Ones That Got Away

A CTA Stock Yards shuttle car in September 1957, just prior to the abandonment of this branch line. Service withered away as the Stock Yards did. Both are long gone. A portion of this line used a single track, one-way loop.

A CTA Stock Yards shuttle car in September 1957, just prior to the abandonment of this branch line. Service withered away as the Stock Yards did. Both are long gone. A portion of this line used a single track, one-way loop.

We are back, after working 16 straight days as an election judge here in suburban Cook County, Illinois, just in time to shelter in place during a quarantine. We apologize for the length of time since our last post, but as always, much work has been going on behind the scenes.

We are happy to report that we have a new book project that we are very excited about. More details will be forthcoming in the future, but we are hard at work already and have been for some time.

We have to compete with everyone else when purchasing traction photos, and our finances do not permit us the luxury of winning all the auctions that interest us (and could interest you). For every excellent photo we win, there are many others that slip through our fingers.

We have collected some of these here, and present them for your consideration, along with some explanations of why our luck and finances fell short. It’s always possible that the winning bidders may choose to share some of these fine images with our readers in the future.

Prices on individual images may run as high, in some cases, as $100 for a single 35mm Red Border Kodachrome slide, depending on its quality, subject matter, and rarity.

In future posts, we will go back to showing more photos that we did actually win.

Stay safe.

-David Sadowski

This, and the next seven pictures that follow, were part of a very interesting and unusual auction that we were outbid on. There was a fad in the 1950s for 3-D movies and photos, and these pictures were shot in stereo, probably using a camera called a Stereo Realist, which would shoot two half-frame 35mm images, each offset by approximately the same distance as your eyes. When mounted in a special mount, and viewed with the proper viewer, the result was, lo and behold, 3-D pictures of the CA&E and CTA in mid-1950s Forest Park! This view looks east.

This, and the next seven pictures that follow, were part of a very interesting and unusual auction that we were outbid on. There was a fad in the 1950s for 3-D movies and photos, and these pictures were shot in stereo, probably using a camera called a Stereo Realist, which would shoot two half-frame 35mm images, each offset by approximately the same distance as your eyes. When mounted in a special mount, and viewed with the proper viewer, the result was, lo and behold, 3-D pictures of the CA&E and CTA in mid-1950s Forest Park! This view looks east.

Click this link for a complete rundown on Stereo Realist cameras.

A two-car CA&E train (460 and 421) loops in Forest Park. The 460 is now at the Illinois Railway Museum in Union.

A two-car CA&E train (460 and 421) loops in Forest Park. The 460 is now at the Illinois Railway Museum in Union.

The train seen in a previous picture approaches the terminal. During construction of the nearby expressway in the late 1950s, there were temporary tracks just to the right, and the stores on Des Plaines Avenue were demolished.

The train seen in a previous picture approaches the terminal. During construction of the nearby expressway in the late 1950s, there were temporary tracks just to the right, and the stores on Des Plaines Avenue were demolished.

From 1953 to 1957, passengers could change trains here between the CA&E and CTA. The gas holder shown was a long-time Forest Park landmark.

From 1953 to 1957, passengers could change trains here between the CA&E and CTA. The gas holder shown was a long-time Forest Park landmark.

A CTA wooden Met car on the temporary Van Buren Street right of way, circa early 1954 would be my guess. Note that a Garfield Park line bridge has not yet been dismantled at right, in the middle of the Congress Expressway construction site.

A CTA wooden Met car on the temporary Van Buren Street right of way, circa early 1954 would be my guess. Note that a Garfield Park line bridge has not yet been dismantled at right, in the middle of the Congress Expressway construction site.

The CA&E train loops around, in close proximity to a bus, which presumably would either be CTA's Route 17, going to Bellwood and Westchester (it replaced the Westchester branch of the "L" in 1951) or one of the various Chicago & West Towns routes.

The CA&E train loops around, in close proximity to a bus, which presumably would either be CTA’s Route 17, going to Bellwood and Westchester (it replaced the Westchester branch of the “L” in 1951) or one of the various Chicago & West Towns routes.

The CA&E train has looped and is now ready to pick up passengers for the trip west.

The CA&E train has looped and is now ready to pick up passengers for the trip west.

What are these strange looking freight cars on the Chicago Great Western, just north of the CTA tracks at DesPlaines Avenue? Thomas Kaufman: "That photo in the ones that got away showing a train on the Chicago Great Western appears to be some Maintenance of Way bunk cars used to hold sleeping quarters for the employees. Another giveaway is the orange paint as M of Way cars are generally painted different colors than the standard freight equipment." Andre Kristopans thinks some of those cars could date to the 1880s.

