks.

-David Sadowski


Chicago Area

When I got this slide, it was identified as being a station on the Garfield Park "L". However, I did some further research, and it is actually the old Austin Boulevard stop on the Douglas Park line. The house and apartment buildings in the background are still there. The Douglas branch was cut back to 54th Avenue in 1952 and the former right-of-way is now used for parking. Locals still call it the "L" Strip.

When I got this slide, it was identified as being a station on the Garfield Park “L”. However, I did some further research, and it is actually the old Austin Boulevard stop on the Douglas Park line. The house and apartment buildings in the background are still there. The Douglas branch was cut back to 54th Avenue in 1952 and the former right-of-way is now used for parking. Locals still call it the “L” Strip.

The same view today.

The same view today.

CTA 2163-2164, then brand new, in the 54th Avenue Yard, west end of the Douglas Park "L" (now the Pink Line) in 1964. The roadway at left is where the line continued before it was cut back in 1952. (Walter Broschart Photo)

CTA 2163-2164, then brand new, in the 54th Avenue Yard, west end of the Douglas Park “L” (now the Pink Line) in 1964. The roadway at left is where the line continued before it was cut back in 1952. (Walter Broschart Photo)

CTA 4002 is shown heading north on route 49 - Western on July 14, 1953. The photographer was up on the Logan Square "L" platform. The people at right are waiting for a southbound car at a safety island. In the distance, we see what was then the Bloomingdale freight spur of the Milwaukee Road, but is now part of the 606 Trail. Jim Huffman adds, "Photo #525. “CTA 4002 is shown heading north on route 49 – Western on July 14, 1953”, I feel is incorrect. 1. There is a 1955 Chevrolet on the left, precludes 1953. 2. 1-Man, Pre-War PCC were assigned in June 1955 (as well as 1-Man Post-Wars), prior to that Western used 2-Man Post-War PCCs only. Went Bus in June 1956. 3. People standing on the safety island are waiting at the end for the front door boarding of an 1-man car. Prior to 1-Man cars, they waited at the other end for the rear doors. 4. Although there is no proof, the 55 Chev looks somewhat used, I would say this is a 1956 photo."

CTA 4002 is shown heading north on route 49 – Western on July 14, 1953. The photographer was up on the Logan Square “L” platform. The people at right are waiting for a southbound car at a safety island. In the distance, we see what was then the Bloomingdale freight spur of the Milwaukee Road, but is now part of the 606 Trail. Jim Huffman adds, “Photo #525. “CTA 4002 is shown heading north on route 49 – Western on July 14, 1953”, I feel is incorrect.
1. There is a 1955 Chevrolet on the left, precludes 1953.
2. 1-Man, Pre-War PCC were assigned in June 1955 (as well as 1-Man Post-Wars), prior to that Western used 2-Man Post-War PCCs only. Went Bus in June 1956.
3. People standing on the safety island are waiting at the end for the front door boarding of an 1-man car. Prior to 1-Man cars, they waited at the other end for the rear doors.
4. Although there is no proof, the 55 Chev looks somewhat used, I would say this is a 1956 photo.”

CSL single-truck mail car H2, apparently still operational, is shown years after streetcar RPO (Railway Post Office) service ended in 1915. It was scrapped on October 2, 1942. From the looks of the autos in the background, this picture may date to the 1920s.

CSL single-truck mail car H2, apparently still operational, is shown years after streetcar RPO (Railway Post Office) service ended in 1915. It was scrapped on October 2, 1942. From the looks of the autos in the background, this picture may date to the 1920s.

CTA red Pullman 225 is shown here on a mid-1950s fantrip at the 77th Street Shops. The big man at front is Maurice Klebolt (1930-1988), who organized many such trips for the Illini Railroad Club. He later moved to San Francisco and helped start the historic trolley festival there. Car 225 is preserved at the Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

CTA red Pullman 225 is shown here on a mid-1950s fantrip at the 77th Street Shops. The big man at front is Maurice Klebolt (1930-1988), who organized many such trips for the Illini Railroad Club. He later moved to San Francisco and helped start the historic trolley festival there. Car 225 is preserved at the Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

On this fantrip, Maury is calling the shots. Looks like he's wearing a tie with various railroad insignias.

