The Fruits of Our Labors

We salute the people of Texas, who are recovering from one of the worst floods in American history. Here is a classic Dallas streetscape from July 31, 1950, showing Dallas Railway & Terminal Co. double-end PCC 612. Don’s Rail Photos says, “612 was built by Pullman-Standard in 1945, #W6699. It was sold as MTA 3334 in 1959 and sold to Trolleyville in 1991. It was transferred to Lake Shore Electric Ry in 2006. It was sold to McKinney Avenue Transit Authority and stored at Illinois Railway Museum in 2010.” I probably rode this car in Boston in 1977 on the Ashmont-Mattapan line. (John D. Koschwanez Photo)

Labor Day weekend is just around the corner, and I for one am thankful for all our reader contributions to this site. Today, we are featuring more great historic photos from Jack Bejna and Larry Sakar.

I hope that you will appreciate their efforts.

On a personal note, we received a few “author’s copies” of Chicago Trolleys this week. For the first time, I could hold the book in my hand.

It has been an honor and a privilege to write this new book. As with any such endeavor, there is always a lot of blood, sweat, toil, and tears involved. But in a sense, what had been my book is now your book. Now that it is finished, it belongs to you, the reader, and the people of Chicago.

I would like to thank all the various people who contributed photos to the book. In particular, numerous images came from the collections of George Trapp, who has so generously shared them with this blog in the past.

Being a very modest person, he did not even ask for an individual “by-line” for each picture, just a “thank you” in the Acknowledgements. But I want to give credit where credit is due. Thanks in large part to George Trapp, Chicago Trolleys is a much better book than would otherwise be the case, for which I am most appreciative.

-David Sadowski

PS- You can save $4 by pre-ordering Chicago Trolleys before Tuesday, September 5th. Right now, as part of our special introductory offer, we are providing free shipping within the United States. The shipping rates for books ordered starting on the 5th will be increased by $4 per book, so get your orders in today. Books will be shipped on or about the September 25th release date.

Recent Correspondence

Jack Bejna writes:

The Fifth Avenue Terminal (original name) was built by the West Side elevated Railroad in 1904 to provide a terminal for rush hour L train traffic. In 1905, the terminal also started hosting trains of the CA&E railroad. In the early days over 100 rush hour trains were common. The terminal had four tracks serving two platforms and was the only downtown Chicago terminal ever used by the CA&E. When the CA&E stopped using the terminal in 1953 because of construction of the Congress Street Expressway and the resulting loss of the CTA Garfield Park elevated line, the terminal was closed and later demolished in 1955.

Photos of the terminal and adjacent tracks are few and far between, and for the most part the quality of the photos is less than what I hoped to find. Never the less, here are a number of Photoshopped images of the terminal, tracks, and trains I was able to find. As an aside, the bridge over the Chicago River (2 parallel spans) was the first Scherzer Rolling Lift Bridge installed anywhere.

The original Wells Street Terminal facade.

The original Wells Street Terminal facade.

The same facade, revised in the late 1920s.

The same facade, revised in the late 1920s.

The Wells Street Terminal, street side.

The Wells Street Terminal, street side.

The terminal, looking east.

The terminal, looking east.

The north track, looking east.

The north track, looking east.

The south track, looking east.

The south track, looking east.

The four-track terminal, looking east.

The four-track terminal, looking east.

The terminal, looking west. 457 and 458 are seen, which means the picture is from 1945-53.

The terminal, looking west. 457 and 458 are seen, which means the picture is from 1945-53.

The terminal tracks, looking west.

The terminal tracks, looking west.

The terminal tower, looking west.

The terminal tower, looking west.

The terminal tower, looking west.

The terminal tower, looking west.

An eastbound CA&E train enters the terminal.

An eastbound CA&E train enters the terminal.

A westbound train (in the distance) leaves the terminal. The tracks at right connected with the Loop “L” via Van Buren to the south of the terminal.

The Chicago River bridge, which was really two bridges side by side.

The Chicago River bridge, which was really two bridges side by side.

An eastbound train crossing the Chicago River.

An eastbound train crossing the Chicago River.

CA&E 38 heads up a westbound train leaving the terminal.

CA&E 38 heads up a westbound train leaving the terminal.

1950 Speedrail Disaster

The tragic result of a head-on collision between two Speedrail cars on a blind curve on September 2, 1950. Heavyweight cars 1192-1193, at left, ran into lightweight articulated cars 39-40. Ten people were killed and dozens were injured.

The tragic result of a head-on collision between two Speedrail cars on a blind curve on September 2, 1950. Heavyweight cars 1192-1193, at left, ran into lightweight articulated cars 39-40. Ten people were killed and dozens were injured.

Larry Sakar writes:

Saturday, September 2nd marks the 67th anniversary (to the exact day) of the 1950 Speedrail accident during the NMRA convention in Milwaukee. I’ve put together a group of pictures for The Trolley Dodger of and related to that event.

Speedrail founder and president Jay E. Maeder poses with lightweight duplex 39-40 at Hales Corners Hillcrest loop just before starting the return trip to Milwaukee. The NMRA had specifically requested the ex TMER&L 1100 series heavy duplex trains (1180-1199) and that the charter be on the Hales Corners line because both represented a”classic” interurban and interurban line vs. the Waukesha line which was double track and more suburban . Why Maeder would take the tremendous risk of mixing a lightweight train among heavy duplexes was never explained. The car had been repainted by Speedrail employee David Strassman at Maeder’s request the night (9/1/50) before the trip. It featured a striking new application of Speedrail’s orange and maroon colors.

With his train 22 minutes behind schedule , Maeder and his regular motorman assigned to this trip, George Wolter decided to “play it safe” and pull into the Greenwood Jct. siding since they knew the regular southbound run to Hales Corners was on its way. Greenwood Jct. was a siding that had seen almost no use. It was the junction with the 5.5 mile westward extension of the Lakeside Belt Line from Powerton Jct. The Belt line was used to haul coal to the Lakeside power plant in St. Francis, Wi. The connection to the East Troy-Burlington line at Greenwood which was one block south of W. Howard Ave. also made it possible for freight coming from Racine via the M-R-K Milwaukee-Racine-Kenosha Line to the Rapid Transit freight terminal at 10th & St. Paul near the never-completed subway downtown. Here we see car 300 piloted by motorman Tom Burke passing the siding leading to the Belt Line. The photographer was William Wight, a 27 year old employee of the Kalmbach Publishing Co. He did not live to see his photo. He was killed in the crash about 10 minutes later. His camera was recovered from the wreck and the film developed. George Gloff who was a Speedrail employee and was on Maeder’s train gave me this photo. He went on to a very distinguished career as Art Director for Kalmbach Publishing Co.

One question that readers might ask is why, if Maeder and is motorman decided to play it safe by going into a siding, as they were 22 minutes behind schedule, that the fatal crash happened just 10 minutes later?

Larry:

After pulling out of Greenwood Jct. Maeder continued north. He was not planning on stopping at Oklahoma Ave., as he claimed he had been given clearance all the way to West Jct. by the dispatcher. However, Senior motorman John Heberling had the siding lined for Maeder’s train so he had to pull in. Heberling was in charge of training new motorman and had been a long time TMER&L employee. He knew Trip #4 with heavy duplex 1192-93 was due southbound within a few minutes so he thought it best to check with the dispatcher and make sure it was OK for Maeder to proceed. Maeder had a fit, and ordered Heberling to reset the siding and let him out at once! One does not argue with the head of the company if one wants to remain employed there so John did as he was told. No more than 15 seconds after Maeder left he heard the wailing of interurban horns and instantly knew what happened. He looked up at the Nachod signal on the pole across Oklahoma Avenue and saw that it was red. Heberling had no idea that Maeder had received clearance to West Jct. nor did he know that Tennyson had changed Maeder’s orders that all trains call-in from every siding to what he (Tennyson) had set up previous to 9/2 and supposedly had agreed on with Maeder. Those orders called for trains to call-in only if they got into trouble. LeRoy Equitz, motorman of 1192-93 was told this when he stopped at West Jct. But when he stopped at Brookdale siding northbound Tennyson did not tell Maeder he had changed the orders. I think if he had Maeder would have fired him on the spot! So Maeder thought Equitz would wait at West Jct. having been told by the dispatcher that he was on the way north. Unfortunately, Equitz was told only to go by signal indication. Having gotten the white light at West Jct. he headed south. If Maeder had not extended the photo stop at Hillcrest loop in Hales Corners where he arrived behind schedule and despite agreeing that there would be no photo stops northbound then “giving in” when the fans on his train asked for one, he would not have been behind schedule. He didn’t want to disappoint his fellow railfans and model railroaders. So I guess you could say it was a very unfunny comedy of errors that had fatal results. Both Maeder and Tennyson were to blame at least as I see it. Much of this was the “last straw” in the feud that had been going on between them since October of 1949.

This is the wreck site. It was between W. Arthur and W. Cleveland Aves. parallel to S. 100th St. Shrubs, a hill and a curve made it impossible for opposing trains to see each other in time to stop. This is lightweight duplex 45-46. I don't know who took the picture or if this was before or after 9/2/50.

This is the wreck site. It was between W. Arthur and W. Cleveland Aves. parallel to S. 100th St. Shrubs, a hill and a curve made it impossible for opposing trains to see each other in time to stop. This is lightweight duplex 45-46. I don’t know who took the picture or if this was before or after 9/2/50.

Heavy duplex 1192-93 coming southbound completely overrode car 39 the lead car on the northbound train which was being operated by Jay Maeder. The motorman of 1192-93 was LeRoy Equitz. Car 39 was demolished for nearly 3/4 its length. It was so badly damaged that it was pushed off the right-of-way along with the rear car car 40 which was not damaged. The 10 fatalities occurred in car 39.

Heavy duplex 1192-93 coming southbound completely overrode car 39 the lead car on the northbound train which was being operated by Jay Maeder. The motorman of 1192-93 was LeRoy Equitz. Car 39 was demolished for nearly 3/4 its length. It was so badly damaged that it was pushed off the right-of-way along with the rear car car 40 which was not damaged. The 10 fatalities occurred in car 39.

