Milwaukee Streetcars, 60 Years On

523 on the Lakeside Belt Line shuttle.

523 on the Lakeside Belt Line shuttle.

This post features prolific author Larry Sakar, who looks back at the history of Milwaukee streetcars. While it has now been 60 years since their demise, the new Milwaukee streetcar line, aka “The Hop,” is just months away from operation. What goes around sometimes comes around!

Soon it will be possible to take new pictures of Milwaukee streetcars, as they will be tested this summer.  Operators are being hired, and testing out on the streets may start as early as next month.

Our thanks go out to Larry for producing another excellent article about a topic he obviously loves so much.

-David Sadowski

Milwaukee Streetcars, 60 Years On

by Larry Sakar

March 1, 2018 marked the 60th anniversary of the last regularly scheduled streetcar in Milwaukee. I use the term “regularly scheduled” because streetcar service on the Lakeside Belt Line employee shuttle between the Lakeside Power Plant and Kinnickinnic Avenue continued until 1961. Though intended solely for use by employees of the power plant, some Milwaukee streetcar fans were able to ride it as far as the power plant gates, according to a number of sources.

Although I have written about the Milwaukee Rapid Transit line and the interurbans, I was only 8 months old when Speedrail ran its last miles, so I never saw nor had the pleasure of experiencing it. But the streetcars were a different story. I was 7 years old when the last cars on Route 10 Wells Street made their final runs on March 1, 1958.

My grandmother who introduced me to the thrill of riding the streetcar and I did ride the “10” on that last day. In fact, except for one very early ride on Route 11-Vliet Street a week or so before service west of downtown was converted to buses, all of my streetcar rides were on Route 10 and always between the Harwood Avenue terminal on Wauwatosa and 4th & Wells Streets downtown. We did take a ride on the West Allis branch just one time, but I am unable to recall it beyond only the vaguest recollection.

First, we will look at the earliest beginnings of streetcars in Milwaukee thru the 700 series cars. In the final years of streetcar operation by The Transport Company (The Milwaukee & Suburban Transport Corp. which bought out TMER&T in November of 1952), only the 800 and 900 series streetcars were left and those are the cars I rode. Being only 7 years old when the cars quit I obviously did not keep any record of which cars I rode. To me, a streetcar was a streetcar!

Like most cities, Milwaukee streetcars were horse-drawn or cable cars before electrification. Milwaukee had several independent systems, such as the Milwaukee City Railway Company (March 1865), the West Side Street Railway Company (July 1875), and the Milwaukee Cable Railway Company (December 1887). The very first electric streetcar line was operated by the West Side Railway Company on test run over their new Wells-Wisconsin line on April 3, 1890.

After various sales, takeovers and consolidations, electric streetcar service in Milwaukee was taken over by the newly formed The Milwaukee Electric Railway & Light Company on January 29, 1896. From that day until September 23, 1938 when TMER&L was split into two companies because of the 1935 Utilities Holdings Act (which declared companies providing both electric power and transportation monopolies had to divest one or the other), TMER&L would operate all streetcar and interurban service in Milwaukee.

Thereafter, the newly formed The Milwaukee Electric Railway & Transport Company (or “The Transport Company” for short) took over all rail operations as well as trackless trolley and bus service. Both TMER&L and TMER&T always insisted on use of the definite article as part of their company name.

In November 1952, TMER&T was sold to a group of investors from Milwaukee, Chicago and Indianapolis. The newly formed Milwaukee & Suburban Transport Corporation continued to use “The Transport Company” appellation until municipal ownership finally came to Milwaukee with the formation of the Milwaukee County Transit System in July, 1975.

TMER&T had initially offered the city of Milwaukee “first crack” at buying it out but the city was not interested. The “Transport Company” name became so ingrained in the minds of the riding public that it was several years before the new MCTS name caught on.

TMER&L was well aware of its “horse car roots” and actually preserved a horse car. It was on display on the second floor of the company’s corporate headquarters in the Public Service Building on North 2nd and West Michigan Streets for many years. It would be brought out on special occasions, such as this city celebration as shown in this 1921 article from the Electric Railway Journal. A photo of one of Milwaukee’s first electric streetcars graced an MCTS weekly pass in the 1980s. Other events such as the 20th anniversary of the “last streetcar” were commemorated on this 1978 weekly pass.

The Good News

It has taken 60 years, but streetcars are coming back to Milwaukee starting this Fall. The new 2.3 mile Milwaukee streetcar circulator line is expected to begin service on November 25th of this year. A 0.75 mile extension to the lakefront and Summerfest grounds is slated to follow in 2019. The new streetcar will be called “The HOP”. Thanks to Potawatomie Hotel and Casino, the first year of operation will be free. The line will begin at 4th and St. Paul Avenue, adjacent to the Milwaukee Intermodal station which will be handy for anyone coming up to Milwaukee from Chicago on Amtrak or from the west on the Empire Builder.

No PCCs?

You’ll note that there are no pictures of TM PCCs. Thats because TM never bought any. TM President Sylvester B. Way was a member of the Electric Railway Presidents Conference Committee. In their book, “PCC: The Car That Fought Back” (Interurban Press, 1980) authors Stephen P. Carlson and Fred W. Schneider III provided this 1936 quote from S.B. Way:

“I think it is very clear now that certain companies will be able to make very little, if any, use so far as they are concerned of these improvements, either because the rail transportation is disappearing in their areas or because it just isn’t in the business.”

Apparently, Way had joined the ERPCC thinking it was going to provide ways to improve existing streetcars not build an entirely new car. Every streetcar TM ever built or bought was double-ended. This eliminated the need for turning loops at the end of the lines.

If TM were to have purchased PCCs they would have been faced with two alternatives; either build turning loops at the end of every streetcar line (completely impractical if not impossible in quite a few locations like Harwood Ave. and 70th & Greenfield on Rt. 10 or Delaware and Oklahoma Aves. at the south end of Rt. 15). This would have left TM with but one other option; buy double-ended PCCs . Then there were all of the various patent and licensing fees connected to the PCCs. TM was notoriously cheap. S.B. Way would not hear of it!

When Way said that some companies just weren’t in the business he was probably referring to TM. By the time the first PCCs went into service on the Brooklyn & Queens Railway in New York in 1936 TM had turned its back on streetcars. The management had fallen in love with trolley buses and conversions from rail to rubber soon started. The corporate split in 1938 only exacerbated the matter. Had it not been for the intervention of WWII streetcars in Milwaukee would have been history long before March 1958. And even if TM had purchased PCCs, it would done little to change the anti-rail sentiment that prevailed from 1936 on.

The 300-Series Articulated Streetcars

TMER&L was noted for their frugality. As such, they were very fond of articulated streetcars dating back to the early 1900s. Here we see unit 338-339 awaiting scrapping at the Waukesha Gravel Pit in 1948 photo by TM Motorman Ed Wilson. All Milwaukee streetcars thru the 700-series met their end at the gravel pit, until the demise of Speedrail in June 1951. The last cars scrapped here were those belonging to Speedrail between March and October 1952.

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

The 500-Series Cars

The first 500-series car debuted on April 30, 1911. Initially built to be two-man cars they were first assigned to the Wells- Downer Line (Route 10). Rumor is that in retaliation for resident complaints about noisy streetcars, TM President John I. Beggs (who designed the cars) ordered the floors to be constructed of 6 inch thick concrete. But according to historical research, that rumor was not true. These would be TMs last deck-roofed cars. From this point on all Milwaukee streetcars would have arch roofs.

In the early ’20s TM became committed to one-man operation and began converting the 600s by removing the large pot-bellied stove from the front platform and installing electric heating. Controls and door arrangements were also redone to permit one-man operation.

The conversion to one-man service was not without its problems. In 1921, the City of Milwaukee actually swore out a complaint against TM company officials claiming that the conversion to one-man operation of streetcars violated a 1919 city ordinance forbidding the operation of any streetcar by less then two men. TMER&L fired back by showing that the Wisconsin Railroad Commission, the state body that oversaw all rail operations in the state (and predecessor to the Public Service Commission of Wisconsin which it became in 1930) had approved one-man operation.

The accompanying articles from the company’s house organ “Rail & Wire” show how the 500s were converted into one-man cars. Note the fare box (item 15) seen in one of the photos. These were homemade fare boxes and they lasted into the MCTS era. On the front of the fare box was a metal sign which read “PASSENGERS PLEASE PLACE FARE IN BOX. CONDUCTORS NOT PERMITTED TO HANDLE FARE.” I often wondered what bus riders unaware of Milwaukee transit history made of the sign. Eventually, MCTS pasted a sticker over the sign. These fare boxes became unusable after fares topped $1.00, as they were not designed to handle paper money which caused them to jam.

The TM book (“TM: The Milwaukee Electric Railway & Light Company” by Joseph M. Canfield, Bulletin 112 of the Central Electric Railfans Association, 1972) mentions that some of the 500-series cars had Wrigley’s Juicy Fruit gum dispensers mounted on the posts between every two or three windows. That is true. My late father once mentioned riding the Route 15 streetcar out to one of the prestigious country clubs in Milwaukee’s north shore suburbs and seeing them. As a teenager he worked as a caddie and among the people for whom he caddied was Chicagos Phillip K. Wrigley. I can still hear him telling me about the experience: “That old man Wrigley was a cheapskate. He would tip the caddies a nickel and a stick of gum! What a tightwad!”

The 500-series cars were all scrapped between 1948 and 1952. The lone survivor was car 523 which operated on the Lakeside Belt Line shuttle until 1954 when it was replaced by car 882. Then 500s, by the way were the first streetcars to wear the new orange and ivory paint scheme adopted for one man cars.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 576 Front close-up on Route 15.

TM 576 Front close-up on Route 15.

The 600-Series Cars

The 600-series cars were less than half the length of a 500. Of the 60 cars in this series, 30 were built in TM’s Cold Spring Shops and 30 came from TM’s streetcar builder St. Louis Car Company. I call St. Louis TM’s streetcar builder because they constructed nearly every streetcar that ran in Milwaukee.

What made St. Louis Car Company so much better than other builders like Pullman or J.G. Brill? St. Louis Car Company was part of the North American Company which also happened to be TMs parent company. And after being forced out of TM in 1911 John I. Beggs became president of St. Louis Car Company. He eventually worked his way back into TM in 1920 and served as TM’s president until his death in October 1925.

The 600s were among the most ubiquitous streetcars ever built. Upon their arrival in 1912 they were initially placed in service on the Route 12 service to North Milwaukee, paired with 1200-series interurban trailers. The article reproduced here describes that service and comes from Electric Railway Journal. In 1927-28, ten of the 600s (601-610) were upgraded for service on the line to Cudahy and South Milwaukee. The upgrade included globe lights, smoking compartments and leather seats. Two cars of this series (604-605) also saw service on the Local West Side Rapid Transit line to West Junction, before the line was completed between 8th and 40th Streets.

Like the 500s, TM attempted to convert the 600s into one-man cars but the attempt failed. The platform on the 600-series cars were too small to accommodate both boarding and disembarking passengers. Only seven of the 600s were ever so converted. The 600s became the cars seen on Routes 19 and 37 where they proved to be ideal. Their days of service came to an end when Route 19 service was converted to trackless trolley operation in March 1948.

Three cars initially escaped the scrapper’s torch. Cars 626 and 636 saw service on the Lakeside Shuttle until they were replaced by 882, after which they too met their end at the Waukesha Gravel Pit. In 1949, car 607 was purchased from TMER&T by a railfan group called the Railroad Historical Foundation. 607 was chosen because it was the last 600 to go through Cold Spring Shops.

The car was stored at the yards adjacent to the never-completed subway at 8th and Hibernia Streets. Periodic work sessions were held to restore the car. The group’s ultimate goal was to restore the car completely, then move it out to the Municipality of East Troy Railway, where they were hoping to establish a trolley museum. Approximately 3/4ths of the canvas roof had been replaced when Speedrail was abandoned on June 30, 1951. The group was subsequently informed by scrapper Hyman-Michaels Co. that unless the car was removed from the Speedrail property it would be taken to Waukesha and scrapped. With most of the group members drafted into the military because of the Korean War, no one was left to find it a new home and it was sold for scrap.

TM 636 on the Lakeside Belt Line shuttle.

TM 636 on the Lakeside Belt Line shuttle.

TM 660 at North Side Station, 3-31-48.

TM 660 at North Side Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

The 700-Series Cars

The TM book refers to these as the “awful 700s.” Built in 1917 as center-entrance cars and complete with jumpers for multiple unit operation in trains of two or three cars, they represented a radical shift in Milwaukee streetcar design. They were apparently ill-suited to TM’s needs from the start.

The 700s were rebuilt as one-man cars in the 1920s. This involved removing the center doors and raising the level of the floor. End doors were added and m.u. controls removed.

As bus substitutions for streetcars increased the cars saw use only in rush hour tripper service. All were retired by 1953.

