Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.
Here are some of our recent photographic finds, which include some very rare scenes. In addition, we have some interesting correspondence, and great Chicago Aurora & Elgin pictures courtesy of Jack Bejna.
Enjoy!
-David Sadowski
PS- We note with great regret the passing of Al Reinschmidt, who was an occasional poster on the Chicagotransit Yahoo discussion group (as “Buslist”), and also left a few comments on this blog. We learned of his passing from the Illinois Railway Museum Facebook page:
We are saddened to report the passing of one of our regular volunteers, Al Reinschmidt. Al was a civil engineer known as one of the foremost experts on rail design and performance and worked on high speed rail projects around the world. At IRM he volunteered in our restoration shop and as a streetcar motorman but he was probably best known to visitors as one of the regular announcers at our Day Out With Thomas event and as the reader of “‘Twas the Night Before Christmas” during Happy Holiday Railway. His kindness, geniality and vast store of knowledge will be missed.
Our deepest condolences go out to his family and friends. He will be missed by all who knew him.
Annual Fundraiser
In about 20 day’s time, our annual bill to fund this site and its web domain comes due. That comes to $400, or just over $1 per day for the entire year. So far, we have collected $60 of the required amount. If you have already contributed, we are particularly grateful.
If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation. You can also purchase items from our Online Store. With your help, we cannot fail.
Recent Finds
Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.
CSL 6268 is at the east end of the 43rd – Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don’s Rail Photos says, “6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932.” (Joe L. Diaz Photo)
The same location today.
John Smatlak writes:
I really enjoyed seeing that photo of CSL 6268 is at the east end of the 43rd – Root line. This location was of course just a block away from the terminus of the Kenwood branch of the L. Here is a photo your readers may enjoy taken 11-12-28 of the L terminal and the Chicago Junction freight tracks that passed under the L at that location. Thanks!
“Though still carrying a faded passenger car paint scheme, and sporting a South Chicago – Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops.” Don’s Rail Photos: “2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946.” (Joe L. Diaz Photo)
CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.
CTA prewar PCC 4034, presumably at 71st and Ashland.
The old Larrabee “L” station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.
These old wooden “L” cars may be in storage at Skokie Shops, before the facilities were expanded.
This view looks north towards the Wilson “L” yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, “Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?” I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.
Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)
Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park “L”, probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the “L” would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.
Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park “L” right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park “L” in the background. This photo was probably taken in early 1954. The Garfield Park “L” west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street “L”.
CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.
This is an unusual picture, as it shows the Calvary “L” station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.
A close-up of the Calvary station.
J.J. Sedelmaier writes:
Does ANYone have shots of the Calvary stop on the “L” while still in service, prior to the opening of South Boulevard in 1930?
I think we may have something (see above).
J.J. replies:
YES !! I saw this last week ! So exciting ! The best shot so far, and I’ve been searching for decades !! Thanks for the heads-up David !!
The funny thing is, the photographer, whoever it was, doesn’t seem to have been trying to take a picture of the Calvary station at all. Otherwise, they surely would have moved in a lot closer first. It is a picture of a largely empty street, that just happens to show the station in the distance, which at the time was probably considered fairly unimportant.
J.J. continues:
Here are the shots I have here. I took the 1970’s pics. Bruce Moffat took the 1994 pics. The 1931 shot is a company photo that I got from Malcolm D. MacCarter in the mid-90s.
This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)
A close-up of the previous image, showing the Calvary station in the distance.
The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)
A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)
Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.
The interior of the former Calvary “L” station as it appeared on February 15, 1994. (Bruce Moffat Photo)
In addition, here is a classic shot that Mr. Sedelmaier shared with us:
On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)
(J.J. Sedelmaier Collection)
Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70’s headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)
Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans’ Association to use 300 as their “club car.” Here, we see it parked in front of Immaculate Conception school.
North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans’ wheel profiles resulted in wheel damage to the NSL.
The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.
The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, there are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.
The same location today.
