Recent Finds, 10-14-2017

October 14, 2017October 27, 2017David Sadowski 19 Comments

You would be forgiven if you think this is CTA red Pullman 144 heading north on Wentworth Avenue at Cermak Road in Chicago’s Chinatown neighborhood. But it is actually car 225 with its number hidden by a piece of red oilcloth. This was a fantrip organized by the late Maury Klebolt in 1955. He had promised the fans that car 144 would be used. Car 225 was built in 1908 and was sold to Seashore Trolley Museum in 1957. I previously wrote a post about this fantrip in 2013.

This close-up of the previous picture shows how the “144” is on an oilcloth patch over the actual number 225.

Today, we are featuring many rare transit photographs that we recently collected. Most are from the Chicagoland area, but some are from Milwaukee and Philadelphia.

What they all have in common is I think they are interesting. I hope that you will agree.

October 17 is the 74th anniversary of the opening of Chicago’s first subway. We have included a few subway pictures to help commemorate that historic event.

-David Sadowski

PS- I will be making a personal appearance at 1:00 pm on Saturday, October 21, 2017 at The Museums at Lisle Station Park in Lisle, IL. This presentation is for my new book Chicago Trolleys, from Arcadia Publishing. You can purchase an autographed copy via our Online Store. We look forward to seeing you there.

Recent Finds

This is a very unusual picture. At first, I thought it might show the ramp at Sacramento on the Garfield Park “L”, where the line descended to temporary trackage in Van Buren Street. Then, I noticed that this is single track. This makes it the loop at the west end of the line at DesPlaines Avenue, as it was configured in 1953 to allow the CA&E (not seen here) to pass underneath. There are lots of pictures showing this ramp taken from the ground. But to take this picture, the photographer either had to be in another railcar, or was standing on the walkway. At left, you can see the Altenhiem building, described in the next picture. The DesPlaines Avenue yard was reconfigured again in 1959 and this ramp was eliminated. We previously posted another picture of this crossover here.

Altenhiem, described here as an “old people’s home,” is still in business today.

Once CA&E trains were cut back to Forest Park in September 1953, joint timetables were issued for the benefit of passengers who wanted to continue to the Loop. These schedules were changed several times over the nearly four years before the CA&E abandoned passenger service. This is the 14th, and perhaps last such timetable. Over time, I assume there were fewer CA&E trains as ridership was declining. We previously posted timetable #7 here.

WORK ON CHICAGO’S SUBWAY STARTED
Chicago, Ill.: Above photo shows crowd on North State Street at Chicago Avenue during ceremonies marking the start of work on the new subway, which will run under State Street. Mayor Edward Kelly and Secy. of the Interior Harold Ickes used pneumatic spades to start the project. (Acme Press Photo, December 17, 1938)

STREET CARS CRASH IN TUNNEL; 7 INJURED
Chicago – Its brakes failing to hold as it attempted up-grade run in Chicago street car tunnel, trolley at left slid backward down incline, crashed into front end of following car. Seven passengers were taken to hospital, 100 others shaken up. (Acme Press Photo, November 6, 1941)

AT LAST — THE CHICAGO SUBWAY
All-steel cars from the elevated lines enter the tubes on the north side near Armitage and Sheffield Avenues, about 2 1/2 miles north of the Loop. Overhead is the existing elevated structure still used by local trains. Hard rubber plates have been placed between the ties and the steel rails to cushion the subway ride. (Acme Press Photo, October 21, 1943)

NO AN ART GALLERY–BUT PART OF MOSCOW’S SUBWAY LINE
Moscow, Russia– Beautiful inverted bowls throw light to the paneled ceiling of this archway part of the lighting system of the Sokolniki station of Moscow’s new subway. Indirect light is used in many parts of the system. The subway, thrown open to the public amidst scenes of great jubilation, is called the “Metro.” All Moscow went joy riding on opening day. (Acme Press Photo, May 17, 1935) What interested me about his photo was how the general configuration looks a lot like the Chicago subway, which was built a few years later. Is it possible that the design was influenced by Moscow’s?

The interior of DC Transit car 766, during an October 8, 1961 fantrip just a few months before Washington’s streetcar system was abandoned. This car is now preserved at the National Capital Trolley Museum as Capital Traction Company 27 (its original umber). We have an excellent CD featuring audio recordings of 766 in operation in Washington, DC in our Online Store.

This picture was taken on the Wells leg of Chicago’s Loop on April 16, 1926. If this is Quincy and Wells, the scaffolding at left may be related to work being done on the nearby Wells Street Terminal, which started at this time. The terminal got a new facade and was expanded, reopening on August 27, 1927.

This picture shows the old Wells Street bridge, carrying the “L” across the Chicago River as it heads north-south in the early 1900s.

This is Racine Avenue on the Metropolitan “L” main line. The autos below the “L” would suggest this picture was taken in the 1940s.

“L” trains at the north State Street subway portal, probably in the 1940s.

The view looking north from the Howard “L” station. We ran a very similar picture to this in a previous post Chicago Rapid Transit Photos, Part Eight (November 16, 2016), where George Trapp suggested in was taken in the late 1920s or 1930s. This photo is dated December 17, 1930.

Michael Franklin has identified this picture as showing the Armour station on the Stock Yards branch. He notes, “(the) clue was a station on one side but not one on the other.” See below for another view of the same station.

http://www.chicago-l.org/operations/lines/images/StockYards/cta2906%40armour.jpg

The above image is from Graham Garfield’s excellent web site, and looks to the northeast. The original www.chicago-l.org caption reads:

Looking north on September 28, 1957, ex-Metropolitan Elevated car 2906 has left Armour station (seen at right) and it about to rejoin the Stock Yards main line to head east to its terminal at Indiana. The Sock Yards branch is only a week away from abandonment at this time. (Photo from the IRM Collection, courtesy of Peter Vesic)

This picture was taken on the Evanston branch of the “L”, and the wooden “L” car is signed “Howard Only,” which suggests this was taken during the CTA era. Previously, all Evanston trains continued south into the city. The nearby curve would indicate that this picture was taken just north of Howard, and may show the viaduct where the line crossed Chicago Avenue, which is a continuation of Clark Street.

This picture is identified as showing Chicago streetcar conductors and motormen, and probably dates to the early 1900s.

Here, we have a westbound train of wooden Met cars at Laramie on the old Garfield Park line. This was replaced by the Congress line in 1958.

Chicago Surface Lines 2779 at Cicero and Montrose in 1934. This was the north end of the Cicero Avenue line. This car is part of a series known as “Robertson Rebuilds,” and was built by St. Louis Car Co. in 1903. (Edward Frank, Jr. Photo)

CSL 970 on Waveland between Broadway and Halsted in 1936. This was the north end of the Halsted line. 970 was part of a series known as the “little” Pullmans, since they were slightly shorter than cars 101-750. It was built in 1910. (Edward Frank, Jr. Photo)

CSL experimental pre-PCC car 7001 is shown heading south on Clark Street at North Avenue, across the street from the Chicago Historical Society (now the Chicago History Museum). This picture was probably taken in the 1930s. 7001 went into service in 1934 and was repainted in 1941 before being retired around 1944. (Edward Frank, Jr. Photo)

The view looking east at Lake Street and Ridgeland, when the Lake Street “L” ran on the ground. Many years ago, the Rapid Transit Company put advertisements on the steps leading into such ground-level stations. The “L” was relocated onto the nearby C&NW embankment in 1962. This picture may be circa 1930.

The north end of the Merchandise Mart “L” station. This has since been rebuilt and the curved area of the platform has been eliminated.

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new “L” structure, occupying the area where the building at left once was.

Oakton Street in Skokie on December 11, 1931. The tracks with overhead wire were used by the North Shore Line and the Chicago Rapid Transit Company’s Niles Center branch. Both were running on the NSL’s Skokie Valley Route, built in 1925. The other set of tracks belong to the Chicago & North Western and were used for freight.

CSL 2601 was a Robertson Rebuild car built in 1901 by St. Louis Car Company. In this wintry scene, it is signed for the 111th Street route, presumably in the 1940s. (Joe L. Diaz Photo)

Here is an unusual view. This shows the ramp taking the Garfield Park “L” down to grade level between Cicero Avenue and Laramie. It must be an early picture, since the area around the “L” seems largely unbuilt. The Laramie Yard would be to the right just out of view. This “L” was torn down shortly after the CTA opened the Congress line in 1958.

The old Cermak Road station on the south Side “L”. Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

Here. a wooden “L” car train descends the ramp near Laramie on the Lake Street “L”. This must be an early photo, as it looks like Lake Street is unpaved. Streetcar service was extended west to Harlem Avenue here by the Cicero & Proviso in 1891. Chicago Railways took over the city portion in 1910. Service west of Austin Boulevard was provided by the West Towns Railways.

Wooden gate car 3105 and train in the Loop. This was originally built for the Lake Street “L”. Don’s Rail Photos says, “3103 thru 3118 were built by McGuire-Cummings in 1893 as LSERR 103 thru 118. In 1913 they were renumbered 3103 thru 3118 and became CRT 3103 thru 3118 in 1923.”

The view looking west along the Douglas Park “L” at 49th Avenue in Cicero on February 4, 1944. The station we see in the background is 50th Avenue. After it closed in 1978, this station was moved to the Illinois Railway Museum in Union, where it is used to board the museum’s fleet of retired “L” cars.

Here, we are looking south from Garfield (55th Street) on the South Side “L”.

61st Street on the South Side “L”, looking north on November 13, 1944.

Photos of the old Humboldt Park “L” branch are quite rare. This photo looks west from Western Avenue on January 26, 1931. This branch closed in 1952, although portions of the structure remained into the early 1960s.

This picture looks south from Randolph and Wells on the Loop “L”. The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, “The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side.”

North Shore Line 156 and several others at Waukegan in December 1962. Since there are about a dozen cars visible, they are being stored on a siding which you will note is outside the area of the catenary. (George Niles, Jr. Photo)

This shows TMER&T 1121 running on a 1949 fantrip on the North Shore Line at the Kenosha station. We ran a similar picture in our previous post Traction in Milwaukee (September 16, 2015).

Speedrail car 60 at the Waukesha Quarry, date unknown but circa 1949-51.

Larry Sakar writes:

The photo of Speedrail car 60 in your latest postings at the Waukesha Gravel pit was taken on 10-16-49. The occasion was the inaugural fan trip using a 60-series curved side car. It was sponsored by the short lived Milwaukee Division of the Electric Railroaders Association and was run by Milwaukeean James P. Harper who authored CERA Bulletin 97, “The Electric Railways of Wisconsin” published in 1952.

At the start of the private right-of-way at 8th St., the motors on the rear truck began having problems. At Waukesha, the car pulled onto one of the 2 side tracks leading back into the gravel pit. George Krambles accessed the rear trucks via a panel in the floor and disconnected the motor leads to the troublesome rear trucks. From that point forward the car ran on only 2 motors for the remainder of the fan trip. Car 65 had been the car originally intended to do the trip, but it was down with mechanical problems of its own. This caused the trip to be postponed for a week and the substitution of car 60.

When the car pulled into gravel pit siding one of the fans on board remarked, “Wow, look at this. They’ve got it in the scrap line already!”.

In addition to George Krambles, Al Kalmbach was on the trip, as was well-known railfan and photographer Barney Neuberger. He can be seen siting in about the 4th row of the car on the left side wearing a pork pie hat.

I’ve attached a few items related to that fan trip including a photo of Jay Maeder walking alongside car 60. This was taken at the first photo stop which was 44th St. where Milwaukee County Stadium would be built starting a year later. Car 60 was doing a photo run-by by backing down the line. The fans formed a photo line facing the car.

Philadelphia Stories

Philadelphia Peter Witt 8534 in July 1996. Don’s Rail Photos: “8534 was built by Brill Car in 1926, #22353.” It is part of the Electric City Trolley Museum collection in Scranton, PA. Here, it is shown in Philadelphia, during the time it was leased to SEPTA for trolley tours.

SEPTA 2750 and 8534 on a fantrip in August 1996. Apparently 8534 has broken down and is being towed.

SEPTA 2785 in November 2002.

SEPTA 2750 and 8534 in August 1996.

Three generations of Philadelphia streetcars in May 1999.

2785 in November 2002.

SEPTA 2785 in November 2002, with a commuter train nearby. Kenneth Achtert writes, “The shot of SEPTA #2785 with the commuter train that you presumed to be in Chestnut Hill is actually approaching 11th and Susquehanna,southbound, a cut-back location for which the car is signed in the picture. The commuter train would be inbound toward Center City.”

SEPTA 2785 in November 2002.

SEPTA PCC 2785 on the truncated route 23 in November 2002.

8534 in August 1996. Kenneth Achtert: “The view of #8534 being “manually switched” three photos later shows 8534 being coupled to its leader (2750) after apparently becoming disabled. Several of your other photos show the subsequent towing operation.”

The fantrip train is having trouble clearing this auto in August 1996.

Looks like an attempt was made to move the offending car out of the way. August 1996.

Recent Correspondence

Kenneth Gear writes:

Look who is in the new HISTORIC RAIL & ROADS catalog!

Thanks!

In case you missed it, here is Kenneth Gear’s review of the book:

I just finished reading your book and I enjoyed it very much. Good, clear, concise, and informative writing.

I must compliment you on the choice and presentation of the photographs. It is obvious that you spent much time and effort to present these wonderful photos as perfectly restored as possible.

So many times the authors of books that are primarily “picture books” seem to have a complete disregard for the condition of the photos reproduced. I’ve often seen photos that are yellowed with age, water stained, ripped, folded, and scratched. Other times a book might contain photos that are not properly exposed, are crooked, out of focus, or the composition could have been easily corrected with a little cropping.

The photos in your book are absolutely fantastic! They are pristine, sharp, and have absolutely no blemishes at all. You also packed a lot of information into the captions as well. It’s a fine book and you should be proud, as I’m sure you are, to have your name on the cover.

Another reader writes:

Your book arrived and it is JUST AWESOME. I am completely taken by some of the imagery, and of course enjoy the way you seem to simplify historical writing. VERY nice work!! THANK YOU!!!

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Milwaukee Rapid Transit

September 26, 2017May 2, 2024David Sadowski 24 Comments

SR 60 laying over @ Waukesha loop Spring, 1950

With construction well underway on the new Milwaukee streetcar, and Milwaukee Transit Day (October 7th) fast approaching at the Illinois Railway Museum, this seems like an opportune time for guest contributor Larry Sakar to share more of his research with us.

Larry is the author of Speedrail: Milwaukee’s Last Rapid Transit? We thank him for his generosity in sharing these pictures and information with our readers.

-David Sadowski

PS- FYI, all copies of Chicago Trolleys that were purchased during the pre-order have been mailed. Yesterday was the official release date for the book, and it is now in stock and autographed copies are available for immediate shipment. We hope that you will enjoy this new work (more information at the end of this post).

Larry Sakar writes:

The Trolley Dodger is getting a lot of notice. A friend of mine who does not have a computer has heard about it, most likely from Bill Shapotkin or Andre Kristopans. When something is well done, people notice, so I’m not surprised.

I promised you some pictures of the former TM station in Kenosha at 8th Ave. & 55th St. These 2 photos were taken by Ray DeGroote in September 1963 probably just days before the building was torn down. The passageway beneath the portico was where TM interurbans pulled in. They then curved to the right in the photo, on their way back to Milwaukee crossed Sheridan Rd. on the long elevated trestle, and then came parallel to the C&NW RR’s mainline between Chicago & Milwaukee. From around 1952 or ’53 to the end in Sept.’63 the former waiting room was a pizza restaurant – Vena’s Pizzeria.

Former TM Kenosha station 9-63 Ray DeGroote

Former TM Kenosha Station 9-63 Ray DeGroote note freight tracks.

When Speedrail acquired the 6-60 series curved side lightweight cars from Shaker Heights Rapid Transit in October 1949, they were shipped to Milwaukee via the Nickel Plate Road (CMSTP&STL) to Chicago, where the NKP flat cars were interchanged with the Milwaukee Road. The MILW brought them to The Transport Co.’s. Cold Spring shops where they were unloaded and given a thorough inspection. First to arrive was car 65 on 10-6-49. Shaker Heights had painted it in an experimental green and yellow paint scheme to improve visibility at grade crossings. Sometime between 10-7-49 and 10-23-49 someone repainted the front end of car 65 in an obvious effort to emulate the “Liberty Bell Limited” design on the LVT 1000 series high speed cars. No one knows who did it or when. First we see 65 coming down the Michigan St. hill eastbound on the shakedown runs over both the Waukesha & Hales Corners lines on 10-7-49. In the second shot, note that the front has been repainted white with the quasi-LVT design and air horns placed where they are on an LVT 1000 series car. The second shot is in the 25th St. curve next to the tanks of the Milwaukee Gas Light Co. Today I-94 the East-West Freeway occupies the r.o.w.