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

The 800s

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Two 800's and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800’s and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

803 at the north end of Rt. 27 - 35th & Silver Spring. (Don Ross photo)

803 at the north end of Rt. 27 – 35th & Silver Spring. (Don Ross photo)

Car 804.

Car 804.

845 at Bolivar and Howell Avenues in the 1940's. (Duane Matuszak collection)

845 at Bolivar and Howell Avenues in the 1940’s. (Duane Matuszak collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis - Kinnickinnic & St. Francis Ave. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis – Kinnickinnic & St. Francis Ave. (Robert Genack collection)

Car 871.

Car 871.

The 900s

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of '47. I just ran across the collection of "Remember When" articles that used to run in the Milwaukee Journal and found the same picture. It looks like it's a 900 and the caption says it's stuck on 27th & Brown. If you can't see the center window of an 800 or 900 head-on, it's hard to tell which it is.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of ’47. I just ran across the collection of “Remember When” articles that used to run in the Milwaukee Journal and found the same picture. It looks like it’s a 900 and the caption says it’s stuck on 27th & Brown. If you can’t see the center window of an 800 or 900 head-on, it’s hard to tell which it is.

907 as originally built., at an unknown location. (Robert Genack collection)

907 as originally built., at an unknown location. (Robert Genack collection)

913 Northbound at 84th and National. (Don Ross photo)

913 Northbound at 84th and National. (Don Ross photo)

TM 916 is eastbound, passing National car station at 27th and National.

TM 916 is eastbound, passing National car station at 27th and National.

943 at 3rd and Michigan - TM publicity shot. (Robert Genack collection)

943 at 3rd and Michigan – TM publicity shot. (Robert Genack collection)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

The front platform of a TM 900.

The front platform of a TM 900.

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Winter 1955-1956

With the conversion of so many streetcar lines to either trolleybus or diesel bus operation by this time, The Transport Company (M&STC) found itself short of space at several car stations for new GM diesel and second-hand Marmon-Herrington trolley buses. A decision was made to move about ten surplus streetcars to the County Stadium storage track.

This was not a scrap line, but merely what the company thought would be a safe, out-of-the-way place to store cars. They incorrectly assumed that with no one living nearby, the cars would go undisturbed. In the first photo car 925 shows just how “undisturbed” the cars were. Note the many holes in the front windows. The abundance of ballast on the right-of-way provided sufficient ammunition for vandals who just couldn’t resist sending rocks through the car windows. Other cars like 929, seen in the second photo as well as 933, were also part of this group. According to former Milwaukee resident Al Buetschle who saved TM 978, the end result was that all ten cars went to the scrapper after being stored in the Calvary Cemetery cut on the stadium spur.

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Cars With Special Paint Jobs

An 800 series car advertising the benefits of an "Army Career" passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

An 800 series car advertising the benefits of an “Army Career” passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

Passes, Time Tables, Transfers, and Car Checks

I have a number of TM passes from the 1930s and ’40s. I also have a Milwaukee streetcar transfer and a very early “commutation ticket.” These were later replaced with smaller tickets. TM just called them tickets, but my grandmother always called them “(street) car checks.”

I remember the first time we were going downtown after streetcar service ended in March ’58. She reached into her purse and tore off a car check for herself and one for me. The ones I recall had a drawing of a streetcar, trolleybus and diesel bus on one side and “The Transport Company” in the companys diamond logo on the reverse.

I asked if we were going to ride the streetcar again . After all, how could you have car checks with0out streetcars? She said, “There are no more streetcars. They were all taken off of the line.” I didn’t understand how that could be until she told me that they could also be used on buses. For a second I held out hope that The Transport Company had changed their mind and decided to keep streetcars, but there was no reprieve.

Here are some samples of passes and timetables. Also, the early car check had the Public Service Building on the back side. The two passes from the present-day MCTS era commemorate streetcar anniversaries which is why I included them. The type of “car check” I remember has also been scanned. My memory was playing tricks on me. The diamond logo was not on it.

The reason it says “Good within the single fare area of Milwaukee only” is because Milwaukee had what were called zone fares. They could vary from as few as one zone to as many as four on the South Milwaukee-Cudahy line. Each zone was an additional five cents in fare. In the ’60s I used to love to ride the Route 80 bus to Mitchell Field and watch planes. Mitchell Airport was two zones, so you had to drop ten cents in the fare box when you got on or off there. You’ll see a couple of weekly passes with coupons attached. The coupon, which raised the cost of the pass, entitled you to ride into as many zones as was indicated on the coupon without having to pay an extra cash fare.

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (back).

A TMER&L streetcar transfer (back).

One of the very first TM weekly passes.

One of the very first TM weekly passes.

An early TM car check (front).

An early TM car check (front).

An early TM car check (back).

An early TM car check (back).

The Route 10 timetable for May 29, 1955.

The Route 10 timetable for May 29, 1955.

The Route 11 timetable for December 19, 1955.

The Route 11 timetable for December 19, 1955.

An M&STC car check (back).

An M&STC car check (back).

An M&STC car check (front).

An M&STC car check (front).

Miscellaneous Photos

After 1958, the next time I saw a Milwaukee streetcar was when 978 (saved by Al Buetschle) was on the temporary storage track net to General Lumber Company on Milwaukee’s northwest side. That was where Al and a friend of his worked on repainting and doing work on the interior of the car. The Milwaukee Journal ran a photo of Al and his friend working inside the car and that is how my grandparents found out it was there. His friend’s son was sitting in the motorman’s seat which brought back memories of the times I did the same.

In 1983 Al and his streetcar were reunited, when 978 was sent to San Francisco for the first historic streetcar festival. He had someone snap a picture of him putting up the trolley pole. I have this copy of it. The classic “T-Bird” convertible was Al’s. It was wrecked when he was hit by some teenagers out for a joy ride. Of course they were uninsured! The T-Bird was damaged beyond repair.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

The Harwood Avenue Terminal Site on Route 10 today.

The Harwood Avenue Terminal Site on Route 10 today.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

CTA 4000s in Linden Avenue yard ca. 1972.

CTA 4000s in Linden Avenue yard ca. 1972.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

Chicago Trolleys

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

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

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

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

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Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA "L" cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years' service. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA “L” cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years’ service. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 - Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA's desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 – Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA’s desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 - Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an "RJA" at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 – Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an “RJA” at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

From the Collections of William Shapotkin

Again, our tanks to Bill for sharing these with us.

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, "The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle." (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.” (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car "is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east." (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car “is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east.” (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location "is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation." (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location “is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation.” (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location "is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location “is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E.” (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it's a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to "Dutch" Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it’s a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to “Dutch” Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

CTA one-man car 3224 is at 92nd and Baltimore. That's a bus trailing behind. (William Shapotkin Collection)

CTA one-man car 3224 is at 92nd and Baltimore. That’s a bus trailing behind. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 7191 is at 81st and Wallace on Route - Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA 7191 is at 81st and Wallace on Route – Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Michael D. Franklin adds, "This picture shows 6181 heading south on Larrabee St between Crosby St and Kingsbury Street. Building with 'Adams Mfg. Co.' is still standing at 907 N. Larrabee Ave." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, "This car is at East end-of-line in 26th east of Lake Park Ave -- note IC catenary in background. View looks N/E." (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, “This car is at East end-of-line in 26th east of Lake Park Ave — note IC catenary in background. View looks N/E.” (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

Bill Shapotkin writes:

All the pix of a ‘GM&O” passenger train are of the southbound “Plug,” the Chicago-Joliet suburban train. Even after the ICG merger, the train continued to operate with GM&O equipment — and indeed, the loco (do not recall if it was 880-B or not), even got a new GM&O logo stenciled onto its nose. Bi-level equipment arrived (I believe) circa 1977-79, when a second “Plug” was added to the schedule.

A Gulf, Mobile & Ohio passenger train near Chicago's Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A Gulf, Mobile & Ohio passenger train near Chicago’s Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago's Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago’s Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

CTA "Fishbowl" bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA “Fishbowl” bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA "Fishbowl" 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA “Fishbowl” 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 - Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 – Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Railroad Record Club News

From Kenneth Gear:

I just found an interesting RRC document on line. It is a list of all RRC records available at the time of RRC 12 the DM&IR record’s release. I found it on a British vinyl record website but the copy of RRC 12 it came with was already sold. Unfortunately the scan is low res and there wasn’t much I could do to fix it. I color corrected it and sharpened the image. It is readable and contains a little bit of info about the club membership.

Recent Correspondence

Barry Shanoff writes:

I haven’t seen any updates in a while. I hope all is well.

Thanks for writing.

I worked 15 out of 16 days in a row last month as an election judge, and that pretty much wore me out for a while. After that, it took me a couple weeks to get back up to speed.

Meanwhile, I have also been working hard on my next book, now scheduled for publication on October 1st. It’s close to being finished. I am also collecting material for what I hope will be next year’s book.

I have also been collecting lots of new images for the blog (see this post!).  There’s a major article coming soon by Larry Sakar about Milwaukee streetcars, plus lots of images that other people have shared with me, in addition to ones I have purchased.

So although there hasn’t been a post in a while, a lot of work, as always, has been going on behind the scenes.

Charlie Vlk writes:

In case you haven’t come across this site the Indiana Historical Society has photos of 4200s being built and North Shore and South Shore items.

http://images.indianahistory.org/cdm/search/collection/p16797coll21/searchterm/chicago/order/title

There is an excellent film of a North Shore Line wreck filmed on February 24, 1930 at https://mirc.sc.edu/islandora/object/usc%3A48292

PS- Still looking for photos of the Douglas Park CB&Q / El stations.

Thanks very much for sharing these links!

Thomas Kruse writes, regarding our previous post A Shoebox Full of Dreams (September 21, 2017)

A caregiver for my father sent this to me. My father is the Marvin C. Kruse you cited. A few corrections. My dad just celebrated his 96th birthday a few weeks ago, alive and well. Also he never said he was POW.

I LOVE what you have done with his photos that my brother sold. This is a real benefit for all. Very good memories; Dad enjoyed this blog, too.

Looks like some of the information I dug up applied to a different Marvin C. Kruse. We have corrected the post, thanks. Glad he likes it.

Jack Bejna writes:

Another great post! The time you spend in preparation of these posts has to be enormous and just want you to know that your efforts are appreciated!

More CA&E images to come!

Tony Waller writes:

While I commend you for keeping up the great work, I believe I detected some errors in your photos. In the photo of the Fifth Avenue shuttle’s one-man red car that you said must be 1954 and not the cited 1953. It could well have been 1953. When streetcars were replaced by weekend/holiday buses on Route 20 Madison and Madison/Fifth in March 1952, buses ran on the Fifth Avenue branch only on Saturdays (through to the Loop). One-man red cars instituted the shuttle service on Fifth Avenue on Sundays and major holidays. Following complete bus substitution on the main line of Madison in December 1953, the one-man red car shuttle provided all service (seven days per week) on Fifth Avenue until February 1954 when the branch was discontinued without replacement.

The photo of the IC electric suburban train does not appear to me to be at Halsted (West Pullman) station on the Blue Island branch. I can’t say where it is, however.

The photo of the two wooden “railroad roof” Chicago Rapid Transit cars are not on the Central St., Evanston elevation; but are on the bridge over the nearby North Shore Channel waterway.

The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.

But as I said above, keep up your great work!

Thanks for the corrections. I did already fix the caption for the IC picture, which was the result of the neg envelopes getting switched between two negs. Not sure whether Bob Selle did this, but in any event I purchased one neg and Jeff Wien the other. Once we swap neg envelopes, order will be restored in the universe.

The www.chicagorailfan.com web site gives May 11, 1952 as the date when buses were substituted for streetcars on weekends for Route 20, but did not say anything about the Madison-Fifth branch line still being operated with trolleys as a shuttle until December 13, 1953.  Adittedly, some of this minutiae does get a bit confusing.

However, this is all clarified on page 284 of Chicago Surface Lines: An Illustrated History (Third Edition), where author Alan R. Lind notes:

“CTA substituted buses for the Madison main line cars on weekends only starting May 11, 1952… (regarding the Madison-Fifth branch) On May 11, 195 it remained a two-man car route on weekdays to downtown, but became a bus route to downtown on Saturdays only, and a one-man shuttle car route on Sundays only.”

One reason Madison-Fifth was eventually discontinued without bus replacement was the construction of the Congress (now Eisenhower) expressway. It was decided to simply truncate Fifth Avenue at the highway and no bridge was built crossing it. Other cutbacks to that street have followed, to the point where today it is perhaps a vestige of what it once was.

The other thing that cinches it is the calendar. February 15, 1953 was a Sunday, when shuttle cars would have been running, while the following year the 15th was a Monday.  Since Bob Selle marked on his neg envelope that this was a Sunday, the 1953 date must be correct after all.