These photos have been added to our post The Fairmount Park Trolley (November 7, 2017), which included several other photos of the Five Mile Beach Electric Railway in Wildwood, New Jersey:
Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)
Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)
Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)
Recent Correspondence
On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)
Miles Beitler writes:
I was doing some online research recently and followed a link to a photo on your blog. The photo was posted under “Chicago Rapid Transit Photos, Part 6” and included the following in the caption:
“Here’s an interesting streetscape that could not be duplicated today. According to the back of the picture, it shows the view looking east from South Boulevard and Austin, on the eastern edge of Oak Park. The Lake Street “L”, where it ran on the ground, had a very narrow right-of-way that the 6000s, with their bulging sides, could not fit in.”
I have read similar comments posted by others, i.e., that the reason no 6000s were used on the Lake Street “L” is that the cars were too wide. While it’s true that the curved body 6000s were wider than the 4000s and wood cars, the difference was slight — not more than a foot at their widest point. So I don’t think that would explain why they weren’t used. I think a more logical explanation is that the ground level portion of the Lake Street “L” used trolley wire, and none of the original 6000s had trolley poles. (I believe that the only exception was one experimental high performance trainset (6127-6130) that was used in Evanston Express service.) You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.
By the time the western portion of the line was elevated and converted to third rail in 1962, the high performance 2000s were already ordered. So the CTA probably decided to just keep using the older cars until the 2000s arrived. Cars 1-50 did have trolley poles, but those cars were not received until shortly before the elevation of the Lake Street “L” at which time they would not have been needed anyway, so they were used on the Evanston line instead, and later some were used on the Skokie Swift.
Does this make sense, or am I all wet?
Either way, keep up your fantastic blog!
Thanks for writing. You have made an interesting hypothesis, which deserves consideration.
First of all, I have heard enough stories regarding the tight clearances on the ground-level portion of Lake to believe there was some sort of clearance problem that prevented the use of curved-sided rapid transit cars there. The most logical explanation so far is that this involved the gatemen’s shantys.
Having ridden the Lake Street “L” numerous times prior to the October 28, 1962 relocation of the outer portion of the route onto the C&NW embankment, I can assure you that clearances were very tight, as two tracks and platforms were shoehorned into a side street, which continued to have two-way auto traffic.
There was a fantrip on Lake during 1960 using one of the single-car units in the 1-50 series, and while this train did venture down to the lower level of Hamlin Yard, it apparently made no effort to go west of Laramie. You would think they would have done so had this been possible. (See photo above.)
Similar clearance restrictions have existed on other parts of the system. Skokie Swift cars that had pan trolleys fitted were not allowed to go downtown, and cars with poles cannot go into the Kimball subway. (At the moment, this restriction would only apply to 4271-4272.)
That being said, let us take a step back and review how the Lake Street “L” fit in with the strategic thinking of various planners over the decades.
In 1937, the City of Chicago proposed building an aerial highway on the Lake Street “L” structure, and some other “L”s such as Humboldt Park. In theory this would have been something like the West Side Elevated Highway in New York City, which was built between 1929 and 1951 and which partially collapsed in 1973.
Express bus service would have replaced the rapid transit line, as would have a beefed-up Garfield Park “L” in this plan. We can be glad this was not built.
By 1939, this plan was abandoned in favor of the Congress Parkway Expressway that was built starting a decade later, and opened in stages between 1955 and 1960.
The City was proposing various subways all over town, in addition to the State Street and Dearborn-Milwaukee tubes that were built starting in 1938. One goal was to tear down the Loop “L”, starting with the Lake and Wabash legs.
The Lake Street “L” would have been diverted into a subway connection just west of the Loop that of course was never built. Neither was a connection built to divert the Lake “L” into the Congress line via an elevated connection near Kedzie, or Kostner, although the CTA was still intent on doing these things as of 1948.
There is some question whether the entire Lake Street “L” might have been abandoned early in the CTA era, if not for the innovation of A/B “skip stop” service that was begun in 1948. This was so successful that it was gradually used on other parts of the CTA system.