SHRT60 arriving from Cleveland 10-49 Lew Martin

SR 65 @ 6th & Michigan on 10-7-49 shakedown trip.

SR 65 @ 25th St, curve 10-23-49

Harper SR fan trip 10-49 schedule

I believe car 60 was the last to arrive from Shaker Heights. First we see it on the Milwaukee Division ERA fan trip of 10-16-49 crossing Brookdale Dr. In 2016 my friend and colleague Chris Barney took these 2 photos of Brookdale Dr. as it looks today.

SR 60 inaugural fan trip Brookdale 10-16-49

Brookdale Dr xing on H.C. line in 2016 C.N.Barney

Lots of absolutely fantastic material in this collection I just inherited. Look at these 2 documents. Without saying a word, there’s a very clear picture of the way things were being run at Speedrail in April of 1950! Owing $8000+ to TMER&T was definitely not the way to go!

Collection Letter from TMER&T attys against MRT&S 4-5-50

Dunning letter to MRT&S from TMER&T re: overdue payments 3-8-50

Talk about valuable information, in this collection I just inherited was a list, no actually there were 2 lists. A railfan but not too likely the friend who gave me the collection walked down the scrap line out at the Waukesha gravel pit on March 1, 1952 and again two weeks later March 16, 1952. He wrote down the number of every car in the scrap line. This info is valuable because a year earlier the trustee sold 13 of the TM 1100 series heavy interurban cars to Afram Brothers Scrap Metal Co. in Milwaukee. Obviously, Speedrail was desperate for money so why not sell off what was no longer being used? $2,000 (approximate figure) went to pay for the transformation of LVT 1102 into Milwaukee Rapid Transit 66, the so-called, “last hope car.”

Notice, I did not say Speedrail 66. Legally, it was still The Milwaukee Rapid Transit & Speedrail Company but when Bruno V. Bitker took over as the court-appointed trustee, he ordered the Speedrail name painted out on the curved-side lightweight (60 series) car as well as removed from all timetables and tickets. He made it very clear that the Speedrail name immediately brought to mind the 9-2-50 fatal accident. That is also one of the reasons Jay Maeder was dismissed. From then on everything just said “Rapid Transit 234 W. Everett St.”

You may notice, by the way, that when I write the Speedrail corporate name I always capitalize “THE.” Maeder insisted on it because “The” in TMER&L was always capitalized and anything TM did was what he wanted to do as well. There is no better evidence of that than the first Speedrail timetable dated `10-16-49 which said “TM Speedrail”. Here are the covers of Speedrail’s very first and very last timetables, and for the Waukesha Transit Lines bus which replaced it, a fact you’ll notice they made sure to put on their timetable. Waukesha Transit Lines eventually became Wisconsin Coach Lines. They are still in business but are now part of the Coach USA system.

TM SR Timetable 10-16-49

Rapid Transit TT West Jct. 6-4-51

WTL Replacing the SR 7-1-51

WTL Bus schedule 7-1-51

Here are the pictures I took at both the TM and North Shore stations on 4-5-72. I mentioned in a previous post that for many years after the TM M-R-K – Milwaukee-Racine-Kenosha was abandoned in 1947 the freight tracks used by Motor Transport Co. were still embedded in pavement. Here they are on 4-5-72.

TM Kenosha Station looking north 4-5-72

Motor Transport Co. tracks TM Kenosha Sta. 4-5-72

The next 2 photos at the TM Kenosha station site show the point where the long elevated bridge over Sheridan Rd. began. The large building to the left was the Barr Furniture Co. which has since been torn down. The very last photo I just scanned shows the sign created by Kenosha radio broadcaster Lou Rugani to commemorate where TM’s Kenosha station used to stand at 8th Ave. & 55th St. Just one problem with the sign. The Don Ross photo on the sign shows the Racine, not the Kenosha station.

TM Kenosha Station next to Barr Furniture 4-5-72

Sign commemorating TM Kenosha station

From the TM station I walked out to the North Shore Line’s Kenosha station which is on 22nd Ave & 63rd St. if I recall correctly. I knew it was still standing but I didn’t expect it to be behind a stockade fence. I do not know why it was fenced off on 3 sides.

The first photo shows the northbound platform looking northeast. You can see the fence. The track area had been paved with asphalt but other than that the station appeared unchanged in the 9 years since abandonment.

NSL Kenosha Station 4-5-72 northbound platform

I then snapped a series of 3 pictures of the southbound platform starting at it’s north end, then the middle of it and last the south end of that southbound platform. All of that changed some years later when the station became a restaurant. They added a banquet room to the north end of the station which ruined its historic Arthur U. Gerber appearance. Then they extended the restaurant over the track area and removed the southbound platform entirely.

NSL Kenosha Station south end southbound platform 4-5-72

NSL Kenosha Station Southbound platform 4-5-72

NSL Kenosha Station 4-5-72 Southbound platform

The last NSL picture shows the abandoned NSL r.o.w. just north of Ryan Rd. I had just taken the picture when I noticed a large building in the distance. It turned out to be the Carrollville substation.

Abandoned NSL r.o.w. north of Ryan Road Carrollville substation distant 1971

Here is something I think you will enjoy. This picture appeared in a much smaller version in the Speedrail book. This is a much larger, more detailed print. These seats were installed by Shaker Heights when they acquired the curved side cars from Inter City Rapid Transit in 1940. They had purchased some of the very first Cincinnati curved side lightweights built from Kentucky Traction & Terminal but never placed them in service because their small motors made them unable to maintain the speed necessary for the 2 SHRT lines. They were kept on a storage track at Shaker’s Kingsbury Run shops and used for spare parts when the ICT cars arrived. That included these seats.

Interior SR 63

But there was one exception. Car 64 had green plush seats according to several people I spoke to who rode these cars on Speedrail. The Speedrail riders did not like these cars. They were glad Jay Maeder had saved the Waukesha line from the impending abandonment being sought by Northland-Greyhound but they wanted the TM 1100’s to remain in service.

Maeder became quite angry when he found out the Waukesha riders were complaining about the 60 series cars and he ran this ad in the Waukesha Freeman. Somebody should have told him you don’t bite the hand that feeds you. You never start off a communication with, “We all know…” Yes, he knew, and the railfans knew, but the average everyday rider thought these were new cars when they first saw them. One look at the interiors told them otherwise.

Maeder response to 60 series cars complaints

To give you an example of just how much the 60’s were disliked, the late Len Garver told me that one day he and his friend Jerry Fisher were riding a 60-series car to Waukesha. A lady getting off the car near Waukesha East Limits turned to the motorman and said, “Do all of these cars ride this way? I feel like I’ve just ridden over Niagara Falls in a barrel!”

Much of it had to do with car weight and height of the car above the rail. This photo from the collection of Herb Danneman illustrated the problem. Note the height of car 1138 at left with car 60 at right. This photo was taken on the Milwaukee Division ERA fan trip of 10-16-49 and is at 46th St.

TM 1138 & SR 60 meet @ 46thSt. 10-16-49. Herb Danneman coll.

Two of these pictures are ones I sent previously, but they were not the best quality. Two are ones you might never have seen before. One is pretty dramatic. Lew Martin took a picture as car 39 was rolling down the embankment of the r.o.w. after the 9-2-50 wreck. The other is of 1192 as it looked after the accident. Note how badly the front end was caved in. The photo was taken at the Waukesha Gravel pit. The car was towed out there once the investigation of the crash had been completed.

SR39 rolling off embankment 9-2-50 Lew Martin

SR 40 after push off embankment 9-2-50

SR 1192 at Wauk. Grvl pit after 9-50 wreck

Remains of SR 39 dumped off r.o.w. 9-2-50 (color)

The one picture of the Speedrail crash that I did have showed the wreck before the cars were rolled off the right-of-way. How long was it before the tracks were cleared? A few hours, perhaps?

I don’t recall any of the newspapers giving specifics as to how long it took to clear the wreck, much less to cut apart what was left of car 39 and all of car 40. I believe one account did say the tracks had been cleared by late afternoon which to me means about 4:00 or 5:00 pm. The biggest problem they had was trying to get the cars separated. Trip #5, the last one of the day with duplex 1184-85 hooked up to 1193, the rear car of the heavy duplex, attempted to pull them apart but couldn’t. A heavy duty National Guard wrecker was then brought in and it was able to do it. Ironic, isn’t it that when Hyman-Michaels was scrapping the cars at the gravel pit in 1952 they used 1184-85 as their office car. It’s the one with the sign saying attached to its front that said “No Trespassing. Property of Milwaukee Rapid Transit and Speed Rail Co.” Someone recently asked me why they separated the Speedrail name into two words. I guess only Hyman-Michaels Co. would have known.

Firemen trying to pry wrecked SR cars apart on 9-2-50 from MJ 9-3-50

I know they were serious about prosecuting anyone caught trespassing on the property. Al Buetschle, whom I mentioned in a recent post as the person who saved Milwaukee streetcar 978 went out to the gravel pit soon after scrapping began. He tried to get close enough to where the scrappers were working so he could get some good pictures. He tried hiding in the brush and weeds close to the tracks and they caught him. He was warned that if they ever caught him again he would be turned over to the Waukesha County Sheriff. After that, he discovered that walking up the C&NW RR tracks west from Springdale Rd. which were adjacent to the gravel pit was the “safe” way to gain entry without detection. The other was by going out there on Sundays. The scrappers did not work on Sundays and the place was pretty much deserted. It was on one of these “hunts” that he “saved” the roll sign from Car 66 as well as an Ohio Brass trolley retriever. The problem with the retriever was that it was rather cumbersome. He did not drive a car in 1952 so he had to take the replacement for Speedrail “Waukesha Transit Lines” bus to and from. He was afraid if the bus driver saw it he would report him so he hid the retriever under a log. Regrettably, it wasn’t there the next time he came back. When he moved to California in 1961 the roll sign found its way to someone else and from him to the person who owns it today. I have a color slide of it taken at a train show where it was on display back in the ’80’s or ’90’s.

Springdale Road. on Waukesha Line looking east in TM days Ed Wilson

Abandoned TM ROW Looking east to Springdale Rd. 4-14-71 LAS

We have a new TM/Speedrail mystery on our hands. This is a photo of a TM or Speedrail 1100 series car eastbound on the Waukesha line at Sunny Slope Rd. The date of the photo is unknown as is the photographer. My friend and colleague Chris Barney obtained this from the Waukesha Freeman newspaper. The car is headed east on the eastbound track but look at the car. It’s running backwards!

#1 – The “mystery photo.” A TM or Speedrail 1100 poss. 1142 is running backwards EB on the eastbound track at Sunny Slope Rd. J.G. Van Holten plant at right. Collection of C.N. Barney.

The streamlined modern type building to the right was the J.G. Van Holten Vinegar works along the westbound track. TM had a siding into the plant and delivered a brine car at least once a month. That continued into the Speedrail era. There were 2 crossover tracks both west of the crossing which the grainy quality of the photo makes impossible to see. That was where the Speedrail accident of 2-8-50 took place.

I’d like to ask my fellow TM fans for any information as to why a car would be running backwards. The switch into the plant was from the westbound track so even if the car had been switching a car in or out there would be no reason for it to be running backwards on the eastbound track.

Chris’ and my friend, Herb Danneman came up with what may be the explanation. On 2-29-52 Hyman-Michaels, the scrapper who dismantled Speedrail moved all of the cars in storage in Milwaukee to the Waukesha gravel pit for scrapping. We know for a fact that the cars operated in trains of 2 or 3 cars. TM 1142 which had been Speedrail’s freight motor from 12/50 to the end of service hauled a number of out of service 1100’s to the gravel pit. The “scrap trains” were operated westbound on the eastbound track as demonstrated in this photo by George Gloff. This is car 66 being towed by car 63. 1100’s could not couple onto curved side cars because of the difference in floor heights. That might be what’s going on here. It might have been easier just to run backwards to Milwaukee than wyeing at the gravel pit if they still could. We tried enlarging the photo to 8x`10 to see if the person standing on the rear platform is wearing a uniform which he would if this was some sort of unusual TM or Speedrail move but it only made him a shadow. We can’t tell.

The photo of 66 being towed is at Calhoun Rd. Some present-day photos at Sunny Slope and one I took there in 1971 are also included. J.G. Van Holten moved to Waterloo, Wisconsin in 1956 after a dispute with the then Town of New Berlin (now city). Seems the Van Holten company was disposing of its waste (they made both pickles and sauerkraut) in a retention pond west of the plant. That must have been a smell you’d never forget!

#2 – The Sunny Slope Rd. xing lkg. west in 5/71. Former J.G. Van Holten plant @ right. Note: power lines not in same place as #1.

#3 – Speedrail 1115 arr. @ Waukesha Gravel pit. C. N. Barney collection. Larry Sakar adds: “The car was on the 7/15/50 fan trip. The guys in the background were railfans who had come out on curved side car 60. They met 1115 at Waukesha loop. The fans returned on 1115 and 60 went into regular service for the return to Milwaukee. Each segment of the charter used a different car. The morning trip to Waukesha loop used lightweight duplex 31-32. Car 1115 had taken its place on the regular trip. 31-32 pulled into the loop behind 1115. 1115 obviously departed first though I’ve no idea how far ahead and the Milwaukee or intermediate stops crowd got 31-32. The afternoon trip to Hales Corners Hillcrest loop used curved side car 65 on the outbound trip and car 300 for the return. It was on that trip that the trolley pole rewired as they were crossing the Honey Creek Pkwy. bridge, hit the arm holding the trolley wire which jutted out from the right and bent like a pretzel. What to do? Somebody came up with the idea of turning the front trolley pole around and see if they could operate the car that way though obviously a lot slower than would otherwise have been the case. It worked. It would be the last successful fan trip on Speedrail. A month and a half later came the 9-2-50 disaster at Oklahoma Ave.”

#4 – SR 66 being towed to Wauk. Gravel Pit passing Kuney’s at Calhoun Rd. 2-29-52 George Gloff photo.

#5 – Calhoun Rd. xing lkg west. Part of Kuney’s bldg. at left. 2013 photo by C.N. Barney

#6 – Sunny Slope Rd. xing lkg west 2013. That’s me in the photo. C.N. Barney photo

#7 – Lkg. east from west of Sunny Slope Rd. xing 2013. C;N. Barney

#8 – Ex J.G. Van Holten plant hidden in the brush as seen from the U.P. RR (ex C&NW) r.o.w. 2013 C. N. Barney photo

#9 – Literal end of track on Lincoln Ave. (Waukesha East Limits), 9-26-52. Note track has been cut. John Schoenknecht collection.

#10 – Newspaper clipping showing 2-8-50 Speedrail accident at Sunny Slope Rd. Larry Sakar collection.

Have you ever studied a picture and not noticed something obvious? I was thinking of the “mystery” photo I just sent you and that’s when it hit me. This can’t be any kind of normal passenger run. Because the car is running backwards on the eastbound track the entry door is on the wrong side. How would they board or discharge passengers? The left side of the 1100’s didn’t have any doors!

If this car was heading back to 25th St. to pick up more 1100’s for transport to the Waukesha Gravel pit, you’d want it to be backwards so you could couple to another set of cars. Then you’d be position correctly for the reverse trip to Waukesha. Running backwards like that there was absolutely no place to turn the car around except West Junction loop. They’d have run backwards to the switch that took cars from the Waukesha to the Hales Corners line which was a short distance north of the West Jct. station, then switched to the Hales Corners line where they’d now be facing south, gone around the loop and then you’d be facing north frontwards). They could not have gone all the way to the Public Service Building. First, there was no way to turn a car around there and second by Feb. 29 of 1952 the rails had tar put over them and the trolley wire had been removed from the trainshed.

I think Herb Danneman was right. This is 2-29-52 and that is car 1142.

-Larry Sakar

Postscript

Scott Greig (see Comments section below) was wondering if there was any sort of listing of which Speedrail cars went to the Waukesha Gravel Pit for scrapping. He is in luck. Among the many great documents I found in that collection Herb Danneman so generously gave me were 2 lists of cars that were in the scrap line and elsewhere on the Speedrail property on March 1, 1952 and March 16, 1952. The list was written in pencil and hard to read so I typed it up and scanned in both lists

Thanks Scott, Charles and Robert for the great comments and superb information.

-Larry

Recent Finds

CTA PCC 7199, a product of the St. Louis Car Company, is eastbound on 120th near Halsted circa 1952-55. This was the south end of Route 36 – Broadway-State. (Eugene Van Dusen Photo)

CTA 6148, and “Odd 17” car, was built by the Surface Lines in 1919. Here we see it southbound, turning from Clark onto Halsted.

CTA 1750 heads west on Randolph Street, signed for Route 16 – Lake Street, circa 1952-54. In the background, we see the Sherman House Hotel, the old Greyhound Bus Terminal, and the Garrick Television Center.