Our resident South Side expert M. E. writes:

Missed you, wondered where you went. Glad you’re back.

https://thetrolleydodger.files.wordpress.com/2018/04/image616.jpg
Your caption says “signed for route 1 – Cermak.” Cermak was — and still is — route 21, as is displayed on the streetcar’s front sign.

https://thetrolleydodger.files.wordpress.com/2018/04/image742.jpg
The reason the original year given was 1953 is simple — everyone forgets to adjust for a new year until a few months into the new year. I’m sure you have written checks with the prior year’s date.

https://thetrolleydodger.files.wordpress.com/2018/04/image691.jpg
Behind the streetcar you see the tracks and the trolley wires curving to the left. Also, this streetcar is crossing a railroad. Also, the sign indicates the car is westbound to 95th and State. All of this tells me this is the area west of Stony Island Ave. where the 93rd/95th streetcar wiggled through several streets, heading west and south, before crossing the railroad seen in the picture. I also think the person in the front left window of the streetcar is its conductor. When the streetcar approached the railroad crossing, it stopped. The conductor had to get out of the streetcar, walk up to the railroad track, look both ways for trains, and then signal to the motorman if it was okay to cross the railroad tracks. The conductor probably re-boarded the streetcar at the front. He could stay there a while because the next streetcar stop was a fair distance west. By the way, this crossing required a two-man crew, which otherwise would have been only one man because of relatively light patronage on that line. The customers on this particular run were most likely steelworkers heading home.

https://thetrolleydodger.files.wordpress.com/2018/04/image688.jpg
I wondered why there was a Gulf, Mobile and Ohio passenger train in 1972, because most passenger railroads yielded to Amtrak in April 1971 (the only exceptions being the Rock Island, Southern, and Rio Grande). So I guessed this picture has to depict a commuter train. I looked up “GM&O commuter train” in Google, and sure enough, it was GM&O’s only commuter train of the day, called the Plug.

The “2” key on my computer keyboard has been malfunctioning recently, which explains why I typed 1 instead of 21.

Additional research seems to show the 1953 date is correct for image742. See my correspondence with Tony Waller, which I have posted to the main body of the post.

I will post your other corrections later today, thanks! Always great to hear from you.

George Trapp writes:

Great to see your latest post. I do have one small correction on one photo and a couple of observations on another.

The June 22, 1953 view of Tower 18 on the Loop Elevated: The train approaching on the left is an Evanston Express not a Ravenswood. The lead car is a former Northwestern Elevated 1000 series gate car, note left hand cab and trolley poles. The Ravenswood used former South Side gate cars that had been used on the Wilson-Kenwood locals at this time in addition to new 6000’s.. Also, run #509 is an Evanston run number, Ravenswood’s were in the 400’s. Train behind is a Ravenswood at Merchandise Mart with 6131-6200 series cars.

Photo of Air-Door Pullman #528 on State Street bridge running as a Broadway-State tripper on May 18, 1954. Interesting because some of these cars were retained for emergencies after Ashland was converted to bus in Feb., 1954. In your CERA bulletin 146, there’s a photo of a line of them at Devon next to PCC #7195. By May 1954 the Post War PCC fleet was down to 347 cars. One other thing is the former Chicago Motor Coach 1001-1008 series Mack C-50 on the Wabash bridge. Unusual because they were not GM’s CMC’s usual supplier. They were probably purchased at GM’s encouragement because of anti-trust pressure GM was feeling. CMC reverted back to GM for 50 more TDH5103’s delivered four months after the Macks.

It’s great to hear from you; thanks for writing.

Ravenswood was what Bob Selle, the photographer, wrote on his negative envelope, so I went with that. But as we know, no one is infallible, and sometimes what’s written on a neg, slide, or print can turn out to be wrong.

Mr. Selle was a stickler for details, often putting down the day of the week and even the time of day when his pictures were taken, so for him, it’s a rare mistake. I will correct the caption, thanks.

We have written about the last few red cars before, the ones that were kept after May 30, 1954 for emergency use. I am pretty sure we were able to determine which cars they were, and how many.

Adam Platt writes:

Thanks again for the wonderful posts. They keep me up way too late some nights.

You’re welcome!

Wally Weart writes:

A home run, really one of the best so far.

Thanks!!

Glad you like this post.  Again, special thanks to Jeff Wien and Bill Shapotkin for their contributions.

-David Sadowski

Chicago Trolleys

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

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

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

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

Help Support The Trolley Dodger

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A Chicago Traction Valentine

This "red border" Kodachrome shows CTA salt car AA-104 at South Shops on January 4, 1956. Don's Rail Photos says, "AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy (Calumet and South Chicago Railway) 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956." This was one of the few railroad-roof cars on the Chicago system. The main color here is Pullman Green. (James J. Buckley Photo)

This “red border” Kodachrome shows CTA salt car AA-104 at South Shops on January 4, 1956. Don’s Rail Photos says, “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy (Calumet and South Chicago Railway) 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” This was one of the few railroad-roof cars on the Chicago system. The main color here is Pullman Green. (James J. Buckley Photo)

After our recent forays to the East Coast, part of a series by guest contributor Kenneth Gear, we are back in Sweet Home Chicago for this one. Watch this space for additional posts in Ken’s series.

Although we are a few days late for Valentine’s Day, we nonetheless have many photographic gifts for Chicago-area traction fans in today’s post, that constitute a virtual Valentine to our readers. First, we have some recent finds. Next, a few color slides courtesy of William Shapotkin. Then, a bevy of classic black-and-white images taken by the late Robert Selle, one of the greatest railfan photographers.

We also have a book review, and there are two new audio CD collections in our ongoing efforts to digitize 1950s steam railroad audio for the 21st Century.

Enjoy!

-David Sadowski

Recent Finds

When the CTA opened the five-mile long Skokie Swift branch in April 1964 (over a small portion of the former North Shore Line) ridership far exceeded expectations. So the four articulated 5000-series cars were quickly renovated and adapted for Swift service. These were experimental when built in 1947-48 and became "oddballs" on the CTA system. Here, we see car 51 (renumbered from 5001) in October 1964 at Kostner. These cars continued to run into the 1980s. Two of the four sets were saved, and this set is now at the Fox River Trolley Museum. (Color correction by J. J. Sedelmaier)

When the CTA opened the five-mile long Skokie Swift branch in April 1964 (over a small portion of the former North Shore Line) ridership far exceeded expectations. So the four articulated 5000-series cars were quickly renovated and adapted for Swift service. These were experimental when built in 1947-48 and became “oddballs” on the CTA system. Here, we see car 51 (renumbered from 5001) in October 1964 at Kostner. These cars continued to run into the 1980s. Two of the four sets were saved, and this set is now at the Fox River Trolley Museum. (Color correction by J. J. Sedelmaier)

Three CTA trains of 6000-series "L"/Subway cars are lined up by the old Tower 18 in the early 1950s. As you can see, with the tower in the middle of the junction, not all moves could be made. For example, eastbound trains coming from Lake Street could not go straight east, but had to turn south. At this time, traffic on both the inner and outer Loop tracks went in the same direction (counter-clockwise). This arrangement was changed in 1969 when the CTA wanted to through-route Lake with the new Dan Ryan line. The tower was moved and replaced with a new one, and new eastbound trackage was built where the old tower was. That was also the beginning of bi-directional operations on the Loop, which continue to this day.

Three CTA trains of 6000-series “L”/Subway cars are lined up by the old Tower 18 in the early 1950s. As you can see, with the tower in the middle of the junction, not all moves could be made. For example, eastbound trains coming from Lake Street could not go straight east, but had to turn south. At this time, traffic on both the inner and outer Loop tracks went in the same direction (counter-clockwise). This arrangement was changed in 1969 when the CTA wanted to through-route Lake with the new Dan Ryan line. The tower was moved and replaced with a new one, and new eastbound trackage was built where the old tower was. That was also the beginning of bi-directional operations on the Loop, which continue to this day.

One-man CSL 3117 is eastbound on 18th Street at Carpenter (approx. 1100 West) in the 1940s. Don's Rail Photos: "3117 was built by CSL in 1922. It was scrapped in 1948." This was part of a series known as CSL Safety Cars, aka "Sewing Machines." (Joe L. Diaz Photo)

One-man CSL 3117 is eastbound on 18th Street at Carpenter (approx. 1100 West) in the 1940s. Don’s Rail Photos: “3117 was built by CSL in 1922. It was scrapped in 1948.” This was part of a series known as CSL Safety Cars, aka “Sewing Machines.” (Joe L. Diaz Photo)

The same location today.

The same location today.

Two CTA PCCs (4064 and 4115) and red car 368, all Pullmans, at Kedzie Station (Fifth and Kedzie) on August 22, 1953. The main portion of Route 20 - Madison was converted to bus on December 13 of that year, and the Fifth Avenue branch continued for a few more months as a shuttle operation. The PCC at left is in its original colors (Mercury Green, Croydon Cream and Swamp Holly Orange), while the one in the center has been repainted in Everglade Green and Alpine White. (Robert Selle Photo)

Two CTA PCCs (4064 and 4115) and red car 368, all Pullmans, at Kedzie Station (Fifth and Kedzie) on August 22, 1953. The main portion of Route 20 – Madison was converted to bus on December 13 of that year, and the Fifth Avenue branch continued for a few more months as a shuttle operation. The PCC at left is in its original colors (Mercury Green, Croydon Cream and Swamp Holly Orange), while the one in the center has been repainted in Everglade Green and Alpine White. (Robert Selle Photo)

CTA Postwar PCC 7200, a product of the St. Louis Car Company, at 81st and Halsted on January 2, 1954. This was the south end of Route 22, Clark-Wentworth. It's been pointed out to me that fans took a lot of pictures at this location, but here we had the opportunity to purchase the original medium-format neg, and not just a print. Notice the dents on the front of 7200. (Robert Selle Photo)

CTA Postwar PCC 7200, a product of the St. Louis Car Company, at 81st and Halsted on January 2, 1954. This was the south end of Route 22, Clark-Wentworth. It’s been pointed out to me that fans took a lot of pictures at this location, but here we had the opportunity to purchase the original medium-format neg, and not just a print. Notice the dents on the front of 7200. (Robert Selle Photo)

"One-man PCC 4021, now northbound on the (private right-of-way) portion of the South Cottage Grove line." This was on May 30, 1955. 4021 is now the only preserved prewar PCC, and is now at the Illinois Railway Museum. (Robert Selle Photo)

“One-man PCC 4021, now northbound on the (private right-of-way) portion of the South Cottage Grove line.” This was on May 30, 1955. 4021 is now the only preserved prewar PCC, and is now at the Illinois Railway Museum. (Robert Selle Photo)

Color Slides, Courtesy of William Shapotkin:

"Looking westbound on (North) Lake Street toward Austin Boulevard., cars 3153 and 1757, woring CTA Lake Street line, lay over at west end-of-line. In distance (SW corner of Lake and Austin in Oak Park), a bus working the Chicago & West Towns Lake Street line takes its layover. May 15, 1954." (About two weeks before the end of streetcar service on Route 16).

“Looking westbound on (North) Lake Street toward Austin Boulevard., cars 3153 and 1757, woring CTA Lake Street line, lay over at west end-of-line. In distance (SW corner of Lake and Austin in Oak Park), a bus working the Chicago & West Towns Lake Street line takes its layover. May 15, 1954.” (About two weeks before the end of streetcar service on Route 16).

"Chicago, IL. CTA car #3153, working an eastbound trip on Route 16 - Lake, is eastbound in (North) Lake Street, having just crossed over Central Avenue. View looks west/northwest from the Chicago & North Western embankment. May 15, 1954."

“Chicago, IL. CTA car #3153, working an eastbound trip on Route 16 – Lake, is eastbound in (North) Lake Street, having just crossed over Central Avenue. View looks west/northwest from the Chicago & North Western embankment. May 15, 1954.”

CTA 1812 at Lake and Pine in February 1953, heading west on the ground-level portion of the Lake Street "L", which was elevated onto the adjacent embankment in 1962. Pine is where Route 16 streetcars crossed the "L" to go from what was then called South Lake Street to North Lake Street. In 1964, the South Lake Street portion in this area was renamed Corcoran Place, after the death of the local alderman. (Thanks to J. J. Sedelmaier for twerking, er "tweaking" this one to make it look better.)

CTA 1812 at Lake and Pine in February 1953, heading west on the ground-level portion of the Lake Street “L”, which was elevated onto the adjacent embankment in 1962. Pine is where Route 16 streetcars crossed the “L” to go from what was then called South Lake Street to North Lake Street. In 1964, the South Lake Street portion in this area was renamed Corcoran Place, after the death of the local alderman. (Thanks to J. J. Sedelmaier for twerking, er “tweaking” this one to make it look better.)