On this fantrip, Maury is calling the shots. Looks like he’s wearing a tie with various railroad insignias.

Car 225 under makeshift cover at Seashore (Kennebunkport, Maine) in the late 1950s. (Walter Broschart Photo)

Car 225 under makeshift cover at Seashore (Kennebunkport, Maine) in the late 1950s. (Walter Broschart Photo)

CSL 2601 is shown running on the last day of streetcar service on route 111 (111th Street), September 22, 1945. As for the exact location, Andre Kristopans says this is "probably just west of Indiana Av., looks like the school campus in background that is between King and Indiana to this day."

CSL 2601 is shown running on the last day of streetcar service on route 111 (111th Street), September 22, 1945. As for the exact location, Andre Kristopans says this is “probably just west of Indiana Av., looks like the school campus in background that is between King and Indiana to this day.”

CSL 4033 passes the Garfield Park field house on Madison in 1938.

CSL 4033 passes the Garfield Park field house on Madison in 1938.

CSL Pullman 318 is heading west on Fullerton in the mid-1930s picture. At right, you can just make out the marquee of the old Liberty Theatre, which opened in 1911 and closed in 1951. The building is now a banquet hall. Will Rogers' name is on the marquee. The photo date is given as September 8, 1937 and I guess that is possible although Rogers died in August 1935.

CSL Pullman 318 is heading west on Fullerton in the mid-1930s picture. At right, you can just make out the marquee of the old Liberty Theatre, which opened in 1911 and closed in 1951. The building is now a banquet hall. Will Rogers’ name is on the marquee. The photo date is given as September 8, 1937 and I guess that is possible although Rogers died in August 1935.

The same area today.

The same area today.

The former Liberty Theatre at 3705 W. Fullerton.

The former Liberty Theatre at 3705 W. Fullerton.

CSL 7024 is westbound on Madison just west of the Chicago River in this September 8, 1937 view. The photo caption describes this as a "noiseless streetcar," with magnetic air brakes and rubber cushioned wheels.

CSL 7024 is westbound on Madison just west of the Chicago River in this September 8, 1937 view. The photo caption describes this as a “noiseless streetcar,” with magnetic air brakes and rubber cushioned wheels.

The view from 400 W. Madison today. We are looking to the southeast.

The view from 400 W. Madison today. We are looking to the southeast.

CTA 7093 is southbound on State Street near Lake, as a route 36 Broadway-State car. The film Scaramouche, playing at the State-Lake, was released on June 27, 1952, so that is the approximate date of this picture. Note a Chicago Motor Coach Company bus at left. The State-Lake opened in 1919 and closed in 1985. It was taken over by WLS-TV for use as a studio. (Walter Hulseweder Photo)

CTA 7093 is southbound on State Street near Lake, as a route 36 Broadway-State car. The film Scaramouche, playing at the State-Lake, was released on June 27, 1952, so that is the approximate date of this picture. Note a Chicago Motor Coach Company bus at left. The State-Lake opened in 1919 and closed in 1985. It was taken over by WLS-TV for use as a studio. (Walter Hulseweder Photo)

State and Lake today.

State and Lake today.

CTA 7051 is northbound at State and Delaware as a route 36 Broadway-State car in the early 1950s. (Walter Hulseweder Photo)

CTA 7051 is northbound at State and Delaware as a route 36 Broadway-State car in the early 1950s. (Walter Hulseweder Photo)

State and Delaware today, looking south.

State and Delaware today, looking south.