Larry Sakar adds (regarding the picture above):

I’m not sure who those people are rummaging around in the wreck. It’s hard to believe the site wouldn’t have been cordoned off to prevent looting. Perhaps they were police personnel who were rounding up personal belongings. It’s not in any of the pictures I sent you but in some shots of the wreck looking north you see a second heavy duplex behind 1192-93. That is duplex 1184-85 trip #5 from Milwaukee. The passengers aboard that car were told about the accident when they reached West Jct. The train then proceeded slowly toward the wreck site where the able bodied NMRA members got off and walked to the wreck site to lend assistance in the rescue efforts. You know it had to be a horrible sight.

Once all of the trapped injured and dead had been removed from the wreck 1184-85 coupled on to 1193 the rear car on Equitz’s southbound car and tried to pull the wreck apart. It did not succeed. A Wisconsin National Guard tow truck had to pull the wreck apart. 1192-93 was covered with a tarp and hauled down to the Public Service Bldg. in the dark of night. It was initially kept in the back of the building where passengers boarding cars for Waukesha, West Jct. or Hales Corners could not see it. Once all of the investigations were completed it was again transported in the dark of night to the Waukesha Gravel Pit.

1192-93 figured into Speedrail history unwantedly on December 20th, 1950. Two teenaged vandals trespassing at the gravel pit went inside the train. The boys got cold so the geniuses decided they’d warm up by starting a fire in the rear car (1193).. he fire got out of hand and they were lucky to escape the car. The fire gutted 1193. I don’t know if Trustee Bitker pursued criminal charges against them but he certainly should have if he didn’t.

In this Lew Martin photo we see car 40 laying on its side after being pushed off the right-of-way. Lew said he was confronted by a man who identified himself as a “railroad detective” and ordered off the property or he would be arrested.

Two years have passed since the accident and the Speedrail line is being scrapped. Note the ties minus rails. Here we see Lee Brehmer (a friend of former Milwaukee resident Al Buetschle, who saved Milwaukee streetcar 978) at the crash site. holding up one of the doors from car 39. Today, the site has been completely obliterated by the National Ave. on and off ramps of the I-894 freeway.

Two years have passed since the accident and the Speedrail line is being scrapped. Note the ties minus rails. Here we see Lee Brehmer (a friend of former Milwaukee resident Al Buetschle, who saved Milwaukee streetcar 978) at the crash site. holding up one of the doors from car 39. Today, the site has been completely obliterated by the National Ave. on and off ramps of the I-894 freeway.

Traces of Greenwood Jct. still remain. I took the next 4 photos. In this picture I was trying to position myself at the approximate point where the siding and Hales Corners mainline met. In the 66 years since Speedrail was abandoned, a second set of power transmission towers was added on the abandoned r.o.w. and the original towers moved, so trying to find an exact spot can be difficult. To the right you can see where the land comes into the arrow-straight abandoned r.o.w.. So this would have been about where the tracks met. These photos were taken in the 1990's.

Traces of Greenwood Jct. still remain. I took the next 4 photos. In this picture I was trying to position myself at the approximate point where the siding and Hales Corners mainline met. In the 66 years since Speedrail was abandoned, a second set of power transmission towers was added on the abandoned r.o.w. and the original towers moved, so trying to find an exact spot can be difficult. To the right you can see where the land comes into the arrow-straight abandoned r.o.w.. So this would have been about where the tracks met. These photos were taken in the 1990’s.

I've walked across the r.o.w. toward the western most set of power lines. The car seen passing in the center left background is eastbound on W. Howard Ave.

I’ve walked across the r.o.w. toward the western most set of power lines. The car seen passing in the center left background is eastbound on W. Howard Ave.

Looking south toward the junction from W. Howard Ave. The transmission tower in the right center background is at the approximate point where the 2 lines met.

Looking south toward the junction from W. Howard Ave. The transmission tower in the right center background is at the approximate point where the 2 lines met.

I'm now looking north on the abandoned r.o.w. from the south side of W. Howard Ave.

I’m now looking north on the abandoned r.o.w. from the south side of W. Howard Ave.

Other sections of the abandoned Hales Corners line r.o.w. are still very visible. Here you see the crossing of W. Layton Ave. looking south. In the 1930's a line was built southeast from this point for transporting work crews to the abuilding village of Greendale. The line was dismantled upon completion of construction.

Other sections of the abandoned Hales Corners line r.o.w. are still very visible. Here you see the crossing of W. Layton Ave. looking south. In the 1930’s a line was built southeast from this point for transporting work crews to the abuilding village of Greendale. The line was dismantled upon completion of construction.

The black truck pulling the trailer is at the approximate spot where the Hales Corners station used to stand. You are looking south along S. 108th St. aka Hwy 100 and the truck is westbound on W. Janesville Rd. Hwy. 100 was widened after the abandonment of Speedrail and its two right-hand northbound lanes occupy the Hales Corners line r.o.w.

The black truck pulling the trailer is at the approximate spot where the Hales Corners station used to stand. You are looking south along S. 108th St. aka Hwy 100 and the truck is westbound on W. Janesville Rd. Hwy. 100 was widened after the abandonment of Speedrail and its two right-hand northbound lanes occupy the Hales Corners line r.o.w.

One block further south is where interurbans headed for East Troy or Burlington turned onto North Cape Rd. Following the abandonment of the East Troy line in 1939 the line was cut back to a newly constructed loop 1/2 mile west of this point called Hillcrest. No trace of Hillcrest loop exists today. The site is now occupied by a home improvement store.

One block further south is where interurbans headed for East Troy or Burlington turned onto North Cape Rd. Following the abandonment of the East Troy line in 1939 the line was cut back to a newly constructed loop 1/2 mile west of this point called Hillcrest. No trace of Hillcrest loop exists today. The site is now occupied by a home improvement store.

“Beautiful downtown Hales Corners” in the 1920’s.. This photo courtesy of John Schoenknecht of the Waukesha County Historical Society shows hales Corners in the “Roaring ’20’s”. You are looking west from W. Forest Home Ave. across Highway 100 and up North Cape Rd. The line to Burlington and East Troy comes from the left (southbound) and turns west. In later years the track configuration was changed.

Standing at almost that same spot today, Forest Home Ave. has taken over what was North Cape Rd. Although you can't see it in this picture a McDonald's occupies the empty lot seen in the left front of photo 14 and a Culver's (another fast food chain) occupies the same space directly across the street. The gas station seen in the right center of photo 14 and all of the surrounding buildings are long gone. Their space is now occupied by the south end of a used car lot for a local automobile dealer.

Standing at almost that same spot today, Forest Home Ave. has taken over what was North Cape Rd. Although you can’t see it in this picture a McDonald’s occupies the empty lot seen in the left front of photo 14 and a Culver’s (another fast food chain) occupies the same space directly across the street. The gas station seen in the right center of photo 14 and all of the surrounding buildings are long gone. Their space is now occupied by the south end of a used car lot for a local automobile dealer.

Speedrail lightweight car 39 was smashed for 3/4 the length of the car by heavy duplex 1192-93 in the 9-2-50 fatal accident. Car 40, the rear car of this lightweight duplex was not damaged other than at the articulated joint. The only thing that could be done once rescue and recovery efforts were completed was to shove both halves of 39 & 40 off the embankment and dismantle them on the spot.

Speedrail lightweight car 39 was smashed for 3/4 the length of the car by heavy duplex 1192-93 in the 9-2-50 fatal accident. Car 40, the rear car of this lightweight duplex was not damaged other than at the articulated joint. The only thing that could be done once rescue and recovery efforts were completed was to shove both halves of 39 & 40 off the embankment and dismantle them on the spot.

This is a much better shot of the intersection of Highway 100 & Forest Home Ave. in the 1990's. The electric transmission towers are approximately where the TM r.o.w. was but that tower does not match the one in the same spot in the 1920's photo.

This is a much better shot of the intersection of Highway 100 & Forest Home Ave. in the 1990’s. The electric transmission towers are approximately where the TM r.o.w. was but that tower does not match the one in the same spot in the 1920’s photo.

In this photo I've moved just a few feet further west to get in more of the curve and the north side of the street. This is an extremely bust stretch of roadway but I'm sure not one motorist had any ideas of what had once run next to those electric transmission towers.

In this photo I’ve moved just a few feet further west to get in more of the curve and the north side of the street. This is an extremely bust stretch of roadway but I’m sure not one motorist had any ideas of what had once run next to those electric transmission towers.

The late Ernie Maragos of Racine, Wisconsin took this photo of Milwaukee & Suburban Transport Corp. streetcar 978 in 1957. The eastbound car has just crossed the Milwaukee River on the bridge in the background and will stop at N. Water St. about a half block out of the picture at left. The large building seen behind the 978 is the Germania Bldg. on the southwest corner of N. Plankinton Ave. and W. Wells St. The domes with what look like spears were meant to simulate German Pith helmets. Due to anti-German sentiment during WW I the owner, Henry Brumder changed the name of the building to the Brumder Bldg. Brumder was a newspaper publisher who printed German language newspapers for Milwaukee's large German population. The "Germania" name was restored in the 1980's and the building given a complete renovation. The publishing of newspapers had ended many years before and the former printing press area in the basement was converted to a parking garage for the 4 top executives of Security Savings & Loan Assoc. on the northeast corner of 2nd & Wisconsin (adjacent to where the North Shore city carline ended). I worked for Security S&L for almost 20 years, then went to work for the bank that bought out Security in 1997. The 978 was saved by former Milwaukee resident Al Buetschle for the Wauwatosa Kiwanis Club. When they changed their mind, ownership reverted to him. When he left Milwaukee in 1961 to pursue a job in Northern California the car went to the Mid-Continent Railway Museum in North Freedom, Wi. The group that formed the East Troy Trolley Museum in 1972 - TWERHS, The Wisconsin Electric Railway Historical Society was formed at Mid-Continent and split off in 1967. Mr. Buetschle now resides in Contra Costa County, Ca. 60 miles northeast of San Francisco.