What are these strange looking freight cars on the Chicago Great Western, just north of the CTA tracks at DesPlaines Avenue? Thomas Kaufman: “That photo in the ones that got away showing a train on the Chicago Great Western appears to be some Maintenance of Way bunk cars used to hold sleeping quarters for the employees. Another giveaway is the orange paint as M of Way cars are generally painted different colors than the standard freight equipment.” Andre Kristopans thinks some of those cars could date to the 1880s.

A two-car CTA train of flat-door 6000s is running on the Logan Square route. This may be California Avenue. However, why is there a bag over the coupler? This picture was probably taken in the 1950s.

A two-car CTA train of flat-door 6000s is running on the Logan Square route. This may be California Avenue. However, why is there a bag over the coupler? This picture was probably taken in the 1950s.

What streetcar or interurban ran to Chicago Heights?

What streetcar or interurban ran to Chicago Heights?

I had expected a friend to possibly bid on this nice 1955 North Shore Line picture, but he demurred. We all have our standards for what constitutes a good photo. He said he already had other shots like this, and this shows the back of the train. At any rate, this is street running in Milwaukee.

I had expected a friend to possibly bid on this nice 1955 North Shore Line picture, but he demurred. We all have our standards for what constitutes a good photo. He said he already had other shots like this, and this shows the back of the train. At any rate, this is street running in Milwaukee.

I am not sure where these two views of a CTA "L" station were taken. Answer: two different places. The top picture is 42nd Place on the Kenwood branch of the "L", looking west. The lower picture was taken at Fullerton on the north-south main line.

I am not sure where these two views of a CTA “L” station were taken. Answer: two different places. The top picture is 42nd Place on the Kenwood branch of the “L”, looking west. The lower picture was taken at Fullerton on the north-south main line.

The top picture is the Belmont "L" station, and the bottom is the Illinois Central (now Metra) Electric.

The top picture is the Belmont “L” station, and the bottom is the Illinois Central (now Metra) Electric.

Two downtown shots on the Loop "L", probably 1950s.

Two downtown shots on the Loop “L”, probably 1950s.

This location is a mystery. Daniel Joseph thinks this may be Dorchester, on the Jackson Park branch of the "L".

This location is a mystery. Daniel Joseph thinks this may be Dorchester, on the Jackson Park branch of the “L”.

An IC Electric station.

An IC Electric station.

An original sign, indicating the abandonment of trolley service in Fairmount Park in Philadelphia. This was a unique line, which was about 8 miles long and was not connected to any other Philadelphia streetcar line. It ran only in the park and lasted for 50 years. Open cars were run in the summer, closed cars at other times. By the time it shut down, it was practically an operating museum.

An original sign, indicating the abandonment of trolley service in Fairmount Park in Philadelphia. This was a unique line, which was about 8 miles long and was not connected to any other Philadelphia streetcar line. It ran only in the park and lasted for 50 years. Open cars were run in the summer, closed cars at other times. By the time it shut down, it was practically an operating museum.

The Chicago & West Towns had a line to LaGrange that included some private right-of-way through the Forest Preserves. I assume this is the bridge over the DesPlaines River.

The Chicago & West Towns had a line to LaGrange that included some private right-of-way through the Forest Preserves. I assume this is the bridge over the DesPlaines River.

C&WT 152 on the LaGrange line, signed for the Brookfield Zoo.

C&WT 152 on the LaGrange line, signed for the Brookfield Zoo.

A nice early postcard view of the end of the Logan Square line. Unfortunately, the seller thinks this is worth $100, so I have taken a pass.

A nice early postcard view of the end of the Logan Square line. Unfortunately, the seller thinks this is worth $100, so I have taken a pass.

CTA postwar PCC 7101 (I think), but where? According to Jeff Wien, this is south State Street, between 88th and 92nd.

CTA postwar PCC 7101 (I think), but where? According to Jeff Wien, this is south State Street, between 88th and 92nd.

CTA 144 on one of those late 1950s fantrips... but where? The PCC further ahead is also likely part of the same fantrip, which took place on the weekend, when the CTA substituted buses for streetcars on the dwindling remaining routes prior to the 1958 abandonment. According to Jeff Wien, this picture was taken on May 25, 1958. The occasion was the final Chicago streetcar fantrip held by the Central Electric Railfans' Association. Note that the streetcars are heading north on Dearborn, crossing the Chicago River, using what had once been the southbound track, since this was once a two-way street.

CTA 144 on one of those late 1950s fantrips… but where? The PCC further ahead is also likely part of the same fantrip, which took place on the weekend, when the CTA substituted buses for streetcars on the dwindling remaining routes prior to the 1958 abandonment. According to Jeff Wien, this picture was taken on May 25, 1958. The occasion was the final Chicago streetcar fantrip held by the Central Electric Railfans’ Association. Note that the streetcars are heading north on Dearborn, crossing the Chicago River, using what had once been the southbound track, since this was once a two-way street.