When and how were curved-side “L” cars developed? It seems likely this idea, like many others, came from New York, where some experimental 1930s BMT railcars such as the so-called “Green Hornet” had mildly curved sides.
In Chicago, curved sides appeared on ten interurbans, #451-460 for the Chicago Aurora & Elgin, designed in 1941 but not built by St. Louis Car Company until 1945, as well as the two North Shore Line Electroliners.
These were followed by four experimental sets of articulated rapid transit cars $5001-5004, delivered in 1947-48. Except for the curved sides, largely patterned after the BMT “Bluebirds: from 1939-40.
Chicago’s Initial System of Subways was designed to allow for longer and wider cars, closer to New York standards. The City may have hoped these standards could gradually be applied to the entire system, but it was not to be.
When the Chicago Transit Authority took over from the Chicago Rapid Transit Company in 1947, one primary goal was to purchase enough new steel railcars to allow the Dearborn-Milwaukee subway to open. Another goal was to get rid of the wooden “L” cars, which were getting very old and were not permitted in the subways.
When the first 6000s were delivered starting in 1950, they were first used on Douglas, but that was for test purposes. After another year or two, CTA switched things around, so the new 6000s were used in the State Street subway, and the 4000s on the more lightly used Dearborn-Milwaukee.
Meanwhile, the last wood cars were used on Lake around 1955. The last wooden :”L” cars were used in service in 1957, by which time there were enough new 6000s on hand to permit their retirements.
But else what was happening on Lake during the 1950s? By 1951-5, CTA appears to have figured out that the “problem” portion of Lake was the outer end, not the parts east of Laramie. The first suggestion was to truncate the line to Laramie, but this did not go over well in Oak Park, so the various parties got together, and the embankment plan was the result.
These plans were finalized around 1958. The relocation took place in 1962, at which time the CTA probably hoped to have taken delivery on what became the 2000-series. But there were so many changes and innovations in these cars that delivery did not occur until 1964.
So yes, it does not appear that it was ever a high priority for the CTA to use 6000s on the ground-level portion of Lake. Wood cars were replaced by 4000s around 1955, which was considered a service improvement, and within three years from that, plans were afoot to relocate service anyway.
However, if the CTA had really wanted to run 6000s on Lake, I expect changes could have been made in the locations of whatever obstacles prevented it, and additional cars could have been equipped with trolley poles, as was done for Evanston.
I doubt these would have been single-car units, though, since those were intended for “off peak” one-man operation on Evanston, something which I don’t think would have been suitable on Lake.
As it was, I don’t recall seeing 6000s on Lake much before 1979. In the wake of that year’s blizzard, which shut down the line west of Laramie for a week, so many of the newer cars had burned-out motors that it became necessary to use the older 6000s.
I hope this answers your questions.
-David Sadowski
Miles Beitler again:
Dave, you obviously know FAR more about Chicago transit than I do. You could probably give Graham Garfield some stiff competition.
I believe you recently wrote a book about trolleys. I grew up not far from the terminal of the Clark Street car line at Howard Street and I remember riding the Green Hornets to the local branch of the Chicago public library. I also remember visiting my cousins who lived a block away from the Devon car barn and seeing all of the streetcars stored there. However, I’m more interested in the “L” and interurban history. I spent my childhood watching the North Shore Line trains, and I was fortunate enough to ride an Electroliner to Racine, Wisconsin about a year before the NSL folded.
Have you given or considered giving presentations about Chicago transit at schools, libraries, etc.? WTTW channel 11 might also like to use you as a resource on Chicago transit history or for the production of programs on the subject, similar to the ones produced by Geoffrey Baer over the past 25 years.
There are a number of people, several in fact, who qualify as experts on Chicago transit. We all tend to know each other to some extent, as we’re interested in many of the same things.
I don’t feel like I am competing with any of the other “experts.” We have each found our own niche, and have different contributions to make. In fact, this blog is only successful because it is based on sharing and cooperation.
Actually, I have given a number of presentations to various groups over the years.