The late Ernie Maragos of Racine, Wisconsin took this photo of Milwaukee & Suburban Transport Corp. streetcar 978 in 1957. The eastbound car has just crossed the Milwaukee River on the bridge in the background and will stop at N. Water St. about a half block out of the picture at left. The large building seen behind the 978 is the Germania Bldg. on the southwest corner of N. Plankinton Ave. and W. Wells St. The domes with what look like spears were meant to simulate German Pith helmets. Due to anti-German sentiment during WW I the owner, Henry Brumder changed the name of the building to the Brumder Bldg. Brumder was a newspaper publisher who printed German language newspapers for Milwaukee’s large German population. The “Germania” name was restored in the 1980’s and the building given a complete renovation. The publishing of newspapers had ended many years before and the former printing press area in the basement was converted to a parking garage for the 4 top executives of Security Savings & Loan Assoc. on the northeast corner of 2nd & Wisconsin (adjacent to where the North Shore city carline ended). I worked for Security S&L for almost 20 years, then went to work for the bank that bought out Security in 1997. The 978 was saved by former Milwaukee resident Al Buetschle for the Wauwatosa Kiwanis Club. When they changed their mind, ownership reverted to him. When he left Milwaukee in 1961 to pursue a job in Northern California the car went to the Mid-Continent Railway Museum in North Freedom, Wi. The group that formed the East Troy Trolley Museum in 1972 – TWERHS, The Wisconsin Electric Railway Historical Society was formed at Mid-Continent and split off in 1967. Mr. Buetschle now resides in Contra Costa County, Ca. 60 miles northeast of San Francisco.

Down Three Dark Streets

I recently watched the 1954 crime drama Down Three Dark Streets, a pretty solid film starring Broderick Crawford, and noticed some interesting shots of the short Pacific Electric subway and the Glendale-Burbank double-end PCCs. This film was released about a year before the line was abandoned.

FBI agents are tailing a gangster’s moll as she tries to shake them on her way to her boyfriend’s hideout. She goes down into the PE subway terminal, gets on one car, switches to another, and then rides out to the end of the line.

In this film, at least, the double-end PCCs have a foghorn, reminding me of the “Blimp” cars. Not sure if this was ture in real life. At one point, an FBI agent refers to the “number three interurban,” although I doubt that the PE called it anything other than the Glendale-Burbank line.

The PCCs are shown really zipping along. Car 5000 is visible. Don’s Rail Photos says: “5000 was built by Pullman-Standard in October 1940, #W6642. It was retired in 1956 and was sold as Ferrocarril Gen Urquiza M.1500 and made modifications in 1959. It was retired in short time.” After having been stored in the samp subway tunnel for three or four years, the PCCs had badly deteriorated even though they were only used in service for about 15 years.

Here are some screen-shots:

Pre-Order Our New Book 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.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping. Introductory Special: Order before September 5, and shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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More CA&E in Color

CA&E 410 (plus one), westbound at Fifth Avenue in Maywood.

CA&E 410 (plus one), westbound at Fifth Avenue in Maywood.

A friend recently gave me a stack of Chicago Aurora & Elgin slides, which make up the bulk of today’s post. Some we have run before, but I don’t think too many of you will mind seeing them again, this time from a different source. Others, you haven’t seen.

Scanning an image is just a starting point in this whole process. Mostly, these were dupe slides made using Kodachrome, which is not what commercial labs used for this purpose. A regular lab would have used special low-contrast Ektachrome duplicating film.

Contrast is your enemy when copying things film-to-film, and Kodachrome is contrasty– great for original slides, not as good for dupes. So these were likely homemade dupes, and a lot of them were not color-corrected. I spent a great deal of time working these over in Photoshop, but in some cases, imperfections remain.

I don’t think there is a single image that I didn’t try to improve in some way, and I included a few of the original scans, just to show you how some of them looked before corrections were applied.

As always, if you have location information, or other factual tidbits to share, don’t hesitate to either leave a Comment on this post, or drop us a line at:

thetrolleydodger@gmail.com

Enjoy!

-David Sadowski

PS- Each image has a unique number. When referring to individual images, please use the image name/number, i.e. pict763. To find this, hover your mouse over the image.

CA&E 456 on a snowy Chicago day. I'm wondering if this is Wells Street Terminal.

CA&E 456 on a snowy Chicago day. I’m wondering if this is Wells Street Terminal.

A CA&E train headed up by one of the ex-North Shore Line woods that CA&E purchased in 1946. This one could be car 141. The train is heading west, crossing over Union Station.

A CA&E train headed up by one of the ex-North Shore Line woods that CA&E purchased in 1946. This one could be car 141. The train is heading west, crossing over Union Station.

A six-car CA&E train at the Halsted curve.

A six-car CA&E train at the Halsted curve.

CA&E 428 plus one at Pulaski Road on the Garfield Park "L".

CA&E 428 plus one at Pulaski Road on the Garfield Park “L”.

A classic view of the CA&E in Elgin, with a beautiful reflection from the Fox River. A sign advertises the Rialto Theatre, which burned down in 1956. The fiim being advertised, The Big Sky starring Kirk Douglas, was released in August 1952, which is most likely when this picture was taken. George Foelschow adds: "Four cars at the Elgin terminal. This must be a fantrip, as single cars were the rule on the Elgin branch, except for weekday rush hours and Sunday afternoons for visitors to the Elgin State Hospital."

A classic view of the CA&E in Elgin, with a beautiful reflection from the Fox River. A sign advertises the Rialto Theatre, which burned down in 1956. The fiim being advertised, The Big Sky starring Kirk Douglas, was released in August 1952, which is most likely when this picture was taken. George Foelschow adds: “Four cars at the Elgin terminal. This must be a fantrip, as single cars were the rule on the Elgin branch, except for weekday rush hours and Sunday afternoons for visitors to the Elgin State Hospital.”

310 on a fantrip on the Mt. Carmel branch. I believe the date was 1955.

310 on a fantrip on the Mt. Carmel branch. I believe the date was 1955.

A westbound CA&E train crossing over the C&NW/PRR at Rockwell, shortly before sundown.

A westbound CA&E train crossing over the C&NW/PRR at Rockwell, shortly before sundown.

CA&E 426 near West Chicago, on its way to the Aurora terminal. (A. C. Kalmbach Photo)

CA&E 426 near West Chicago, on its way to the Aurora terminal. (A. C. Kalmbach Photo)

A CA&E train crossing over Route 83 in 1955. (A. C. Kalmbach Photo)

A CA&E train crossing over Route 83 in 1955. (A. C. Kalmbach Photo)

CA&E 403 at the Wheaton station. (Steven P. Hyett Photo)

CA&E 403 at the Wheaton station. (Steven P. Hyett Photo)

CA&E 415 at Wheaton Yard, in War Bond livery (probably during the Korean War). (Stephen P. Hyett Photo)

CA&E 415 at Wheaton Yard, in War Bond livery (probably during the Korean War). (Stephen P. Hyett Photo)

CA&E 20 at Wheaton Yard. This car is now at the Fox River Trolley Museum in South Elgin. (Stephen P. Hyett Photo)

CA&E 20 at Wheaton Yard. This car is now at the Fox River Trolley Museum in South Elgin. (Stephen P. Hyett Photo)

CA&E bus 101 at Wheaton Yard. (Stephen P. Hyett Photo)

CA&E bus 101 at Wheaton Yard. (Stephen P. Hyett Photo)

CA&E loco 2001 in Maywood. (Stephen P. Hyett Photo)

CA&E loco 2001 in Maywood. (Stephen P. Hyett Photo)

CA&E 427 at the Aurora Terminal. (Stephen P. Hyett Photo)

CA&E 427 at the Aurora Terminal. (Stephen P. Hyett Photo)

CA&E 421 at the Wheaton station. (Stephen P. Hyett Photo)

CA&E 421 at the Wheaton station. (Stephen P. Hyett Photo)

A CA&E train at the Sacramento curve on the Garfield Park "L". You can see that construction is already underway at left on a ramp that will connect with the temporary trackage in Van Buren Street, which was used from 1953-58 (but not by the interurban, which cut back service to Forest Park). The area to the right of the ramp is where the new Congress Expressway was to be built. This picture was probably taken circa 1952. George Foelschow: " The view is looking northeast, presumably from the Sacramento station platform, not southeast."

A CA&E train at the Sacramento curve on the Garfield Park “L”. You can see that construction is already underway at left on a ramp that will connect with the temporary trackage in Van Buren Street, which was used from 1953-58 (but not by the interurban, which cut back service to Forest Park). The area to the right of the ramp is where the new Congress Expressway was to be built. This picture was probably taken circa 1952. George Foelschow: ” The view is looking northeast, presumably from the Sacramento station platform, not southeast.”

This looks to be the same train as in the previous picture, taken a few seconds later. CA&E 460 is at the head of a westbound Aurora-Batavia Limited.

This looks to be the same train as in the previous picture, taken a few seconds later. CA&E 460 is at the head of a westbound Aurora-Batavia Limited.

CA&E 414 is at the head of a westbound Aurora-Batavia Limited train at one of the west side Garfield Park "L" stations. This and the next few pictures were all taken at this same location, a station near a curve. The consensus is this is the Kedzie station, which was near a curve. CA&E trains stopped there, which would have given the photographer more time to get a shot of each car. We are looking east, and the Sacramento curve is in the distance about two blocks away.

CA&E 414 is at the head of a westbound Aurora-Batavia Limited train at one of the west side Garfield Park “L” stations. This and the next few pictures were all taken at this same location, a station near a curve. The consensus is this is the Kedzie station, which was near a curve. CA&E trains stopped there, which would have given the photographer more time to get a shot of each car. We are looking east, and the Sacramento curve is in the distance about two blocks away.

CA&E wood car 34 heads up this westbound train.

CA&E wood car 34 heads up this westbound train.

CA&E 318 is at the front of a three-car westbound train.

CA&E 318 is at the front of a three-car westbound train.

Two "Roarin' Elgin" trains pass on the Garfield Park "L". Cliff W. says we are "looking east from Pulaski with the single crossover just east of the station visible."

Two “Roarin’ Elgin” trains pass on the Garfield Park “L”. Cliff W. says we are “looking east from Pulaski with the single crossover just east of the station visible.”

CA&E 457 heads a westbound train at Kilbourn.

CA&E 457 heads a westbound train at Kilbourn.

CA&E 458 heads westbound at Laramie, along with two other curved-sided cars, all built in 1945 by St. Louis Car Company.

CA&E 458 heads westbound at Laramie, along with two other curved-sided cars, all built in 1945 by St. Louis Car Company.