The same location today (Lake and Pine). This is where Lake Street takes a jog to the north side of the former Chicago & North Western embankment, and the CSL/CTA Route 16 streetcar went along with it. Since Lake Street pretty much split in two at this point, the section west of here (behind the photographer) was referred to as either North Lake or South Lake, depending on which side of the embankment you were on. This was a reasonable system, since there were no duplicate street numbers. But in 1964, the south portion between Pine and Austin (a distance of just over half a mile) was renamed Corcoran Place, after the local alderman, an ally of then-Mayor Richard J. Daley's, who died suddenly from a heart attack. The "L" was relocated onto the embankment in 1962 and the street it was in (either Lake Street, South Lake Street aka Corcoan Place, or South Boulevard in Oak Park) made wider, or made into parking lots.

The same location today (Lake and Pine). This is where Lake Street takes a jog to the north side of the former Chicago & North Western embankment, and the CSL/CTA Route 16 streetcar went along with it. Since Lake Street pretty much split in two at this point, the section west of here (behind the photographer) was referred to as either North Lake or South Lake, depending on which side of the embankment you were on. This was a reasonable system, since there were no duplicate street numbers. But in 1964, the south portion between Pine and Austin (a distance of just over half a mile) was renamed Corcoran Place, after the local alderman, an ally of then-Mayor Richard J. Daley’s, who died suddenly from a heart attack. The “L” was relocated onto the embankment in 1962 and the street it was in (either Lake Street, South Lake Street aka Corcoan Place, or South Boulevard in Oak Park) made wider, or made into parking lots.

"Chicago, IL. CTA car #4333 brings up the rear of an eastbound Lake Street "L" train. View looks east from Lake/Laramie station. Note pull-offs for overhead trolley wire, used west from Laramie station. June 23, 1959,"

“Chicago, IL. CTA car #4333 brings up the rear of an eastbound Lake Street “L” train. View looks east from Lake/Laramie station. Note pull-offs for overhead trolley wire, used west from Laramie station. June 23, 1959,”

"Chicago, IL. Looking westbound on CTA's Lake Street "L" at (South) Lake Street (now Corcoran Place), at Menard Avenue. Line car #S200 is seen doing wire work. In distance is the Austin/Lake "L" station. At right (on embankment) is one-time "Boulevard" Chicago & North Western station (located at Austin Boulevard). May 27, 1960." Don Ross: "S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1924."

“Chicago, IL. Looking westbound on CTA’s Lake Street “L” at (South) Lake Street (now Corcoran Place), at Menard Avenue. Line car #S200 is seen doing wire work. In distance is the Austin/Lake “L” station. At right (on embankment) is one-time “Boulevard” Chicago & North Western station (located at Austin Boulevard). May 27, 1960.” Don Ross: “S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1924.”

"Oak Park, IL. A pair of 4000s, working a westbound trip on CTA's Lake Street "L", are on South Boulevard at Kenilworth Avenue. Visible in distance (on embankment) is one-time "Avenue" Chicago & North Western passenger station, located at Oak Park Avenue. View looks east on January 18, 1962."

“Oak Park, IL. A pair of 4000s, working a westbound trip on CTA’s Lake Street “L”, are on South Boulevard at Kenilworth Avenue. Visible in distance (on embankment) is one-time “Avenue” Chicago & North Western passenger station, located at Oak Park Avenue. View looks east on January 18, 1962.”

In the center, we see the portal at the north end of the State Street subway, just south of Armitage. The two middle "L" tracks were moved to the outer edge of the structure when the subway was built. The "L" continued south from this point with four tracks to Chicago Avenue. In recent years, the two outer tracks have been removed, and just a siding remains at this point.

In the center, we see the portal at the north end of the State Street subway, just south of Armitage. The two middle “L” tracks were moved to the outer edge of the structure when the subway was built. The “L” continued south from this point with four tracks to Chicago Avenue. In recent years, the two outer tracks have been removed, and just a siding remains at this point.

Chicago, Burlington & Qunict locomotive 4978 in Mendota, IL on September 2, 2010 with a Metra Electric (ex-Illinois Central "Highliner" at left. Both are at the Union Depot Railroad Museum. (Mike Sosalla Photo)

Chicago, Burlington & Qunict locomotive 4978 in Mendota, IL on September 2, 2010 with a Metra Electric (ex-Illinois Central “Highliner” at left. Both are at the Union Depot Railroad Museum. (Mike Sosalla Photo)

Classic Bob Selle Images

If you are a regular reader of this blog, you probably already know that the late Robert Selle (1929-2013) was an excellent photographer who specialized in black-and-white. As with many other railfan photographers, his extensive collection of images got scattered after his death.

Now and again, some of them pop up on eBay, but not always identified as his work in the auction listings. Fortunately, Selle is one of those few photographers whose work can be recognized at a glance, as it is often a cut above the rest.

Over the years, we have purchased a few Bob Selle negatives, which have been featured on this blog (including three in today’s post).

In 2011, Jeff Wien and the late Bradley Criss visited Mr. Selle in Florida, and he generously allowed them to scan some of his negatives. Tragically, Bradley Criss passed away in 2016 (you can read an appreciation of him here). He would have been 55 years old on February 4th.

As a tribute to both Bob Selle and Bradley Criss, here is a selection from the images they scanned, courtesy of Jeff Wien and the Wien-Criss Archive.

CTA Pullman 495 at Limits Station (car barn), so named because it was once at the north end of the city limits when first built. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 495 at Limits Station (car barn), so named because it was once at the north end of the city limits when first built. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 581 at Milwaukee and Clinton, in front of Chicago & North Western steam loco 1564. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 581 at Milwaukee and Clinton, in front of Chicago & North Western steam loco 1564. (Robert Selle Photo, Wien-Criss Archive)

CTA 4200 northbound on Clark near Montrose. (Robert Selle Photo, Wien-Criss Archive)

CTA 4200 northbound on Clark near Montrose. (Robert Selle Photo, Wien-Criss Archive)

CTA postwar PCC 4224 (a Pullman) at the Limits car barn. (Robert Selle Photo, Wien-Criss Archive)

CTA postwar PCC 4224 (a Pullman) at the Limits car barn. (Robert Selle Photo, Wien-Criss Archive)

The group photo from the last Chicago streetcar fantrip on May 25, 1958. This was less than a month before the end of streetcar service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

The group photo from the last Chicago streetcar fantrip on May 25, 1958. This was less than a month before the end of streetcar service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA 6136 on the Museum Loop in Grant Park, just east of the Illinois Central Electric. (Robert Selle Photo, Wien-Criss Archive)

CTA 6136 on the Museum Loop in Grant Park, just east of the Illinois Central Electric. (Robert Selle Photo, Wien-Criss Archive)

CTA snow sweeper E223 was saved from destruction by Dick Lukin, and it is shown here in 1958, on its way to the Illinois Electric Railway Museum site in North Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA snow sweeper E223 was saved from destruction by Dick Lukin, and it is shown here in 1958, on its way to the Illinois Electric Railway Museum site in North Chicago. (Robert Selle Photo, Wien-Criss Archive)

A young (and shiirtless) Nick Kallas at the ERHS (Electric Railway Historical Society) site in Downers Grove, where streetcars such as Chicago & West Towns 141, shown here, were stored between 1959 and 1973, when the collection went to the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

A young (and shiirtless) Nick Kallas at the ERHS (Electric Railway Historical Society) site in Downers Grove, where streetcars such as Chicago & West Towns 141, shown here, were stored between 1959 and 1973, when the collection went to the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Aurora & Elgin 433, built by the Cincinnati Car Company in 1927. The tower, just barely visible at rear, was part of Wheaton Yard. (Robert Selle Photo, Wien-Criss Archive)

Chicago Aurora & Elgin 433, built by the Cincinnati Car Company in 1927. The tower, just barely visible at rear, was part of Wheaton Yard. (Robert Selle Photo, Wien-Criss Archive)

CA&E 453, a 1945 product of St. Louis Car Company, at the Wheaton station. (Robert Selle Photo, Wien-Criss Archive)

CA&E 453, a 1945 product of St. Louis Car Company, at the Wheaton station. (Robert Selle Photo, Wien-Criss Archive)

A six-car CA&E train westbound at the Halsted curve. (Robert Selle Photo, Wien-Criss Archive)

A six-car CA&E train westbound at the Halsted curve. (Robert Selle Photo, Wien-Criss Archive)

CA&E 458 heads a three-car train westbound at Western Avenue. The CTA bus on Van Buren indicates that this picture was taken no earlier than August 12, 1951. The Van Buren Street temporary trackage appears to be in place already, but testing has not started yet, as there are barriers in place. "L" service shifted to the temporary trackage in September 1953 and the CA&E cut back service to Forest Park. At left you can see the imposing structure of Richard T. Crane Medical Preparatory High School, otherwise known as Crane Tech. We are looking to the east. (Robert Selle Photo, Wien-Criss Archive)

CA&E 458 heads a three-car train westbound at Western Avenue. The CTA bus on Van Buren indicates that this picture was taken no earlier than August 12, 1951. The Van Buren Street temporary trackage appears to be in place already, but testing has not started yet, as there are barriers in place. “L” service shifted to the temporary trackage in September 1953 and the CA&E cut back service to Forest Park. At left you can see the imposing structure of Richard T. Crane Medical Preparatory High School, otherwise known as Crane Tech. We are looking to the east. (Robert Selle Photo, Wien-Criss Archive)

Two North Shore Line trains pass at Ravinia on a 1953 Shore Line Route fantrip. This is not the same stop as Ravinia Park, which is some distance away. The area taken up by the NSL tracks is now a parking lot for the Metra station (former Chicago & North Western), whose tracks are at left. We are looking southeast. Presumably the Silverliner at right is the fantrip train as the other train is not flying flags. (Robert Selle Photo, Wien-Criss Archive)

Two North Shore Line trains pass at Ravinia on a 1953 Shore Line Route fantrip. This is not the same stop as Ravinia Park, which is some distance away. The area taken up by the NSL tracks is now a parking lot for the Metra station (former Chicago & North Western), whose tracks are at left. We are looking southeast. Presumably the Silverliner at right is the fantrip train as the other train is not flying flags. (Robert Selle Photo, Wien-Criss Archive)

The building just visible in the previous picture, located at 514 Roger Williams Avenue in Highland Park.

The building just visible in the previous picture, located at 514 Roger Williams Avenue in Highland Park.

Chicago & North Western loco 505 heads up at train at Kinzie Street. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western loco 505 heads up at train at Kinzie Street. (Robert Selle Photo, Wien-Criss Archive)

C&NW loco 531 and train at Edison Park. (Robert Selle Photo, Wien-Criss Archive)

C&NW loco 531 and train at Edison Park. (Robert Selle Photo, Wien-Criss Archive)

C&NW 545 and train in Edison Park on Chicago's northwest side. (Robert Selle Photo, Wien-Criss Archive)

C&NW 545 and train in Edison Park on Chicago’s northwest side. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 291 at 63rd and Narragansett, possibly during the period just before Route 63 was converted to bus on May 24, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 291 at 63rd and Narragansett, possibly during the period just before Route 63 was converted to bus on May 24, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 475, running on Route 56 - Milwaukee Avenue, emerges from the east portal of the Washington streetcar tunnel at Franklin Street, having traveled under the Chicago River. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 475, running on Route 56 – Milwaukee Avenue, emerges from the east portal of the Washington streetcar tunnel at Franklin Street, having traveled under the Chicago River. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 384 at Roosevelt and Paulina. Cars on Route 9 - Ashland took a jog here, as streetcars were not allowed to run on boulevards. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 384 at Roosevelt and Paulina. Cars on Route 9 – Ashland took a jog here, as streetcars were not allowed to run on boulevards. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 124 at Division and Wells on Route 6 - Van Buren. The latest this photo could have been taken is 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 124 at Division and Wells on Route 6 – Van Buren. The latest this photo could have been taken is 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 265 is northbound at State and Archer on Route 45 (Ashland-Downtown). At left, we see a Route 44 CTA bus. This helps date the picture to between July 7, 1951 (when 44 converted to bus) and February 14, 1954 (when routes 9 and 45 were converted). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 265 is northbound at State and Archer on Route 45 (Ashland-Downtown). At left, we see a Route 44 CTA bus. This helps date the picture to between July 7, 1951 (when 44 converted to bus) and February 14, 1954 (when routes 9 and 45 were converted). (Robert Selle Photo, Wien-Criss Archive)

CTA 276 is eastbound at 63rd and Paulina on Route 63, probably in 1953 near the end of streetcar service on this line. (Robert Selle Photo, Wien-Criss Archive)

CTA 276 is eastbound at 63rd and Paulina on Route 63, probably in 1953 near the end of streetcar service on this line. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 377, also at 63rd and Paulina. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 377, also at 63rd and Paulina. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 289 is eastbound on Grand near Milwaukee on Route 65. This route was converted to bus on April 1, 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 289 is eastbound on Grand near Milwaukee on Route 65. This route was converted to bus on April 1, 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 452 is on Southport at Clark, the north end of Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 452 is on Southport at Clark, the north end of Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 453 is heading west on diversion trackage on Route 8 - Halsted at Chicago Avenue in 1953. I believe the PCC at the rear is 7228, a product of the St. Louis Car Company. The diversion was between Division and Chicago, and was used when work was being done on the Halsted Street bridge over the Chicago River. The two streetcars are about to turn from eastbound Chicago Avenue onto southbound Halsted. PCCs were being phased out on Halsted during this period, as CTA had begun shipping the 310 Pullmans to the St. Louis Car Company for scrapping and parts reuse on a like number of 6000-series rapid transit cars. By the time streetcar service ended on Halsted in 1954, service was being provided entirely by the older red cars. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 453 is heading west on diversion trackage on Route 8 – Halsted at Chicago Avenue in 1953. I believe the PCC at the rear is 7228, a product of the St. Louis Car Company. The diversion was between Division and Chicago, and was used when work was being done on the Halsted Street bridge over the Chicago River. The two streetcars are about to turn from eastbound Chicago Avenue onto southbound Halsted. PCCs were being phased out on Halsted during this period, as CTA had begun shipping the 310 Pullmans to the St. Louis Car Company for scrapping and parts reuse on a like number of 6000-series rapid transit cars. By the time streetcar service ended on Halsted in 1954, service was being provided entirely by the older red cars. (Robert Selle Photo, Wien-Criss Archive)

The note that came with this image of CTA Pullman 469 says it is on Kedzie near Chicago Avenue. But the sign on the streetcar says route 66, which is Chicago and not Kedzie. So perhaps we are on Chicago Avenue near Kedzie. (Robert Selle Photo, Wien-Criss Archive) Patrick Cunningham adds: "The Pullman 469 photo is on Chicago Ave. looking east from the CNW viaduct towards Sacramento. The building in the far background still exists."