C&WT 107 at, I am pretty sure, the south parking lot of Brookfield Zoo.

C&WT 107 at, I am pretty sure, the south parking lot of Brookfield Zoo.

C&WT 154 in what looks like a late 1930s paint scheme. I presume this is the barn at Cermak and Harlem.

C&WT 154 in what looks like a late 1930s paint scheme. I presume this is the barn at Cermak and Harlem.

Not sure where this picture of C&WT 124 was taken... Maywood? Or could this be Madison Street in Forest Park? Bill Shapotkin adds: "This photo was taken in Maywood. The car is in 19th Ave and the west end of the Madison St Line. The Grade crossing in the background is the C&NW-IHB (the "Melrose Park" C&NW station would be located to right). View looks north."

Not sure where this picture of C&WT 124 was taken… Maywood? Or could this be Madison Street in Forest Park? Bill Shapotkin adds: “This photo was taken in Maywood. The car is in 19th Ave and the west end of the Madison St Line. The Grade crossing in the background is the C&NW-IHB (the “Melrose Park” C&NW station would be located to right). View looks north.”

By comparing this picture of C&WT 100 with a different one, I have determined this was taken at Madison and Austin in Oak Park.

By comparing this picture of C&WT 100 with a different one, I have determined this was taken at Madison and Austin in Oak Park.

C&WT 111 at Madison and Austin in Oak Park.

C&WT 111 at Madison and Austin in Oak Park.

After what was supposed to be a "temporary" abandonment of the Lehigh Valley Transit's Liberty Bell route between Allentown and Norristown (PA) in September 1951, the railroad wasted no time in ripping up rails, so as to make it permanent. They were out there the very next morning.

After what was supposed to be a “temporary” abandonment of the Lehigh Valley Transit’s Liberty Bell route between Allentown and Norristown (PA) in September 1951, the railroad wasted no time in ripping up rails, so as to make it permanent. They were out there the very next morning.

Illinois Terminal interurban car 284 at an unknown location.

Illinois Terminal interurban car 284 at an unknown location.

CTA prewar PCC 7013 on the Cottage Grove line, circa 1952-55.

CTA prewar PCC 7013 on the Cottage Grove line, circa 1952-55.

In August 1957, a two-car CTA Garfield Park "L" train crosses the Chicago River near Union Station. Less than a year later, this line was replaced by the new Congress line, which connected to the Dearborn-Milwaukee Subway.

In August 1957, a two-car CTA Garfield Park “L” train crosses the Chicago River near Union Station. Less than a year later, this line was replaced by the new Congress line, which connected to the Dearborn-Milwaukee Subway.

CTA wooden "L" cars, including 345 at left, and a Met car at right, being scrapped at Skokie Shops in September 1957.

CTA wooden “L” cars, including 345 at left, and a Met car at right, being scrapped at Skokie Shops in September 1957.

Photos of streetcar company employees are always interesting. The car in this early 1900s photo is signed for Halsted Street.

Photos of streetcar company employees are always interesting. The car in this early 1900s photo is signed for Halsted Street.

Chicago Aurora & Elgin car 20 in South Elgin in August 1968. This is now called the Fox River Trolley Museum. It's original name was RELIC.

Chicago Aurora & Elgin car 20 in South Elgin in August 1968. This is now called the Fox River Trolley Museum. It’s original name was RELIC.

The North Shore Line's Highwood Shops on November 1, 1962, in a photo by R. W. Ferge. Car 767 is at left. Such interior photos are rare.

The North Shore Line’s Highwood Shops on November 1, 1962, in a photo by R. W. Ferge. Car 767 is at left. Such interior photos are rare.

On May 20, 1956, this is a view of the CTA's Metropolitan main line just west of the Loop. By this time, Chicago, Aurora & Elgin trains only ran as far as Forest Park, and 2.5 miles of the Garfield Park line ran in Van Buren Street. These tracks, or two of the four tracks, actually, continued in service for two more years, until the new Congress Expressway median line opened.

On May 20, 1956, this is a view of the CTA’s Metropolitan main line just west of the Loop. By this time, Chicago, Aurora & Elgin trains only ran as far as Forest Park, and 2.5 miles of the Garfield Park line ran in Van Buren Street. These tracks, or two of the four tracks, actually, continued in service for two more years, until the new Congress Expressway median line opened.

South Shore Line car 105 in South Bend, near the end of the line, in August 1955. Service was cut back to the outskirts of town in 1970, but there are plans to bring the line back downtown, although not via street running.