CA&E 459. George Foelschow: "This is the Collingbourne flag stop on a banked curve on the Elgin branch, presumably on a fantrip."

CA&E 459. George Foelschow: “This is the Collingbourne flag stop on a banked curve on the Elgin branch, presumably on a fantrip.”

CA&E 459 at Raymond Street in Elgin, June 9, 1957.

CA&E 459 at Raymond Street in Elgin, June 9, 1957.

CA&E 451. Mike Schattl: "The location is the bridge over the CNW in Wheaton."

CA&E 451. Mike Schattl: “The location is the bridge over the CNW in Wheaton.”

CA&E 423 (plus one) head east towards Chicago, while a freight is on a nearby spur line. Bill Shaptokin says this and the next two pictures are "at Renwick -- interchange with the MILW south of Elgin."

CA&E 423 (plus one) head east towards Chicago, while a freight is on a nearby spur line. Bill Shaptokin says this and the next two pictures are “at Renwick — interchange with the MILW south of Elgin.”

CA&E 3003 and 3004 hauling freight.

CA&E 3003 and 3004 hauling freight.

CA&E 3003 and 3004 hauling freight.

CA&E 3003 and 3004 hauling freight.

3003 and 3004 again, with a fairly substantial (for the CA&E) freight train.

3003 and 3004 again, with a fairly substantial (for the CA&E) freight train.

CA&E 421. Bill Shapotkin says this is "Dunham Rd on the Elgin Branch. The car is E/B."

CA&E 421. Bill Shapotkin says this is “Dunham Rd on the Elgin Branch. The car is E/B.”

The same picture as it looked before color restoration in Photoshop.

The same picture as it looked before color restoration in Photoshop.

A single CA&E car on a single-track right of way, which could mean the Aurora, Batavia, or Elgin branches west of Wheaton.

A single CA&E car on a single-track right of way, which could mean the Aurora, Batavia, or Elgin branches west of Wheaton.

A single car near the Fox River. Bill Shapotkin: "This pic is in Batavia (NOT Aurora). Shot is between Batavia Station and Glenwood Park." On the other hand, George Foelschow writes, "This is most assuredly on the south side of Elgin, near the point of changeover between trolley and third rail. Not for nothing is Elgin, my hometown, called “The Bluff City”, also the name of the municipal cemetery, served at one time by Grove Avenue streetcars."

A single car near the Fox River. Bill Shapotkin: “This pic is in Batavia (NOT Aurora). Shot is between Batavia Station and Glenwood Park.” On the other hand, George Foelschow writes, “This is most assuredly on the south side of Elgin, near the point of changeover between trolley and third rail. Not for nothing is Elgin, my hometown, called “The Bluff City”, also the name of the municipal cemetery, served at one time by Grove Avenue streetcars.”

Nancy Grove Mollenkamp: "This slide was identified by someone in a Wheaton FB group as being taken in 1952 at Jewell Road in Wheaton. Another person in the group said he believed it was looking south. He thinks that is Electric Avenue on the right or west."

Nancy Grove Mollenkamp: “This slide was identified by someone in a Wheaton FB group as being taken in 1952 at Jewell Road in Wheaton. Another person in the group said he believed it was looking south. He thinks that is Electric Avenue on the right or west.”

CA&E cars at Lockwood Yard, including 48 and 314. Cliff W.: "In the wide shot there are Met cars in the right background. This is the south storage track with Flournoy in the foreground."

CA&E cars at Lockwood Yard, including 48 and 314. Cliff W.: “In the wide shot there are Met cars in the right background. This is the south storage track with Flournoy in the foreground.”

CA&E 48 at Lockwood Yard.

CA&E 48 at Lockwood Yard.

CA&E 314 at Lockwood Yard.

CA&E 314 at Lockwood Yard.

This picture may possibly have been taken just west of Laramie.

This picture may possibly have been taken just west of Laramie.

CA&E 459 and 452 are part of an eastbound train somewhere in either Oak Park or Forest Park, where the B&OCT ran parallel to the interurban.

CA&E 459 and 452 are part of an eastbound train somewhere in either Oak Park or Forest Park, where the B&OCT ran parallel to the interurban.

Here, we are looking west along the CA&E right-of-way at possibly Central or Austin. In the rear, you can see a large gas holder in nearby Forest Park. Andre Kristopans: "Photo on ground level with middle track is at Gunderson station. Middle track was so CAE could pass L trains. Abandoned after Westchester L’s were dropped in 1951." Gunderson is a short distance west of Ridgeland. The street was named after the developer who first built homes in this area. The new (early 1900s) development explains why there was a rapid transit stop on a sidestreet. When the CTA rebuilt this line in the late 1950s, they chose not to put a stop at either Gunderson or Ridgeland. Instead, auxilliary entrances were added to the Oak Park and Austin stops, at East Avenue and Lombard, respectively.

Here, we are looking west along the CA&E right-of-way at possibly Central or Austin. In the rear, you can see a large gas holder in nearby Forest Park. Andre Kristopans: “Photo on ground level with middle track is at Gunderson station. Middle track was so CAE could pass L trains. Abandoned after Westchester L’s were dropped in 1951.” Gunderson is a short distance west of Ridgeland. The street was named after the developer who first built homes in this area. The new (early 1900s) development explains why there was a rapid transit stop on a sidestreet. When the CTA rebuilt this line in the late 1950s, they chose not to put a stop at either Gunderson or Ridgeland. Instead, auxilliary entrances were added to the Oak Park and Austin stops, at East Avenue and Lombard, respectively.

Westbound CA&E car 428 crosses the B&OCT in Forest Park. This was also where the Chicago Great Western, now long abandoned, branched off.

Westbound CA&E car 428 crosses the B&OCT in Forest Park. This was also where the Chicago Great Western, now long abandoned, branched off.

The same location as the previous picture, with the iconic gas holder visible. The crossing was located between Harlem and DesPlaines, at approximately the same location where there is now a flyover eliminating this bottleneck.

The same location as the previous picture, with the iconic gas holder visible. The crossing was located between Harlem and DesPlaines, at approximately the same location where there is now a flyover eliminating this bottleneck.

I believe this is DesPlaines Avenue, and we are looking west. This picture was taken before the station was reconfigured in 1953. At this time, the station was located on the east side of DesPlaines, behind the photographer. The Acme Feeds towers, located at 7715 W. Van Buren are visible at right. These towers caught fire in 1980 and were demolished.

I believe this is DesPlaines Avenue, and we are looking west. This picture was taken before the station was reconfigured in 1953. At this time, the station was located on the east side of DesPlaines, behind the photographer. The Acme Feeds towers, located at 7715 W. Van Buren are visible at right. These towers caught fire in 1980 and were demolished.

CA&E 418 is westbound approaching the DesPlaines River, passing by Concordia Cemetery.

CA&E 418 is westbound approaching the DesPlaines River, passing by Concordia Cemetery.

CA&E 454 is westbound, about to cross First Avenue in Maywood.

CA&E 454 is westbound, about to cross First Avenue in Maywood.

Commonwealth Edison just west of the DesPlaines River. Meanwhile, 452 heads west.

CA&E 429 heads east near the Commonwealth Edison just west of the DesPlaines River. Meanwhile, 452 heads west.

One of the St. Louis-built 1945 cars (454?) crosses First Avenue in Maywood, heading east. We are looking north. There was a Refiner's Pride gas station located between the CA&E and Chicago Great Western tracks, on the west side of First.

One of the St. Louis-built 1945 cars (454?) crosses First Avenue in Maywood, heading east. We are looking north. There was a Refiner’s Pride gas station located between the CA&E and Chicago Great Western tracks, on the west side of First.

Shapotkin: "Yes, this IS Glen Oak. If you look hard enough, you can see the house I grew up in (at right in the distance)."

A westbound six-car train of CA&E woods stops at Glen Oak. Bill
Shapotkin: “Yes, this IS Glen Oak. If you look hard enough, you can see the house I grew up in (at right in the distance).”

CA&E 310 on a fantrip at Glen Oak.

CA&E 310 on a fantrip at Glen Oak.

CA&E 422 and 434 at Wheaton station.

CA&E 422 and 434 at Wheaton station.

Not sure where this curved-sided CA&E car is. Cliff W.: "The single Saint Louis car going over the bridge is passing over Liberty Street in Wheaton directly north of the shops and approaching the bridge over the C&NW on the Elgin branch. If you look very closely at the far right of the picture you can see a CA&E car sitting in the yard." Bill Shapotkin: "This car is x/o Liberty Drive in Wheaton (on the Elgin Branch): (View looks E/B on Liberty)."

Not sure where this curved-sided CA&E car is. Cliff W.: “The single Saint Louis car going over the bridge is passing over Liberty Street in Wheaton directly north of the shops and approaching the bridge over the C&NW on the Elgin branch. If you look very closely at the far right of the picture you can see a CA&E car sitting in the yard.” Bill Shapotkin: “This car is x/o Liberty Drive in Wheaton (on the Elgin Branch): (View looks E/B on Liberty).”

CA&E 454 is westbound at the bridge over Winfield Creek (on the Elgin branch near Lincoln Avenue).

CA&E 454 is westbound at the bridge over Winfield Creek (on the Elgin branch near Lincoln Avenue).

A CA&E train passes a two-car train of CTA Met "L" cars at the Halsted Curve.

A CA&E train passes a two-car train of CTA Met “L” cars at the Halsted Curve.

The CA&E's Lockwood Yard, also known as "The Orchard," was a small storage area just west of Laramie. This view is looking northwest across the main line.

The CA&E’s Lockwood Yard, also known as “The Orchard,” was a small storage area just west of Laramie. This view is looking northwest across the main line.

CA&E 52 pilots a three-car train of woods on the old Met main line near Racine. You can see the new (in 1953) ramp at left, heading down to the Van Buren Street temporary trackage, which would shortly be put into use. It connected with the "L" structure at Aberdeen. Expressway construction is underway at right.

CA&E 52 pilots a three-car train of woods on the old Met main line near Racine. You can see the new (in 1953) ramp at left, heading down to the Van Buren Street temporary trackage, which would shortly be put into use. It connected with the “L” structure at Aberdeen. Expressway construction is underway at right.