CTA 1775 heads west on Cermak Road at Kostner circa 1952-54. This photo gives you a good view of a Chicago safety island.

CTA 1728 and 3127 on Route 21 – Cermak, just east of Kenton, circa 1952-54.

Chicago Aurora & Elgin 310 and follower (309?) are on the west side of Mannheim road near Roosevelt Road on a 1950s fantrip.

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

Marion (Indiana) Railways Birney car 8. It was probably built by St. Louis Car Company circa 1922-23, and scrapped in 1947.

Marion Railways 8 circa World War II.

New Washington and Wabash “L” Station

The new Chicago Transit Authority “L” station at Washington and Wabash recently opened. It replaces two stations, at Madison and Randolph. Having one station instead of two speeds up service on the Loop. The Madison station was closed at the beginning of the project, while Randolph remained open until the new one was ready.

This new station is very attractive and seems designed well to handle large crowds. The old Randolph station was already being cut up for scrap when I took these pictures. Not sure what happened to the large CTA logo that was added when that station was renovated in 1954.

Washington and Wabash is conveniently located near Millennium Park, and also provides easy transfer to CTA buses heading east and west.

-David Sadowski

Charlie On the M.T.A.

A period illustration for the M.T.A. song (aka Charlie on the M.T.A.).

After purchasing a “Charlie Ticket” on our recent trip to Boston (see Back in Boston, September 15, 2017), that got us to thinking about the song that inspired it, generally known as Charlie On the M.T.A. We spent some time recently looking into the origins of this iconic song.

It all started in 1949, when the late Walter O’Brien ran for Mayor of Boston on the Progressive Party ticket. He had no money for advertising, but he did have some folksinging friends, who recorded several songs for his campaign, including The People’s Choice, The O’Brien Train, We Want Walter A. O’Brien, and The M.T.A. Song.

These had new lyrics set to old melodies that the folksingers, who included Bess Lomax Hawes, Al Katz, Sam Berman, Al Berman, and Jackie Steiner, were already familiar with. The M.T.A. song was set to the tune of The Ship That Never Returned, written in 1865 by Henry Clay Work.

The same song also inspired The Wreck of the Old 97.

Fare hikes were a reason to protest the newly formed M.T.A. The Massachusetts legislature had allowed the Boston Elevated Railway Company to absorb its competitors in 1922, creating a monopoly. When the company went bankrupt in 1947, the legislature bought the company, bailing out the shareholders, and formed the Massachusetts Transportation Authority (now called the MBTA).

As a result, a five cent surcharge was added to the existing ten cent fare. Since it was not easy to adapt existing fare collection equipment, riders had to pay an extra nickel when getting off the train– hence the theme of the song.

Bess Lomax Hawes, who had been in the Almanac Singers, picked the tune, while most of the new lyrics were written by Jackie Steiner. It was Hawes, however, who wrote the memorable verse about how Charlie’s wife brought him a sandwich every day and handed it to him through the window of the train as it rumbled by.

The newly recorded song made its debut on October 24, 1949. O’Brien hired a truck with a PA system and had it drive around the city, playing his campaign songs. Of these, M.T.A. was by far the most popular and enduring.

O’Brien got very few votes, but Charlie gained Boston immortality in the process.

Cut to 1955. Folksinger Richard “Specs” Simmons taught the song to Will Holt, who recorded his own version in 1957. This was on its way toward being a hit when his record company began getting complaints from the Boston area, accusing Holt of promoting a radical.

Not knowing the true origin of the song, Holt had no idea that Walter A. O’Brien was a real person.

An edited version was issued, but the damage was done. It was left to the Kingston Trio to record the best and by far most famous version of the song in 1959. They avoided controversy by changing the name of the mayoral candidate to the fictional George O’Brien.

Reportedly, when Will Holt recorded his version, he cut in Richard “Specs” Simmons for one-third of the publishing, which eventually provided him the cash to purchase a bar in San Francisco’s North Beach area, now known as Specs’ Twelve Adler Museum Cafe. He died at age 86 in October 2016.

Most other people involved with the song are no longer with us. Walter O’Brien has died. Bess Lomax Hawes, sister of Alan Lomax and daughter of John Lomax, passed away in 2009. However, Sam Berman, who sang lead on the original 1949 version, lives in Lexington and is in his early 90s. His brother Arnold, also in his 90s, may still be alive. Lyricist Jackie Steiner is also still with us.

You can listen to several versions of the song, including the 1949 original and Will Holt’s, here.

-David Sadowski

Recent Correspondence

A model of GM&O 1900.

Charles Harris of New Zealand writes:

In 1946 Ingalls Iron Works manufactured the one and only Ingalls 4-S diesel loco, tested on several railroads and then sold to GM&O. Used until 1966 and then scrapped. Used a Superior marine engine, with apparently a distinctive sound.

Do any of your recordings feature the Ingalls 4-S? and or film etc.

Kenneth Gear replies:

I am unaware of any sound recordings of the Ingalls 4-S diesel locomotive. Since it was a one of a kind loco and surely sought out by fans, and considering it lasted to the mid-sixties, the possibility exists that someone recorded it. I’ll keep an eye (and ear) out for it, I would watch for DVDs of vintage GM&O Diesels, perhaps it was filmed at some point with a sound movie camera. If so, the footage and sound track may have ended up on a DVD release.

You might also contact the Meridian Railroad Museum in Meridian, Mississippi: 1805 Front Street, Meridian, MS 39301, phone: (601) 485-7245.

GM&O was one of the local railroads here and the staff there my know of something.

By the way, on the Yahoo Group RAILROAD RECORD FANCLUB I’ve conversed with a person named Doug Harris who also lives in New Zealand. Any relation?

Our New Book Chicago Trolleys— Now In Stock!

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

We are pleased to report that our new book Chicago Trolleys was released on September 25, 2017 by Arcadia Publishing. You can order an autographed copy through us (see below). Chicago Trolleys is also available wherever Arcadia books are sold.

Overview

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

The book features 230 classic black-and-white images, each with detailed captions, in 10 chapters:

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

Product Details

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

Meet the Author

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

Images of Rail

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

The book costs just $21.99 plus shipping.

We appreciate your business!

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Praise for Chicago Trolleys

Kenneth Gear writes:

I just finished reading your book and I enjoyed it very much. Good, clear, concise, and informative writing.

I must compliment you on the choice and presentation of the photographs. It is obvious that you spent much time and effort to present these wonderful photos as perfectly restored as possible.

So many times the authors of books that are primarily “picture books” seem to have a complete disregard for the condition of the photos reproduced. I’ve often seen photos that are yellowed with age, water stained, ripped, folded, and scratched. Other times a book might contain photos that are not properly exposed, are crooked, out of focus, or the composition could have been easily corrected with a little cropping.

The photos in your book are absolutely fantastic! They are pristine, sharp, and have absolutely no blemishes at all. You also packed a lot of information into the captions as well. It’s a fine book and you should be proud, as I’m sure you are, to have your name on the cover.

NEW – Chicago Trolleys Postcard Collection

Selected images from Chicago Trolleys are now available in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

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

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

Order your Chicago Trolleys Postcard Pack today!

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A Shoebox Full of Dreams

September 21, 2017April 19, 2018David Sadowski 16 Comments

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

One of my brothers called me recently from a garage sale, and asked if I had any interest in a shoebox full of train pictures. The cost was just $10. I figured it would have to be worth at least that much, so I said sure.

I went through the box when I got it, and discovered most of the pictures were faded color snapshots from the 1970s, probably taken with a Kodak Instamatic camera on size 126 film. Worse yet, nearly all the pictures have a textured surface.

However, it sure seems the photographer got around. He visited train museums all over the country. He went on steam train excursions. He took pictures of streetcars.

Eventually, I figured out who he was– Marvin C. Kruse.

Although, in looking up information on Mr. Kruse, I somehow got the mistaken idea he was deceased, his son wrote to me (see the Comments section below) and informs us that he is alive and well, aged 96! In fact, he has seen this post and enjoyed it. Nothing could make me happier.

When someone dies, or has to downsize, it is often up to their loved ones to go through their things and decide what to do with them. This can be a very traumatic process, for you feel as if you are dismantling someone’s life, piece by piece. And yet that is the way of the world, for life goes on. People’s belongings are often scattered to the four winds.

I decided to give an extra special effort to restore some of Mr. Kruse’s photos for the railfan community, to honor his efforts, and the sacrifices he made. I hope you like the results. They are mementos of someone’s life, from someone who should not be so easily forgotten.

-David Sadowski

PS- By the time you read this, we will have received a substantial shipment of our new book Chicago Trolleys (see below). It should only take us a short time to mail out books to all who have pre-ordered them, plus complementary copies for important contributors. We thank you all for your support. The book was completed on time and is now available for immediate shipment.

Picture caption: “1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river.”

Winter 1947-48. “Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers… build coal tipples.”

Photo caption: “New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train.”

A photo stop on a steam excursion, May 1961.

South Shore Line “Little Joe” 801 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Two 900-series South Shore Line freight locos in October 1960.

Always remember…never step on any rails. Right? (Photo stop bedlam, September 1958.)

If you’ve ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

People used to climb on just about anything, in their quest to take a picture.

This is the view from an engine cab… which makes sense, if you think about it, as the engine in front of you is massive.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, “Entrance,” implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I’d bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

There wasn’t much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

Not sure of the location, but it’s June 1958, and steam is still active here.

Several steam locos are on this property in June 1958, wherever it was.

One thing about steam… as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey “Baby” Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he’s holding a movie camera.)

More steam fantrip action.

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

The Mt. Washington Cog Railway still operates.

CTA 6000s in Forest Park , December 22, 1976.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

CTA 6000s interior, December 22, 1976.

Central City, Colorado, August 15, 1977.

What was a PCC doing in Golden, Colorado on July 8, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago postwar PCC 4391 at IRM in September 1975.

San Francisco cable car 16(?) on May 27, 1974.

Los Angeles streetcar 665 at Perris, California.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

SF cable car 4 on May 27, 1974.

BART on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

BART at Balboa Park on May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni PCC on Market Street, May 27, 1974.

Don’s Rail Photos: “717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960.” Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

I’m wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :”Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train “The General” during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders’ mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the “General”.” This story inspired the classic 1927 Buster Keaton film The General.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

An Amtrak GG-1 in Baltimore on August 31, 1977.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway “Magic Carpet” carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is “Magic Carpet” car 1003, at the Western Railway Museum on May 26, 1974.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It’s shown at the Rockhill Trolley Museum on August 24, 1975.

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

A Los Angeles streetcar and a Pacific electric “Blimp” interurban at Griffith Park on July 5, 1977.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

Toronto PCC 4394 on October 25, 1973.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

The East Troy Trolley Museum, June 23, 1974.

A Chicago Transit Authority 4000-series “L” car in Louisville, Kentucky on June 3, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Chattanooga, Tennessee on June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Steam at Union, Illinois, August 8, 1976.

The Burlington Zephyr at IRM, 1976.

IRM, August 8, 1976.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

A “Little Joe” in Michigan City, July 17, 1977.

Illinois Terminal cars at IRM, July 1977.

IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

IRM, August 8, 1976.

IRM, September 1975.

IRM, August 8, 1976.

IRM, September 1975.

Recent Finds

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College’s Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

New Castle (Pennsylvania) Electric Street Railway “Birney” car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn’t really solve this mystery– there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Recent Correspondence

Jack Bejna writes:

I recently came across this photo, and, after looking at it awhile I realized that this is an image of the CA&E crossing the Chicago River. It appears to have been taken from Franklin Street looking generally northeast. The train appears to be an eastbound train just entering the Wells Street Terminal. Look at the two cars and you’ll see Car 436 leading trailer 603. In addition, below the El structure there is the substation that provided the power for the terminal area. The picture was taken in 1939.

Jack continues:

I enjoyed your latest post about Boston’s great trolleys. Keep up the great work.

Here is the latest stuff, the CA&E and the CNS&M woodies. As usual, some of the images aren’t the best, but it’s all I could find in my continuing search for the best of the CA&E!

Increasing suburban traffic found the CA&E short of cars. In 1936, the CNS&M came to the rescue by making some of their older wooden cars available for lease.

In 1936, cars 129, 130, 133, 134, 137 (Jewett 1907), cars 138, 139, 140, 141, 144 (American 1910) and cars 142 and 143 (Jewett 1907) were leased for suburban service and returned to the CNS&M after World War II. These cars were later purchased in 1946 and finished their long careers in suburban work on the CA&E.

I know our readers appreciate your efforts in restoring and sharing these rare pictures with us. Thanks to you, they are looking better than ever.

After CA&E service was cut back to Forest Park in 1953, these cars were no longer needed and were soon scrapped. Interestingly, these old woods were the last passenger cars bought by the Aurora & Elgin.

CA&E 129.

CA&E 130.

CA&E 133.

CA&E 134.

CA&E 137.

CA&E 138.

CA&E 139.

CA&E 140.

CA&E 141 at Batavia Junction.

CA&E 142 at the Wheaton Shops.

CA&E 143.

CA&E 144.

Our New Book Chicago Trolleys— Now In Stock!

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

Overview

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

Product Details

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

Meet the Author

Images of Rail

The book costs just $21.99 plus shipping.

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

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NEW – Chicago Trolleys Postcard Collection

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

The Postcards of America Series

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This is our 195th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 322,000 page views, for which we are very grateful.

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Back in Boston

September 15, 2017September 17, 2017David Sadowski 15 Comments

This August marks 50 years since my first trip to Boston. This picture of MBTA 3295 was taken on Beacon Street on August 31, 1967, and shows the PCCs just as I remember them from that time. (Frederick F. Marder Photo)

This summer marks 50 years since my first trip to Boston, which quickly became one of my favorite cities. I came there as a 12-year-old, to attend my uncle Robert’s wedding along with my mother.

I was astonished to find that Boston still had PCC streetcars, of a type very similar to those Chicago had retired nearly a decade earlier. While my relatives were out making merry, I went off to ride all the various lines.

I have returned to Boston numerous times since then. Recently, I spent a few days there to help my uncle celebrate his 87th birthday.

While PCCs are long gone from the MBTA Green Line, a few still soldier on between Ashmont and Mattapan. This “high-speed trolley” has been running in an old railroad right-of-way since the 1920s, on private right-of-way with just a couple of grade crossings. Along with the MBTA’s Riverside line, which began service in 1959, it is considered a forerunner of modern light rail.

Although I did not have time to do as much railfanning as I might have hoped, here are some pictures from that trip.

-David Sadowski

PS- We expect to receive our shipment of Chicago Trolleys books by September 22nd, which should allow us to ship all copies that have been pre-ordered by the release date on the 25th. More information is at the end of this post.

This giant steaming teakettle has been a Boston landmark since 1873.

The subway station at Government Center was closed for renovations when I last visited Boston three years ago, but has since reopened.

The Green Line subway, oldest in the United States, first opened in 1897. I believe this is Government Center.

The Red Line subway.

It’s incredible that this PCC is still in service. According to Don’s Rail Photos, “3087 was built by Pullman-Standard in 1945, #W6710A. It was rebuilt in 2000 for service.” Here, we see it pulling in to the Ashmont Terminal, where riders can switch to the Red Line subway. Unlike the other light rail lines, the Ashmont-Mattapan line is considered part of the Red Line. When we were there, it was operating as a free shuttle, although the trains had fare boxes.

3087 at Mattapan.

The turnaround loop at Mattapan.

The PCCs are not air conditioned, but have forced-air ventilation and sealed windows.

3087 at Ashmont.

The Red Line at Ashmont.

Out of Town News, which occupies the famed former Harvard Square subway kiosk built in 1928, may eventually be forced out as part of a redevelopment scheme.

A trip to Harvard Square would not be complete without visiting Leavitt & Peirce, which has been there since 1884.

This “cigar store Indian” princess graces the store’s entry way.

Besides cigars, they sell chess sets at Leavitt and Peirce.

The Green Line at Park Street, where you can switch between the B, C, D, and E branches or change to the Red Line.

Currently, the Green Line’s northern end is at Lechmere, although there are plans to extend it another 4.7 miles to Somerville and Medford.

These “Type 7” LRVs were built between 1986 and 1997, and have been rehabbed since I was last in Boston three years ago. Now they are all paired in service with the newer Type 8s, which are handicapped accessible.

On our way to Logan airport, I had time to take a few shots at the west end of Green Line route “B,” which goes to Boston College.

My final MBTA shots were taken near the west end of Green Line route “C”, which is Beacon Street. It is a bit confusing that the B line runs on Commonwealth Avenue, while the C line is on Beacon. But the lines were assigned letters due to their position on maps. Watertown was assigned “A” as it was furthest north, but rail service there was abandoned in 1969, before the letters were used on any roll signs. The best explanation for why Watertown got bussed is that streetcars had to go against traffic on a one-way expressway feeder ramp that became a real bottleneck. It was easier to re-route buses around this, although the tracks and wire remained for many years for access to Watertown Yard.