CTA 1784, on route 16, has just turned from eastbound Lake Street south on Dearborn, and is passing the Selwyn Theater. A poster advertises Joan Bennett and Zachary Scott in the play Bell, Book and Candle. They took over those parts on May 9, 1952, which is the approximate date of this picture. Bell, Book and Candle was later made into a movie in 1958, starring James Stewart and Kim Novak. Michael Todd eventually bought the Harris and Selwyn later in the 1950s and they were converted into movie theaters. The facades of those two buildings have been saved and are now part of the Goodman Theater complex. (Walter Hulsweder Photo)

CTA 1784, on route 16, has just turned from eastbound Lake Street south on Dearborn, and is passing the Selwyn Theater. A poster advertises Joan Bennett and Zachary Scott in the play Bell, Book and Candle. They took over those parts on May 9, 1952, which is the approximate date of this picture. Bell, Book and Candle was later made into a movie in 1958, starring James Stewart and Kim Novak. Michael Todd eventually bought the Harris and Selwyn later in the 1950s and they were converted into movie theaters. The facades of those two buildings have been saved and are now part of the Goodman Theater complex. (Walter Hulsweder Photo)

Dearborn and Lake today.

Dearborn and Lake today.

Joan Bennett and Zachary Scott in the 1952 off-Broadway version of Bell, Book and Candle.

Joan Bennett and Zachary Scott in the 1952 off-Broadway version of Bell, Book and Candle.

Bell, Book and Candle helped inspire the later TV series Bewitched.

Bell, Book and Candle helped inspire the later TV series Bewitched.

This undated photo shows the station (car house) at Cottage Grove and 38th. It is undated, but the newest car shown here was built in 1912. So a good guess would be sometime between 1912 and the early 1920s, when streetcars were painted red to make them more visible to motorists. Several cars can be identified in this picture. From left to right, I see 5368, 5357, 5364, 5378, 5707, 5802, 5782, 5743, 5759, 5736, 5386, 5706, and 5348. All are either Brill-American-Kuhlman cars, or Nearsides. Streetcars last ran out of Cottage Grove in 1955, after which the building was demolished.

This undated photo shows the station (car house) at Cottage Grove and 38th. It is undated, but the newest car shown here was built in 1912. So a good guess would be sometime between 1912 and the early 1920s, when streetcars were painted red to make them more visible to motorists. Several cars can be identified in this picture. From left to right, I see 5368, 5357, 5364, 5378, 5707, 5802, 5782, 5743, 5759, 5736, 5386, 5706, and 5348. All are either Brill-American-Kuhlman cars, or Nearsides. Streetcars last ran out of Cottage Grove in 1955, after which the building was demolished.

A close-up of four unidentified men in the photo. Presumably, all worked out of the Cottage Grove station.

A close-up of four unidentified men in the photo. Presumably, all worked out of the Cottage Grove station.

It's April 23, 1939, and Chicago & West Towns cars 140 and 141 are operating on an early Central Electric Railfans' Association fantrip. Car 141, the lone survivor of the fleet, is now restored to operable condition at the Illinois Railway Museum.

It’s April 23, 1939, and Chicago & West Towns cars 140 and 141 are operating on an early Central Electric Railfans’ Association fantrip. Car 141, the lone survivor of the fleet, is now restored to operable condition at the Illinois Railway Museum.


New Site Additions

FYI, these Birney car pictures have been added to Our 150th Post (August 6, 2016):

Fort Collins Municipal Railway "Birney" car 21, at the intersection of Johnson and Mountain Avenues. (Ward Photo)

Fort Collins Municipal Railway “Birney” car 21, at the intersection of Johnson and Mountain Avenues. (Ward Photo)

Restored FCMR 21 as it appeared on May 14, 1995. (Mark D. Meyer Photo)

Restored FCMR 21 as it appeared on May 14, 1995. (Mark D. Meyer Photo)

FCMR 22 on October 26, 1949. Its paint scheme is described as green, red, and aluminum.

FCMR 22 on October 26, 1949. Its paint scheme is described as green, red, and aluminum.