Much the same location as the previous picture, but perhaps a year earlier in 1952, as construction of the ramp has just started. This was very late in the afternoon, and it was difficult to correct for the yellowish-reddish late afternoon light. But don't forget, they called it the "Sunset Lines" for a reason!

Much the same location as the previous picture, but perhaps a year earlier in 1952, as construction of the ramp has just started. This was very late in the afternoon, and it was difficult to correct for the yellowish-reddish late afternoon light. But don’t forget, they called it the “Sunset Lines” for a reason!

Racine station on the old Met main line, with the Throop Street Shops in the background. This picture was taken sometime between 1950 and 1953, as there are some "flat door" 6000s present (along with Met car 2880).

Racine station on the old Met main line, with the Throop Street Shops in the background. This picture was taken sometime between 1950 and 1953, as there are some “flat door” 6000s present (along with Met car 2880).

Throop Street Shops in its last days (1953)

Throop Street Shops in its last days (1953)

CA&E 404 eastbound at Marshfield Junction, where three different Met lines (Douglas, Garfield, Logan Square/Humboldt Park) came together. Note the CA&E-only platform at right.

CA&E 404 eastbound at Marshfield Junction, where three different Met lines (Douglas, Garfield, Logan Square/Humboldt Park) came together. Note the CA&E-only platform at right.

A train of CA&E woods, headed up by 302, goes up the ramp to cross over the C&NW/PRR right-of-way at Rockwell. The "L" was raised up when the line it crossed was elevated onto an embankment. That explains why there are brick bases for some of the "L" support columns.

A train of CA&E woods, headed up by 302, goes up the ramp to cross over the C&NW/PRR right-of-way at Rockwell. The “L” was raised up when the line it crossed was elevated onto an embankment. That explains why there are brick bases for some of the “L” support columns.

The CA&E crossing the C&NW/PRR at Rockwell.

The CA&E crossing the C&NW/PRR at Rockwell.

Not sure of this location. Cliff W. says this we are "at Prince Crossing on the Elgin branch looking west." Bill Shapotkin: "View looks N/W."

Not sure of this location. Cliff W. says this we are “at Prince Crossing on the Elgin branch looking west.” Bill Shapotkin: “View looks N/W.”

CA&E 454 is eastbound at Jewell Road in Wheaton on the Elgin branch.

CA&E 454 is eastbound at Jewell Road in Wheaton on the Elgin branch.

A line-up of cars at Wheaton Yard.

A line-up of cars at Wheaton Yard.

Wheaton yard.

Wheaton yard.

From left to right: 430, 315, 425, and 310 at Wheaton Yard.

From left to right: 430, 315, 425, and 310 at Wheaton Yard.

Some ex-North Shore Line woods are in dead storage at the west end of Wheaton Yard, circa 1954, shortly to be scrapped.

Some ex-North Shore Line woods are in dead storage at the west end of Wheaton Yard, circa 1954, shortly to be scrapped.

Cars 435 and 436, possibly in dead storage at the same location as the previous picture, circa 1953-57 when the CA&E no longer needed so many cars.

Cars 435 and 436, possibly in dead storage at the same location as the previous picture, circa 1953-57 when the CA&E no longer needed so many cars.

CA&E electric locos 2002, 2001, 3003 and 3004 in Wheaton.

CA&E electric locos 2002, 2001, 3003 and 3004 in Wheaton.

CA&E 310 on the west side of Mannheim Road near Roosevelt. The occasion was a fantrip.

CA&E 310 on the west side of Mannheim Road near Roosevelt. The occasion was a fantrip.

According to what's written on this slide, CA&E locos 4004 and 4005 are in North Aurora in August 1952. On the other hand, Bill Shapotkin writes: "This pic is Aurora Ave on the Aurora Branch."

According to what’s written on this slide, CA&E locos 4004 and 4005 are in North Aurora in August 1952. On the other hand, Bill Shapotkin writes: “This pic is Aurora Ave on the Aurora Branch.”

The same picture before color restoration in Photoshop.

The same picture before color restoration in Photoshop.

CA&E 310 in 1955 on the Mt. Carmel branch on a fantrip.

CA&E 310 in 1955 on the Mt. Carmel branch on a fantrip.

CA&E 310 on the same fantrip as the previous picture.

CA&E 310 on the same fantrip as the previous picture.

The previous picture as it appeared before color restoration.

The previous picture as it appeared before color restoration.

The 310 running along the west side of Mannheim near Roosevelt Road.

The 310 running along the west side of Mannheim near Roosevelt Road.

CA&E 406 in fantrip service at State Road on the Batavia branch. Due to the width of the crossing, trains switched from third rail to overhead wire at this location.

CA&E 406 in fantrip service at State Road on the Batavia branch. Due to the width of the crossing, trains switched from third rail to overhead wire at this location.

CA&E 406 and 418 at the end of the line in Aurora.

CA&E 406 and 418 at the end of the line in Aurora.

Loco 2001.

Loco 2001.

Locos 2001, 2002 and train.

Locos 2001, 2002 and train.

CA&E 453 is eastbound at Batavia Junction as a Chicago Local.

CA&E 453 is eastbound at Batavia Junction as a Chicago Local.

CA&E 458 eastbound at Warrenville.

CA&E 458 eastbound at Warrenville.

Recent Correspondence

Hundreds attempt to board the special train at Clark and Lake.

Hundreds attempt to board the special train at Clark and Lake.

Steve DeRose writes:

You have managed to get me in one of your photographs of the 4000s at Clark and Lake (see above).

Here is the shot I got from that image. I did not get a poster. If I had, I would have folded it flat to fit it in my satchel (which you can glimpse hanging from my left shoulder).

I did not ride the 4000s this day. I did ride the 2400s. Most of my photographs (and videos) were shot on the Inner Loop @ Quincy and Wells.

Also, after having a late lunch at Mr. Beef On Orleans, I was walking to the Chicago Brown Line “L” station and espied the 4000s deadheading back to Skokie Shops.

My images are Creative Commons – Noncommercial – Allow Derivative Works – Share Alike. I’m not a copyright czar.

-Steve De Rose 8=)}

My picture originally ran in our post Chicago’s “L” Turns 125 (June 7, 2017). I guess, by looking at your picture, that you are the guy in gray, kneeling behind the person with the white shirt.

Thanks for sharing these pictures with our readers. FYI, the CTA is still selling those same posters through their gift shop, so you still have a chance to get one.

New CD Releases

We are fortunate this time to have two new traction titles to go along with a new steam release:

DC
DC Transit, 1959
# of Discs – 1
Price: $14.95

DC Transit, 1959
Streetcars have now returned to Washington, D.C., but this vintage 1959 hi-fi recording reminds us of the system we once had. This excellent quality recording documents both PCCs and historic car 766 in action, with both trackside sounds and a night ride over private right-of-way to Cabin John. Capital Transit became DC Transit in 1955.

Total time – 49:47


SN
Sacramento Northern Electrics
Pacific Electric
# of Discs – 1
Price: $14.95

Sacramento Northern Electrics
The Sacramento Northern Railway (reporting mark SN) was a 183-mile (295 km) electric interurban railway that connected Chico in northern California with Oakland via the California capital, Sacramento. It ran directly on the streets of Oakland, Sacramento, Yuba City, Chico, and Woodland and ran passenger service until 1941 and freight service into the 1960s. Electric operation ceased in 1965.

These recordings, which make up the bulk of this CD, were made on the SN in 1962, and feature both trolley freight operations, mainly in city streets, plus fantrips using passenger combine 1005, which had been saved for use as a maintenance-of-way car. A very rare recording!

Pacific Electric
We hear the distinctive sounds of the Big Red Cars in their final days of operation on the 20-mile LA to Long Beach line in 1961. Who could have known that, 30 years later, this same line would be reincarnated as “light rail,” running in almost the same exact right-of-way? Pacific Electric may be long gone, but it is certainly not forgotten!

Total time – 49:11

Sacramento Northern Maintenance of Way car 302 at Mallard, California on November 29, 1953 on a Bay Area Electric Railroad Association fantrip. Don's Rail Photos says, "1020 was built by Hall-Scott Motor Car Co in 1913, as OA&E 1020. It became SF-S 1020 in 1920 and SN 1020 in 1928. It was renumbered as MW302 in 1941 and went to Western Railway Museum in 1962." (William R. Smith Photo)

Sacramento Northern Maintenance of Way car 302 at Mallard, California on November 29, 1953 on a Bay Area Electric Railroad Association fantrip. Don’s Rail Photos says, “1020 was built by Hall-Scott Motor Car Co in 1913, as OA&E 1020. It became SF-S 1020 in 1920 and SN 1020 in 1928. It was renumbered as MW302 in 1941 and went to Western Railway Museum in 1962.” (William R. Smith Photo)


NW
Norfolk & Western
Virginia Blue Ridge
# of Discs – 1
Price: $14.95

Norfolk & Western
The bulk of this record documents the final days of steam power on the Norfolk and Western in 1959, both freight operations and the final fantrip with the famous J-611 that truly signaled the end of an era. Except for the occasional fantrip now with the 611, steam may be long gone from the N&W, but it certainly went out in great style, as you will hear on these classic recordings.

The N&W did not even begin the transition to diesel until 1955, being the most notable proponent of steam in the 1950s.

Virginia Blue Ridge
The Virginia Blue Ridge Railway (reporting mark, VBR) was a small, historic short line system tucked away near the base of the Blue Ridge Mountains. Because of this, as well as the road’s secluded nature, it received little coverage and often went unnoticed by rail enthusiasts. However, the VBR offered all the things which made short lines fascinating; friendly service, a leisurely schedule, and small power. It also gained recognition for utilizing steam locomotives into the early 1960s. When first conceived the VBR was envisioned as a logging/timber operation. However, this traffic was short-lived and after nearly going under the railroad returned to prosperity beginning in the 1930s by hauling other natural resources. As the years passed, the VBR’s customer base dwindled and service was eventually discontinued in 1980. The recordings heard here were made in 1959.

Total time – 54:11


Pre-Order Our New Book 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.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping. Shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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This is our 192nd 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 314,000 page views, for which we are very grateful.