There is a station called Fenway on Boston’s Green Line, but that’s not where you want to go to see a ballgame. Kenmore Square is closer, and three of the four Green Line branches stop there.

It’s been 40 years since I first visited Fenway Park. On this night, the Red Sox defeated the Tampa Bay Rays, 9-3.

Fenway is one of the most beloved ballparks in Major League Baseball, in part because of its 40-foot “Green Monster” wall in left field.

Boston double-end PCC 3327, signed for Heath on the MBTA Green Line “E” branch (formerly called Arborway), is heading up the Northeastern Incline from the Huntington Avenue Subway in this March 1974 view.

A period illustration for the M.T.A. song (aka Charlie on the M.T.A.), see Comments below.

Horsecars in Roxbury

While visting the Simon Willard House and Clock Museum, I was intrigued by this early photograph, which shows a horse car near the First Church of Roxbury. The picture was dated as “circa 1910,” but must have been taken many years before that.

A close-up of the photo, showing a horse car on the line to Norfolk House, operated between Boston and Roxbury by the Metropolitan Railroad Co., which operated between 1856 and 1886.

While researching when the above photograph could have been taken, I learned quite a bit about the early history of public transit in Boston. Roxbury was once its own municipality, but was annexed into Boston in 1868.

Before horse-drawn streetcars, there was the “Omnibus.” This was a large passenger coach, similar to a stagecoach, that ran on a fixed route between Boston and Roxbury, and offered frequent service (hourly, in some places). This ran from 1832 until 1856.

Streetcars offered some advantages, as they ran on tracks laid in city streets, which were frequently unpaved in this era and could be turned to a muddy mess when it rained. Often pedestrians would walk along the middle of the tracks.

One source says horse cars “began at Boylston Market to Norfolk House in Eliot Square, (and a) second line met at Tremont House, traveled over the neck to Norfolk House and then via Center Street over Hogs Bridge to West Roxbury.”

The Metropolitan Railroad Co. continued to operate horsecars until 1886, when it was bought out by the West End Street Railway Co. Thus, the dates when this photo could have been taken are probably between 1856 and 1886.

West End sought to improve service and reduce costs. After looking into the feasibility of building cable car lines, the railroad became aware of a new invention, electric streetcars. After examining Frank J. Sprague’s pioneering operation in Richmond, Virginia, the West End introduced electric streetcars to Boston in 1889.

I was unable to find a definitive date when horsecars stopped running in Boston. The various dates I did find were 1891, 1895, and 1900. But the latter seems unlikely.

During construction of the open-cut MBTA Orange Line in the 1980s, which replaced an elevated, the former site of a Metropolitan R. R. horsecar barn was excavated, and thousands of artifacts recovered. You can read a full report here, in someone’s masters thesis.

Interestingly, the First Church of Roxbury building, which dates to about 1804, is still there, although the steeple had to be replaced after it was damaged by rough weather in 1954.

Norfolk House was built in 1853 and is also still standing. The four-and-a-half story building has now been converted to condos.

-David Sadowski

The Right Here in Roxbury Wiki says: “The Norfolk House has served as a hotel and public house when Roxbury was a prominent stop on the road out of Boston. Later it was converted to a settlement house with a branch of the Boston Public library. Currently the first floor is retail space and the upper floors are condominiums.”

This early 19th century gallery clock is the original from the First Church of Roxbury, and is on loan to the Willard House. Meanwhile, an exact replica was made and hangs in the church.

Recent Finds

This January 1962 image shows DC Transit pre-PCC car 1053, just prior to the end of streetcar service in our nation’s capitol. Unfortunately, this historically important streetcar was later destroyed in a fire at the National Capital Trolley Museum in 2003.

You might be mistaken for thinking this funicular was in a rural location, but this picture (and the next) shows the Angel’s Flight Railway in Los Angeles in August 1968. By then, much of the surrounding area in the Bunker Hill neighborhood had been cleared for redevelopment. Angel’s Flight itself was dismantled in 1969, as part of the hill was leveled. After being in storage for many years, it was finally relocated and has now once again resumed operations, with important new safety features after a series of accidents.

Sacramento Northern MW-302 on an early 1960s fantrip. Don’s Rail Photos: “1020 was built by Hall-Scott Motor Car Co in 1913, as OA&E 1020. It became SF-S 1020 in 1920 and SN 1020 in 1928. It was renumbered as MW302 in 1941 and went to Western Railway Museum in 1962.”

A postwar Pullman-built PCC prepares to cross the Chicago River on Madison Street, probably in the early 1950s. That’s the old Chicago Daily News building in the background.

Postwar Pullman PCC 4112, signed to go west on the Madison-Fifth branch of Route 20, turns onto Franklin Street, probably in the early 1950s.

This picture shows a CTA crane in operation on the old Metropolitan or Garfield Park “L” in the early 1950s. You can see how many nearby buildings have already been cleared away in order to build the Congress Expressway.

A wooden Met car on the CTA’s Kenwood shuttle in August 1957, just a few short moths before this branch line was abandoned. The CTA (and CRT before it) was a tenant and this complicated operation of the line. In addition, the CTA during this period closed several branch lines, in their efforts to consolidate and streamline service.

This picture of CTA postwar PCC (built by St. Louis Car Company) at South Shops was probably taken at around the same time (and by the same unknown photographer) as the Kenwood picture, i.e. August 1957. The nearby bus is 3625. If the date is correct, all the postwar Pullmans had been gone from the property for more than two years already.

Quincy Station Landmarking Recommendation Approved by Commission on Chicago Landmarks

Alderman Brendan Reilly (42nd Ward) is very pleased to announce that the final recommendation for landmarking the Quincy Elevated Station at 220 S. Wells Street was recently approved at the September 7, 2017 meeting of the Commission on Chicago Landmarks.

Opened for service on October 3, 1897, the Quincy Elevated Station has served generations of Chicagoans and visitors to the City, and remains the best example of an original Loop “‘L’ Station.

More information here.

Pre-Order Our New Book Chicago Trolleys

Overview

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

Product Details

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

Meet the Author

Images of Rail

The book costs just $21.99 plus shipping.

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

We appreciate your business!

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW – Chicago Trolleys Postcard Collection

The Postcards of America Series

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For Shipping Elsewhere:

Help Support The Trolley Dodger

This is our 194th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 320,000 page views, for which we are very grateful.

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DONATIONS

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The Fruits of Our Labors

August 31, 2017September 1, 2017David Sadowski 10 Comments

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

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

I hope that you will appreciate their efforts.

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

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

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

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

-David Sadowski

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

Recent Correspondence

Jack Bejna writes:

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

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

The original Wells Street Terminal facade.

The same facade, revised in the late 1920s.

The Wells Street Terminal, street side.

The terminal, looking east.

The north track, looking east.

The south track, looking east.

The four-track terminal, looking east.

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

The terminal tracks, looking west.

The terminal tower, looking west.

An eastbound CA&E train enters the terminal.

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

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

An eastbound train crossing the Chicago River.

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

1950 Speedrail Disaster

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

Larry Sakar writes:

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

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

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

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

Larry:

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

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

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

Larry Sakar adds (regarding the picture above):

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Down Three Dark Streets

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

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

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

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

Here are some screen-shots:

Pre-Order Our New Book Chicago Trolleys

Overview

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

Product Details

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

Meet the Author

Images of Rail

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This is our 193rd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 316,000 page views, for which we are very grateful.

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More CA&E in Color

August 26, 2017January 2, 2021David Sadowski 19 Comments

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

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

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

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

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

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

thetrolleydodger@gmail.com

Enjoy!

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

CA&E 457 heads a westbound train at Kilbourn.

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

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

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

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

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

CA&E 3003 and 3004 hauling freight.

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

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

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

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

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

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

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

CA&E 48 at Lockwood Yard.

CA&E 314 at Lockwood Yard.

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

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

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

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

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

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

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

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

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

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

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

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

CA&E 310 on a fantrip at Glen Oak.

CA&E 422 and 434 at Wheaton station.

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

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

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

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

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

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

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

Throop Street Shops in its last days (1953)

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

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

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

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

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

A line-up of cars at Wheaton Yard.

Wheaton yard.

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

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

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

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

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

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

The same picture before color restoration in Photoshop.

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

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

The previous picture as it appeared before color restoration.

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

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

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

Loco 2001.

Locos 2001, 2002 and train.

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

CA&E 458 eastbound at Warrenville.

Recent Correspondence

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

Steve DeRose writes:

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

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

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

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

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

-Steve De Rose 8=)}

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

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

New CD Releases

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

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

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

Total time – 49:47

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

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

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

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

Total time – 49:11

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

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

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

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

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

Total time – 54:11

Pre-Order Our New Book Chicago Trolleys

Overview

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

Product Details

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

Meet the Author

Images of Rail

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

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

We appreciate your business!

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NEW – Chicago Trolleys Postcard Collection

The Postcards of America Series

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Help Support The Trolley Dodger

This is our 192nd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 314,000 page views, for which we are very grateful.

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Recent Finds, 8-16-2017

August 16, 2017June 3, 2018David Sadowski 9 Comments

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

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

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

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

Enjoy!

-David Sadowski

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

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

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

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

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

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

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

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

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

A close-up of the previous picture.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Another view from the same location.

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

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

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

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

69th and Harvard today, looking east.

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

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

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

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

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

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

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

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

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

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

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

A close-up of the previous picture.

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

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

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

Gary Railways 22 on May 10, 1940.

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

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

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

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

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

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

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

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

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

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

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

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

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

Recent Correspondence

Jack Bejna writes:

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

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

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

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

Larry Sakar writes:

Hi Dave,

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

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

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

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

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

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

Thanks for sharing!

FYI, Larry Sakar comments:

Hi Dave,

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

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

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

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

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

An Early History of the Railroad Record Club

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-David Sadowski

Now Available on Compact Disc

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

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

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

Total time – 149:52

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

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

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

Total time – 69:36

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

Railroad Record Club #22 and 31:

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

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

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

Total time – 62:43

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

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

Total time – 72:07

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Railroad Record Club Treasure Hunt

July 30, 2017June 5, 2023David Sadowski 11 Comments

Kenneth Gear, author of today’s post, has long been a friend of this blog. Since we began writing about William A. Steventon and the Railroad Record Club of Hawkins, Wisconin (see our previous posts A Railroad Record Club Discography and Revisiting the Railroad Record Club), Ken has been very helpful in obtaining recordings in our quest to reissue the entire RRC oeuvre for the digital age.

Recently, following up on a lead for some RRC material, Ken traveled from New Jersey to the Midwest. The discoveries he is sharing with you today are the result.

This represented a tremendous investment of time and money for Ken who, like myself is of very modest means. Since there is only a very limited market for railroad audio (the whole world, apparently, being transfixed with video), chances are we will never be able to recoup Ken’s costs.

He does not care about that, since his main interest is in preserving these historic recordings for future generations. Ken is doing this for the love of it, not the money.

Thanks to Ken, we will now be able to reach our goal of remastering all 41 issued Railroad Record Club recordings onto compact discs. We will let you know when that work is done. The only ones we don’t have now are some of the samplers.

One unexpected benefit of his quest is the discovery of additional unissued steam and electric RRC recordings, detailed below.

Due to the limits of Ken’s budget, he was unfortunately not yet able to purchase what appear to be the original RRC master tapes. If you are interested in making a contribution to that worthwhile effort, please let us know.

Any donations received will help Ken negotiate for their purchase, and make it possible to preserve these fine recordings for future generations of railfans. They are currently at risk of being lost forever.

It is remarkable that this collection somehow managed to stay intact for 24 years after Steventon’s death.

We thank you in advance for your help.

-David Sadowski

PS- The disc labeled Indiana Railroad is actually Steventon reciting a history of the Hoosier interurban. Since it quit in 1941, that predates the development of audio tape recorders in the early 1950s. A few fans had wire recorders in the late 1940s (these were developed in Germany prior to the war). Prior to that time, the only way to make a “field recording” was with a portable disc cutter. Those were available starting around 1929.

My Railroad Record Club Treasure Hunt

by Kenneth Gear

Some months ago David received a very intriguing email. It came from an estate auctioneer who wrote that he was in possession of a large collection of items from the estate of William Steventon, founder of the Railroad Record Club. He had seen the Trolley Dodger CDs for sale online and figured David would be interested in the collection. The auctioneer had these items in storage, where they had been for many years, and he now wanted to dispose of them. He asked David if he would be interested in buying these items or if he knew of anyone who might.

Knowing my keen interest in all things related to the RRC, David forwarded the email to me.

We were quite excited about the offer. What could this collection consist of? Had we hit the mother lode of RRC material? The possibilities were almost endless- photos, art work, even movies! The most satisfying find for me would be, of course, coming across some unreleased Steventon railroad audio. If there were some, would the 60 plus year old tapes be salvageable? Were they stored properly? As endless as the possibilities for great finds were, it was equally possible that disappointment could lie ahead.

At the very least it seemed very likely that we would be able fill the holes in the Trolley Dodger CD reissuing catalog. We were still in need of records 22, 31 & 32 plus the elusive sampler records.

Emails went back and forth between the three of us and eventually concrete plans were hammered out.

My friend and fellow railfan photographer Chris Hughes and I usually make several road trips a year in pursuit of short line railroads to photograph. This year, and as a favor to me, it was decided to find some photographic subjects conveniently close to were the Railroad Record Club items were stored. I wasn’t going to let this opportunity slip by without at least seeing the collection. On July 20th Chris and I set off from New Jersey heading for the Midwest, some short line RRs, and the possibility of a RRC gold mine!

The Day Arrives!

Anticipation was running high as I approached the building that housed the collection. Some of the items were laid out on a table and there were large boxes containing many copies of the same record, all still sealed in plastic and all were the 12″ reissues editions. What immediately caught my attention was that each box had beside it the metal print block for the cover of the LP contained in the box. There were other print blocks on the table as well, not every one had a box of LPs to go with it. This was the real deal for sure. Where else would the original print blocks come from but the Steventon estate.

I wanted the print blocks but was less interested in buying the LPs. I really didn’t want to get saddled with scores of records that I would have to find a place to store and later try to sell. A deal was struck and I got the print blocks but not the LPs. So far so good.

LIST OF PRINT BLOCKS PURCHASED

full covers with titles and other lettering:

#1 Wabash

#4 B&O

#8 CN

#10 PRR

#18 CNS&M

#19 DM&IR

#20 C&IM/NYC

#21 D&NW

#22 BC&G

#23 Pennsy Trolleys

#24 CP

#25 Ill Term

#26 NKP 779

#27 Capital Trans

#28 Iowa Trolleys

#29 CNS&M Freight

#30 Sound Scrapbook-Traction

#31 Sound Scrapbook-Steam

#32 NYC

#33 & 34 CSS&SB freight

#35 Milwaukee Trans

#36 Chicago Trans

#SP-1 Silverton

#SP-2 NP 2626 (both front and back photos)

OTHER PRINT BLOCKS

1st EDITIONS-TRAIN ONLY- NO LETTERING:

Intro SOO

#2 WCF&N

#3 EBT

#4 B&O

#5 D&RGW

#6 H&F

#7 N&W

#8 CN

#9 WSSB

#11 SHRT

#12 DM&IR

#13 NKP

#14 PE

#15 CB&Q

#17 SOO

#18 CNS&M

Not from a RRC record cover: BRILL 27-E truck

Next up was what appeared to be Mr. Steventon’s personal collection of RRC albums (for some unknown reason number 23 was missing). The records were in plain white jackets and did not have any of the liner notes or cover art with them. Just a hand written number in the upper right hand corner of the jacket, corresponding to the record contained therein. The records were a mix of 10 and 12 inch stock. It could be that Steventon upgraded his own collection with the 12″ remasters as they were pressed and that the 10″ records in his collection never got the 12″ treatment. If true, then we can finally know exactly which of the records were reissued and those that were not. It seems likely, but we will need to look a little deeper into this. Interestingly a few of the plain white jackets have a hand written “delete schedule” on them. This I’m sure is some whittling down of the tracks to fit in the allotted time of the record. Photos of two of them follow. Also found was a sampler record. I always thought there were 6 of these records but it turns out that each year only has one side of a disc. Therefore it’s not 6 records, but only 3. 1 down and 2 to go.

Along with these LPs came a large stack of test pressings. I wasn’t sure of just what may be on them, perhaps the deleted audio written of in those delete schedules. They went into the back of the SUV with Steventon’s personal RRC records. Things were getting very interesting!

The stack of test pressings consisted of 44 12″ records from the Nashville Record Productions and 4 10″ pressings from RCA Custom Records.

Also, I saved perhaps 50 10″ empty record jackets that were heading to a dumpster. I’m glad I did because I was able to find the jackets for 22 BC&G, 31 Sound Scrapbook-Steam & 32 NYC. I got those records from Steventon’s personal collection, but they did not, as I said, have any liner notes or jackets with them.