The note that came with this image of CTA Pullman 469 says it is on Kedzie near Chicago Avenue. But the sign on the streetcar says route 66, which is Chicago and not Kedzie. So perhaps we are on Chicago Avenue near Kedzie. (Robert Selle Photo, Wien-Criss Archive) Patrick Cunningham adds: “The Pullman 469 photo is on Chicago Ave. looking east from the CNW viaduct towards Sacramento. The building in the far background still exists.”

The view looking east from about 3037 West Chicago Avenue, which is probably just a bit east of where the above photo was taken. You can see that the same building is at rear on Sacramento Boulevard.

The view looking east from about 3037 West Chicago Avenue, which is probably just a bit east of where the above photo was taken. You can see that the same building is at rear on Sacramento Boulevard.

CTA Pullman 381 at 63rd Place and Narragansett, the west end of Route 63. This picture may have been taken early in 1953, after PCCs had been replaced by older cars on this line, shortly before it was converted to bus. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 381 at 63rd Place and Narragansett, the west end of Route 63. This picture may have been taken early in 1953, after PCCs had been replaced by older cars on this line, shortly before it was converted to bus. (Robert Selle Photo, Wien-Criss Archive)

CTA 409 is on Southport at Clark, the north end of Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA 409 is on Southport at Clark, the north end of Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman n 504 exiting the Washington Street tunnel, operating on Route 56 - Milwaukee Avenue. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman n 504 exiting the Washington Street tunnel, operating on Route 56 – Milwaukee Avenue. (Robert Selle Photo, Wien-Criss Archive)

CTA 523 at the same location. (Robert Selle Photo, Wien-Criss Archive)

CTA 523 at the same location. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at Southport and Clark, ready to head south on another trip on Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at Southport and Clark, ready to head south on another trip on Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 610, an Ashland car, heads south on Clark at School Street. There is a similar photo on page 104 in my book Chicago Trolleys, showing car 144 at the same location. That picture is dated May 7, 1953 which may be when this picture was taken. That car was a pull-in to the Limits car barn, which may also be the case here. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 610, an Ashland car, heads south on Clark at School Street. There is a similar photo on page 104 in my book Chicago Trolleys, showing car 144 at the same location. That picture is dated May 7, 1953 which may be when this picture was taken. That car was a pull-in to the Limits car barn, which may also be the case here. (Robert Selle Photo, Wien-Criss Archive)

CTA 669 at 63rd and Paulina, probably in early 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 669 at 63rd and Paulina, probably in early 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 675 is westbound on Chicago Avenue at Grand Avenue on Route 66. Note the cool Bowman Dairy truck. (Robert Selle Photo, Wien-Criss Archive)

CTA 675 is westbound on Chicago Avenue at Grand Avenue on Route 66. Note the cool Bowman Dairy truck. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 839 is on Ashland at Chicago on Route 9. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 839 is on Ashland at Chicago on Route 9. (Robert Selle Photo, Wien-Criss Archive)

Ther motorman of CTA Pullman 879 waves at the photographer as he rounds the turn from Wells onto Division, running Through Route 3 - Lincoln-Indiana, which was discontinued on March 11, 1951. (Robert Selle Photo, Wien-Criss Archive)

Ther motorman of CTA Pullman 879 waves at the photographer as he rounds the turn from Wells onto Division, running Through Route 3 – Lincoln-Indiana, which was discontinued on March 11, 1951. (Robert Selle Photo, Wien-Criss Archive)

The same location today. Things have sure changed a lot!

The same location today. Things have sure changed a lot!

CTA 171 on Ogden at Ashland, operating on Route 58. The white stripe indicates that this is a one-man car. 1721 was part of a series known as "169" or Broadway-State cars. (Robert Selle Photo, Wien-Criss Archive)

CTA 171 on Ogden at Ashland, operating on Route 58. The white stripe indicates that this is a one-man car. 1721 was part of a series known as “169” or Broadway-State cars. (Robert Selle Photo, Wien-Criss Archive)

CTA 173 is on Chicago Avenue near Ashland, on Route 66. Note the Goldblatt's nearby. Goldblatt's was a local department store chain that operated from 1914 until 2000. In 1946, they had 15 local stores, with annual sales of $62m. (Robert Selle Photo, Wien-Criss Archive)

CTA 173 is on Chicago Avenue near Ashland, on Route 66. Note the Goldblatt’s nearby. Goldblatt’s was a local department store chain that operated from 1914 until 2000. In 1946, they had 15 local stores, with annual sales of $62m. (Robert Selle Photo, Wien-Criss Archive)

CTA 1765 is at the west end of Route 16 - Lake, at Austin Boulevard, the city limits, in 1952. The old Park Theater is behind the streetcar. It closed around this time, although it may still have been open when this picture was taken. (Robert Selle Photo, Wien-Criss Archive)

CTA 1765 is at the west end of Route 16 – Lake, at Austin Boulevard, the city limits, in 1952. The old Park Theater is behind the streetcar. It closed around this time, although it may still have been open when this picture was taken. (Robert Selle Photo, Wien-Criss Archive)

Another view, a "roster shot," showing 1765 by the Park Theater. Note the movie theater is not boarded up, which probably means it was still open when this picture was taken in 1952. Chances are, it fell victim to competition from television. (Robert Selle Photo, Wien-Criss Archive)

Another view, a “roster shot,” showing 1765 by the Park Theater. Note the movie theater is not boarded up, which probably means it was still open when this picture was taken in 1952. Chances are, it fell victim to competition from television. (Robert Selle Photo, Wien-Criss Archive)

CTA 17778 is on Route 66 - Chicago Avenue at Ashland, passing by a Woolworth's dime store. (Robert Selle Photo, Wien-Criss Archive)

CTA 17778 is on Route 66 – Chicago Avenue at Ashland, passing by a Woolworth’s dime store. (Robert Selle Photo, Wien-Criss Archive)

CTA 1781 at the same location. The white stripe on the front let riders know that this was a one-man car, and therefore they should enter at the front, instead of the rear, as they would on a two-man car. (Robert Selle Photo, Wien-Criss Archive)

CTA 1781 at the same location. The white stripe on the front let riders know that this was a one-man car, and therefore they should enter at the front, instead of the rear, as they would on a two-man car. (Robert Selle Photo, Wien-Criss Archive)

Book Review: Chicago Streetcar Memories

Chicago Streetcar Memories
By Kenneth C. Springirth
Publisher: ???? (2018)
Softcover, 128 pages

A new Chicago streetcar book is always a welcome addition to one’s library. Someone recently gave me a copy of Chicago Streetcar Memories by Kenneth C. Springirth, which came out last month.

As the author of Chicago Trolleys (see below), and co-author of a Chicago PCC book, I probably have a different perspective on this type of work than many people who will read it. I’ll put in my two cents for what it’s worth, but feel free to make up your own mind on these matters.

Mr. Springirth, who is about 78 years old and lives in Erie, Pennsylvania, has written numerous traction picture books over the years. Looking him up on Amazon, I found at least two dozen titles going back to 1968, although, for whatever reason, I did not see this new one listed there. Another source credits him with 35 books.

This new volume does not have any ISBN information, and no publisher is listed. So, in the absence of knowledge to the contrary, I am going to assume that it is a self-published work. In recent years, Springirth has been prolific, putting out a few such picture books per year.

Usually an author collects a royalty, if he or she is lucky, from a publisher who is willing to take a chance on their work. This generally involves an editor, who works with the author. There is back-and-forth until both parties are satisfied they have done their best, and then the book is published. It is a partnership.

Self-publishing, by my way of looking at it, is a bit of a double-edged sword. On the one hand, for those authors with deep enough pockets to finance the production costs, there is the chance to keep a lot more of the profits– as long as you can find a way to sell your books in sufficient quantities to create a profit.

Having absolute creative control over your book can be the ideal situation. On the other hand, an editor is a useful sounding board, and can also elevate the quality of your writing by asking you to revise your work and do better. An editor tries to get your best work out of you. The goal of a publisher should be to take what the author has done and improve it, to make a better book.

Whether by coincidence or otherwise, this book has the same name as a DVD put out some years back by Chicago Transport Memories, LLC. However, titles cannot be copyrighted (although sometimes they may be trademarked), and any way you look at it, this is a good title. The same author also has a recent book out called Baltimore Streetcar Memories, so perhaps he envisions this as part of a series.

It is worth noting that there is no connection between the DVD put out by Chicago Transport Memories, LLC and this new book, even though they have the same exact title.  Complicating matters even further, the Chicago Streetcar Memories DVD was included along with copies of Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, Bulletin 146 from the Central Electric Railfans’ Association, which I co-authored.

All the pictures in this new book, except for the cover, are black-and-white. The overall effect, at 128 pages, is somewhat like an oversized Arcadia book in their Images of Rail series, perhaps not surprising as Mr. Springirth has written a few of those also.

Unfortunately, the larger format was not put to best use, as the images in general are not very sharp and a few are downright fuzzy. I do not know if this is due to the choice of dpi (dots per inch) when the original images were scanned, or whether this somehow relates to the printing process used, or both.  In general, it would be fair to say that the images in Chicago Trolleys are sharper and more detailed than those in the Chicago Streetcar Memories book, even though our book is somewhat smaller in overall dimensions.

I don’t know why this should be the case, but it is true.

Except for a few pictures taken by the author, the bulk of images between the covers come from a single source– the collections of the late Clifford R. Scholes (1927-2018), who died less than a month ago. For that reason, it practically makes Scholes a co-author of the book, although he is not named as such, for the book inevitably reflects Scholes’ viewpoint as much as Springirth’s.

Getting all your images from a single source makes writing such a book a lot more convenient, I am sure, but it is a practice that I do not subscribe to for my own book projects. My philosophy is to leave no stone unturned, making a thorough and exhaustive search for images that will provide the reader with enough variety to make things interesting.

I keep digging into a subject until I feel I have a foundation for a book, and then I keep digging deeper. There is always the chance that if you dig deep enough, you will reach a deeper understanding of your subject than you started with.

There is a danger in using photos from a single source, and that is they reflect a singular point of view. You run the risk of having too many similar-looking types of pictures, and miss out on different perspectives.

Having such a large collection to draw upon may be useful to an author who is trying to put out several books a year. But everyone is different, and as an author, it is not the path I have chosen for myself.

When you stop searching for new material, you run the risk that you also stop learning.  And there is a temptation to stop looking when you say, “I have enough material to make a book,” even though there still might be better information out there.

I notice that in this book, there is not one picture showing the interior of a streetcar. My own book Chicago Trolleys has several such interior shots. I based my own work on the idea that history is the story of people, so I made it a point to show the motormen, conductors and riders in various situations, including paying their fares on a two-man PCC.

Although the title would tell you this is a streetcar book, the final chapter features Chicago trolley buses (although, inexplicably, they are referred to as “trackless trolleys,” a term that may have been popular in other places, but was never commonly used by Chicagoans).

One of the first rules of writing is to write what you know.  I know Chicago, having lived my entire life here.  Therefore, I wouldn’t dream of writing a book about Erie, Pennsylvania or some other city, because that is not what I know the best.  But that is just me.