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Recent Finds, 8-16-2017

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

Chicago Aurora & Elgin wood car 301 sports a new paint job at Wheaton Yard in August 1959, two years after the end of passenger service. It sits forlornly while waiting for a buyer that never came. Fortunately, some other cars were saved.

We have been hard at work since our last post. Here are lots of great, classic pictures for your consideration.

In addition, we have new CD titles, which include about six hours of classic train audio. This means we have now digitized the complete Railroad Record Club collection and have made these long out-of-print recordings available to a new generation of fans. For each hour of CD audio, there is at least 10 hours of work involved. I hope that you will enjoy the results.

Our new book Chicago Trolleys is now 100% finished and has gone to press. There is also a set of 15 postcards available for a very reasonable price, using selected images from the book. The details are at the end of this post.

Enjoy!

-David Sadowski

CTA one-man streetcar 3144 heads east on Route 16 - Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series "L" cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the "L" to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA one-man streetcar 3144 heads east on Route 16 – Lake Street somewhere between Laramie and Pine Street, while a two-car train of 400-series “L” cars runs at ground level parallel to the streetcar. The time must be near the end of red car service here, which was May 30, 1954, as that is a 1953 or 1954 Cadillac at left. The C&NW signal tower on the embankment is still there today, at about Pine Street, which is where streetcars crossed the “L” to run north of the embankment for a few blocks before terminating at Austin Boulevard, the city limits.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street "L" up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don't know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and "L" cars ran side-by-side was only a few blocks.

CTA 1777 is on Lake Street heading east near Laramie, next to the ramp that once took the Lake Street “L” up to steel structure. A few of the older red trolleys were repainted in this color scheme by CTA, but I don’t know anyone who found this very attractive when compared to what it replaced. The total distance where streetcars and “L” cars ran side-by-side was only a few blocks.

The same location today, at about 5450 West Lake Street.

The same location today, at about 5450 West Lake Street.

A two-car train of CTA 4000s at the west end of the Lake Street "L" in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

A two-car train of CTA 4000s at the west end of the Lake Street “L” in Forest Park. This picture was probably taken circa 1961-62, since you can see that at right, work is already underway on expanding the embankment to create space for a rail yard. On October 28, 1962, the out end of Lake was relocated to the C&NW embankment at left.

Here, we see the Garfield Park "L" temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

Here, we see the Garfield Park “L” temporary tracks on Van Buren at Loomis, looking east on July 1, 1956. Construction on the adjacent Congress Expressway (now Eisenhower) is pretty far along. This operation would continue until the opening of the Congress median line on June 22, 1958.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I'm not sure when the UK double-decker tram made the trip across the Atlantic.

At left, we can see Chicago Pullman 225 under a makeshift shelter at the Seashore Trolley Museum. 225 went there in 1957, but offhand, I’m not sure when the UK double-decker tram made the trip across the Atlantic.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

A night shot from the National Tramway Museum in Crich (UK), which is home to more than 60 trams built between 1900 and 1950.

CTA's line car S-606 at the Dempster terminal of the Skokie Swift (today's Yellow Line). According to Don's Rail Photos, "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." (Photo by Bob Harris) Bob Harris adds, "By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration."

CTA’s line car S-606 at the Dempster terminal of the Skokie Swift (today’s Yellow Line). According to Don’s Rail Photos, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” (Photo by Bob Harris) Bob Harris adds, “By the way, the body of 606 is back in Illinois. When CLS&SB #73 comes out of the restoration shop, 606 goes in. We have the Cincinnati Car Company drawings. But since 606 was virtually destroyed in the November 26, 1977 fire, this will be more of a re-creation rather than a restoration.”

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

Here, we are looking south on State Street from Monroe in 1942. Construction of the State Street Subway is being finished up, with the construction of stairway entrances. New streetcar tracks have been set in concrete, while it looks like some street paving work is still going on. The famous Palmer House is at left. There are a few references to WWII visible, meaning this picture was taken after Pearl Harbor. The subway was put into regular service on October 17, 1943.

A close-up of the previous picture.

A close-up of the previous picture.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan "L", parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

This aerial view shows the old Main Chicago Post Office and the near west side in 1946, before work started on building the Congress Expressway (now Eisenhower), which now runs right through the center of the building. That will give you an idea of just what a massive project this was. The old Metropolitan “L”, parts of which were displaced by the highway, has already curved off to the left, where it can be seen crossing the Union Station train sheds. Two side-by-side bridges carried the four tracks over the Chicago River. Then, tracks split, one part going to the Wells Street Terminal, the other continuing to a connection with the Loop structure at Wells and Van Buren. Now, the CTA Blue Line subway goes underneath the post office and river.

A close-up of the previous picture shows the Met "L" in greater detail. An eastbound two-car "L" train and a red CSL streetcar are visible.

A close-up of the previous picture shows the Met “L” in greater detail. An eastbound two-car “L” train and a red CSL streetcar are visible.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield's excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

In this picture, it looks like the Congress Expressway (now Eisenhower) has just opened, which would date the picture to November 1960. We are looking east near Oak Park Avenue. Many things are unfinished, and traffic is limited to two lanes in each direction (and already very crowded). According to Graham Garfield’s excellent web site, the new Oak Park station opened on March 19, 1960, and the station house was finished on March 27, 1961.

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

Chicago, North Shore & Milwaukee car 772 in 1959 at the barn lead to the Harrison Street Shops in Milwaukee..

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line car 158 is a northbound Waukegan Express on the Shore Line Route at North Chicago, July 4, 1949. This was the also date of an Electric Railroaders Association (ERA) fantrip. 158 was built by Brill in 1915.

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, "This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line."

North Shore Line city streetcar 356 in the 1940s. The consensus is this shows Waukegan, as there was no curve in Milwaukee that matches the buildings in this picture. Jerry Wiatrowski adds, “This is in Waukegan! The photographer is standing on the South side of Belvidere Street looking East/Northeast. The Westbound streetcar is turning off of Marion Street (now South Genesee Street) and will shortly turn right onto South Genesee Street as it travels North thru the center of downtown Waukegan. If I recall correctly, the “s-curve” this streetcar is on was known as “Merchants curve”. The sailors that can be seen in the windows of the car are going to downtown Waukegan from the Great Lakes Naval Base, the South end of the streetcar line.”

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

Randolph Street looking east in the late 1940s. The RKO Palace Theatre, located at 151 West Randolph, is now the Cadillac Palace.

CTA Pullman 106 at South Shops on September 10, 1952.

CTA Pullman 106 at South Shops on September 10, 1952.

A view of the north side of CTA's South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

A view of the north side of CTA’s South Shops on September 10, 1952. In a previous post, we ran a picture of car 4001 taken on this trackage. That picture was taken in the 1930s, and by 1952 it appears one track had been taken out of service.

PS- Here is that photo of 4001, which we previously ran in our post More Chicago PCC Photos – Part Four (10-12-2015):

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

CSL 4001 may be on non-revenue trackage at the north end of South Shops. (Edward Frank, Jr. Photo)

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA's Evanston branch.

This picture was taken on September 9, 1952, looking north from the Main Street station on CTA’s Evanston branch.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the "L" without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

On September 9, 1952, a southbound North Shore Line train, running via the Shore Line Route, stops at Foster Street in Evanston. Here, NSL had its own platform to keep passengers from transferring to the “L” without paying another fare. The stairs descended to a free area. It was not necessary to have a similar platform for northbound riders, as North Shore Line conductors would check tickets on the train.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

A view from the 15th floor of the YMCA Hotel on Wabash Avenue on September 9, 1952.

Another view from the same location.

Another view from the same location.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 - Cottage Grove in this blow-up of the previous image.

From the door configuration, you can tell that this prewar Chicago PCC has been converted to one-man operation. It is running on Route 4 – Cottage Grove in this blow-up of the previous image.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

CTA work car L-203 and various PCCs parked behind South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

A CSL trailer being used as an office at South Shops on September 10, 1952.

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: "In pict662.jpg , your caption says "I believe the destination sign reads 79th and California." No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard."

Here, one-man car 3266 is on the south side (Route 67). The car is at Harvard, heading westbound, and I believe the destination sign reads 79th and California. On the other hand, our resident south side expert M. E. writes: “In pict662.jpg , your caption says “I believe the destination sign reads 79th and California.” No, it is 71st and California. Route 67 was known as 67th-69th-71st; abbreviated, just 69th, because that was the longest stretch. In fact, you might want to revise the caption to note that the photo is at 69th and Harvard.”

69th and Harvard today, looking east.

69th and Harvard today, looking east.

CTA 6193, a "169" or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 6193, a “169” or Broadway-State car, was built by Cummings in 1923. It was converted to one-man operation in 1949 and has suffered some damage in this September 10, 1952 view at South Shops.

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: "In pict664.jpg, you say "on the west side of South Shops." No, this has to be the east side of South Shops. That's because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo." We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the west side of South Shops, September 10, 1952. On the other hand, M. E. writes: “In pict664.jpg, you say “on the west side of South Shops.” No, this has to be the east side of South Shops. That’s because South Shops was on the east side of Vincennes, so its west side faced Vincennes. There is no Vincennes in this photo.” We were just going by the information written in the negative envelope that came with this image, which turns out to be incorrect. Gosh darn those out-of-town photographers!!

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA 4314 and 4304 on the east side of South Shops, September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

CTA prewar PCC 4047 and postwar car 7038 at South Shops on September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

Two CTA freight locos at South Shops, September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA freight loco, possibly L-201, at South Shops on September 10, 1952.

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A CTA wood car at 42nd Place, end of the Kenwood branch, during the 1950s. (Walter Broschart Photo)

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A two car train of singles just north of Main Street in Evanston. #27 is the lead car.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit under wire on the Evanston branch, just north of Main Street. This might be car 47.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A CTA single-car unit heads south from Isabella on the Evanston branch, sometime between 1961 and 1973.

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: "pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track. Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track. One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don't recall any Englewood or Jackson Park trains running express on the middle track along this stretch. By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball)."

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: “pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track.
Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track.
One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don’t recall any Englewood or Jackson Park trains running express on the middle track along this stretch.
By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball).”

A close-up of the previous picture.

A close-up of the previous picture.

North Shore Line city streetcar 509 in August 1941. Don's Rail Photos says, "509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949."