So no more suspense- yes unreleased Steventon railroad audio was indeed found!

It came in the form of “Audiodisc” record blanks that Steventon cut at home. For convenience’s sake, or perhaps to keep his tapes safe, he transferred field recordings on to these “record at home” discs. 25 of these discs were offered to me and I snatched them right up. Later at home, I discovered that 21 have railroad sounds on them. The rest were radio shows and a relative who was apparently proficient at playing the piano.

These discs are 10″ and play at 78rpm. They contain about 6 minutes of audio when fully utilized but not all are. Frustratingly some records, in spite of the label being marked “Western Maryland” or “Pennsylvania RR”, are blank on one side or contain just a fraction of the audio it could hold. There is plenty of good stuff here and the condition of most of the records are surprisingly good in my opinion. Here are some of the highlights:

One of the best finds is a record marked “B&O-1st Recording” It seems I have found a record of William Steventon’s first recordings! From the article he wrote for TRACTION & MODELS we know he accidentally erased his very first recording of a B&O steamer while trying to play it back. So perhaps this is actually his second attempt. The record contains B&O steam & Diesel sounds recorded at the station in Riverdale, MD on March 31, 1953. Trains include number 523 “Marylander” and number 17 “Cleveland Night Express” among others.

He would return to the B&O many times, with recordings being made at both Riverdale and Silver Springs, MD. I have records of B&O trains recorded in July, August, and September 1953. Some of these recordings include the station announcements for trains number 9 “Chicago Express” and Train 5 “Capitol Limited” . There is one great sequence (too short) of an on-train recording behind B&O 5066 powering local train #154. Also there is a very good recording of a 5300 series loco on a heavy drag freight. Even early on he sure knew how to capture the sound of steam.

There are recordings of steam on the Shenandoah Central (loco # 12) IC # 3619 at Christopher, IL, PRR at Mill Creek, PA, C&IM, and on the EBT. Some of this material may have been included on the released albums, but here William Steventon himself provides commentary and the sounds may be edited differently. Steventon gives information about almost every cut in his distinctive, Walter Winchell-like voice. Other interesting sounds are those of PRR GG-1s recorded on August 22, 1954. They were recorded at, as Steventon puts it, a “country crossing”. Plenty of that toneless yet somehow appealing GG-1 horn blowing is included.

Potomac Edison box motor # 5 has several sides of these records devoted to it. Without checking, I’d say there is more of the sounds of the cab ride on these discs than what eventually made it on to Record #6. There is some Shaker Heights RT as well. Plenty of Johnstown Traction and Altoona & Logan Valley too. This may or may not have been released.

There is definitely some unreleased traction sound here. One full record contains the sounds of the Baltimore Transit company. One side is a ride on car # 5727 on the Lorraine Line and the other side is car # 5706 on the Ellicott City Line. Both recorded on January 16, 1954 This recording is in wonderful shape too.

More fine unreleased traction sounds include a nice recording of the St. Louis Public Service. Recorded in December of 1953 it includes both on board and trackside recordings of PCC cars on the University Line.

There is also some Washington DC Capital Transit stuff I don’t think made it to Record 27.

There are some unidentified traction sounds on an unmarked disc. The record starts with William Steventon telling a story about a blanket someone gave his father that had pictures of locomotives on it (his father was an engineer on the NYC). The story abruptly ends without concluding and the sounds of motor hum, gears, and door buzzers start. It sounds to me as if the recording was made at a subway station. We know Steventon made recordings in the IRT subway in New York and this may very well be it. The other side has more unidentified traction sound that may been the Queensboro Bridge recordings that were mentioned in the RRC newsletter David posted in this blog some time ago. Maybe someone knows for sure what all this sound really is. One other record worth noting is titled “Claude Mahoney.” Playing the record reveled that he was a radio commentator in the Washington DC area. This is both parts of a two-part show about riding an NRHS fantrip from Washington DC to Harrisburg, PA by way of Hagerstown on October 4, 1953. No train sounds are included but it is interesting in itself, especially if you enjoy old time radio broadcasts.

All of these records will soon be sent off to David for him to transfer to digital. Hopefully he can clean up and restore some of the sounds that right now, are degraded with surface noise and various clicks, pops, and hisses. I’m sure there is enough good sound to fill out a CD and it sure will make a great Railroad Record Club “bonus tracks” CD.

Another interesting aspect of the Railroad Record Club story is that some years after William Steventon’s death in 1993, his son Seth made an effort to reissue the entire RRC catalog on cassette tapes. David and I made inquiries about this to several people without much success. It’s likely the project was abandoned before much headway was achieved.

Evidence of Seth’s attempts were included in the estate. All of the records were converted to cassette and cover art and liner notes were put on cards for every record. Four completed tapes were in the collection and so are many of the cards.

Next I purchased 10 cover art paste-up boards. These are what was used to make the print blocks. A few actually contain the original art work. It seems Steventon would have the lettering glued to the same canvas board that the artist drew the picture on. They are not all originals, but several are. This was a bit of luck I would have never thought possible. On a few, such as the BC&G drawing for number 22 and the trolley picture for #23, the glued-on lettering has fallen off. This has revealed more of the drawing than we record owners have ever seen.

COVER ART

# 1 WAB (12″remaster cover)

# 3 EBT (12″remaster cover)

# 4 B&O (12″remaster cover) Original Drawing

# 19 DM&IR (12″remaster cover) Original Drawing

# 22 BC&G (12″remaster cover) Original Drawing

# 23 Pennsylvania Trolleys Original Drawing

# 24 CP Original Drawing

# SP-3 Whistle/Bend Original Painting

# SP-4 CSS&SB

# SP-5 Soo (12″remaster cover)

One other original drawing was found hiding among the others. It is of WCF&N interurban car # 100. This drawing did not appear on any RRC record jacket. The car is featured on Record 2. The first edition of the record had a cover that featured a photograph of the car. The second edition had a drawing of it, but it is not the one I have. Both of these editions were on 10″ stock. There is no way of knowing for sure but maybe a 12″ reissue of number 2 was in the works and this was to be the cover illustration. It’s possible. It could also be that this was a gift to Steventon or he commissioned it simply because he liked the car. Who knows?

Several boxes of photos were for sale as well. Both finances and cargo space were starting to reach their limits so I had to choose only a few to buy. As time allows I will scan and email all of the photos to David and he can include them in future Trolley Dodger posts. For now, I’ve scanned a few photos that in some way relate to the Railroad Record Club.

Photo 1. I was looking for a good photo of William Steventon, preferably in a railroad setting or with audio equipment in the field or at home. Nothing was found but this photo of him I think is quite good.

Photo 2 & 3. I found a copy of the photo that was used in the TRACTION & MODELS magazine article, the one that shows him making a recording of a North Shore Line interurban car. It has been posted in this blog before but this is a much better scan. It was made from an actual photograph and not a magazine reproduction as posted before. The shot is somewhat wider too. Because it is a good scan it is possible to crop the photo to a point where you can get a good look at all that recording equipment he needed. Imagine having to cart all that stuff around. Think of this next time you shoot audio AND video on your tiny Smartphone!

Photo 4. As was stated before, William Steventon’s father Seth was an engineer on the Big 4 (New York Central). This is very likely him in the cab of NYC 6879. Photo is dated 1915.

Photos 5 & 6. These two are good photos to keep in mind while listening to Record # 20 C&IM/NYC. The in cab recording Steventon made while aboard NYC # 1441 with his father as engineer was recorded while switching in this yard. While this photo was not taken at the time the sound recording was made (sound recording made December 9, 1953, these photos were taken on February 12, 1948) and is of a different locomotive (NYC # 1169), the setting is the same- the yard at Cairo, IL. In the liner notes of this record Steventon writes about the sound of the locomotive being “amplified by the huge empty lumber shed we were paralleling at the time.” That huge empty lumber shed is plainly visible in the wider shot of # 1169. Seth was again the engineer at the throttle.

Photo 7. Seth in the cab of Shenandoah Central # 12. This is the locomotive that is on one of the unreleased audiodisc records. It was very likely taken on the same day as that the sound recordings were made.

Photo 8. When I saw this picture in the box with a bunch of others, it stood out to me. Why I wasn’t sure until I took a closer look. It is of Charles City Western car # 50. What made it stand out was that the angle and position of the car is exactly as the car appears on the cover of record 28. Remove the car barn and some of the background, take away the bit of freight car to the left, add a few clouds in the sky and you have the record cover! It would be hard to convince me that the record cover drawing is not based on this photo.

Photo 9. CCW car 50 as it appears on RRC record # 28’s cover. Compare the two.

A few interesting documents were found as well. There was a large box of correspondence to and from the Club. Apparently Mr. Steventon threw very little away. If you ever wrote to him or ordered a record from him, chances are your letter or envelope are in that box! I looked briefly for anything from me but no luck. I would have needed more time to do a good search.

What I left Behind

There were more treasures to be found in that darkened building for sure. Time, storage space, and money, the bane I’m sure of every collector, shook me from my excitation. No more space and no more money meant no more discoveries.

While I’m very happy with what I got, there is still more. All those boxes of records I turned down and all those wonderful photos I couldn’t afford. I would hate to find out they had to be trashed.

The most glaring oversight on my part were the boxes of reel to reel tapes I saw. I did look at them and even took some photos, but it all appeared to be master tapes for the records. All these sound I was positive were safely cut into vinyl.

After getting home and closely looking at those photos I can now see that there was unreleased railroad audio there too. Such titles as L&N, NKP Diesel, IRT Subway, IND Subway, 3rd Avenue El and the Queensboro Bridge Trolley, among others, now jumped out at me. Perhaps there might be a way to save this material as well.

I had a great time making these discoveries, and I’m very happy that David should be able to make CDs of these sounds so they can be shared with all who are interested. After not being heard in decades, it feels great to be a part of the effort to bring these lost Railroad Record Club sounds into the light of day.

Recent Correspondence

Continuing from our last post (regarding Speedrail) Larry Sakar writes:

This was the aftermath of the 8/24/49 collision at Soldiers Home. Car 1143 with motorman Ralph Janus was an all steel car. That was the one that backed up. Car 1119 with motorman LeRoy Equitz was a car that was wood with I think steel sheets surrounding it. That was true of nearly all of the 1100-series TM single cars except 1142-1145. Those 4 were all steel. Equitz was speeding going twice as fast as he should have been given that he had a yellow caution signal. As you came downhill and into the Calvary Cemetery cut, the r.o.w. made a sharp curve beneath the Hawley Rd. overpass and then continued downhill. That and the Mitchell Blvd. overpass at the east end of the cut limited the view ahead. Equitz didn’t spot the 1143 until it was too late.

The newspaper picture I’m attaching looks forward from the front or what was left of the front of 1119 to the back of 1143. Note the telescoping. That’s the floor of 1143 in front of the fireman who is bending over on the right. Had anyone been sitting in the smoking compartment of 1143 they would have been killed. Luckily, no one was.

The Calvary Cemetery cut is the only part of the abandoned r.o.w. that remains relatively unchanged today. Here are some photos of it over the years.

Thanks for sharing!

Larry again:

Here’s more about that accident, Dave as well as a view of the 65 as it looked upon arrival in Milwaukee. Note no front end “LVT” design.

I promised Scott (Greig) that I would look into the Speedrail accident of 9/5/50 to see if the newspaper accounts identified the crew of car 1121. In the July, 2017 comments, Scott thought that the motorman of car 1121 was Ralph Janus who was motorman of car 1143 which backed up for the missed passenger at Soldiers Home station on 8/24/49 and was rammed from behind by car 1119 with motorman LeRoy Equitz. I thought it was someone by the name of Eugene Thompson.

According to the Milwaukee Journal article, “Speedrail Dead Now 10; Line Has New Collision” (MKE Journal 9/5/50 P.1) the motorman of car 1121 was Eugene Thompson. The motorman of car 64 which 1121 ran into was Virgil McCann. There was one passenger aboard car 64, Ewald Rintelmann, age 50 of Hales Corners whom the article says was “shaken and bruised.” I hoped that the other two crew members aboard car 1121 would be identified but they weren’t. It only mentions that there were “2 other men aboard the freight car.” At least not in this article or the following day. As I mentioned previously, I recall the late Speedrail motorman Don Leistikow saying it was a father and son, one of whom was the conductor and the other the brakeman. The article reported that Maeder “initially blamed the accident on ‘slick, moisture covered tracks’.” The accident happened 1000 feet south of the West Jct. station.

The 9-5-50 article is also where we hear of the 8 or 9 year old boy Maeder saw “standing awfully close to the landing at Oklahoma Ave.,” who drew his attention away from the Nachod signal. “Ordinarily, you keep you eye on the light for more than an instant,” Maeder said. “On Saturday, however, I noticed a small boy about 8 or 9, standing awfully close to the tracks at Oklahoma av. landing. When I noticed, in a quick look, that I had the white light, my thoughts turned to the more immediate danger of the small boy and I turned my eyes from the light to the boy.”

I’ll give Maeder credit for coming up with a good story to explain his failure to keep an eye on the signal but that’s all. He makes no mention of the fact that Speedrail supervisor John Heberling was stationed at Oklahoma Ave. and that he had set the switch so that Maeder’s train went into the siding. Nor does he mention that he ordered Heberling to immediately reset the switch and let him out of the siding when the latter wanted to take time to call the dispatcher and see where Equitz was at. Neither John Heberling nor any of the fans gathered around Maeder on the front platform ever reported seeing a small boy playing or standing near the tracks.

When Maeder refers to “the landing,” I am guessing he was referring to the station platform. Oklahoma Ave. station was on the bridge over Oklahoma Ave.

About 3 years ago I had a phone conversation with George Wolter, the assigned motorman on Maeder’s train. I asked if it was true that Maeder took control of the train shortly after leaving the Public Service Building outbound to Hales Corners. He confirmed that Maeder said, “Go and have a seat. I’ll take it from here,” when they got to 6th & Michigan Sts. I asked if Maeder had given him a reason and he said, “Well we got caught in a traffic jam on 6th St.” I said, “OK but what does that have to do with anything?” Maeder taking over operation of the train wasn’t going to change the fact that you were caught in street traffic. I mean he wasn’t Moses. He couldn’t lift up his switch iron and demand that the traffic part and let his train pass in the name of the Lord.”

I know that was a rather sarcastic remark but Wolter’s excuse for Maeder was utterly ridiculous. Wolter said, “I will swear to my dying day that I saw that signal at Oklahoma Ave. and it was white.” That was the end of the conversation. His statement contradicts what he told the DA and testified to at the Coroner’s inquest. His exact statement at that time was that he was just coming up front having “gone back to the rear car for a while.”

This was when he spotted the roof of Equitz’s train coming up over the top of the hill ahead of the northbound train. He said he DID NOT see the signal at Oklahoma Ave.! I think his testimony at the time carries far more weight than the way he remembered events more than 60 years later. I should also point out that had he been so inclined the DA could have charged Wolter with negligence since PSC rules required that a qualified motorman had to be present at all times when someone who was not qualified was operating the train. He had absolutely no business being in the rear car of 39-40.

Don Leistikow said that had he been the motorman he would have stood right next to Maeder whether he liked it or not. He would have been the scheduled motorman and this was officially his train. He was the person responsible for it. As Don pointed out the PSC regulations did not make an exception just because you owned the company. Based on the way the DA went after Maeder and statements made by the DA as early as 9-5 when he said he had concluded that based on the evidence he’d gathered that Maeder went thru a red signal. And it was obvious that he wasn’t buying Maeder’s story about safety concerns. Maeder’s frequent sessions with railfans in his office, seeking their input while ignoring Tennyson the VP of operations, fits the pattern of someone who on 9/2 saw an opportunity to bask in the admiration of his fellow model railroaders and railfans and just couldn’t pass up such a “golden opportunity” to show off by being at the controls of duplex 39-40. Tennyson said as much in my book and reluctantly, I would have to agree with him.

I am sure our readers will appreciate this important bit of history on what was a very serious tragedy.

Finally, Larry asks:

One thing that has puzzled me for a long time is why the CTA was so anti-streetcar. It seems to me that they would have wanted to keep the PCC’s running on at least the 22-Clark-Wentworth, the 36-Broadway-State and the 49-Western Ave. Weren’t those 3 lines some of the busiest crosstown streetcar routes? It’s always seemed to me, not knowing much more than the basics about the CSL and CTA that it appeared to be terribly wasteful to junk all of those mostly new St. Louis Car PCC’s. Yes, I know that a lot of parts went into the 6000 series “L” cars but did they really recoup their investment?

I know there have been books written about the CSL but has anyone ever thought about writing a comprehensive history of it say for CERA? Dave Stanley told me that when CTA acquired CSL it was broke. Was the CRT in any better shape, financially?

In a way it’s too bad the CTA wasn’t selling off the PCC’s in 1949.Both the Waukesha and Hales Corners lines had turning loops so their being single ended would not have been a problem though whether Maeder could have afforded them, I have serious doubts.