South Shore Line car 105 in South Bend, near the end of the line, in August 1955. Service was cut back to the outskirts of town in 1970, but there are plans to bring the line back downtown, although not via street running.

A CTA prewar PCC car at 77th and Vincennes on August 10, 1956, just prior to scrapping. Note how the seller has given this picture an extreme tilt, just to level it out. These cars were last used on Western Avenue.

A CTA prewar PCC car at 77th and Vincennes on August 10, 1956, just prior to scrapping. Note how the seller has given this picture an extreme tilt, just to level it out. These cars were last used on Western Avenue.

This very nice picture shows two of the CTA's new single car units on November 25, 1960, and was taken by Robert E. Bruneau. These were given high-speed motors and "circus wagon" colors for a time.

This very nice picture shows two of the CTA’s new single car units on November 25, 1960, and was taken by Robert E. Bruneau. These were given high-speed motors and “circus wagon” colors for a time.

This is the first time I can recall an original George Krambles slide being offered for sale. It shows a North Shore Line train "at speed" at Briergate in 1949. There are two schools of thought about such pictures. On the one hand, it's not technically perfect. It does not show a train posed in the sun. On the other hand, it does convey motion. These were moving trains, and boy, did they move!

This is the first time I can recall an original George Krambles slide being offered for sale. It shows a North Shore Line train “at speed” at Briergate in 1949. There are two schools of thought about such pictures. On the one hand, it’s not technically perfect. It does not show a train posed in the sun. On the other hand, it does convey motion. These were moving trains, and boy, did they move!

A Philadelphia PCC on Route 23 (Germantown) is at the Mermaid Loop on July 29, 1968.

A Philadelphia PCC on Route 23 (Germantown) is at the Mermaid Loop on July 29, 1968.

This picture of CTA 144, at the Illinois Electric Railway Museum at its original location in North Chicago, was taken on February 21, 1960. It's very interesting, but we already posted a very similar photo before, so we did not bid on this one.

This picture of CTA 144, at the Illinois Electric Railway Museum at its original location in North Chicago, was taken on February 21, 1960. It’s very interesting, but we already posted a very similar photo before, so we did not bid on this one.

If I had to guess, I would say this Chicago, Aurora & Elgin photo was taken at Wheaton. But so were a lot of such pictures, and the light was not shining the right way to illuminate the ends of the cars on this one.

If I had to guess, I would say this Chicago, Aurora & Elgin photo was taken at Wheaton. But so were a lot of such pictures, and the light was not shining the right way to illuminate the ends of the cars on this one.

A three-car North Shore Line train on June 16, 1962.

A three-car North Shore Line train on June 16, 1962.

One of the two North Shore Line Electroliners on June 17, 1962. Looks like a fantrip.

One of the two North Shore Line Electroliners on June 17, 1962. Looks like a fantrip.

A two-car CTA wooden "L" train on April 13, 1957. I would expect that we are not too far south of Howard Street.

A two-car CTA wooden “L” train on April 13, 1957. I would expect that we are not too far south of Howard Street.

Oak Parkers "of a certain age" might remember there was once a time (up to October 1962) when the outer portion of the Lake Street "L" ran on the ground, using overhead wire, running parallel to South Boulevard. This is an excellent example of such a photo. Note there is no fence on this portion. The "L" was relocated to the adjacent Chicago & North Western embankment.

Oak Parkers “of a certain age” might remember there was once a time (up to October 1962) when the outer portion of the Lake Street “L” ran on the ground, using overhead wire, running parallel to South Boulevard. This is an excellent example of such a photo. Note there is no fence on this portion. The “L” was relocated to the adjacent Chicago & North Western embankment.

Accident photos are a sensitive and controversial topic in the railfan field. Some don't think they should be shown at all, while others believe they are an important part of history. This is the aftermath of the 1977 accident where one CTA train ran into another, right at the corner of Wabash and Lake, and pushed some "L" cars off the structure. Since that tragedy, where several people lost their lives, additional steel has been added to the structure to prevent a reoccurence. This is a Mark Llanuza photo.

Accident photos are a sensitive and controversial topic in the railfan field. Some don’t think they should be shown at all, while others believe they are an important part of history. This is the aftermath of the 1977 accident where one CTA train ran into another, right at the corner of Wabash and Lake, and pushed some “L” cars off the structure. Since that tragedy, where several people lost their lives, additional steel has been added to the structure to prevent a reoccurence. This is a Mark Llanuza photo.

This Mark Llanuza picture from December 1982 says it is a "last run." I can't make out what the sign says, but at the very least, it's a six car CTA "L" train, made up of three sets of 6000-series cars, each painted different colors.