North Shore Line city streetcar 509 in August 1941. Don’s Rail Photos says, “509 was built by St Louis Car in 1909. It was rebuilt to one man and transferred to Waukegan on November 3, 1922. It was used as a waiting room at 10th Street, North Chicago, for a short time in 1947, until a new station could be built at the truncated north end of the Shore Line Route. It was sold for scrap in 1949.”

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

North Shore Line wood car 304, built by American Car in 1910, as it looked in June 1938. It became a sleet cutter in 1939 and was scrapped the following year.

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans' Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 19 at Indiana Harbor on May 1, 1938 during the very first fantrip of Central Electric Railfans’ Association. This car was built by Cummings in 1927. (LaMar M. Kelley Photo)

Gary Railways 22 on May 10, 1940.

Gary Railways 22 on May 10, 1940.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Gary Railways 21 in 1938, signed for 22nd Avenue. It was built by Cummings in 1927.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans' Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Northern Indiana Railways 216 in South Bend, Indiana on June 25, 1939. The occasion was Central Electric Railfans’ Association fantrip #9, which brought people here via the South Shore Line. This deck roof car was built by Kuhlman in 1923.

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans' Association fantrip. (LaMar M. Kelley Photo)

Gary Railways 5, a 1925 Kuhlman product, is shown at Indiana Harbor on May 1, 1938, date of the very first Central Electric Railfans’ Association fantrip. (LaMar M. Kelley Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

Here, we see New Castle Electric Street Railway 352 in Grant Street at the Erie/B&O/P&LE station in New Castle, PA on August 24, 1941. This was a Birney car, a 1919 National product that, to these eyes, reminds me of the Osgood-Bradley Electromobiles of ten years later. All streetcar service in this area was discontinued on December 11, 1941. (W. Lupher Hay Photo)

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City's final (to date) streetcar. Our new audio collection has a "mystery track" on it that may or may not be the Queensboro Bridge trolley. You be the judge. It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

The Queensboro Bridge trolley, which last ran on April 7, 1957, making it New York City’s final (to date) streetcar. Our new audio collection has a “mystery track” on it that may or may not be the Queensboro Bridge trolley. You be the judge.
It takes a serious railfan to distinguish an Osgood Bradley Electromobile, as we see here, from the very similar Brill Master Unit. Parts from sister car 601 are now being used to help the Electric City Trolley Museum Association restore Scranton Transit car 505.

Indianapolis Railways 175 was a Brill "Master Unit" built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill's idea behind the "Master Unit" was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

Indianapolis Railways 175 was a Brill “Master Unit” built in 1934. These were among the last cars built by Brill prior to the pre-PCCs. Brill’s idea behind the “Master Unit” was to create a standardized car, but as it turned out, no two orders placed were exactly alike.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

North Shore Line city streetcar 352 at Harrison Street Shops in Milwaukee, June 1941.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Philadelphia Suburban Transportation Co. (aka Red Arrow) 13, a 1949 product of St. Louis Car Co., in side-of-the-road operation on West Chester Pike, June 2, 1954. Buses replaced trolleys a few days later to allow for the widening of this important thoroughfare.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

Here, Red Arrow 61 approaches the 69th Street Terminal in Upper Darby, sometime in the 1930s. Car 61 was a Brill product from about 1927. Note the man wearing a straw hat, which is something people used to do on hot days.

North Shore Line car 760 in Milwaukee. Don's Rail Photos says: "760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952." Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

North Shore Line car 760 in Milwaukee. Don’s Rail Photos says: “760 was built by Standard Steel Car Co in 1930. It was modernized in 1945 and rebuilt as (a) Silverliner on September 23, 1952.” Since photographer LaMar M. Kelley died on January 5, 1948 (see below), this picture cannot be later than that date.

We don't often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): "Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley's work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal." I object to the author's use of the word "crippled," which implies limitations in someone's life that are more than just physical disabilities. Personally, I think LaMar M. Kelley's photography was quite good, and that he led a life of great accomplishment in his 50 short years.

We don’t often know much about the people who took some of these historic photographs. But here is an obituary of LaMar M. Kelley appeared in the February 1948 issue of Central Headlight, an employee publication of the New York Central railroad. I also found this online (even though it gets the date wrong): “Lamar M. Kelly (d. 1947) of Elkhart IN worked as a helper at the sand house and coal pockets at Elkhart . He was crippled by polio and devoted most his time to rail photography. He traded negatives with Jerry Best who considered Kelley’s work to be of varied quality. Kelley died suddenly in a workplace accident in 1947. His negative collection was sold piecemeal.” I object to the author’s use of the word “crippled,” which implies limitations in someone’s life that are more than just physical disabilities. Personally, I think LaMar M. Kelley’s photography was quite good, and that he led a life of great accomplishment in his 50 short years.

"View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, "Save Your North Shore Line." Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

“View of two passenger interurban cars on side track for local southbound loading at Edison Court, Waukegan, Ill. Note sign on post, “Save Your North Shore Line.” Photo taken circa 1960 by Richard H. Young. Ultimately, these efforts failed, but the demise of the North Shore Line (and the Chicago Aurora & Elgin) helped spur the Federal Government into action to begin subsidizing transit across the country.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn't now need to build so much. An important lesson in life-- it is better to create than it is to destroy.

As new streetcar tracks are being laid in Milwaukee, it is important to know what we once had that was lost. Here, the North Shore Line terminal in downtown Milwaukee is being reduced to rubble in 1964, a year after passenger service ended. If only we could have found some way to keep what we had, we wouldn’t now need to build so much. An important lesson in life– it is better to create than it is to destroy.

Recent Correspondence

Jack Bejna writes:

Here’s the latest. The Chicago Aurora & Elgin Railway ordered 5 cars to be built by the G C Kuhlman Car Company in 1909, numbered 311-315. The wood siding extended down to cover the previously exposed side sill channel, enhancing the look of these classic beauties.

The final wooden car order was placed with the Jewett Car Company in 1914 for six cars numbered 316-321. Car 318 was unique, with the sides being steel up to the belt line, the only wood car built this way. In the 1920s cars 319-321 were upgraded with more powerful motors and thereafter they were used together and/or with trailers.

I don’t know how you manage to put out an interesting, informative post every month, so thanks again for your website and all of the interesting stories within.

And we, in turn, really enjoy seeing these wonderful pictures that you have managed to make look better than ever, using all your skills and hard work.

Larry Sakar writes:

Hi Dave,

I just returned from my 6500 mile Amtrak trip to San Francisco, LA & Portland. I took the Hiawatha from Milwaukee to Chicago and connected to #5 the California Zephyr. Spent 2 days in SFO then took train 710 the San Joaquin to Bakersfield where they bus you to LA. The bus takes I-5 for most of the 100 mile trip to LA. As we got close to LA we were coming into Glendale and looking to my right I saw the abandoned PE r.o.w. where it crossed Fletcher Dr. There’s a picture that has been reproduced numerous times of a 3 car train of PCC’s crossing the bridge over Fletcher Dr. I thought the abandoned North Shore Line r.o.w. here in Milwaukee was high up but the PE r.o.w. is twice as high. The LA Downtown Hotel where I stayed was a block away from what used to be the Subway Terminal Bldg. at 4th & Hill.

When I was leaving the next day I rode the Red Cap’s motorized vehicle to the platform from the Metropolitan lounge. the lounge which is exclusively for 1st Class (sleeping car) passengers is on the second floor of LAUPT (Los Angeles Union Passenger Terminal). They travel down a ramp and in the process cross the light rail tracks. We had to stop at the crossing for the passage of a Gold Line train headed to Pasadena and Cucamonga. Bit by bit LA is rebuilding the PE at a cost of billions! So far lines to Long Beach, Pasadena and Santa Monica have been rebuilt. Light rail has become very big in LA.

Two days later on my way back to Portland Union Station my taxi was traveling eight alongside a Portland MAX light rail train. In SFO the F-Line streetcars to Fisherman’s Wharf were packed to the rafters. Articulated buses were operating in place of the JKLM & N light rail lines that run in the Market St. subway. The new cars that are replacing the present BREDA cars were being tested. Saw BART when the Zephyr stopped in Richmond, CA. I know they have new cars coming but they don’t appear to be there as yet. BART is experiencing a significant increase in crime on its lines. Same holds true for Portland. In fact the Portland city council voted to ban anyone convicted of a serious crime on any of its light rail lines, buses or the Portland streetcar for life.

Coming home from Portland on the Portland section of the Empire Builder we heard that the previous day’s train was hit at a crossing (don’t know where) by a water truck. The 24 year old driver smashed thru the crossing gates and slammed into the second Genesis engine destroying it, the baggage car and part of the Superliner crew car behind it. No one was injured, luckily. The cause of the accident was the truck driver texting on his cell phone and not paying attention to driving. He’ll have lots of time to text now as I’m sure he’ll be fired. He’ll lose his CDL (Commercial Drivers License) and I’m sure the trucking company’s insurance carrier will be suing him for the damages they have to pay to Amtrak.

The day I was heading up the California coast from LA to Portland our train was held for almost an hour at LA for late connecting San Diego to LA (Pacific Surfliner) train 763 which is a guaranteed connection to #14. The train hit and killed some guy who was walking on the tracks north of San Diego and south of San Juan Capistrano.

It was a great trip and I’d do it again in a heartbeat.

Thanks for sharing!

FYI, Larry Sakar comments:

Hi Dave,

Fantastic posts! Those poor CA&E cars died a slow death rotting away in Wheaton yards until everything was finally scrapped in 1961.

I enjoyed the aerial shots of Canal St. station on the Metropolitan “L” (CTA). It’s not a station that seems to have been photographed a lot but there is a giant wall-sized shot of it on display in the Clinton St. CTA blue line subway station which replaced it. In the days of the “Met” there was a passageway from the south end of Union Station to the “L”. It’s still there and I understand it leads to the present day parking garage south of the station.

In the caption for that shot of the 2 car train of 4000’s on the Lake St. “L”, I don’t think the Lake St. “L” goes to Forest Park. The Green Line as it’s known today ends in Oak Park unless it’s been extended.