Perhaps inspired by some recent Dispatches from the Shore Line Interurban Historical Society, this book goes into some detail on various streetcar routes. But since this is mainly a picture book, a single page of text at the start of several chapters is not sufficient space to cover seven routes apiece, as the author tries to do.  The overall effect here is confusing, as the author tries to do too much in the limited amount of space available.

Personally, I found the maps in this book to be somewhat amateurish. They are hand-drawn, and scanned in such a way as to not be very sharp. In fact, you could say they are downright pixilated.

I chose not to use maps in Chicago Trolleys, since there were so many streetcar lines at one time that a Surface Lines map would look like a plate of spaghetti.  My book did not try to be a route history per se. But there are several maps in the book project I am working on now, and I had to look long and hard to find ones that will be easy to read, and convey the information I want the reader to have. It is not easy to do.

In my humble opinion, the text in such books should be more than a mere recitation of facts.  There are numerous sources for transit facts, such as how the Chicago Transit Authority took over operations of the “L” and surface systems on October 1, 1947 or that the last Chicago streetcar ran on June 21, 1958.  It is an author’s responsibility to provide insight as well as facts.  Yes, these things happened, but why did they happen?  What were the circumstances and influences that made this so?

Whether by sheer coincidence, or otherwise, the last two pictures in Chicago Streeetcar Memories are very similar to the ones that conclude Chicago Trolleys, and show a Chicago PCC and a Chicago trolley bus at the Illinois Railway Museum.

All in all, I was somewhat disappointed in the Chicago Streetcar Memories book. But far be it from me to discourage anyone from buying it, since a book about Chicago streetcars is better than no book at all. Reading is always something to be encouraged, and authors applauded for their efforts at preserving history for the benefit of future generations.

If you are looking for detailed Chicago route histories, I would suggest getting a copy of the third edition of the late Alan R. Lind’s Chicago Surface Lines: An Illustrated History, which will probably remain for all time the best-ever Chicago streetcar book, and the standard by which all others are judged. Since it was published four decades ago, important contributions have been made to route histories by some of the Shore Line Dispatches.

If you are interested in Chicago PCC cars, CERA B-146 is the ne plus ultra, and our intention in writing it was to provide, at least for this aspect, a kind of updated color descendant of the Lind book, which is only black-and-white.

Chicago’s streetcar system was once so vast that no single book could do full justice to it, but we authors must continue to try.

That being said, my own recent work Chicago Trolleys provides an overview, which in my case was anything electric that ran in the Chicago area and used overhead wire instead of third rail. I also cover horsecars and cable cars, which preceded electric streetcars. My intention was to introduce the novice to the subject, while at the same time provide enough new material and previously unseen photographs to entertain even the most diehard railfan. We will leave it to our readers to tell us whether we succeeded.

Whatever my own reservations might be about it, the fact remains that you may still enjoy this new book.

While Chicago Streetcar Memories is not available (yet) on Amazon, you can purchase a copy from either Ron’s Books or the Seashore Trolley Museum.  Expect to pay about 50% more for a copy, compared to Chicago Trolleys.

-David Sadowski

New 1950s Steam Train Audio CDs:

HF-123
The Howard Fogg Steam Train Collection
# of Discs- 3
Price: $24.99


The Howard Fogg Steam Train Collection

Howard Fogg (1917-1996) was a renaissance man, the dean of American railroad illustrators. But it is not as well-known that he recorded the sounds of steam trains in their waning mainline days starting in 1954.

These recordings were released on four LPs by the long-defunct Owl Records label between 1959 and 1969. They have since become collector’s items.

They are excellent recordings. Fogg knew everybody in the railroad industry, so he had access to railroad towers and places ordinary folks could not get to. In addition, he did his own narration, and had a great voice for it.

The four Fogg LPs are widely regarded as being classics, and the equal of anything put out by the Railroad Record Club. The titles were Power of the Past!, The Talking Giants, All Steamed Up! and The Big Steam…, Union Pacific.

These “orphan works” have been digitally remastered for the 21st century and are now available on a three-CD set for your listening pleasure. Railroads covered include the Baltimore & Ohio, Grand Trunk Western, Nickel Plate, Detroit Toledo & Ironton, Illinois Central, New York Central, Pennsylvania Railroad, Colorado & Southern, Rio Grande, and Union Pacific.

Total time – 174:59


HD
Highball
Doubleheader
# of Discs- 1
Price: $14.99

Highball, narrated by Jim Ameche (Don Ameche’s brother), was originally issued in 1959 on LP by a long-defunct record label. Railroads featured include Colorado & Southern, Great Western, Santa Maria Valley, Union Pacific, and Southern Pacific. Bonus tracks feature the Denver and Rio Grande Western, Canadian Pacific, and Pennsylvania Railroad.

Total time: 77:08

Chicago Trolleys

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

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

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

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

Help Support The Trolley Dodger

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A Traction Photo Album, Part 2

Photo 3. Facing E-60 #967.

Photo 3. Facing E-60 #967.

This is the second installment of photos taken over the last 40 years by Kenneth Gear. You can see the first batch here. There will be additional installments, so watch this space.

In addition, we have more classic photos from the collections of William Shapotkin. We thank both Ken and Bill for sharing these with our readers.

Enjoy!

-David Sadowski

A Traction Photo Album, Part 2

By Kenneth Gear

New Jersey Transit Arrow MUs

Photo 1. NJT Arrow II MU #1265 leads train #964 at Dover, NJ. 10-13-91.

Photo 1. NJT Arrow II MU #1265 leads train #964 at Dover, NJ. 10-13-91.

Photo 2. NJT Arrow III MU #1304 at Dover, NJ. High level station platforms now obstruct the view of trains at this Ex-Lackawanna station.

Photo 2. NJT Arrow III MU #1304 at Dover, NJ. High level station platforms now obstruct the view of trains at this Ex-Lackawanna station.

Photo 3. NJT Arrow II MU #1265 leads train #964 as it departs Dover.

Photo 3. NJT Arrow II MU #1265 leads train #964 as it departs Dover.

Photo 4. Arrow III #1314 at SUMMIT Tower in Summit, NJ October 15, 1989. SUMMIT Tower was unique in that it was built into the retaining wall below street level.

Photo 4. Arrow III #1314 at SUMMIT Tower in Summit, NJ October 15, 1989. SUMMIT Tower was unique in that it was built into the retaining wall below street level.

Photo 5. NJT Arrow II #1287 arrives at Summit, NJ. 10-15-89.

Photo 5. NJT Arrow II #1287 arrives at Summit, NJ. 10-15-89.

Photo 6. Arrow II #1235 at Summit.

Photo 6. Arrow II #1235 at Summit.

Photo 7. A train of NJT Arrow MUs depart Summit, passing the Hill tracks in 1989.

Photo 7. A train of NJT Arrow MUs depart Summit, passing the Hill tracks in 1989.

Photo 8. NJT Arrow III #1319 was assigned to the "Dinky" train on the Princeton Breach this day. The train is at the Ex-PRR station (built in 1918) at Princeton, NJ. When this photo was taken in 1992 this was the terminus of the branch. Trackage has since been cut back 460 feet to make way for a new Princeton University Arts Center. At just 2.7 miles, the five minute trip from the Northeast Corridor connection at Princeton Junction to the end of the line is the shortest commuter rail service in the US.

Photo 8. NJT Arrow III #1319 was assigned to the “Dinky” train on the Princeton Breach this day. The train is at the Ex-PRR station (built in 1918) at Princeton, NJ. When this photo was taken in 1992 this was the terminus of the branch. Trackage has since been cut back 460 feet to make way for a new Princeton University Arts Center. At just 2.7 miles, the five minute trip from the Northeast Corridor connection at Princeton Junction to the end of the line is the shortest commuter rail service in the US.

Photo 9. NJ Transit Arrow III #1285 is inside the Meadows Maintenance Complex at Kearny, NJ in 1988.

Photo 9. NJ Transit Arrow III #1285 is inside the Meadows Maintenance Complex at Kearny, NJ in 1988.

Photo 10. Trackmobile #2 is about to move Arrow II #1277 outside the Meadows Maintenance Complex.

Photo 10. Trackmobile #2 is about to move Arrow II #1277 outside the Meadows Maintenance Complex.

Photo 11. Arrow III MU #1483 leads a Trenton bound train at HUNTER Tower, Newark NJ. 1-26-97.

Photo 11. Arrow III MU #1483 leads a Trenton bound train at HUNTER Tower, Newark NJ. 1-26-97.

Photo 12. NJT Arrow MUs in the rain at Hoboken, NJ. 9-22-90.

Photo 12. NJT Arrow MUs in the rain at Hoboken, NJ. 9-22-90.

Photo 13. An Arrow III MU train departs Hoboken Terminal in this low light pan shot. 3-11-00.

Photo 13. An Arrow III MU train departs Hoboken Terminal in this low light pan shot. 3-11-00.

Photo 14. On the same rainy day as in photo 13, NJT Arrow III MUs are trying to stay dry under the train shed at Hoboken Terminal.

Photo 14. On the same rainy day as in photo 13, NJT Arrow III MUs are trying to stay dry under the train shed at Hoboken Terminal.

Photo 15. One more from that cold rainy March day in 2000. NJT Arrow III #1512 will soon be departing the Hoboken Terminal and head out into the damp evening.

Photo 15. One more from that cold rainy March day in 2000. NJT Arrow III #1512 will soon be departing the Hoboken Terminal and head out into the damp evening.

Photo 16. A train of NJT Arrow III cars at Harrison, NJ in 2002.

Photo 16. A train of NJT Arrow III cars at Harrison, NJ in 2002.

Photo 17. Arrow III MU #1418 leads a New York train at Harrison, NJ. 1-12-02.

Photo 17. Arrow III MU #1418 leads a New York train at Harrison, NJ. 1-12-02.

Photo 18. NJT Arrow III MU #1488 leads a long Trenton bound train seen from the Harrison PATH station platform.

Photo 18. NJT Arrow III MU #1488 leads a long Trenton bound train seen from the Harrison PATH station platform.

Photo 19. PRR K-4 steam locomotives once quenched their thirsts here at the South Amboy engine terminal. In 1987 it was NJT MUs and E-60s that got the attention. Arrow III #1399 is seen behind the steam-era water column.

Photo 19. PRR K-4 steam locomotives once quenched their thirsts here at the South Amboy engine terminal. In 1987 it was NJT MUs and E-60s that got the attention. Arrow III #1399 is seen behind the steam-era water column.

Photo 20. NJT Arrow III #1361 is the last car of an eastbound train along the Passaic River at Kearny, NJ on August 15, 1997. I couldn't resist including a photo of an MU numbered 1361 after mentioning PRR K-4 steam locomotives in the previous caption.

Photo 20. NJT Arrow III #1361 is the last car of an eastbound train along the Passaic River at Kearny, NJ on August 15, 1997. I couldn’t resist including a photo of an MU numbered 1361 after mentioning PRR K-4 steam locomotives in the previous caption.

Photo 21. NJT Arrow III #1383 leads a Trenton bound train at Metuchen, NJ on January 12, 1997.

Photo 21. NJT Arrow III #1383 leads a Trenton bound train at Metuchen, NJ on January 12, 1997.

Photo 22. A train of NJT Arrow MUs reflect a winter sunset at it passes LINCOLN Tower at Metuchen NJ on January 12, 1997.

Photo 22. A train of NJT Arrow MUs reflect a winter sunset at it passes LINCOLN Tower at Metuchen NJ on January 12, 1997.

New Jersey Transit E-60s

Photo 1. NJT Arrow MUs 1375 & 1501 share yard space with E-60 #971 at South Amboy, NJ in 1984.

Photo 1. NJT Arrow MUs 1375 & 1501 share yard space with E-60 #971 at South Amboy, NJ in 1984.

Photo 2. Still in her Amtrak paint, NJ Transit E-60 #959 waits at South Amboy for her next North Jersey Coastline train assignment.

Photo 2. Still in her Amtrak paint, NJ Transit E-60 #959 waits at South Amboy for her next North Jersey Coastline train assignment.

Photo 3. Facing E-60 #967.

Photo 3. Facing E-60 #967.

Photo 4. NJT E-60 #967 looks rather good in her new paint job. South Amboy, NJ. 3-31-84.

Photo 4. NJT E-60 #967 looks rather good in her new paint job. South Amboy, NJ. 3-31-84.

Photo 5. E-60 #967 at the South Amboy, NJ engine terminal. 3-21-87.

Photo 5. E-60 #967 at the South Amboy, NJ engine terminal. 3-21-87.

Photo 6. NJT E-60 #973 at South Amboy engine terminal. In 1987 some steam era relics remain, the water column seen in photo 19, and the water tank and coaling tower seen here,

Photo 6. NJT E-60 #973 at South Amboy engine terminal. In 1987 some steam era relics remain, the water column seen in photo 19, and the water tank and coaling tower seen here,

Photo 7. NJT E-60s in Building 1 of the Meadows Maintenance Complex at Kearny, NJ.