This Mark Llanuza picture from December 1982 says it is a “last run.” I can’t make out what the sign says, but at the very least, it’s a six car CTA “L” train, made up of three sets of 6000-series cars, each painted different colors.

This must be a fantrip train, and the date is August 6, 1972. But where was this taken? It can't be on the Evanston branch, as that was still powered by overhead wire, and there's no evidence of that here. According to Daniel Joseph, this actually is Noyes on the Evanston branch, and the picture must have been taken after third rail was installed. So the date provided could very well be wrong.

This must be a fantrip train, and the date is August 6, 1972. But where was this taken? It can’t be on the Evanston branch, as that was still powered by overhead wire, and there’s no evidence of that here. According to Daniel Joseph, this actually is Noyes on the Evanston branch, and the picture must have been taken after third rail was installed. So the date provided could very well be wrong.

CSL/CTA work car AA101 at 77th and Vincennes in 1955. Don's Rail Photos adds: "AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.

CSL/CTA work car AA101 at 77th and Vincennes in 1955. Don’s Rail Photos adds: “AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.

A 1958 date means this picture of a CTA PCC on Route 22 was taken on the last remaining streetcar line in Chicago, Wentworth. It is headed south. A few people have pointed out that 4385 is headed south on Clark Street, just north of the Chicago River, after passing over freight tracks.

A 1958 date means this picture of a CTA PCC on Route 22 was taken on the last remaining streetcar line in Chicago, Wentworth. It is headed south. A few people have pointed out that 4385 is headed south on Clark Street, just north of the Chicago River, after passing over freight tracks.

CTA trolley buses- are they coming or going? A June 25, 1974 date indicates they are going, towards Mexico and additional service there. This was just over a year since they last ran in Chicago.

CTA trolley buses- are they coming or going? A June 25, 1974 date indicates they are going, towards Mexico and additional service there. This was just over a year since they last ran in Chicago.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

We haven't actually lost this auction yet, but this image is bundled with several others, and the price has already gone high. But this is an interesting picture, as it shows the temporary CTA Garfield Park/Congress right of way, somewhere west of the Lotus Tunnel, and presumably after a portion of the Congress median line opened in June 1958, but before the highway opened in 1960. Is this Austin Boulevard? At left, there is a residential street. At right, is the future site of the Congress (now Eisenhower) Expressway. In the distance, is perhaps a freight train, an industrial area, or maybe even part of Laramie Yard. A real mystery. We really do hope we will have the financial wherewithal to purchase this fascinating image.

We haven’t actually lost this auction yet, but this image is bundled with several others, and the price has already gone high. But this is an interesting picture, as it shows the temporary CTA Garfield Park/Congress right of way, somewhere west of the Lotus Tunnel, and presumably after a portion of the Congress median line opened in June 1958, but before the highway opened in 1960. Is this Austin Boulevard? At left, there is a residential street. At right, is the future site of the Congress (now Eisenhower) Expressway. In the distance, is perhaps a freight train, an industrial area, or maybe even part of Laramie Yard. A real mystery. We really do hope we will have the financial wherewithal to purchase this fascinating image.

Recent Correspondence

Our resident South side expert M. E. writes:

https://thetrolleydodger.files.wordpress.com/2020/03/10.jpg
I suspect you will find your answer (which interurban line is it?) in this map:
http://www.shore-line.org/images/JS_map.jpg
My two cents is that this is the Chicago and Interurban Traction Co. See
https://donsdepot.donrossgroup.net/dr3137.htm
which is the red line in the shore-line.org map.
I certainly remember the building that housed the barn at 88th and Vincennes. There was still trackage leading into it.

https://thetrolleydodger.files.wordpress.com/2020/03/52.jpg
The sign says Ravenswood. The maximum length of Ravenswood trains was 6 cars.

Thanks… the sign I meant in picture 52 is the one hanging from the chain. I assume this was a Sunday fantrip, during the time when the Rave only ran to Belmont. So they would have been the only train on this part of the line, with photo stops galore.

Tricia Parker writes:

I was writing with a quick inquiry about a recent found beach object, which I believe is a streetcar badge. (Attached) Awhile back, before I found the badge, a friend directed me to your IG page, which I much enjoy!

I am seeking any information, and would be willing to pay for research time. The badge reads (all caps) “S. Haehlen’s 117 Express.” I believe it might be a 1933 World’s Fair route, but it’s a guess.

I am looking to make a brief video about it for educational purposes, and would welcome any knowledge. Happy to give you credit for any information. Thanks so much!

Thank you for your kind words. Let’s see what our readers can make of this.

Glad you like the photos I post on IG, even though I hardly ever put any train pictures there (look for @thetrolleydodger).