Looking at that North Shore Line city car photo I’d guess that is somewhere in Waukegan – Merchant’s curve perhaps? The only place in Milwaukee that had that kind of a curve was where the NSL went between 5th & 6th Sts. None of the buildings in this photo seem to match the ones that were along that curve. The curve was reconstructed after the NSL quit and is now the way you get on to southbound I-94 at Greenfield Ave. The factory building seen in so many of the photos of NSL trains on that curve still stands. Some sort of auto repair facility has been built in front of it. I just rode over that curve last Saturday in the taxi that was taking me home from the Milwaukee Intermodal station downtown. Here’s a Bob Genack photo I have showing that curve. Larry Sakar

Thanks… actually, the Lake Street “L” ground-level operation did cross Harlem Avenue into Forest Park, and there was actually a station there a short distance west which was technically the end of the line.  But few people got on there, the great majority using Marion Street instead.  The Harlem station on the embankment has entrances at Marion and on the west side of Harlem, and thus serves both Oak Park and Forest Park.

An Early History of the Railroad Record Club

Kenneth Gear and I have some new theories about the early history of the Railroad Record Club. This is based on careful study of the new material featured in our recent post Railroad Record Club Treasure Hunt (July 30, 2017).

One of the homemade 78 rpm records Ken recently bought was marked as having William A. Steventon‘s first recordings. These were dated March 24, 1953.

In a 1958 newspaper interview, Steventon said his wife had given him a tape recorder for Christmas in 1953. He probably meant to say 1952, and it took him a few months to get used to operating it.

Steventon always said that the club started in 1953. However, this seemed odd since he did not issue his first 10″ 33 1/3 rpm records until some years later. The 36 numbered discs came out at the rate of four per year from 1958 through 1966.

There was an Introductory Record, which was probably issued in 1957, and a few “special” releases, the most notable of which (SP-4) documents an entire 1962 trip of the South South Shore Line in real time on three 12″ discs as a box set. That was Steventon’s masterpiece.

In 1967, RCA Custom Records closed up shop, and it was not until some years later that Steventon began reissuing some of his recordings on 12″, using a different pressing plant in Nashville. But what was the Railroad Record Club doing from 1953 through 56?

Apparently, during those years, Steventon was distributing 78 rpm records made using a portable disc cutter. These had been available for home use starting in about 1929, and were often used to record things off the radio.

A few enterprising individuals like the late Jerry Newman took such machines to jazz clubs. This is how he made several recordings of Charlie Christian jamming at Minton’s Playhouse in Harlem in 1941.

In similar fashion, a portable disc cutter was used to record Duke Ellington and his Orchestra in Fargo, North Dakota in 1940. You can read about that here.

While Steventon was using a tape recorder, made portable by being hooked up to an auto battery, tape was not yet an effective way to distribute recordings in 1953. Very few people had such machines.

But most people did have record players, and the standard format of the time was 78 rpm, which yielded at most five minutes per side on 10″ aluminum discs covered with acetate. “Long Playing” 33 1/3 rpm records were a new format, just beginning to gain popularity.

No doubt Steventon dated the RRC’s beginnings to 1953, since that is when he began making recordings, but it is alsolikely that is when he started distributing them. Using a homemade disc cutter meant the records were made in real time. As things gained in popularity, this would have taken up more and more of his time.

To distill much longer recordings to fit the five minute limit, Steventon spliced together all sorts of bits and pieces, and recorded brief introductions later, to tell listeners what they were about to hear.

Some of the homemade discs that Ken purchased have numbers on them. Others have stamped titles, which would indicate to me that Steventon was making them in quantity, and had rubber stamps made for the most popular titles.

These early records were distributed using a number sequence that is totally different than the later one adopted for the 10″ records issued in 1958 or later. Here is a partial list of these early releases:

01. Potomac Edison (aka Hagerstown & Frederick)
02. Shenandoah Central
03. Capital Transit
04. Johnstown Traction
05. Altoona & Logan Valley
06. Baltimore & Ohio
07. Shaker Heights Rapid Transit
08. Claude Mahoney Radio Program about NRHS fantrip (1953)
09. Pennsylvania Railroad
10. Nickel Plate Road
11. St. Louis Public Service
15. Baltimore Transit
16. Norfolk & Western
17. Western Maryland Railway
22. East Broad Top
24. Chicago & Illinois Midland

In this period (1953-55), Steventon was living in Washington, D.C., so many of his recordings were made in that area. He was originally from Mount Carmel, Illinois, which is near the Indiana border. That explains his Hoosier accent as heard on his introductions.

Over time, Steventon branched out, making recordings in other cities when he was on vacation. Regarding his traction recordings, he generally preferred to tape the older equipment, since these made all the right noises. It was more difficult to make successful recordings of PCC cars, since they were much quieter by design, but he did do some.

The success of these records surely inspired Steventon to have records made in quantity by a pressing plant, the RCA Custom Records Division. By 1957, the 33 1/3 rpm format had become the norm, and this permitted about 15 minutes per side on a 10″ record. The resulting disc could hold as much sound as three of the 78s, and weighed a lot less, saving on postage.

Eventually, Steventon began including detailed liner notes with his records, and largely abandoned the spoken introductions.

The 1958 newspaper article mentioned above said that Steventon had sold 1000 records in the previous year. Without his previous experience with homemade records, it is unlikely that Steventon would have records pressed commercially.

We have now cleaned up and digitized many of these early recordings, which are now available under the title Railroad Record Club Rarities. The Traction recordings fill two discs, and the Steam and Diesel tracks are on a single disc. More details are below.

Sometimes, in the absence of written records, or spoken introductions, it is only possible to identify certain recordings through a bit of detective work. As an example, on one recording, the only clues we have are Steventon’s brief mention of riding cars 80 and 83.

This narrows down considerably the list of possible locations. The most likely is the Philadelphia Suburban Transporation Company, also known as the Red Arrow Lines. Cars 80 and 83, which fortunately have survived, were 1932 Brill-built “Master Units.”

We know that Steventon made recordings of similar cars. On one of the Altoona discs, he even refers to an Osgood Bradley Electromobile at one point as a “Master Unit.”

Car 80 still runs to this day at the Electric City Trolley Museum in Scranton, PA., so there are YouTube recordings that I compared with this one. They sound very much the same.

Finally, the Steventon recording shows cars 80 and 83 running at speed, frequently blowing the horn, very much in interurban mode. The longest Red Arrow route, and the most interurban in character, was the West Chester line, which was largely side-of-the-road operation along West Chester Pike.

The final trolley trips on West Chester took place on June 6, 1954. We have written about this before– see Red Arrow in West Chester, September 13, 2016. Buses replaced trolleys so that West chester Pike could be widened.

The National Railway Historical Society held a fantrip after the last revenue runs were made. We know that Steventon participated in NRHS events, since one of the 78 rpm records he distributed features a radio program that discusses a 1953 NRHS excursion.

So, the most logical conclusion is that this rare recording was made by Steventon in 1953 or 1954, and documents the Red Arrow line to West Chester. This recording is included on Railroad Record Club Rarities – Traction.

While we are happy to report that we have finally achieved our long-sought goal of digitizing the Railroad Record Club’s later output, it seems very likely there are still more of these early recordings waiting to be discovered.

-David Sadowski

Now Available on Compact Disc

RRC-RT
Railroad Record Club Rarities – Traction!
# of Discs – 2
Price: $19.95

Railroad Record Club Rarities – Traction!
These are rare recordings, which date to 1953-55 and predate the 10″ LPs later issued by the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. We have used the best available sources, and while some recordings sound excellent, others have some imperfections. But all are rare, rare, rare!

Includes Altoona & Logan Valley, Baltimore Transit, Capital Transit (Washington D.C.), Johnstown Traction, Pennsylvania GG-1s, Potomac Edison (Hagerstown & Frederick), Red Arrow, St. Louis Public Service, Shaker Heights Rapid Transit, and South Shore Line Electric Freight.

Total time – 149:52


RRC-RSD
Railroad Record Club Rarities – Steam and Diesel!
# of Discs – 1
Price: $14.95

Railroad Record Club Rarities – Steam and Diesel
These are rare recordings, made by William A. Steventon between 1953 and 1955, and include his earliest recordings. These predate the regular output of the Railroad Record Club. Many are previously unissued, and some are available here in a different (and longer) format than later releases, often including William A. Steventon’s spoken introductions. In general, audio quality is good, but some recordings have imperfections. However, the best available sources have been used, and you won’t find them anywhere else. Much of this material has not been heard in over 60 years.

Includes: Baltimore & Ohio, Chicago & Illinois Midland, East Broad Top, Illinois Central, Nickel Plate road, Pennsylvania Railroad, Shenadoah Central, and even a 1953 radio broadcast by Claude Mahoney that discusses an NRHS fantrip.

Total time – 69:36


RRC #22 and 31
Buffalo Creek & Gauley
Sound Scrapbook – Steam!
# of Discs – 1
Price: $14.95

Railroad Record Club #22 and 31:

The Buffalo Creek and Gauley Railroad (BC&G) was a railroad chartered on April 1, 1904 and ran along Buffalo Creek in Clay County, West Virginia. The original Buffalo Creek and Gauley ended service in 1965.

The BC&G was one of the last all-steam railroads, never operating a diesel locomotive to the day it shut down in 1965. Its primary purpose was to bring coal out of the mountains above Widen to an interchange with the Baltimore and Ohio Railroad at Dundon. These recordings were made in 1960.

Sound Scrapbook – Steam! covers several different steam railroads, including Canadian National, National Railways of Mexico, McCloud River Railway, Union Pacific, Southern Pacific, Westside Lumber Company, Duluth Missabe & Iron Range, and Pickering Lumber Corp.

Total time – 62:43


RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
# of Discs – 1
Price: $14.95

RRC #32, Sampler for Years 3 & 4, and Steam Whistles and Bells
This disc features the New York Central, recorded in 1954-55. It’s mainly steam, but with some diesel. In addition, the Railroad Record Club Sampler for years 3 and 4 includes selections from discs 9 through 16. Finally, we have included a very rare circa 1955 recording, Steam Whistles and Bells, which covers several properties across the country.

Total time – 72:07


Pre-Order Our New Book 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.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping. Shipping within the US is included in the price. Shipping to Canada is just $5 additional, or $10 elsewhere.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

We appreciate your business!

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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