TM did not have turning loops on any of the streetcar lines and that is part of the reason S.B. Way was not interested in buying PCC’s for Milwaukee. It would have meant constructing loops at the ends of the car lines or buying double ended PCC’s. I know of only 2 systems that had double ended PCC’s; PE and Dallas. Of course by the time the first PCC’s rolled off the production line for the Brooklyn & Queens, TM had pretty much turned its back on streetcars in favor of trolleybuses.

The Chicago Transit Authority purchased the Surface Lines in 1947 for $75m. However, the CSL had $30m in cash on hand in a renewal account, so the actual amount spent was only $45m.

While the underlying companies behind the CSL facade were bankrupt, this was more of a technical bankruptcy, a situation that the City of Chicago wanted to maintain since they had by the mid-1940s decided that municipal ownership was the only way forward. Otherwise, contemporary accounts indicate that CSL could have emerged from bankruptcy during WWII.

CSL could have done better, except that its fares were being kept artificially low by the Illinois Commerce Commission. When the CTA took over, there were numerous fare increases in its first decade of operation since the agency had the power to set its own rates.

By contrast, the Chicago Rapid Transit Company was a financial basket case that could barely pay its bills. During the transition to CTA ownership between 1945 and 1947, the most that CRT could spend for new railcars was $100k, while the Surface Lines had millions on hand for such purchases. CRT ordered four articulated sets while CSL ordered the 600 postwar PCCs plus other buses.

CSL was very much a pro-streetcar operator, but in the years prior to 1947, had been expanding service using motor buses and trolley buses, including some initial conversions of lightly-used streetcar routes to bus.

The City of Chicago commissioned a transportation study in 1937 that suggested replacing half the trolleys with buses. This still would have meant purchasing 1500 new streetcars.

As the years went on, this amount kept being decreased in the plans, from 1500 to 1000 to 800, and ultimately it became 600.

While the CTA still planned to order an additional 200 PCCs in their 10-Year Plan, published in 1947, this did not come to pass, and the first general manager of CTA, Walter J. McCarter, was hired in part because of his success in “rubberizing” the Cleveland streetcar system.

So, while CSL was pro-streetcar, increasingly the City of Chicago was pro-bus, and when municipal ownership came to be, the new CTA reflected the attitudes of the City.

The war had put off some bus substitutions and equipment purchases, so there was a backlog of conversions in the pipeline by that time. This led to a more rapid switch from streetcar to bus than might have been the case otherwise.

The difficulty in abandoning lightly-used lines also worked against CSL, and to some extent CSL and CRT competed with each other. Once CTA took over, they could rationalize both systems to work better together.

Still, even as late as 1949, CTA was at least considering purchasing 200 more PCCs, and retaining service on as many as 11 streetcar lines. The 600 PCCs were brand new, and the 83 prewar cars plus the 100 Sedans could have provided good service for many years to come.

Around that time, however, a number of factors were already at work against the surface system in general.

First, along with increased car ownership and frequent fare increases, there was a serious drop-off in surface system ridership, to the point where it was eventually decided that buses could do the job.

Second, the CTA changed its method of accounting, allocating a portion of surface system revenue to the rapid transit. This meant that some service that were once considered profitable were suddenly seen as unprofitable.

One thing that CTA did almost immediately was work to reduce their labor costs by eliminating as many employees as possible. This became even more important in the inflationary postwar period as unionized workers demanded better pay and benefits. CTA had a chronic manpower shortage and was thus in a weak position to hold the line.

Since most streetcars were two-man, they were easy targets for substitution by one-man buses.

A 1951 consultant’s report proposed that CTA retain the PCCs, convert them to one-man, and stop purchasing electric vehicles for the surface system due to the supposedly high cost of electric power purchased from Commonwealth Edison.

By the 1950s, CTA had become convinced that maintaining ridership was a matter of providing faster service. Faster service could not easily be provided on city streets, with increasing competition from cars and trucks, but there were ways to speed up service on the rapid transit system.

The so-called PCC Conversion Program was mainly public relations. The CTA had decided it no longer wanted to operate streetcars, yet had 600 that were just a few years old, with an expected 20-year life and attendant depreciation. The main purpose of the program was to take these cars off the books in a way that would not show a loss on paper.

While frequent claims were made that supposedly the program was yielding $20,000 or more per streetcar, CTA actually received $11,000 for each of the 570 cars sold to St. Louis Car Company. In addition, there were thousands of dollars in additional costs involved with adapting and reconditioning parts. Over the five years or so of the program, the amount of costs increased, to the point where, by 1958, CTA admitted it was receiving no more than scrap value for each PCC sold.

But since these were non-standard cars, there was no market for reselling them to another city.

The Conversion Program only made sense if you believed that PCC streetcars, which were state-of-the-art and just a few years old, had absolutely no future value as transit vehicles, even though the 1951 consultant report indicated that the tracks and wire were in good shape and were worth keeping. The consultant thought that the cost of replacing the service with bus was more than the cost of keeping what they had.

CRT was in such bad shape that within a few short years, CTA decided to devote 70% of its investments in upgrading it, even though in 1947 it only had a market share of less than 20% of local ridership. As a consequence, some might argue that the surface system got the “short end of the stick,” especially after October 1, 1952 when CTA purchased the assets of the competing Chicago Motor Coach Company.

Perhaps not coincidentally, this was also the date when the CTA, having eliminated its last remaining competitor, announced the Conversion Program that spelled the end of streetcars in Chicago. It was no longer necessary to offer a “premium service” that could compete with CMC for riders.

As for a history of CSL, it would be hard for anyone to better the Chicago Surface Lines book by Alan R. Lind, especially the third edition published in 1979.

The subject is of sufficient complexity to demand a series of books, of which Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958 (published as Bulletin 146 of the Central Electric Railfans’ Association in 2015), at 448 pages, including several hundred photos in color, forms an important part. I am proud to have been a co-author of that book.

My upcoming book Chicago Trolleys, although a much more modest 128 pages, will be another addition to that field.

-David Sadowski

Bonus Pictures

FYI, I found this brochure in one of the issues of Surface Service (the Chicago Surface Lines employee publication) I recently scanned:

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Larry Sakar, TM, and Speedrail

July 21, 2017July 22, 2017David Sadowski 10 Comments

Lehigh Valley Transit 1100 on a New York Central flat car at Riverside Yard in Allentown PA. Don’s Rail Photos: “1100 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 201. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to LVT as 1100. In 1949 it was sold to Milwaukee Rapid Transit & Speedrail. It was in such bad condition that it was not rehabilitated and was scrapped in 1952.” It seems likely that the 1100 was sold to Speedrail for use as a parts car. The photo date is given as February 14, 1948, but this may be wrong, as this was more than a year prior to the abandonment of the Easton Limited interurban line, where this car ran. However, it may have been out of service for some time.

Today, we are featuring some recent correspondence with Larry Sakar, author of the 1991 book Speedrail: Milwaukee’s Last Rapid Transit?. This has long been a collector’s item– try finding a copy at a reasonable price, and you will see what I mean.

Larry has continued his research in the 26 years since this book came out, and has a new book in the works. Larry is very outspoken, and doesn’t pull any punches. Perhaps that is because he knows his subject so well.

Meanwhile, this Wednesday, I sent off the corrected proofs of our own book Chicago Trolleys to the publisher. That means our part in it is now pretty much done, except perhaps for answering any questions that the proofreaders might have. Then it will go to press and the publication date is September 25.

If any of you have ever written a book, you may know that it is something akin to wrestling an alligator. However, now I believe I’ve got the alligator wrestled to the ground, and am very happy with the finished product. Chances are, you will be too.

-David Sadowski

Larry A. Sakar writes:

I just discovered your site and saw the 3 color photos of LVT 1100 & 1102 loaded onto flat cars for the trip to Milwaukee (Odds and Ends, May 5, 2017). The Feb., 1948 date is not correct. Speedrail did not exist in 1948. It began on 9/2/49 after Jay Maeder bought the Waukesha line from Northland Greyhound for $110!

I know because I’m Larry Sakar, author of “Speedrail Milwaukee’s Last Rapid Transit?” published by Interurban Press in 1991.

Cars 1100 & 1102 were purchased sometime in late October by Jay Maeder who went to Allentown for the purpose of buying additional Cincinnati Curved side lightweight cars to go with the 6 purchased by Ed Tennyson, Speedrail’s VP of operations in Sept. 1949 from Shaker Heights Rapid Transit (cars 60-65). SHRT sold Tennyson the 6 cars for $500 each and he leased them back to Speedrail. The sale was supposed to be contingent on Mr. Maeder putting up the additional $2300 for spare parts. Whether or not he did I have never been able to find out.

Maeder paid $750 each for 1100 & 1102 which were supposedly the best 2 of the 4 cars (1100-1103). You are absolutely correct about the refurbishing of 1102 into MRT car 66 which premiered on 3/31/51 and served only for 3 months before Speedrail ended all operations on 6/30/51. As part of the rehabilitation it exchanged trucks with car 64 which was wrecked in the collision with e-TM 1121 serving as Speedrail’s freight motor. That happened just 3 days after the terrible and fatal accident on the NMRA fan trip of 9/2/50. The 3 man crew on 1121 finished switching the C&NW Ry. interchange just south of West Jct. early that day and were in a hurry to get home so they ignored the proper procedure for entering the mainline from the C&NW interchange and smacked into car 64 bashing in a significant portion of the front platform. They did not have to worry about getting home early after that. All 3 were terminated. But it caused Travelers Insurance to pull the plug on Speedrail’s liability insurance because of 2 serious accidents in 3 days and also because Maeder was 6 months behind in paying the premiums. He had used money set aside for insurance to buy Shaker Heights cars 300 & 301! As President and sole stockholder he could do what he wanted. The money was used to buy equipment and not for any personal purposes thus making it perfectly legal but also perfectly stupid!

To the best of my knowledge Maeder never intended to use car 1100 for spare parts. That only happened because it was dead on arrival in Milwaukee and would not run period. 1102 blew a motor on arrival and had to be sent to TMER&T’s Cold Spring shops for repair. Cold Spring was marking up costs by 100%! The small shops facility in the Public Service building terminal could not do major repairs.

I don’t know if you would be interested but I have just completed a new manuscript entitled, “The Complete History of the Milwaukee Rapid Transit Line from TMER&L to Speedrail.” There are 146 pages of text plus an additional 160 pages of photos and documents. Of these there are 37 pages of color photos.

The money to pay for refurbishing 1102 into 66 came from the sale of 14 surplus ex-TM 1100 series cars to Afram Brothers Scrap Metal Company in Milwaukee. This all took place several months after Bruno V. Bitker the federal bankruptcy trustee dismissed Jay Maeder. The seats put in what became car 66 came from some of those 1100’s. It also switched trucks with the damaged car 64.

I think if Maeder had remained in charge he would never have sold those surplus 1100’s. He had a sentimental attachment to TM which he first discovered in 1926 when he attended St. John’s Military Academy in Delafield, Wisconsin for his senior year of high school. Delafield was a stop on the Milwaukee-Watertown line.

Thanks and continue the great work. You have a fantastic website.

Thanks for writing, and also for all this wonderful information. As you are well aware I am sure, the information people write on slides, prints, negs, etc. is not always 100% accurate. I appreciate your corrections.

Lehigh Valley Transit purchased four Cincinnati curved-side cars second-hand in 1938 for the Easton Limited interurban line. Unfortunately, these cars were underpowered, and not really up to the task of working this hilly route. They were sharp-looking cars as LVT renovated them, but could not maintain the schedules of the cars they replaced. So it is no great surprise that by the time Speedrail got two of them in 1949, they were in bad shape.

Larry replied:

Yes, I do know that incorrect info often turns up in both pics and books. My 1991 Speedrail book has errors but when I wrote it in 1988 it was based on the best information I had at the time. I never dreamed that after it came out I’d be contacted by Jay Maeder’s daughter Jane and would be the recipient of several boxes of documents her father left behind. She and her late brother Jay Jr. decided that I should have them as they would never do anything with them. Neither of them knew much about Speedrail other than that their father once “owned a railroad”.

That reminds me. I saw the discussion as to whether Jay Maeder ever lived in Texas. No he didn’t but his daughter Jane Maeder Walsh lives in Houston. And Jay Sr. is survived by a lot of grandchildren. I didn’t know Jay Jr. drew that cartoon but I’m not surprised. He was an authority on the Dick Tracy comic strip having authored two books on the subject. I only spoke to him one time while he was working for the New York Daily News and was writing a column called “Lounge Lizard” which reviewed NYC lounge acts. I’ve had a lot of contact with Jane.

I wanted to scream when I got the last shipment of documents in 2012. At the bottom of the box was a scrapbook – the kind with the brown pages like many of us had as kids where we glued things in with Muselix glue. That’s what I expected to see when I opened it but instead found blank pages. Then I looked again. What he did, David, was rip out newspaper clippings related to Speedrail. Then he’d rip out the date and using a nail like the ones you get with picture hooks, would attach it to the clipping. But instead of placing the clippings on the pages he literally shoved them into the spines of each page. Well, after 60 years as I’m sure you know the newsprint deteriorated and the dates fell off as the paper deteriorated. Newsprint is notorious for that. Consequently, I ended up with about 25 clippings where the event could have happened anytime in the 22 months Speedrail existed.

You’re 100% right that the 9-2-50 accident is still controversial. I would say that in terms of blame 80% goes to Maeder and 20% to Tennyson. The Maeder/Tennyson working relationship had been deteriorating ever since the fall of 1949 when Maeder bought the Local Rapid Transit line (Milwaukee-West Junction-Hales Corners) without ever bringing the matter before the Speedrail Board (such as it was). Tennyson was opposed. He told me that when he went to Cleveland on 9/12/49 and met with Maeder’s Cleveland Attorney, Frank Taplin, Taplin told him, “Ed, whatever you do do not let Jay buy that Local Rapid Transit line. He will lose his shirt!” Tennyson was there to buy the 6 Shaker Heights curved side cars. Anyway, according to what he told me, when he found out what Maeder had done he went to the third member of the board, Oliver A. Grootemaat Speedrail’s general counsel and secretary. He said Grootemaat told him, “Maeder owns all the stock. He can do whatever he wants.!”

As for 9-2-50 Tennyson told me Maeder had asked him to draw up a schedule and rules for the 5 NMRA fan trips which he did. On the morning of 9/2 he discovered the trains were running late and that’s when he called the so-called dispatcher, Joe Bellon at the Public Service Building to find out what was going on. It was then that he found out that Maeder and one of the senior motormen, Gerald Greer had spent the night before drawing up “anticipatory train orders” that required every train to call from every siding. Also, the rules were that photo stops were to be made southbound to Hales Corners only. And anyone who did not come when time was up for the photo stop would be left behind. When Maeder’s train got to Hillcrest loop in Hales Corners the fans asked for a photostop going back to Milwaukee. Maeder should have said “NO” but he went along with it. So Tennyson called Bellon and told him to go back to the original orders where trains were to operate by schedule and timetable and only call if they ran into trouble. Maeder had called from Hillcrest to report they’d be stopping for a photostop northbound but from that point on he wasn’t heard from again. In order to allow the regularly scheduled southbound Hales Corners pass Maeder pulled in to Greenwood Jct., a siding never used which was the connection to the Lakeside Belt Line. It was seldom if ever used and once the M-R-K (Milwaukee-Racine Kenosha Line) was abandoned in Dec. of 1947 it was useless.

As a result of the reversal of orders Equitz assumed Maeder would hold at Oklahoma Ave. for him to pass. Maeder, still operating under his revised orders expected the dispatcher would tell Equitz he’d cleared Maeder’s train all the way to West Jct. The end result was that 10 people were killed because two guys didn’t get along. I do think Maeder went thru a red signal. And I also feel he had no business running the train especially since it was discovered he was color blind. If he’d been familiar with the Nachod signals that should not have made a difference. The position of the lights would have shown if the signal was red or white. Maeder was too occupied by all of the railfans gathered around him and he didn’t give the signal more than a quick glance, something you could not do with Nachod signals.

Maeder made an idiot of himself at the Coroner’s inquest. When the DA asked him why his train was running late he objected. the DA asked why he objected to his train being labeled as late and he replied, “My train was an extra train. Extra trains cannot be late. They can only be behind schedule.” HUH?? What’s the difference? Isn’t being behind schedule being late? He also testified that he and the regular motorman George Wolter weren’t relying on the signals. “They were a help but we weren’t relying on them”, is what he testified. Yes, Maeder was exonerated in court but only because the law on 4th Degree Manslaughter required it to be a deliberate act. I seriously doubt if he would be as lucky today not to mention that he personally would face a ton of lawsuits. And though he was exonerated in court he could and did not fare as well in the one court he could do nothing about, the court of public opinion. Bitker clearly didn’t want him around anymore. Tennyson said Bitker banned Maeder from the property but I don’t know if that’s true.