Vernon Glover writes:

As a now aging kid from Chicago, I enjoy your efforts a lot. And have purchased some items. Today, however, I am fully engaged in southwestern rail and industrial history, especially the El Paso & Southwestern System, an arm of Phelps Dodge. I have a number of M. D. McCarter prints and I would like to ask properly for permissions in publication for a forthcoming book with the Southern Pacific Historical & Technical Society (SPH&TS).

Anything you have on the current status and address of the McCarter photo collection would be appreciated.

I am not sure what happened to his collection. Unfortunately, he died a few years ago. At one time, I tried calling the phone number listed for him, and there was no answer. I too had purchased some photos from him.

Sorry I can’t be of more assistance. Perhaps someone out there might know?

Todd Liebenauer writes:

Hello – Reaching out to see if you can help with a project I’m working on. My name is Todd Liebenauer, grandson of Karel Liebenauer. I think you may have used some of his pictures in your publications.

My father Karl and I both model O scale trolley cars and we both have a model of the Cleveland 5000 streetcar.

I’ve been researching the internet for every picture I can find of these cars to determine what equipment was on the underbodies of these cars. I have found a number pictures but none have given me a clear enough image of the left sides of the front and rear cars. What I have determined is not all the cars were the same. The pictures I found prove that. Would you happen to have anything you can share about these trolleys?

Attached is a picture of the model I have.

Thanks for any help you might be able to provide.

Another question I can’t answer… but maybe one of our readers might know? Thanks.

Allen Zagel writes:

I found your site while doing a search. Very interesting site.

Anyway, I seem to remember that a series of old Red CSL streetcars had unusual trucks featuring two different size wheels. In searching my Shore Line dispatches, especially #9, page 88, it appears that possibly it was High Side Brill #6063 but I can’t be sure.

Would there be any info or photos or drawings around?

Hopefully you might be able to help?

Thanks for writing. While I don’t know the answer to your question offhand, it’s likely that someone who reads my blog might.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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Progress

In this April 4, 1959 view, a westbound CTA Congress-Milwaukee "A" train crosses DesPlaines Avenue in Forest Park over temporary trackage. I-290 is under construction here, and this portion of highway opened in 1960. The tracks shown here were south of where the line crosses DesPlaines Avenue today. While there was once a grade crossing between the CTA and the B&OCT freight line, the two sets of tracks were grade-separated as part of the highway project, and just east of where this picture was taken, the CTA crosses the highway (and the freight tracks) on a flyover. This was not yet in use in April 1959, and the CTA used temporary tracks that were approximately where the westbound lanes of I-290 are today.

In this April 4, 1959 view, a westbound CTA Congress-Milwaukee “A” train crosses DesPlaines Avenue in Forest Park over temporary trackage. I-290 is under construction here, and this portion of highway opened in 1960. The tracks shown here were south of where the line crosses DesPlaines Avenue today. While there was once a grade crossing between the CTA and the B&OCT freight line, the two sets of tracks were grade-separated as part of the highway project, and just east of where this picture was taken, the CTA crosses the highway (and the freight tracks) on a flyover. This was not yet in use in April 1959, and the CTA used temporary tracks that were approximately where the westbound lanes of I-290 are today.

Progress is our most important product, or so the saying goes:

In engineering, in research, in manufacturing skill, in the values that bring a better, more satisfying life, at General Electric, progress is our most important product.

This was G.E.’s postwar slogan, and here, at the start of a new decade, it’s worth considering how much progress we have, or have not made.

Some of our pictures in this post show progress. It was better to eliminate numerous grade crossings on our transit lines, that much is clear. But was it really better to eliminate entire lines, such as the Chicago Aurora & Elgin interurban? Did that represent progress? Perhaps not, but there are those who think its demise was inevitable.

On the other hand, there are things that have survived in spite of all odds, like Chicago’s Loop “L”, or the former Red Arrow Lines in suburban Philadelphia. The Norristown High Speed Line never offered a one-seat ride to downtown Philly, and yet it continues today, under the auspices of SEPTA, a public agency, while loss of a one-seat ride is widely cited as causing the demise of CA&E. In part, luck and local circumstances are involved in what survives, and what does not.

Do highways represent progress? Some would say no, but it would be difficult to imagine modern life without them. I don’t think we are about to tear up our highways and plant flowers where they once were.

Progress often takes two steps forward, and one step backwards. We may yet see a time when all autos run on electricity, but that does not explain why the Chicago Transit Authority phased out electric trolley buses in 1973.

I’m sure there were those who thought it progress at the time, of a sort. Progress is often in the eye of the beholder.