WTTW actually did feature the Chicago PCC book I co-authored once on Chicago Tonight. You can read about it in our post A Window to the World of Streetcars (June 2, 2016).
Our pictures do get around. Several photos that I posted to the Internet ended up being featured in an article called Displaced, which tried to determine what happened to the people who were living in the path of the Congress expressway when it was built. (See our post Some Thoughts on Displaced, August 30, 2016.)
Who knows when or where our stuff will show up in the future. We’ll just have to wait and see.
Thanks.
Ron Smolen adds:
In your last post this comment was posted in the sections about 6000s on Lake street:
“You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.”
TRUE… however, near the end of the Baldies operations, I do recall seeing LIVE and in photos
some single baldies that were placed in trains with 4000 pole equipped cars that DID operate in regular service to Harlem under wire.
Ron adds that, according to www.chicago-l.org, “baldy” 4000s ran on Lake from 1959 to 1964, paired with pole-equipped “plushies.”
Jack Bejna writes:
A Tale of Two Pictures
A short time ago there was a question raised by a reader about changing original photographs with Photoshop, thereby eliminating the original intent of the image. As an example of what I do, refer to the first image of CA&E 209. From my experience of working with CA&E images, I believe that the image was captured at the Laramie Freight House area, but of course that is only a guess. My goal is to try to improve the original image and enhance the background while preserving the original intent of the photographer when the image was captured. With this image I decided to place Car 209 in a typical situation, that is, on one of the storage tracks behind the freight house. Further, I like the look of the Niles wood cars so I added the front of sister car 207 to present an unblocked image of Car 209. I spent the rest of my efforts on improving the photograph itself with Photoshop. The final result is pretty much the way I think it looked at the time and represents a cleaner roster shot of a classic Niles interurban.
Moving right along with the CA&E roster, here are some images of the work cars and locomotives that kept the railroad running.
-JackCA&E Express Cars – Line Cars – Locomotives – Tool Cars
CA&E rostered a variety of Motors to fit the job at hand. First, the Newspaper Special, obviously a motor that probably spent time doing whatever job was needed in addition to delivering newspapers. I’ve never found a number for this car or any record of when or how it was retired.
Next, express cars 9, 11, & 15 illustrate the differences in length, configuration, etc., in the CA&E roster. Line cars 11 and 45 are next. Car 45 was purchased from the Chicago & Interurban Traction when the line quit in 1927. When Car 45 was retired it was replaced by car 11, rebuilt as a line car.
Locomotive 3 was built as a double ended plow and was used as a work motor by removing the plows.
Next up are the CA&E locomotives, including 2001-2002 built by GE in 1920, 3003-3004 built by BLW-WH in 1923-4, and 4005-4006 built by Oklahoma Railway in 1929.
Finally, Tool Cars 7 and B are shown. Tool Car B was rebuilt from a boxcar.
Here are a few more CA&E freight motors. First is an image of 5-15 in a winter scene. Before the railroad purchased 2001-2002 these two cars were commonly used as locomotives on the freight trains. Second is tool car in an unusual paint scheme. I’m glad they didn’t paint all the motors like this! Finally, here is a scene of Line Car 45 in action on a line relocation in Aurora.
Here’s a real gem that I came across searching the Internet. CA&E had a fire in the early days that destroyed many of their records, photographs, etc., so much of the early days is lost forever. Somehow this image survived somewhere, and we are able to see what express car 4 looked like, albeit with a lot of Photoshop help. I have no idea who built it or when, and how long it lasted.
Enjoy!
Jack
As always, we thank Jack for sharing these wonderful photos.
Fernandes writes:
Hello. I’m doing some reading about bus history. In 1921, Fageol launched Safety Coach and then, Model 20 and 40. Then the Twin Coach style.
I found it very interesting that they always adopted a design style similar to trains and not cars.
Well, we are the product of our time. Back in 1920 when the Fageols designed their first bus, what style reference did they have? Trains, of course.
But it’s interesting because their first “bus”, the Safety Coach, had a vehicle body. Not related to train. Some years later, they created the Twin Coach with a train looking style.