The Rapid Transit book I’ve completed contains photos you’ve never seen before. One of my sources is John Schoenknecht the head of the Waukesha County Historical Society and he has supplied me with some really great photos.

I see Bill Shapotkin comments quite regularly. I’ve known Bill since 1986. Great guy!

This is all great stuff. Who is publishing your book? I see that Interurbans Press put out your Speedrail volume.

Larry:

Interurbans Press did put out the Speedrail book. They published one or two books after that and went out of business. Mac Sebree, the owner retired and sold the company to video producer PENTREX. PENTREX had no interest in selling or publishing books. They bought Interurban Press for one thing and one thing only – their videos. And even if they were still around I’d be extremely reluctant to deal with them again! At the time they accepted the book they had purchased PTJ Publications which was in Waukesha. PTJ as you may know was the original publisher of Passenger Train Journal.

In 1988 home computers and the Internet did not exist. But since they had the office in Waukesha I begged and pleaded for them to do the book there even though the normally did all books in Glendale, CA. Mike Schaefer was part of PTJ Publications and he was the person I wanted to edit and layout the book. I pointed out that it would be much easier for all concerned should any problems arise. I couldn’t hop a plane to Glendale, CA. just like that. I was working. But driving out to Waukesha would be no problem. What I didn’t know until later was that “bad blood” existed between Mike and this Paul Hammond who ran things in Glendale. Interurban Press interpreted my request as taking sides. I was trying to do what I felt would be best especially since I knew Mike knew the subject which the California people did not. Interurban Press refused.

The book was to have been published in 1989 but a tragedy at the Waukesha office delayed it by two years. A young staff member was engaged to be married. Something happened and the engagement was called off. He become despondent and went out to Butler and killed himself by stepping in front of an on-coming C&NW train. Horrible! Anyway they resumed work on it and things seemed to go well from there. I don’t know how it works today but back then you received 3 final drafts. The first two showed the space where the photos would be and the caption but not the actual photo. The final proof was called the blue line. So the blue line arrives in the mail and I absolutely exploded. What was supposed to be a photo of the 9-2-50 Speedrail wreck was a photo of the 8-24-49 Soldiers Home wreck. I probably didn’t even need long distance I was so angry. Their excuse: “Well, we just assumed that the wrecks were one and the same.” YOU ASSUMED?? So I had to quickly run out to Waukesha. They had the Milwaukee Journals for the day of and days after the 9-2-50 wreck. With the space already dedicated we had to choose that really bad picture that appears in the book. It was the only one that fit.

There were any number of other things that happened over those 2-3 years (1988-1991). I can’t tell you how many times they told me they “expected to take a loss” on the book and discouraging things like that. Loss nothing! It sold out all of the first printing in 18 months. I had thought about pitching it to Kalmbach but didn’t think I’d stand much of a chance being an unknown at the time. I was right. In 1999 a couple of years after the video, “Rapid Transit in Milwaukee From TMER&L to Speedrail” was put out by TMER&THS of which I was Secretary and Treasurer we decided to write a companion book to the video. Jack Gervais was co-authoring it with me. He was handling everything up to Speedrail and I was writing from Speedrail to the end. When we finished it in 2000 I tried pitching it to Kalmbach now that I had a book published. They turned it down. They were full of compliments about it being well written and all but felt it was too limited as a subject and would not sell the way a book on a more popular subject like the Milwaukee Road would. Gervais then contacted Larry Plachno. I did not want to deal with him as I’d heard a great deal of negative things about him from Bill Shapotkin. Well we did end up driving all the way to Polo, Illinois only to have Plachno open the binder, look at a few pages and go, “Tsk, Tsk, Tsk! I have a problem with you people already” HUH? “All this quoting. Don’t you know a good historian never quotes. He paraphrases.” I politely took the binder, shut it, said, “Thank you for your time, Mr. Plachno. That may be your philosophy for writing books but it isn’t mine!” In the intro to the new book I address that. I don’t believe in paraphrasing because that puts my interpretation on what was said. I quote and I let my readers decide how to interpret what was said.

So in terms of a publisher I don’t have one and I’ve no idea of who I could give it to. I’m not looking to make money from this. The Maeder family designated me “Keeper of the Flame” where Speedrail is concerned. They entrusted what Jay left behind because they feel I would know best how to make use of it. I take that both as a compliment and a responsibility to preserve this history. That is my goal, here. Norm Carlson is a perfect example of someone who understands that. I have worked with him quite a few times and enjoyed it. He’s a professional and “First & Fastest” is the high quality publication it is because of his dedication. Browsing thru your site I see much the same thing, David. You obviously have a real feel for preserving this history and those are the type of people I like to work with. I really enjoy the Trolley Dodger site.

The Speedrail book was written as a way to promote TMER&THS Inc. I quit the group 14 years ago so this book has absolutely no connection to them or any other group. I am a member of Shore Line. Norm has been very gracious in publishing my articles. I’m also writing for “Landmark,” the publication of the Waukesha County Historical Society. My goal is to leave behind a historical record so that someday someone can come along and view this history.

I saw your comment that maybe if things had been just a little different Speedrail might still be around today. Actually, David, sad to say, Speedrail was dead before it began. The following chapters from my book and a page from a city of Milwaukee subcommittee in March, 1945 will show you what Milwaukee thought of the Rapid Transit. Once the city caught what I call “expressway fever” and they decided the Rapid Transit line west from downtown was the place for the East-West Freeway they stopped at nothing to get it. Maeder owned the track, overhead wire, cars and bridges but not the land on which those tracks sat. That remained Wisconsin Electric Power Co. property. Shaker Heights did not have that problem. Maeder wrongly assumed that Milwaukee would rally to support his efforts to save the Rapid Transit as happened in Shaker Heights. It was the Waukesha riders who rallied to support it. Milwaukee could’ve card less except for Mayor Zeidler, of course. More to follow soon.

The photo I sent you earlier today which shows a guy up on a stage addressing a crowd of people goes with the chapter”The First Public Pledge Meeting.” The date is 6-27-51. The place was Kuney’s dance hall in the Town of Calhoun. I think the man on stage is Edwin Knappe but am not sure. You’ll read about him and the Calhoun Farms Riders Group in the chapter about them. Kuney’s is still there today if you think I should put in a present day picture. There’s nothing special about it. Calhoun Farms was to the north and west of the Calhoun Road stop on the Waukesha line. There’s a historical marker which explains about it and the area of Calhoun which is east of Waukesha. It even mentions the Rapid Transit. I have pictures of that too.

One of the people you’ll see quoted in the Speedrail section fairly often is former Speedrail motorman Don Leistikow. I’d say that at least 50% of what I learned about Speedrail over the years came from Don. I’m attaching his famous “Skunk” story. I think you” get a laugh out of it. Don was quite a story teller. He passed away a couple of years ago at the age of 85 and is sorely missed.

While I never actually met Don L. Leistikow, I did correspond with him a bit, and I almost met him once. I went out to East Troy onetime and took some pictures, and after I posted them to the web, someone identified him in one of the pictures. What a nice man.

Larry:

NSL fans may be interested to know that after being vacant for the last 47 years the site of the North Shore’s Harrison St. shops at S. 5th St. and W. Harrison Ave. (remember NSL called it “street” but Harrison is actually an avenue) is finally being redeveloped. Sadly, not for traction purposes. A private charter school whose name I can’t remember is building on the property all the way to where it dead-ends above the KK River and Cleveland Ave. and extending west on Harrison Ave. to the southeast corner of S. 6th St. It’s a huge, multi-story facility. Back in 2005 when I visited the site of the shops with Norm Carlson of the Shore Line interurban Historical Society and Walter Keevil of CERA I noticed that the city of Milwaukee had paved S. 5th St. from the point where the private right-of-way began on the south side of the street all the way to the fence and concrete barrier that mark where the NSL’s bridge over the river began. Let’s face it. Vacant lots do not generate property tax revenue. The dilapidated shops building stood until about 1970. I remember a Milwaukee Journal editorial cartoon and article in 1968 urging its demolition because it presented a bad image of Milwaukee to drivers coming in (northbound) on I-94 which sits below the east end of the property. The school is supposed to open for the fall 2018-2019 semester next year.

I’m sure most NSL fans don’t know this. After the 6th and Michigan station in downtown Milwaukee was razed in May or June of 1964 somebody came up with the ideas of building a tourist tower on the south end of the property at about the point where NSL trains entered and left the elevated platforms that were attached to the south end of the terminal. Here is an artists rendering of what it was going to look like from the Milwaukee Journal of 11-22-64. Of course it ever happened. What did happen was this. In the summer of 1965 the church whose denomination I have forgotten that was on the north side of Wisconsin Ave. between N. 10th & N. 11th Sts. was being forced to move. The entire block on both sides of the street was disappearing, literally. The I-43 freeway was and does cross beneath the “Avenue” at this point. So the church spent almost $2 million to buy the entire 4 square blocks where the NSL station had stood. That encompassed W. Michigan St. on the north. W. Clybourn St. on the south. N. 5th St. on the east and N. 6th St. on the west. The plan was to build the church and some sort of shopping area around it. I say the “plan” because that too never happened. I remember a wooden sign erected on the station site facing W. Michigan St. that said, “Future home of…” and it named the congregation. For the next 33 years the property sat vacant. Then in 1998 Time Insurance Co. which had been located on the corner of N. 5th St. and W. Wells St. downtown built their new corporate headquarters on the site. A check of the Milwaukee city directory shows the building there as of 1998. The Wells St. building was sold to make way for Milwaukee’s first downtown convention center which was called “MECCA – the Milwaukee Exposition Convention Center and Arena.” It was judged as the boxiest and ugliest building ever built in Milwaukee and it too fell to the wrecking ball when the new, and very underused, downtown convention center was constructed along Wisconsin Ave. between N. 4th & N. 6th Sts. Why the church was never built and how Time Insurance acquired the property (sale, foreclosure??) is something I have been unable to find out. The congregation disappears from the Milwaukee city directory in 1966. Perhaps they moved to one of the suburbs or merged with another congregation. If any of the NSL fans know I’d be very interested in the details. Time Insurance has since been thru all kinds of mergers and the building now says Securant Insurance.

In the summer of 1971 I went to the site of Ryan Tower on the abandoned NSL r.o.w. I didn’t drive back then so it meant to very lengthy bus rides from my home on Milwaukee’s northwest side. and a long walk up Ryan Rd. from the end of the Rt. 66 bus line. I knew I was at the right spot when I got to the crossing with the C&NW’s new line. And that was the only way I knew. The NSL was gone with nary a trace. I had to walk a block or so north before I came across the abandoned NSL r.o.w. As I continued north there much to my surprise was the NSL’s Carrollville substation still standing 8 years after the abandonment. I took this picture of it on 8-17-71 using a Polaroid camera I’d gotten for Christmas the previous year. My ANSCO 8-shot box camera took better pictures than that Polaroid! And then you always had the chore of having to spread this smelly fixer on the photo to keep it from curling up. So please forgive the quality of the pictures.

Larry’s Human Interest Stories

I’ll be glad to write this. There are four of them, all involving people who had they been where they had planned to be might not have lived another day.

What I have found in the 52 years I have been studying and researching the Rapid Transit and Speedrail is that fate and coincidence seem to play a major role. For example, take how I got to know Jane Maeder Walsh, Jay’s daughter. In 1991 when the Speedrail book came out she had a daughter who was a student at Carroll College (now University) in Waukesha. Jane was living in Atlanta at the time but decided to come to Waukesha for a visit. While there she decided to go to the Waukesha Public Library and see what she could find out about “the railroad that my father owned.” At first, all the librarian was able to find was a folder containing a few newspaper clippings from the Waukesha Freeman, Waukesha’s daily newspaper. Then she remembered that the library had just received a new book about Speedrail. She gave it to Jane to browse through there since she obviously would not be able to borrow it.

A short time later, on a Saturday morning my phone rang. The lady on the other end asked if I was the person who wrote the Speedrail book. I said I was. She said, “My name is Jane Walsh. I know that name doesn’t mean anything to you until I tell you my maiden name. It is Maeder and Jay Maeder was my father.” I kind of held my breath for a second thinking the next thing I’d hear was that she didn’t like the things Tennyson said about her father and she was going to sue me. Quite to the contrary she wanted to know where she could go to buy copies of the book. I put her in touch with one of the local hobby shops that I knew was carrying it and she bought half a dozen copies for her family. I didn’t hear from her for quite a while after that until the day she and her brother discovered a box of material relating to Speedrail, long forgotten, left behind by her father. She said that she and her brother had no interest in it and asked if I would want it? Are you kidding? Over the course of the next few years they found other boxes of things. She e-mailed Jay Jr. and asked if he wanted it. He replied, “Are we still in touch with that Sakar guy?” Jane said she had talked to me about it and I’d said I wanted it if her brother didn’t. Jay Jr. then replied, “Let’s face it… neither you nor I will ever make anything out of this stuff. I say, let’s make him keeper of the flame. Larry will know what to do with it.” That was a great honor that they had confidence that I could make use of the material.

We still keep in touch by e-mail from time to time. My friend and colleague Chris Barney and I paid to have copies made of that picture of her father walking alongside car 60 flagging it on the inaugural Speedrail fan trip of 10-16-49. We sent them to her and she was thrilled. It’s the only picture she has of her father with “his railroad.”

You might remember that on the 9-2-50 the motorman of the 1192-93 heavy duplex that collided with Maeder’s train (39-40) was LeRoy Equitz. In the fall of 1971, I got a job as a student library aide at the main library in downtown Milwaukee. One night I was sitting in the lunchroom on break with a brother and sister who also worked there. Terry, the brother struck up a conversation with me. “We hear you like trains.” I said, “Well yes. I do like trains but my main interest is streetcars and interurbans.” They had no clue as to what either of those were. Terry said, “Our uncle was a train engineer.” I said, Oh really, where?” He said, “Right here in Milwaukee.” I asked which railroad he worked for, thinking it had to be either the Milwaukee Road or the C&NW. Terry said neither one sounded like the one their uncle had mentioned. I asked when he worked as an engineer and he said, “In the ’50’s.” Then he continued. “Our uncle was involved in an accident and ended up losing a foot because of it.” Suddenly, my curiosity was on high, so to speak.” So I said, “This accident. Could it have been in 1950 itself?” Terry said, “Come to think of it, yes. He did say 1950.” So I continued, “And this accident, could it possibly have been on Labor Day weekend in 1950?” BINGO! He said that it was. That’s when I said, “Don’t tell me your uncle’s name. Let me guess it. Is it LeRoy Equitz?” The brother and sister sat there for a second in amazement. “Yes. How on earth did you know that?” Of course I explained about Speedrail and told them which newspaper and dates to look at if they wanted more information. As I recall, LeRoy was still living but he had moved away some years earlier. I don’t recall to where so I never had an opportunity to talk to him.

You ask yourself what were the odds that I’d end up working with the niece and nephew of LeRoy Equitz. And I have found that to be the case so often in this hobby. So call it fate, destiny, coincidence. There are times when you can’t help but feel this was meant to be.

Thanks for taking the time to write this and your other reminiscences. I’d like to share these with my readers.

Naturally, I won’t use any of the material you sent me from your upcoming book, but is there anything else that you would not want me to run in my blog?

Larry:

Please feel free to use any of the material I’ve sent you for the Trolley Dodger. Anything and everything I write is for the enjoyment and/or information of others. What’s the point of keeping what I’ve learned over the years to myself? That benefits no one!

I saw the piece in The Trolley Dodger on the late Maury Klebolt. From 1983 to 1987 I went out to SFO every September for the Historic Market Street streetcar festival. I used to see Maury at the Market and Duboce storage facility below the former San Francisco mint. He was very involved with that Market Street Railway group. I seem to recall that he acquired a couple of streetcars for them. I wasn’t acquainted with him but had stories about his fan trips from the late Jack Gervais who apparently knew him. Bill Shapotkin also told me some stories about him.

By the way I kind of chuckle every time I see a Joe L. Diaz photo of a CSL “Sedan”. My good friend Dave Stanley knew Joe very well, along with a number of other well-known Chicago fans like the late Bob Gibson. I met both Dave and Bill Shapotkin in 1986. Both Dave and Bill told me Joe would have a fit when someone called those cars “Sedans.” It would provoke an “Ooh, they weren’t called that” response. I knew him by sight but I didn’t actually know him as such. I remember seeing him at CERA meetings in the back of the room selling books. That was back in the days when CERA met at the old Midland Hotel. I believe that’s now called the Blackhawk Hotel. I was a CERA member in the ’90’s but didn’t keep up my membership. Going to meetings meant having to drive to either Kenosha and take METRA which also meant leaving the meeting early to catch the 9:00pm train back to Kenosha and then an 11:00pm one hour drive back to Milwaukee. I never cared for night driving. Then in 2009 I lost all of the sight in my left eye as a result of diabetic retinopathy, which I didn’t know I had until it was too late. Since then I have been advised not to drive at night or on the highway or expressway. I no longer have the necessary depth perception and bright light, especially headlights coming at me blind me. Amtrak experimented with a late night (first 11:00pm then changed to 10:30pm) train to Milwaukee but they never promoted it so the ridership never materialized. Now the last train to Milwaukee leaves Chicago at 8:45pm.