Photo 7. NJT E-60s in Building 1 of the Meadows Maintenance Complex at Kearny, NJ.

Photo 8. NJ Transit E-60 #962 in the Meadows Maintenance Complex at Kearny, NJ. 7-26-88.

Photo 8. NJ Transit E-60 #962 in the Meadows Maintenance Complex at Kearny, NJ. 7-26-88.

New Jersey Transit ALP-44s

Photo 1. NJT ALP-44M #4422 at Harrison, NJ on January 12, 2002. NJT's ALP-44s were built by Asea Brown Boveri, a Swedish company starting in 1990. The last one was built in 1996 and by 2012 all were off the active roster and in long term storage.

Photo 1. NJT ALP-44M #4422 at Harrison, NJ on January 12, 2002. NJT’s ALP-44s were built by Asea Brown Boveri, a Swedish company starting in 1990. The last one was built in 1996 and by 2012 all were off the active roster and in long term storage.

Photo 2. NJT ALP-44 #4411 at the Secaucus transfer station September 6, 2003, the station's opening day.

Photo 2. NJT ALP-44 #4411 at the Secaucus transfer station September 6, 2003, the station’s opening day.

Photo 3. ALP-44 #4411 & Arrow III #1413 at the Secaucus transfer station, Secaucus Junction, NJ, on September 6, 2003.

Photo 3. ALP-44 #4411 & Arrow III #1413 at the Secaucus transfer station, Secaucus Junction, NJ, on September 6, 2003.

Photo 4. NJT ALP-44 #4419 crossing the Raritan River on RIVER drawbridge at Perth Amboy, NJ on July 11, 2008.

Photo 4. NJT ALP-44 #4419 crossing the Raritan River on RIVER drawbridge at Perth Amboy, NJ on July 11, 2008.

Photo 5. ALP-44 #4407 powers a northbound train for New York crossing the Raritan River into Perth Amboy. NJ on July 11, 2008.

Photo 5. ALP-44 #4407 powers a northbound train for New York crossing the Raritan River into Perth Amboy. NJ on July 11, 2008.

Photo 6. NJT ALP-44 4407 at Perth Amboy on July 11, 2008.

Photo 6. NJT ALP-44 4407 at Perth Amboy on July 11, 2008.

Photo 7. NJT ALP-44 4425 at Perth Amboy and heading for Long Branch. 7-11-08.

Photo 7. NJT ALP-44 4425 at Perth Amboy and heading for Long Branch. 7-11-08.

Photo 8 & 9. NJT ALP-44 #4402 & ALP-44M (for Microprocessor) #4420 crossing the Raritan River on RIVER drawbridge at Perth Amboy. The locomotives are in "push" mode on the rear of a southbound train from New York on July 11, 2008.

Photo 8 & 9. NJT ALP-44 #4402 & ALP-44M (for Microprocessor) #4420 crossing the Raritan River on RIVER drawbridge at Perth Amboy. The locomotives are in “push” mode on the rear of a southbound train from New York on July 11, 2008.

Photo 10. NJT ALP-44M #4426 at the locomotive shop, Meadows Maintenance complex. This locomotive will be in long term storage soon. 4-14-12.

Photo 10. NJT ALP-44M #4426 at the locomotive shop, Meadows Maintenance complex. This locomotive will be in long term storage soon. 4-14-12.

Photo 11. NJ TRANSIT ALP-44M #4423 inside the MMC locomotive shop Kearny, NJ on April 4, 2012.

Photo 11. NJ TRANSIT ALP-44M #4423 inside the MMC locomotive shop Kearny, NJ on April 4, 2012.

Photo 12. NJT ALP-44M #4422 being prepared for long term storage at the MMC in Kearny, NJ. 4-14-12. From the Wikipedia: "During 2012, the ALP-44's were prepared for storage in groups of five at a time. This work includes the removal of pantographs and having the cab windows covered with steel plating. These units were then moved to Port Morris Yard and the Lackawanna Cut-Off stub track for storage in Stanhope, NJ where they are now stored."

Photo 12. NJT ALP-44M #4422 being prepared for long term storage at the MMC in Kearny, NJ. 4-14-12.
From the Wikipedia: “During 2012, the ALP-44’s were prepared for storage in groups of five at a time. This work includes the removal of pantographs and having the cab windows covered with steel plating. These units were then moved to Port Morris Yard and the Lackawanna Cut-Off stub track for storage in Stanhope, NJ where they are now stored.”

New Jersey Transit ALP=46s (and ALP-45s)

Photo 1. NJT ALP-46 #4620 at the Secaucus transfer station in 2003. The ALP-46s were built in Germany by Bombardier starting in 2001.

Photo 1. NJT ALP-46 #4620 at the Secaucus transfer station in 2003. The ALP-46s were built in Germany by Bombardier starting in 2001.

Photo 2. ALP-46 #4612 is crossing the Delaware River on the Northeast Corridor at Morrisville, PA 1-10-10.

Photo 2. ALP-46 #4612 is crossing the Delaware River on the Northeast Corridor at Morrisville, PA 1-10-10.

Photo 3. NJT ALP-46 #4623 crossing the Ex-PRR Delaware River Bridge, Morrisville, PA.

Photo 3. NJT ALP-46 #4623 crossing the Ex-PRR Delaware River Bridge, Morrisville, PA.

Photo 4. This is the cab interior of brand new NJT ALP-46 #4610 on September 29, 2002. The locomotive has not yet been set-up for revenue service, notice the plastic covering is still on the engineer's seat.

Photo 4. This is the cab interior of brand new NJT ALP-46 #4610 on September 29, 2002. The locomotive has not yet been set-up for revenue service, notice the plastic covering is still on the engineer’s seat.

Photo 5. NJT ALP-46 #4626 crossing the Raritan River at Perth Amboy NJ. 7-11-08.

Photo 5. NJT ALP-46 #4626 crossing the Raritan River at Perth Amboy NJ. 7-11-08.

Photo 6. ALP-45A 4635 & ALP-45DP (duel mode) #4504 at the MMC, Kearny NJ. 4-14-12.

Photo 6. ALP-45A 4635 & ALP-45DP (duel mode) #4504 at the MMC, Kearny NJ. 4-14-12.

Photo 7. NJ Transit ALP-45DP #4510 inside the MMC locomotive shop.

Photo 7. NJ Transit ALP-45DP #4510 inside the MMC locomotive shop.

Photo 8. NJT class unit ALP-45DP # 4500 in the locomotive shop Meadows Maintenance complex.

Photo 8. NJT class unit ALP-45DP # 4500 in the locomotive shop Meadows Maintenance complex.

NJ Transit Light Rail Vehicles

Photo 1 & 2. NJ Transit Hudson-Bergen LRV #2002 at Hoboken, NJ on September, 29, 2002.

Photo 1 & 2. NJ Transit Hudson-Bergen LRV #2002 at Hoboken, NJ on September, 29, 2002.

Photo 3. The interior of NJ Transit Hudson-Bergen LRV #2010A.

Photo 3. The interior of NJ Transit Hudson-Bergen LRV #2010A.

Photo 4. Motorman's View of the Newport flyover at Jersey City, NJ from NJT Hudson-Bergen LRV #2010A.

Photo 4. Motorman’s View of the Newport flyover at Jersey City, NJ from NJT Hudson-Bergen LRV #2010A.

Photo 5. The motorman's controls of Hudson-Bergen LRV #2010A at Garfield Avenue, Jersey City, NJ

Photo 5. The motorman’s controls of Hudson-Bergen LRV #2010A at
Garfield Avenue, Jersey City, NJ

From the collections of William Shapotkin:

CTA St. Louis-built PCC 7123 at 69th and Western on January 28, 1954, apparently a pull-in from Route 49.

CTA St. Louis-built PCC 7123 at 69th and Western on January 28, 1954, apparently a pull-in from Route 49.

CSL Pullman 507 on Armitage near Milwaukee.

CSL Pullman 507 on Armitage near Milwaukee.

North Shore Line Electroliner 804-803 in Libertyville on February 17, 1957.

North Shore Line Electroliner 804-803 in Libertyville on February 17, 1957.

CSL 745 (a 1909 product of the Pressed Steel Company) at 4600 West 26th Street, the border between Chicago and Cicero which was the end of the line for the Blue Island route.

CSL 745 (a 1909 product of the Pressed Steel Company) at 4600 West 26th Street, the border between Chicago and Cicero which was the end of the line for the Blue Island route.

CTA Pullman 312 at California and Roscoe in March 1951.

CTA Pullman 312 at California and Roscoe in March 1951.

CTA red Pullman 271. Andre Kristopans adds, "Pullman 271 at North just west of Narragansett. C&WT (Chicago & West Towns) bus just barely visible in rear would have been on 11-Oak Park route."

CTA red Pullman 271. Andre Kristopans adds, “Pullman 271 at North just west of Narragansett. C&WT (Chicago & West Towns) bus just barely visible in rear would have been on 11-Oak Park route.”

CTA 3321 on 79th at Exchange Avenue on Route 79, June 10, 1951.

CTA 3321 on 79th at Exchange Avenue on Route 79, June 10, 1951.

CTA one-man car 6233 at 79th and Brandon on June 10, 1951.

CTA one-man car 6233 at 79th and Brandon on June 10, 1951.

CTA Pullman-built PCC 4212 on Morgan at 119th in 1952, at the south end of Route 36.

CTA Pullman-built PCC 4212 on Morgan at 119th in 1952, at the south end of Route 36.

CTA red Pullman 307 at Kedzie and Grand in May 1952.

CTA red Pullman 307 at Kedzie and Grand in May 1952.

CTA 3185-3186 at Proviso Yard, March 2, 1987. (Joseph Piersen Photo)

CTA 3185-3186 at Proviso Yard, March 2, 1987. (Joseph Piersen Photo)

The Rock Island in Chicago near 18th Street on August 3, 1978. (Joseph Piersen Photo)

The Rock Island in Chicago near 18th Street on August 3, 1978. (Joseph Piersen Photo)

GM&O 880-B on a backing Joliet local on September 2, 1976. (Joseph Piersen Photo)

GM&O 880-B on a backing Joliet local on September 2, 1976. (Joseph Piersen Photo)

GM&O loco 880-B on an Illinois Central Gulf commuter train, August 23, 1974. (Joseph Piersen Photo)

GM&O loco 880-B on an Illinois Central Gulf commuter train, August 23, 1974. (Joseph Piersen Photo)

GM&O loco 880-B on an Illinois Central Gulf commuter train, August 23, 1974. (Joseph Piersen Photo)

GM&O loco 880-B on an Illinois Central Gulf commuter train, August 23, 1974. (Joseph Piersen Photo)

Rock Island 650 on train #12 to Joliet on March 28, 1976. (Joseph Piersen Photo) M. E. writes: "If this is indeed CRI&P train 12, the caption is wrong. I plugged "CRI&P train 12" into Google and up came the Peoria Rocket. The passenger cars shown were never commuter cars; they were on trains that went farther than Joliet. Perhaps this caption should say, 'The Rock Island's train 12, the Peoria Rocket, arrives in Joliet.' By the way, the Rock Island never turned over its passenger service to Amtrak. After Amtrak formed, the CRI&P ran its own passenger trains from Chicago LaSalle St. station to Peoria ("Peoria Rocket") and from Chicago to Rock Island ("Rock Island Rocket"). They were never very busy, so they had only one or two cars."

Rock Island 650 on train #12 to Joliet on March 28, 1976. (Joseph Piersen Photo) M. E. writes: “If this is indeed CRI&P train 12, the caption is wrong. I plugged “CRI&P train 12” into Google and up came the Peoria Rocket. The passenger cars shown were never commuter cars; they were on trains that went farther than Joliet. Perhaps this caption should say, ‘The Rock Island’s train 12, the Peoria Rocket, arrives in Joliet.’ By the way, the Rock Island never turned over its passenger service to Amtrak. After Amtrak formed, the CRI&P ran its own passenger trains from Chicago LaSalle St. station to Peoria (“Peoria Rocket”) and from Chicago to Rock Island (“Rock Island Rocket”). They were never very busy, so they had only one or two cars.”

A Metra commuter train at Berkeley on August 7, 1990. (Joseph Piersen Photo)

A Metra commuter train at Berkeley on August 7, 1990. (Joseph Piersen Photo)

A Metra push-pull train at the Berkeley station near Proviso Yard, February 18, 1990. (Joseph Piersen Photo)

A Metra push-pull train at the Berkeley station near Proviso Yard, February 18, 1990. (Joseph Piersen Photo)

CR 7506 on a Valparaiso local, September 2, 1976. (Joseph Piersen Photo)

CR 7506 on a Valparaiso local, September 2, 1976. (Joseph Piersen Photo)

La Salle Street Station, Chicago on August 9, 1978. (Joseph Piersen Photo)

La Salle Street Station, Chicago on August 9, 1978. (Joseph Piersen Photo)

Loco 137 on an Orland Park local, September 2, 1976. (Joseph Piersen Photo) Bill Shapotkin adds: "Should be captioned as "the" (not "an"), as at the time of the photo there was but one train each way, Mon-Fri. Additionally, at the time the pic was taken, the train was operating out of the N&W's own Chicago station -- located adjacent (to the west) of the vacant Dearborn Station."