Here at the Trolley Dodger, we have our own notions of progress. In our case, progress can mean making this blog sustainable, financially and otherwise. It can mean offering something new. It can mean doing a better job of restoring old images.

Understanding the past makes it possible to envision the future. That’s a form of progress we are engaged in.

As we start our sixth year, our motto might as well be, progress is our most important project, for it is something always to strive for, even if it is a project that can never be finished.

In addition to some great recent photo finds, both ours and from the William Shapotkin Collection, we have lots of great new Milwaukee material courtesy of Larry Sakar. As always, many thanks go out to our contributors.

Enjoy!

-David Sadowski

Annual Fundraiser

Our annual fundraiser continues. We are close to reaching our goal. However, we are also very close to our deadline for needing it. We hope to continue this resource for you in 2020.

We have received contributions from several of our readers, for which we are very grateful. Should you consider helping us with a financial contribution of your own, however modest, there are links at the end of this post you can follow.

We will continue to do our best for you. Thank you for your time and consideration.

Recent Finds:

Chicago Aurora & Elgin car 426 heads up a westbound train in September 1946. The location is not identified, other than being in Maywood. My guess is this is 5th Avenue looking east, and you can catch a glimpse of the station at right. This is prior to the installation of high-level platforms.

Chicago Aurora & Elgin car 426 heads up a westbound train in September 1946. The location is not identified, other than being in Maywood. My guess is this is 5th Avenue looking east, and you can catch a glimpse of the station at right. This is prior to the installation of high-level platforms.

A close-up of the previous picture. Perhaps this tower might help identify the location.

A close-up of the previous picture. Perhaps this tower might help identify the location.

This could be the type of tower.

This could be the type of tower.

Chicago Surface Lines car 5939, presumably at Navy Pier, end of the line for the Stony Island route. The streetcar has an NRA sign, (referring to the National Recovery Act) which would date this picture to circa 1933-35.

Chicago Surface Lines car 5939, presumably at Navy Pier, end of the line for the Stony Island route. The streetcar has an NRA sign, (referring to the National Recovery Act) which would date this picture to circa 1933-35.

CA&E wood car 315 at the Wheaton Shops in August 1960. Don's Rail Photos: "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962." (Rick Burn Photo)

CA&E wood car 315 at the Wheaton Shops in August 1960. Don’s Rail Photos: “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.” (Rick Burn Photo)

On April 4, 1959, a CTA Douglas Park train is on the ramp connecting the old "L" structure with the new Congress Expressway median line (and the Dearborn-Milwaukee Subway).

On April 4, 1959, a CTA Douglas Park train is on the ramp connecting the old “L” structure with the new Congress Expressway median line (and the Dearborn-Milwaukee Subway).

I presume that this picture, taken on April 13, 1957, shows a CTA Garfield Park "L" train near the east end of the Laramie Yard. (between Laramie 5200 W. and Lavergne 5000 W.) Just east of here, there was a ramp going up to the elevated structure that ran downtown. Just south of here, the Congress (now Eisenhower) Expressway was under construction. Laramie Yard, or portions of it, continued in use for about a year after the new Congress median line opened in June 1958. At left, it looks like a school building, but as far as I can tell, none of the structures in the picture still exist. Today, this area is occupied by the Michele Clark Academic Prep Magnet High School, built in the early 1970s.

I presume that this picture, taken on April 13, 1957, shows a CTA Garfield Park “L” train near the east end of the Laramie Yard. (between Laramie 5200 W. and Lavergne 5000 W.) Just east of here, there was a ramp going up to the elevated structure that ran downtown. Just south of here, the Congress (now Eisenhower) Expressway was under construction. Laramie Yard, or portions of it, continued in use for about a year after the new Congress median line opened in June 1958. At left, it looks like a school building, but as far as I can tell, none of the structures in the picture still exist. Today, this area is occupied by the Michele Clark Academic Prep Magnet High School, built in the early 1970s.

On May 26, 1956, a two-car CA&E interurban train is at the DesPlaines Avenue Terminal in Forest Park. Another train is parked nearby on a small storage track. Between September 20, 1953 and July 3, 1957, CA&E trains terminated here, and riders who wanted to go downtown had to transfer across platform to CTA Garfield Park "L" trains. The track connection between the two lines had been severed, and each one turned around using a loop. The CTA's went above the CA&E on a wooden trestle. This view looks generally to the north. As of this time, construction of the nearby Congress (now Eisenhower) Expressway was planned, but heavy construction work had not yet started here. As it was, when this picture was taken, the CA&E had still not sold their right-of-way crossing the DesPlaines River, a short distance west (left) of here.