I knew a lot of really nice guys in Chicago all of whom I have not seen nor spoken with in at least 15 years. Bruce Moffat and Ray DeGroote are two who come to mind. I always called Ray the Rick Steeves of the traction world. In any Ray DeGroote program you could always count on a money lesson, a geography lesson and a culture lesson. When I was the program director for TMER&THS from 1989 to 1995, I used to refer to Ray as “our world traveler”. The last time I saw Bruce was on a CERA fan trip on METRA Electric in the ’90’s. Bill Shapotkin was the trip director. At the first photo stop GK wanted a photo with the other car host and myself. Bruce took the picture but to this day I’ve never seen it.

I haven’t seen all of the issues of The Trolley Dodger but here are some Milwaukee streetcar photos from my collection that I think readers might enjoy.

Every now and then you get a photo that really has you stumped trying to figure out where it was taken. That’s what happened with this photo given to me by Bob Genack. I saw the RT 35 Route sign and stupidly assumed this had to be somewhere on the 35th Street route. But what really threw me a curve was the “35th St.” sign in the destination sign box below the big roof Route sign. If this was a northbound car it should have said “Burleigh,” and if southbound “St. Paul”. After puzzling over it I looked it over with a magnifying glass to see if I could detect any business names. And there in the left background was the solution. This is a time exposure so it’s a “ghosted” image. But if you look closely you will see a TM heavy duplex. OK. Now I see what this was all about. This is a TM posed, company photo. The 943 isn’t on 35th St. It’s on Michigan Street. You can’t see it but the Public Service Building is just out of the right hand side of the picture. The duplex is inbound from Sheboygan on N. 3rd St. It will turn left onto Michigan St. go one block east and then turn right onto N. 2nd St. to enter the PSB terminal. Those aren’t passengers standing waiting for the streetcar. They are TM company employees posing for the picture. The 943 looks brand new so I’m thinking this was taken in about 1928 or 1929. OK TM, you fooled me.

Streetcar advertising was a frequent occurrence on TM. But unlike the buses of today where the advertising is put on mylar sheets and then attached to the bus with a heat gun, and it is simply peeled off when the time is up, in streetcar days the car was actually repainted. Here’s one of the all-time classic examples of a repainted Milwaukee streetcar that is from the Milwaukee & Suburban Transport Corp. days. M&STC bought TMER&T at the end of 1952 and took over operation of the system on Jan. 1, 1953. They continued to use “The Transport Company” as their shortened name. M&STC lasted until July, 1975 when Milwaukee finally municipalized its transit system when M&STC was purchased by Milwaukee County. That is when the present-day Milwaukee County Transit System was born. But the “Transport Company” name had become so ingrained in the minds of Milwaukeeans that many continued to call it “The Transport Company” for quite some time after the county took over. Now everyone refers to it as MCTS.

Anyway, in 1955, car 943 was chosen to be repainted with a “safety message” from the Milwaukee Safety Commission. Isn’t it a bit ironic that the car advertising safety was involved in an accident downtown at 4th and Wells Streets in a collision with a city garbage truck? I guess the car didn’t heed its own message! The close-up b&w shot was taken at the Farwell Ave. terminal where Rt. 10 streetcars and Rt. 21-North Ave. trolleybuses laid over. The trolley bus service on Rt. 21 North Ave. lasted until 1961 or 1962 when it was converted to diesel bus operation using the new 1500 series GM new look fishbowl buses M&STC had purchased for that purpose. A portion of Rt. 10 east of Jackson & Wells Sts. downtown was eventually abandoned and most of the route from Jackson & Wells Strees east covered by Rt. 30 Sherman Blvd. buses.

Next up are 2 beautiful color photos of 943 in its “safety commission” paint job taken by Don Ross (Don’s Rail Photos. In the close-up shot, the car is on a fan trip at S. 81st St. and W. Greenfield Ave. which was Route 18-National Ave. That line ended at S. 92nd St. & W. Lapham Ave. Before West Junction was rebuilt Rt. 10 cars ran all the way out there via the private right-of-way which continued all the way out there. Prior to the construction of the Milwaukee Rapid Transit Line between 1925 & 1930, interurbans also used that r.o.w. Today the r.o.w. is still there going west from 92nd & Lapham and is used by We Energies vehicles to get to West Jct. so that the power lines can be serviced. In the second, more distant photo 943 is crossing W. Wisconsin Ave. on the p.r.o.w. that paralleled N. 52nd St. from Wells to the entrance to the Calvary Cemetery cut, later the stop for Milwaukee County Stadium from 1953 to 1957. Streetcars were gone by the opening of the baseball season in 1958.

The TM 900-series streetcars were an updated version of the 800-series built in 1920. The earliest 900’s were identical to the 800’s in all respects except one. The center motorman’s window on an 800 is narrower than on a 900. Other than that there was little if any difference. But by the time the group of cars from 976 seen here at Cold Spring shops to 985 were built, the interiors now had leather seats vs. rattan for all previous cars, and this group of 10 was unique in that they had that sort of visor/sun shield over the center window. One car in this group survives today. Car 978 was saved by former Milwaukeean Al Buetschle on behalf of the Wauwatosa Kiwanis Club. They wanted a streetcar for outdoor display in Hart Park which is just to the east of the Wauwatosa end of the No. 10 line at Harwood Ave. and State Streets. Al loved the cars with the front visor and that is why he chose the 978. The car is now the property of the East Troy Electric RR and is currently undergoing an extensive rehabilitation. There is a very involved history of how the car was acquired and what happened to it over the years which I wrote for a fan publication in 1998. Al now lives in Oakley, Ca. a city in Contra Costa, County 60 miles northeast of San Francisco.

As I mentioned the 800’s had a narrower center window than the 900’s. You can see that in this photo of car 870 at the end of Rt. 40 at Kinnickinnic & St. Francis Aves. in St. Francis. The area doesn’t look much different today save for the absence of the streetcar. St. Francis is a suburb of Milwaukee on the southeast side.

Here’s a second shot of an 800 seen at the end of Rt. 11 at Howell & Howard Aves. probably in the 1950’s. Rt. 11 was converted to bus operation in 1956 and was Milwaukee’s second to last streetcar line.

At the start I mentioned “mystery” photos, and to close out here is one such example. I know where this is and I think this is probably in the 20’s or 30’s. What I can’t figure out is what a 600 series car (at least that’s what it looks like with that roof destination sign in the middle) is doing on Rt. 12 – 12th St. or why the destination sign says Center. Center is Center St. which was home to the Rt. 22 streetcar line. Rts. 21 & 22 were some of the earliest conversions from streetcar to trackless trolley. I question the destination because Rt. 12 cars usually operated all the way to 27th & Hopkins Streets. In the late 1920’s a transfer station was constructed here. It was a smaller version of the one at Farwell & North Aves. When Rt. 12 was converted to diesel bus operation the building was torn down and became a parking lot for the nearby A.O. Smith Corp. At last report the streetcar tracks are still in the pavement.

Thanks so much for this and your other recent messages. You have given me plenty of material to work with here. I am sure our readers, especially those in the Milwaukee area, will love reading this.

Who knows, it might even help you find a publisher!

This excerpt from a 1945 Milwaukee freeway report shows how even then, planners intended to take the Rapid Transit Line right-of-way for highway use.The bottom photo, of course, was a composite.

An earlier version of this post mistakenly identified this photo. Here, M&DSTC car 943 is going eastbound on the famous Wells Street trolley viaduct on a 1955 fantrip.

Book Review:

The Street Railways of Grand Rapids
By Carl Bajema and Tom Maas
Bulletin 148 of Central Electric Railfans’ Association*
Hardcover with dust jacket, 304 pages

The authors present a fascinating and very thorough account of street railway service in Grand Rapids, Michigan, covering the years up to 1935, when the system was abandoned in favor of buses. There was quite a variety of service in the area, including horse cars, cable cars, steam dummies, streetcars of various types, and interurbans connecting to other cities such as Holland. The authors coverall these ably and thoroughly.

This book has just been issued in a very limited edition, and chances are it will not be reprinted once the first edition has sold out, which I am sure it will. CERA Bulletins have a well-deserved reputation for excellence, and this book does not disappoint.

Having had a few discussions about this book with Mr. Bajema myself, when it was in its early stages, I can attest that it presented a considerable challenge. After all, Grand Rapids streetcar service ended in 1935, and anyone old enough to have ridden one, and remember it, would be close to 90 years old by now.

Color photography was still in its infancy in 1935. Fortunately, there are ways to add color to such a book, including color postcards, yellowed newspaper clippings, and maps. All these are present in abundance.

Another challenge is the lack of corporate records for the operator. And then, there is the matter of a roster, which is pretty much de rigueur for a book such as this.

Complicating matters, the Grand Rapids system used names for their cars instead of numbers, which makes it very difficult to put forward a complete roster.

The names of all such cars as of 1927 are given. Interestingly, though, the one Grand Rapids photo we have posted on this blog is not included in the book. It shows the F. W. Wurtzburg, named after a local department store. Since this photo probably dates to the 1930s, perhaps the name was applied after 1927.

This book should interest anyone who likes streetcars in general, or lives in Michigan in particular. It is available from the publisher. At 304 pages, it is also somewhat larger than the typical 224-page CERA length.

The general approach the authors have taken here could also be applied to other subjects of a similar vintage, such as the Chicago, Ottawa and Peoria, an Illinois interurban which quit in 1934.

It is somewhat ironic that Grand Rapids was at the forefront of innovation in the 1920s, but just a decade later, was also among the first cities of its size to completely replace streetcars with buses. But there is a connection– the need to innovate was born out of necessity.

Read the book, and you’ll find out why.

-David Sadowski

The “F. W. Wurtzburg,” built by St. Louis Car Company in 1926. This type of lightweight city car helped the Grand Rapids Railroad win the prestigious Coffin Medal in 1926. (James B. M. Johnson Photo)

*Please note that The Trolley Dodger is not affiliated with Central Electric Railfans’ Association.

Product Review

This picture shows the lightbox with the light turned off.

Tracing Light box Dbmier A4S USB Powered Light Pad Artcraft Tracing LED Light Board for Drawing, Tracing, Sketching, Animation Active Area 8.27″ X 12.20″

Here is a new product that should interest anyone who works with photographic negatives or transparencies. It is a modern version of a lightbox, using LED technology. It is powered by a USB cord that can connect to a computer. I expect you can get an adapter that will allow you to use AC power. Otherwise, you would be limited to using it in the vicinity of your computer.

In years past, there have been various lightboxes on the market. Some had conventional light bulbs, and others used florescent lighting. All were somewhat problematic and all were also bulkier than this ultra-thin model, which has three levels of brightness and puts out white light (which many of the older lightboxes did not).

The old type lightboxes also put out a lot of heat, which this one does not. It’s a 21st century solution to a 20th century problem, but better late than never!

It is available for a very attractive price. I highly recommend it, and gain nothing financially if anyone does buy one. I only wish a product like this had been available 30 years ago.

-David Sadowski

Recent Correspondence

Bruce Fastow writes:

Perhaps you can guide me. I own a Johnson fare box similar to the one attached. Can you tell me how I can take the top off so I can clean out the hopper? My kids put paper in the unit.

Chances are, one of our readers knows the answer and can help, thanks.

Pre-Order Our New Book Chicago Trolleys

Overview

The book features 221 classic black-and-white images, each with detailed captions, in 10 chapters:

Product Details

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

Meet the Author

Images of Rail

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

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

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NEW – Chicago Trolleys Postcard Collection

The Postcards of America Series

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Help Support The Trolley Dodger

This is our 189th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 305,000 page views, for which we are very grateful.

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

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Surface Service

July 11, 2017David Sadowski 7 Comments

FYI, we recently acquired 41 more copies of Surface Service, the Chicago Surface Lines employee magazine that was published from 1923 to 1947. Here are the front and back covers from these issues. (Back covers are missing from two issues. We will eventually find replacements.)

Surface Service is full of interesting tidbits of information on CSL operations. Many individual employees are mentioned, especially old-timers and retirees. They frequently ran old photos sent in by current or former employees. Back in CSL days, there was no mandatory retirement age, and some employees worked well into their 70s.

There are perhaps 700 pages of material in these 41 issues, and all this is being added to our E-book Chicago’s PCC Streetcars: The Rest of the Story, available in our Online Store. This joins 34 issues of Surface Service that we had previously scanned.

In addition, this post features more recent photo finds, and another great batch of classic Chicago Aurora & Elgin pictures courtesy of Jack Bejna.

-Enjoy!

-David Sadowski

Recent Finds

We ran this photo some time ago in Chicago Surface Lines Photos, Part Seven (February 26, 2016):

CTA 5565 on September 10, 1949. This was known as a Brill-American-Kuhlman car. M. E. writes, “Methinks this photo is at Root St. (4130 South) and Halsted. Under that assumption, the view faces north, the L is the Stock Yards L, and the streetcar is on the 44 Wallace-Racine line, heading from westbound on Root to southbound on Halsted.”

Now we have another picture, taken at the same location:

CSL 5094 is clearly a Wallce-Racine car in this picture, which supports the idea that this is Root and Halsted, with the Stock Yards “L” in the background. Note the old Bowman dailry milk truck at right. (Joe L. Diaz Photo)

I would say this photo of prewar PCC 4047 was taken circa 1948, when the loop at 63rd Place and Narragansett was brand new. Formerly, double-ended cars ran to Oak Park Avenue a half-mile west of here.

CTA 4019 is westbound on private right-of-way on 63rd Place, near the Narragansett loop. You would hardly recognize the location today, as it is in the middle of a quiet residential neighborhood. This prewar PCC, in “tiger stripes,” still has a CSL logo on it.

CTA 4023 at 63rd and Narragansett.

CTA postwar PCC 7261 at the west end of the 63rd Street line (63rd Place and Narragansett).

This picture (and the previous one) appears to have been taken in the latter days of streetcar service on 63rd. By then, most service was provided by red Pullmans, but some two-man postwar PCC cars were there too (such as 7261, seen here). The prewar PCCs had by this time been converted to one-man and were moved over to Cottage Grove.

This picture of South Shore Line cars 25 and 38 at Randolph Street is dated 1954, but an earlier date seems likely as there is no sign of the Prudential Building. Construction began on August 12, 1952, and the building was topped off on November 16, 1954. There was also a large sign advertising Pabst beer, not visible in this picture. Perhaps it had already been removed by the time this picture was taken. (Walter Hulseweder Photo)

Recent Correspondence

Jack Bejna writes:

Here’s the latest, The Chicago Aurora & Elgin Railway ordered 10 cars to be built by the Niles Car Company in 1906, numbered 300-308 plus a parlor-buffet to be named Florence. CA&E 305 was rebuilt as parlor-buffet 600 in 1929, later rebuilt again and renumbered 436 Florence Florence was rebuilt into parlor car 601 in 1923 no image found. Florence was rebuilt again in 1929 and renumbered 435. Thanks again for your website and all of the interesting stories within.

We are very appreciative of all the great pictures that Mr. Bejna shares with out readers.

Car 600 (ex-305).

Car 436 at the Wheaton Shops (ex-car 600).

Car 435 at Wheaton Shops (ex-parlor car 601).

Car 308 (Niles, 1906). This picture looks like it was taken near Laramie on Chicago’s west side.

Car 307 (Niles, 1906).

Car 306 (Niles, 1906) at the Elgin terminal.

Car 304 (Niles, 1906).

Car 303 (Niles, 1906).

Car 302 (Niles, 1906).

Car 301 (Niles, 1906).

Car 300 (Niles, 1906).

Car 32 (Stephenson, 1902) at Glen Ellyn.

Pre-Order Our New Book Chicago Trolleys

Overview

The book features 221 classic black-and-white images, each with detailed captions, in 10 chapters:

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

Product Details

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

Meet the Author

Images of Rail

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

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

We appreciate your business!

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW – Chicago Trolleys Postcard Collection

The Postcards of America Series

Pre-Order your Chicago Trolleys Postcard Pack today!

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Help Support The Trolley Dodger

This is our 188th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 301,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

The Trolley Dodger

Musings on transit, past, present, and future

Author: David Sadowski

Recent Finds, 10-14-2017

Milwaukee Rapid Transit

A Shoebox Full of Dreams

Back in Boston

The Fruits of Our Labors

More CA&E in Color

Recent Finds, 8-16-2017

Railroad Record Club Treasure Hunt

Surface Service