Loco 137 on an Orland Park local, September 2, 1976. (Joseph Piersen Photo) Bill Shapotkin adds: “Should be captioned as “the” (not “an”), as at the time of the photo there was but one train each way, Mon-Fri. Additionally, at the time the pic was taken, the train was operating out of the N&W’s own Chicago station — located adjacent (to the west) of the vacant Dearborn Station.”

Burlington Northern 9918 at 29th and Austin on August 30, 1992.

Burlington Northern 9918 at 29th and Austin on August 30, 1992.

Metra 8730 in Oak Park on March 12, 1996.

Metra 8730 in Oak Park on March 12, 1996.

Chicago & North Western diesel 1618 at the Proviso Yard on August 10, 1969. (Joseph Piersen Photo)

Chicago & North Western diesel 1618 at the Proviso Yard on August 10, 1969. (Joseph Piersen Photo)

RTA 104, a loaner to the South Shore Line, at Roosevelt Road on July 23, 1982.

RTA 104, a loaner to the South Shore Line, at Roosevelt Road on July 23, 1982.

Metra Burlington Northern commuter train 187 at Clyde (29th and Austin) on June 21, 1992.

Metra Burlington Northern commuter train 187 at Clyde (29th and Austin) on June 21, 1992.

Metra 384 at Mayfiar Junction on October 22, 1988.

Metra 384 at Mayfiar Junction on October 22, 1988.

Metra 601 at DesPlaines Street on May 18, 1996.

Metra 601 at DesPlaines Street on May 18, 1996.

A Metra Burlington Northern commuter train at 29th and Austin on August 30, 1992.

A Metra Burlington Northern commuter train at 29th and Austin on August 30, 1992.

Michigan City, Indiana : A westbound South Shore Line train (made up of RTA-owned equipment, and powered by loco #1097, is westbound in 11th Street, arriving at the Michigan City passenger station. The view looks east across Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana : A westbound South Shore Line train (made up of RTA-owned equipment, and powered by loco #1097, is westbound in 11th Street, arriving at the Michigan City passenger station. The view looks east across Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: a westbound South Shore Line passenger train (made up of RTA-owned equipment) is westbound in 11th Street, arriving at the Michigan City passenger station. The view looks east across Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: a westbound South Shore Line passenger train (made up of RTA-owned equipment) is westbound in 11th Street, arriving at the Michigan City passenger station. The view looks east across Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: loco #109 powers a westbound CSS&SB train (made up of RTA-owned equipment) as it heads westbound in 11th (having just made its Michigan City passenger stop). View looks west from Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: loco #109 powers a westbound CSS&SB train (made up of RTA-owned equipment) as it heads westbound in 11th (having just made its Michigan City passenger stop). View looks west from Franklin Street, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: a westbound CSS&SB train (made up of RTA-owned equipment) has departed the Michigan City passenger station on 11th at Franklin Street and heads westbound in 11th. View looks west, February 1982. (William Shapotkin Photo)

Michigan City, Indiana: a westbound CSS&SB train (made up of RTA-owned equipment) has departed the Michigan City passenger station on 11th at Franklin Street and heads westbound in 11th. View looks west, February 1982. (William Shapotkin Photo)

Chicago Trolleys

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

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

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

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A Traction Photo Album, Part 1

Photo 1. A train of Ex-DL&W MUs, which appears to have recently received a fresh coat of Pullman green paint, depart the Hoboken (NJ) Terminal 10-2-82.

Photo 1. A train of Ex-DL&W MUs, which appears to have recently received a fresh coat of Pullman green paint, depart the Hoboken (NJ) Terminal 10-2-82.

Kenneth Gear is no stranger to this blog, as we have featred his photos a few times before.* Starting with this post, he offers a sort of career retrospective of his best work over the last 40 years.

We thank him for sharing these wonderful pictures. Part 1 includes Amtrak, New Jersey Transit GG-1s, and ex-Lackawanna MUs, all electric. As Ken says, it’s an “eclectic group of electric motive power!”

Watch this space for future installments.

Enjoy!

-David Sadowski

*To see more of Ken’s photos, check out these previous posts:
Night Beat, Jersey Style (June 4, 2016)
Trolley Dodger Mailbag, 10-31-2016
Iowa Traction (December 6, 2016)
An Interurban Legacy (March 4, 2017)
Railroad Record Club Treasure Hunt (July 30, 2017)

Annual Fundraiser

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A Traction Photo Album


By Kenneth Gear

Recently I’ve been scanning some of the slides I’ve photographed over the years. I’m attempting to catalog them into some logical, easily retrievable order. Not such an easy task considering I have shot well over 70,000 slides since I started in 1977. In the process of scanning the slides I was somewhat surprised to realize that a lot of the equipment I photographed is now retired, scrapped or in museums. Of course the GG-1s are gone as well as the Ex-Lackawanna DC electric MU cars- no surprise there, but Amtrak HHP-8s and NJ Transit ALP-44s! It doesn’t seem like their time should have passed yet. NJT has recently solicited bids for new MUs to replace the Arrow MU car fleet and newer PA-5 cars now take commuters through the “tubes” under the Hudson to and from New York. I’m glad I rode and photographed what I did when I did.

I thought readers of the Trolley Dodger might be interested in seeing some of these images so I put together a bit of a photo album to share. I’ve included photos of the equipment no longer in service as well as some of the locomotives and MUs that are out on the rails at this moment serving the traveling public. I also included some slides I shot of fan trips, shop tours, and equipment displays that I attended over the years. Since my photos of the Iowa Traction steeple cabs and the night shots I took of electric railroad operations have already been featured in past installments of this blog, I did not include any here. The photos are categorized by railroad and equipment type. I hope everyone enjoys the photos.

Amtrak

Photo 1. An Amtrak GG-1 arrives at the Metropark station in Iselin, New Jersey in 1978.

Photo 1. An Amtrak GG-1 arrives at the Metropark station in Iselin, New Jersey in 1978.

Photo 2. I took this photo of an Amtrak train powered by two GG-1s in Edison, New Jersey on December 1, 1980. I was only 17 years old at the time and was using an Electra 135 range finder camera. It was aperture priority so I could not select the shutter speed. I was told that on a sunny day to use an aperture of F5.6 or F8, which I did. I loaded a roll of Kodachrome 64 slide film into the camera and headed trackside to the Edison station. This being one of the fastest pieces of track in the whole country, combined with a camera that automatically picked shutter speeds and, using ASA 64 film, meant the results were going to be predictable. Most of the trains appeared as blurry messes! I was disappointed with this shot and stored it away for many years. I now like the shot very much! It has just the right amount of blur to convey motion but not enough to ruin the shot. Even the newspaper on the platform is being carried along in the wind with just the right amount of motion blur. The word AMTRAK on the side of the second G is blurred just enough to remain legible.

Photo 2. I took this photo of an Amtrak train powered by two GG-1s in Edison, New Jersey on December 1, 1980. I was only 17 years old at the time and was using an Electra 135 range finder camera. It was aperture priority so I could not select the shutter speed. I was told that on a sunny day to use an aperture of F5.6 or F8, which I did. I loaded a roll of Kodachrome 64 slide film into the camera and headed trackside to the Edison station. This being one of the fastest pieces of track in the whole country, combined with a camera that automatically picked shutter speeds and, using ASA 64 film, meant the results were going to be predictable. Most of the trains appeared as blurry messes!
I was disappointed with this shot and stored it away for many years. I now like the shot very much! It has just the right amount of blur to convey motion but not enough to ruin the shot. Even the newspaper on the platform is being carried along in the wind with just the right amount of motion blur. The word AMTRAK on the side of the second G is blurred just enough to remain legible.

Photo 3. Amtrak GG-1 #918 at Lancaster PA October 3, 1978.

Photo 3. Amtrak GG-1 #918 at Lancaster PA October 3, 1978.

Photo 4. In another of my motion blurred action shots, an Amtrak Metroliner MU train speeds through Edison, NJ on December 1, 1979.

Photo 4. In another of my motion blurred action shots, an Amtrak Metroliner MU train speeds through Edison, NJ on December 1, 1979.

Photo 5. Amtrak Metroliner MU #817 leads a westbound train at Edison, NJ in 1978.

Photo 5. Amtrak Metroliner MU #817 leads a westbound train at Edison, NJ in 1978.

Photo 6. Metroliner #823 crossing the DOCK drawbridge and arriving at Penn Station Newark, NJ.

Photo 6. Metroliner #823 crossing the DOCK drawbridge and arriving at Penn Station Newark, NJ.

Photo 7. Amtrak E-60C #972 speeding through Edison, NJ in December of 1979. I couldn't stop the fast motion of the trains with the camera I had, so I decided to try to make the best of it by using the motion blur to convey a sense of speed and power. This is one more of only a few of the "blur" shots that I actually like.

Photo 7. Amtrak E-60C #972 speeding through Edison, NJ in December of 1979. I couldn’t stop the fast motion of the trains with the camera I had, so I decided to try to make the best of it by using the motion blur to convey a sense of speed and power. This is one more of only a few of the “blur” shots that I actually like.

Photo 8. A tour of Amtrak's Sunnyside Yard in Queens, New York City on June 20, 1987 officered a rare opportunity to photograph behind the scenes operations there. This photo shows Amtrak E-60 950 at the engine house awaiting attention.

Photo 8. A tour of Amtrak’s Sunnyside Yard in Queens, New York City on June 20, 1987 officered a rare opportunity to photograph behind the scenes operations there. This photo shows Amtrak E-60 950 at the engine house awaiting attention.

Photo 9. Amtrak E-60 #608 on train #88 the SILVER METEOR passing the Hell Gate Fire train. The fire train is used to fight fires on the elevated approaches and main span of the Hell Gate Bridge where it would be very difficult for the NYFD to reach.

Photo 9. Amtrak E-60 #608 on train #88 the SILVER METEOR passing the Hell Gate Fire train. The fire train is used to fight fires on the elevated approaches and main span of the Hell Gate Bridge where it would be very difficult for the NYFD to reach.

Photo 10. Amtrak E-60 #608 on Train #88 SILVER METEOR is being cleaned and stocked at Sunnyside.

Photo 10. Amtrak E-60 #608 on Train #88 SILVER METEOR is being cleaned and stocked at Sunnyside.

Photo 11. An eclectic group of Amtrak electric motive power at Sunnyside yard, Queens, NY. 6-20-87.

Photo 11. An eclectic group of Amtrak electric motive power at Sunnyside yard, Queens, NY. 6-20-87.

Photo 12. Amtrak E-60 #609 powers Train #91 the SILVER STAR at Holmesburg Junction, PA. 2-9-02.

Photo 12. Amtrak E-60 #609 powers Train #91 the SILVER STAR at Holmesburg Junction, PA. 2-9-02.

Photo 13. Amtrak E-60 MA #608 on Train #91 SILVER STAR at Penn Station Newark, NJ. 9-7-02.

Photo 13. Amtrak E-60 MA #608 on Train #91 SILVER STAR at Penn Station Newark, NJ. 9-7-02.

Photo 14. Amtrak E-60MA #600 on Track A at Newark, NJ Penn Station.

Photo 14. Amtrak E-60MA #600 on Track A at Newark, NJ Penn Station.

Photo 15. Amtrak E-60MA #600 & NJ Transit ALP-44 #4423 at Newark, NJ Penn Station 2-2-02.

Photo 15. Amtrak E-60MA #600 & NJ Transit ALP-44 #4423 at Newark, NJ Penn Station 2-2-02.

Photo 16. Amtrak AEM-7 #943 & E-60s #955 and #953 at New Haven, CT. 3-17-84.

Photo 16. Amtrak AEM-7 #943 & E-60s #955 and #953 at New Haven, CT. 3-17-84.

hoto 17. Amtrak AEM-7 #900 at New Haven, CT in May of 1986. Prior to the extension of electrification from New Haven to Boston in 2000, Amtrak trains switched from electric locomotives to Diesel before continuing to Boston. The reverse was done for New York Bound trains. Number 900 has cut off a train from New York and is heading to the motor storage yard.

hoto 17. Amtrak AEM-7 #900 at New Haven, CT in May of 1986. Prior to the extension of electrification from New Haven to Boston in 2000, Amtrak trains switched from electric locomotives to Diesel before continuing to Boston. The reverse was done for New York Bound trains. Number 900 has cut off a train from New York and is heading to the motor storage yard.