FCMR 25 at the car barn. (Ward Photo)

FCMR 25 at the car barn. (Ward Photo)

Many other cities had Birneys, of course. Here, we see Brantford (Ontario) Municipal Railway car 137 on July 1, 1935. This was ex-Lock Haven, Pa. Electric Railway car #2. (George Slyford Photo)

Many other cities had Birneys, of course. Here, we see Brantford (Ontario) Municipal Railway car 137 on July 1, 1935. This was ex-Lock Haven, Pa. Electric Railway car #2. (George Slyford Photo)

This picture has been added to our post Badger Traction, 2016 (June 14, 2016):

In this mid-1950s view, Village of East Troy Railway freight motor M-15 is shown here in East Troy, Wisconsin, near the power station which now serves as the waiting room for the East Troy Electric Railroad museum operation. It was built by TMER&L in 1920 and is now preserved at the Illinois Railway Museum. (Walter Broschart Photo)

In this mid-1950s view, Village of East Troy Railway freight motor M-15 is shown here in East Troy, Wisconsin, near the power station which now serves as the waiting room for the East Troy Electric Railroad museum operation. It was built by TMER&L in 1920 and is now preserved at the Illinois Railway Museum. (Walter Broschart Photo)

We have added this one to The “Other” Penn Central (May 29, 2016):

Montreal Tramways had four of these unique observation cars in their fleet, which were used for sightseeing tours. Here, car #3 is at St. Joseph's Shrine on August 14, 1948. All four cars have been preserved, and car 3 is now at Exporail, the Canadian Railway Museum. A few years ago, I rode the very similar car #2 at the Seashore Trolley Museum.

Montreal Tramways had four of these unique observation cars in their fleet, which were used for sightseeing tours. Here, car #3 is at St. Joseph’s Shrine on August 14, 1948. All four cars have been preserved, and car 3 is now at Exporail, the Canadian Railway Museum. A few years ago, I rode the very similar car #2 at the Seashore Trolley Museum.

These pictures have been added to Red Arrow in West Chester (September 13, 2016):

This picture shows Red Arrow Brilliner 8 and an older car at the end of the Ardmore branch on May 15, 1949. It looks like the older car is in fantrip service, while the Brilliner is the regular service car ahead of it. The Ardmore branch was replaced by buses in 1966.

This picture shows Red Arrow Brilliner 8 and an older car at the end of the Ardmore branch on May 15, 1949. It looks like the older car is in fantrip service, while the Brilliner is the regular service car ahead of it. The Ardmore branch was replaced by buses in 1966.

Here, Red Arrow Brill Master Unit 86 is the regular service car at the end of the line in West Chester, with the older fantrip car behind it. Again, the date is May 15, 1949.

Here, Red Arrow Brill Master Unit 86 is the regular service car at the end of the line in West Chester, with the older fantrip car behind it. Again, the date is May 15, 1949.

The photo caption reads, "Two car streamline train arriving at Norristown, looking up from R. R. tracks." The date is May 12, 1935, meaning these "Bullet" cars were just a few years old.

The photo caption reads, “Two car streamline train arriving at Norristown, looking up from R. R. tracks.” The date is May 12, 1935, meaning these “Bullet” cars were just a few years old.

This picture was added to Chicago’s Pre-PCCs (May 5, 2015):

Baltimore Transit Company car 6105, shown here on route 15 - Ostend St., is one of the last modern streetcars built before PCCs took over the market. The sign on front says that September 7 will be the last day for 6 hour local rides. Perhaps that can help date the picture.

Baltimore Transit Company car 6105, shown here on route 15 – Ostend St., is one of the last modern streetcars built before PCCs took over the market. The sign on front says that September 7 will be the last day for 6 hour local rides. Perhaps that can help date the picture.