Would you provide me some info about bus/train design inspiration?
I forwarded this to Andre Kristopans, who knows much more than I ever could about bus history. Here is his reply:
At least part of the deal was that early intercity coaches often replaced branch line trains or directly competed with them. So, why not make something sort of train-like? As for the 40s, they sort of mimic what a “modern” streetcar looked like in the 1920s. Why not? Imitation can be a big compliment. By the 930s some elements of streetcar design such as rear door in very rear were replaced by designs more practical for a bus like a rear door 3/4 way back. But then new streetcars like PCCs started mimicking buses!
Kenneth Gear writes:
Another Railroad Record Club mystery solved!
Remember a year or so ago we saw RRC records for sale on eBay that were stamped “This is an audition set record and is the property of the Railroad Record Club?” We speculated that Steventon may have sent records to radio stations in an attempt to get them played on air. Well, that was not the case.
Along with the RRC catalog I received with the RRC #10 record I recently purchased was a two page notice of an “audition set program” the club was offering. The notice explains the whole program so I won’t go into detail about it since you can read it right from the notice. Interesting stuff and another RRC question answered!
The catalog was the same one that you posted in the Trolley Dodger.
This audition thing couldn’t have worked out very well. For every new order that it generated, there were likely problems with people not returning the records or paying for them.
I can see how Steventon wanted to bend over backwards to get people to hear these things, but this seems like a lot of extra work, with probably not enough reward.
Thanks very much for your detective work.
Frank Kennedy writes:
Thank you so much for the trolley book, David. Not only is it a great gift, it is a work of such devotional power. There looks to be years of searching for appropriate photographs in all of this. I really don’t know what to say except thank you for the hours future spent in great reading.
This is probably the nicest thing anyone has ever said about me. I didn’t respond right away, because it left me speechless.
Work on the book, from the initial proposal to the book being published, was actually less than a year. But if I think about it, I spent much of my life preparing to write such a book.
-David Sadowski
PS- Frank Kennedy is the founder of the Chicagotransit Yahoo discussion group.
Chicago Trolleys
On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)
Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.
This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.
Help Support The Trolley Dodger
This is our 205th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 358,000 page views, for which we are very grateful.
You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”
We thank you for your support.
DONATIONS
In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.
Your financial contributions help make this web site better, and are greatly appreciated.
Re: the discussion of why 6000s could not run on the outer end of the Lake St. line
It is stated that the 6000s were no more than one foot wider than the older cars (which would make them extend 6 inches more to each side of the track center line). This would probably not be an issue with structures along the right-of-way, but consider the space BETWEEN the opposing tracks. If two wider cars attempt to pass, that is a reduction in the space of the full one foot. I never rode that portion (it was replaced before I ever visited Chicago), but if it was that narrow, I’m sure that spacing between tracks was tight. Don’t forget that there has to be some allowance for cars rocking at speed or for less than perfect alignment of tracks. I believe that the problem of two wide cars meeting in opposite directions is the deal-breaker.
When I was a small child, the articulated units went on a system-wide visit. They came down the incline on Lake Street near Pine, then turned around and went back. I lived at Lake and Pine at the time and was very disappointed that my mother couldn’t take me for a ride. One point everyone has overlooked was that the station house at Central was the same width of the platform, thereby obviating any hangover from the bulging sides because they wouldn’t have cleared the station building. I rode the Lake L continuously thru high school 1954-1958 down to Clinton to work at the Daily News building.
Thanks for sharing this.
Early 6000’s first went on the Logan Square L (to Loop via L) 08/50. Next they were put on Ravenswood 12/50. Started appearing on Douglas around 10/51. Gone from Milwaukee Subway by 10/52, replaced by 4000’s, started appearing on North-South at this point. First on Garfield 3/54 (note Garfield had brand-new 6201-6228 for a month or so, then swapped with North-South for flat-doors. This was only time 6200’s ran anywhere except North-South until 1980’s when some were on Ravenswood for a short time.)