Bonus Pictures

The Lackawanna & Wyoming Valley (aka the Laurel Line) was a Scranton-area interurban powered by third rail, much as the Chicago, Aurora & Elgin was. Here, we see coach #37 in Scranton on September 9, 1950. The line quit at the end of 1952. There were no takers for these cars and all were scrapped. It has been suggested that perhaps CA&E might have benefited from buying some of these cars, although it does seem they were too long for tight turns on the Chicago "L". However, I do not know if this would have prevented them from running on the CA&E after the system was cut back to Forest Park. In any case, CA&E had previously reduced the length of other cars purchased from the Baltimore & Annapolis in 1938. What was missing in 1953, apparently, was a willingness to continue trying to operate.

The Lackawanna & Wyoming Valley (aka the Laurel Line) was a Scranton-area interurban powered by third rail, much as the Chicago, Aurora & Elgin was. Here, we see coach #37 in Scranton on September 9, 1950. The line quit at the end of 1952. There were no takers for these cars and all were scrapped. It has been suggested that perhaps CA&E might have benefited from buying some of these cars, although it does seem they were too long for tight turns on the Chicago “L”. However, I do not know if this would have prevented them from running on the CA&E after the system was cut back to Forest Park. In any case, CA&E had previously reduced the length of other cars purchased from the Baltimore & Annapolis in 1938. What was missing in 1953, apparently, was a willingness to continue trying to operate.

The Hagerstown & Frederick was a Maryland interurban in sparsely populated rural areas, a veritable real-life "Toonerville Trolley." Despite having practically no ridership, it subsisted on freight and somehow managed to survive into the mid-1950s. Here, we see freight motor #5 in Frederick, Maryland on April 11, 1954. (Gene Connelly Photo)

The Hagerstown & Frederick was a Maryland interurban in sparsely populated rural areas, a veritable real-life “Toonerville Trolley.” Despite having practically no ridership, it subsisted on freight and somehow managed to survive into the mid-1950s. Here, we see freight motor #5 in Frederick, Maryland on April 11, 1954. (Gene Connelly Photo)

In some sense, the Charles City Western in Iowa was comparable to the Hagerstown & Frederick, in that it had sparse ridership, yet managed to survive into the 1950s with freight. Here we see combine 50 in March 1937. Don's Rail Photos notes, "50 was built by McGuire-Cummings in 1915. It became Iowa Terminal 101 in December 1964. It was sent to Mount Pleasant and restored as CCW 50. It was then sent to Boone & Scenic Valley RR." Vintage audio of the Charles City Western in operation can be heard on Railroad Record Club disc #28, which is available on compact disc via our Online Store.

In some sense, the Charles City Western in Iowa was comparable to the Hagerstown & Frederick, in that it had sparse ridership, yet managed to survive into the 1950s with freight. Here we see combine 50 in March 1937. Don’s Rail Photos notes, “50 was built by McGuire-Cummings in 1915. It became Iowa Terminal 101 in December 1964. It was sent to Mount Pleasant and restored as CCW 50. It was then sent to Boone & Scenic Valley RR.” Vintage audio of the Charles City Western in operation can be heard on Railroad Record Club disc #28, which is available on compact disc via our Online Store.

The Omaha & Council Bluffs Street Railway operated between Nebraska and Iowa. Here, car 814 is shown in Council Bluffs in September 1936, unloading passengers next to a natty-looking 1935 V8 Ford Sedan Delivery, advertising Old gold cigarettes. I assume this car was built by O&CB in 1908 and was rebuilt in 1932, possibly to convert it to one-man service. If so, riders would board at the rear and pay as they left through the front. Note the "people catcher" device at front.

The Omaha & Council Bluffs Street Railway operated between Nebraska and Iowa. Here, car 814 is shown in Council Bluffs in September 1936, unloading passengers next to a natty-looking 1935 V8 Ford Sedan Delivery, advertising Old gold cigarettes. I assume this car was built by O&CB in 1908 and was rebuilt in 1932, possibly to convert it to one-man service. If so, riders would board at the rear and pay as they left through the front. Note the “people catcher” device at front.