As of 6/21/58 (day before Congress line opened) 6000’s were assigned as follows:
6001-6034 Douglas
6035-6092 Garfield
6093-6122 Douglas
6123-6130 NS
6131-6152 Douglas
6153-6200 Ravenswood
6201-6510 NS
6511-6522 Garfield
6523-6670 NS
When WNW opened, it apparently ran 6001-6122, 6131-6152, 6511-6522. However, soon afterward the low 6000’s were sent to Ravenswood, the high 6000’s-6100’s to North-South, and 6523-6670 to WNW, along with the new 6671-6720 and 1-50 series.
Thanks!
Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?
I asked an expert. Here’s what J. J. Sedelmaier says:
“It’s absolutely the NSL Ferry-Truck equipment ! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.”
Hello,
It seems you may have some knowledge about the Montrose Merchandise Despatch station. Could I ask if you might know what was the type of outer sheathing on the freight station building itself? One photo taken from the street (First & Fastest, Vol 1.) appears to be stucco, but I wonder if that was true of the other four walls. Any help would be appreciated.
Thanks for writing. I only have a picture taken from Montrose myself, and it does appear to be stucco. So chances are there was stucco on all sides of the building, which would make it similar in construction to some of the new stations Insull built along the Skokie Valley Route in the mid-1920s.
Thank you for your prompt response. That is a good thought about other stucco stations. Wonder if you can send my query to J. J. Sedelmaier, who answered a similar question about Montrose facilities. Eric Bronsky says he might have a handle on this. I was thinking that the Montrose station’s sheathing might be similar to the MD station at Harrison St. in Milwaukee or North Chicago (saw pictures on IRM-CTA.org, I think). They were clapboard, it appears, and sometimes railroads were consistent in construction of similar structures. Any help would be appreciated. Best regards.
I will pass this along, thanks.
Did the C.A.&E. have any freight cars (i.e. box cars, flatcars, hoppers,…) and where can I find a description and car numbers?
I regard CERA Bulletin 105, “The Great Third Rail”, as the authoritative source for all things CA&E. Page III-19 contains a roster of express cars, locomotives, service cars, and freight cars. The freight car roster includes flat cars, wood and steel gondolas, box cars, hoppers, ballast cars, and reefers. There is a modest selection of photos on pages following the roster.
Streetcars 22 and 27 on the Five Mile Beach Electric Railway appear to have originally been open cars that were subsequently enclosed. Memphis, Tennessee did this in the modern era on a car from Rio de Janeiro for their heritage line (see for example https://www.nycsubway.org/perl/show?35063) but have I never read about this being done back in the day.
The very first curve-sided “L” car was the mock-up of car 5000 by Chicago Rapid Transit in the Skokie Shops shown on pages 244-247 of “Chicago’s Rapid Transit Volume 1” (CERA Bulletin 113) made of plywood and sheet metal. This mock-up appears to have been a single unit similar to the 6000s rather than the articulated 5001-5004 aka 51-54. The very first curve-sided cars to actually enter service were the North Shore Line “Electroliners”.
Curve-sided streetcars were nothing new as seen on the Five Mile Beach Electric Railway streetcars and CSL 1374 at IRM was built in 1906 and they became a trademark of Cincinnati Car Company lightweights in the 1920s.
Regarding the early 6000’s, they ere originally delivered with dual headlights at the belt rail, and as I understand it, rebuilt with single headlights above the train door and relocated sign boxes at the top of the passenger-side window. This was supposed to deal with blinding oncoming train motormen since the headlights weren’t able to be aimed. All the subsequent railcars from the 2000’s on had dual sealed beams that could be aimed. Why didn’t the CTA simpl y modify the 6000’s with dual sealed beam units? Cost? Something else?
Tony Gura, All of the Five Mile Beach Electric Rwy. double truck open cars in Wildwood, N.J. got enclosed sides during the 2nd World War so the female conductors wouldn’t have to collect fares from the running boards.
Would you like more captions for the Fairmount Park Transit Co. photos from your No. 199?