Recent Correspondence

Virginia Sammis writes:

I wrote you once before, and I was hoping you might be able to help me again. I am still trying to find CSL employee photos. I had a researcher in Chicago spend some hours looking at the CHM archives of the CSL newsletter and she did find Gustav Johnson’s brief obituary in there for 1946. But very few photos. Do you know of any other place I might find photos of employees of CSL?

(She had written some months ago, looking for information on Gustav Johnson, who emigrated to America around 1880, worked for the Chicago Surface Lines, and died in 1946.)

The employee newsletter would have been the best bet. However, I do know a genealogist, and I can ask her to see what she can find out.

In the CTA era, which started in October 1947, the newsletter ran more pictures of retirees, of which there were many. However, we are talking about several thousands of people working there at any one given time, so the odds of finding one person are not good.

If you know which routes, or which car houses (aka “stations”) he might have worked at, that would help.

I just got a picture (see elsewhere in this post) showing four guys standing outside the car barn at Cottage Grove and 38th, taken in the early 20th century, but have no way of knowing who the people in the picture are.

I will run your request in my blog, and see what other people might suggest.

Ms. Sammis replied:

This is what his obituary said:
“Gustave Johnsen, 84, motorman from Devon, died 11-22-46, after along illness. He had been with the company for 35 years.”

It was actually spelled Gustav Johnson. Does that mean that he would have reported to work every day at the Devon Station at 6454 N. Clark St/Devon St.? Also, can you confirm that a “motorman” was the engineer on the trolley and the “conductor” collected the fares?

Thank you for your help David. I am determined to find a photograph of Gustav SOMEWHERE!

Yes, that means he worked out of the Devon station, or car house. And yes, the motorman operated the streetcar, while the conductor collected the fares. We have run lots of pictures in previous posts showing streetcars at or near Devon station. You can find those by typing Devon into the search window at the top of this page.

Thanks.

-David Sadowski


Our resident South Side expert M. E. writes:

Your latest post, Recent Finds Part 2, includes a photo of the carbarn at 38th and Cottage Grove. This photo obviates my wild guess that perhaps the photo ostensibly of the 69th and Ashland carbarn instead might have been the 38th & Cottage barn. (See our previous post Recent Finds, December 2, 2016.)

In the new photo, https://thetrolleydodger.files.wordpress.com/2016/12/dave511.jpg , the bay numbers under the Chicago City Railway logo are 7 and 6. In the previous photo, https://thetrolleydodger.files.wordpress.com/2016/12/dave4891.jpg , the bay number under the logo is 4.

This observation, together with the Campbell barn label (Campbell is nowhere near Cottage Grove), cements my opinion that you are correct saying the previous photo is of the 69th and Ashland carbarn.

None of which solves the mysteries of why there are so many 4 Cottage Grove cars at the 69th and Ashland barn, and how they got there from Cottage Grove.

It’s a mystery, alright… hopefully one we will eventually clear up, thanks!


Kenneth Gear writes:

Hi David. I’ve been falling behind on my reading lately and just today read the latest Trolley Dodger “Recent Finds 2”.

I was very interested in the photo of Hagerstown & Frederick Railway freight motor # 5.

Back in 2008 while chasing and photographing the Maryland Midland RR train UBHF from Union Bridge to Highfield, I was surprised to find H&F freight motor #5 displayed at the former site of the H&F Thurmont Station along Main Street.

It was apparently under going restoration at the time. The building in the background is a former H&F electric sub station. I’m not sure how this restoration has progressed in the ensuing years, but here is the photo I took back on March 9, 2008:

hagerstown-and-frederrick-rr-freight-motor-at-power-sub-station-thurmont-md-3-9-08

Thanks! Good to know this car was saved. Here’s what Don’s Rail Photos says: “5 was built by H&F in 1920. It was retired in 1955 and went to Shade Gap Electric Ry. It then was returned to home by H&F Ry Historical Society.”

About the line in general, Don Ross adds:

“It’s hard to describe the H&F since it seems to be more of a country trolley than an interurban line. Yet they did operate freight service and covered some 76 miles of line in western Maryland. It was the last passenger interurban east of Chicago. The H&F was a consolidation of several lines dating back to 1902. They joined together in 1913. Abandonments began in 1932. In 1938 the main line was cut so that there were two separate sections, one at Hagerstown, and the other at Frederick. The Hagerstown line finally quit in 1947, but the Frederick to Thurmont passenger service lasted until February 20, 1954. Freight service was later dieselized but lasted only until 1958.”

I checked and it looks like the car went from the Rockhill Trolley Museum to Thurmont in 2006. The car is now owned by the City and there are trucks under the body.

As for the Shade Gap name, here is how the Wikipedia explains it:

The museum operates what has been historically referred to as the Shade Gap Electric Railway to demonstrate the operable pieces in its collection. “Shade Gap” refers to the name of a branch of the East Broad Top Railroad, from whom the museum leases it property.

-David Sadowski


Charles Turek writes:

re: Recent Finds, Part 2 – image dave513.jpg

Having grown up at 27th & Harvey in Berwyn, IL, effective walking distance from Austin/Cermak in the 1950s, I can confirm the station is, indeed, Austin on the Douglas Park line. The distinctive chain gate, which was atypical for the line, was my first clue. I used to find this gate fascinating to watch and enjoyed hearing the pulleys (in the towers on each side of Austin) crank it up and down. This was a very busy area in those days and the chain gate was effective in stopping traffic in both lanes that would otherwise attempt to get past standard gates to make the signals at Cermak Road. Nonetheless, the gateman who holed up in the little house in front of the station was still necessary.

Love your web pages and visit them often.


Stained Glass from New York’s Third Avenue El

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p1070342

FYI, to raise money to help fund the original research we do on this site, we are selling two unique artifacts— decorative stained glass, circa 1878, from stations on the old IRT Third Avenue El in New York, which was torn down in 1955. We purchased these several years ago from a noted New York collector.

You can check out our eBay auction here. This may be your only opportunity to own a true piece of history from that fabled line, which has yet to be replaced more than 60 years after it was abandoned.

Thanks.


New Book Project

We are now working on a new paperback book Chicago Trolleys, that we expect will be published in 2017. Original research does cost money, so please consider making a donation to cover our costs. We will keep you updated as we progress, and thank you in advance for your help.


Help Support The Trolley Dodger

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This is our 170th 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 228,000 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. You can make a contribution there as well.

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

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9 thoughts on “Recent Finds, Part 2

    • As much as I wish that had been the case, especially in light of subsequent development at Harlem and Cermak, cutting back the line from Oak Park Avenue to 54th was a “win-win” in 1952 for both the CTA and Berwyn. The CTA felt that the outer end of Douglas had “light” ridership, which would be better handled by bus.

      CTA streetcar service ended at Kenton, the City Limits. Local service west of there was, by 1952, handled by a Chicago & West Towns bus route. Cutting back the “L” meant CTA could replace the service with an “interurban” bus, as they called it.

      Meanwhile, the City of Berwyn rented out the former CTA right-of-way (which locals still call the “L” strip) for a very low rate and turned it into much-needed parking lots for the retail stores along Cermak.

      In addition, the CTA was able to eliminate all the grade crossings between 54th and Oak Park Avenue. These were all manually operated, and the labor savings would have been considerable.

      Like

  1. Photo #525. “CTA 4002 is shown heading north on route 49 – Western on July 14, 1953”, I feel Is incorrect.
    1. There is a 1955 Chevrolet on the left, precludes 1953.
    2. 1-Man, Pre-War PCC were assigned in June 1955 (as well as 1-Man Post-Wars), prior to that Western used 2-Man Post-War PCCs only. Went Bus in June 1956.
    3. People standing on the safety island are waiting at the end for the front door boarding of an 1-man car. Prior to 1-Man cars, they waited at the other end for the rear doors.
    4. Although there is no proof, the 55 Chev looks somewhat used, I would say this is a 1956 photo.
    Thanks for providing these great photos.

    Like

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