On May 26, 1956, a two-car CA&E interurban train is at the DesPlaines Avenue Terminal in Forest Park. Another train is parked nearby on a small storage track. Between September 20, 1953 and July 3, 1957, CA&E trains terminated here, and riders who wanted to go downtown had to transfer across platform to CTA Garfield Park “L” trains. The track connection between the two lines had been severed, and each one turned around using a loop. The CTA’s went above the CA&E on a wooden trestle. This view looks generally to the north. As of this time, construction of the nearby Congress (now Eisenhower) Expressway was planned, but heavy construction work had not yet started here. As it was, when this picture was taken, the CA&E had still not sold their right-of-way crossing the DesPlaines River, a short distance west (left) of here.

On March 14, 1957, photographer Monty Powell captured this view of a CA&E train on the midday storage track at the DesPlaines Avenue terminal in Forest Park. Car 421, built in 1927 by the Cincinnati Car Company, is at the head of a five-car train. In the background, you can see the wooden trestle, used by CTA "L" trains to turn around. We are looking to the west.

On March 14, 1957, photographer Monty Powell captured this view of a CA&E train on the midday storage track at the DesPlaines Avenue terminal in Forest Park. Car 421, built in 1927 by the Cincinnati Car Company, is at the head of a five-car train. In the background, you can see the wooden trestle, used by CTA “L” trains to turn around. We are looking to the west.

From the Collections of William Shapotkin:

CTA 9508 is heading southbound on Route 53 - Pulaski Road on February 4, 1973. (William Shapotkin Collection)

CTA 9508 is heading southbound on Route 53 – Pulaski Road on February 4, 1973. (William Shapotkin Collection)

CTA trolley bus 9532 at 47th and Archer in April 1963. (William Shapotkin Collection)

CTA trolley bus 9532 at 47th and Archer in April 1963. (William Shapotkin Collection)

CSL trolley bus 198. (William Shapotkin Collection)

CSL trolley bus 198. (William Shapotkin Collection)

Chicago Surface Lines trolley bus 139. (William Shapotkin Collection)

Chicago Surface Lines trolley bus 139. (William Shapotkin Collection)

CTA trolley bus 0359 at the North and Cicero garage. (William Shapotkin Collection)

CTA trolley bus 0359 at the North and Cicero garage. (William Shapotkin Collection)

CTA trolley bus 9349 is southbound on Central Avenue at Lake Street. In the background, we see the Austin Town Hall, which was built decades after the town of Austin was annexed into the City of Chicago. (William Shapotkin Collection)

CTA trolley bus 9349 is southbound on Central Avenue at Lake Street. In the background, we see the Austin Town Hall, which was built decades after the town of Austin was annexed into the City of Chicago. (William Shapotkin Collection)

The same location today.

The same location today.

CTA 9536 and 1713 at California and Roscoe in 1957. (William Shapotkin Collection)

CTA 9536 and 1713 at California and Roscoe in 1957. (William Shapotkin Collection)

CTA 6141, working a southbound trip on Route 28 - Stony Island, is westbound on grand Avenue approaching Lake Shore Drive, having just departed the north end of the line at Navy Pier, on August 5, 1952. (William Shapotkin Collection)

CTA 6141, working a southbound trip on Route 28 – Stony Island, is westbound on grand Avenue approaching Lake Shore Drive, having just departed the north end of the line at Navy Pier, on August 5, 1952. (William Shapotkin Collection)

In August 1976, a Harlem-bound "L" train crosses the north approach to Union Station. The view looks south. (William Shapotkin Collection)

In August 1976, a Harlem-bound “L” train crosses the north approach to Union Station. The view looks south. (William Shapotkin Collection)

CTA trolley bus 9534 is eastbound on Fullerton Avenue. I'm not sure when this picture was taken, but it does remind me of the aftermath of the Blizzard of '67, worst in the city's history. (William Shapotkin Collection)

CTA trolley bus 9534 is eastbound on Fullerton Avenue. I’m not sure when this picture was taken, but it does remind me of the aftermath of the Blizzard of ’67, worst in the city’s history. (William Shapotkin Collection)

From Larry Sakar:

I was going thru various pocket folders looking for something totally unrelated to traction when I ran across this. It’s a photocopy of the picture Al Buetschle had taken of him, holding on to the trolley rope on the 978 somewhere on the MUNI property in the summer of `983.

If the orange on 978 doesn’t look quite right, it isn’t the photo or my scanner. 978 had been in Appleton, WI for the Festival of Light. I do not recall what that was all about. 978 ran on temporary track along the Fox River with an electric generator on a flat car to provide the electric power to run the streetcar. There was no trolley wire. By the time of the festival the 978 was owned by a group called “Streetcar ’86 Inc.” I know absolutely nothing about them.

They repainted 978 but had, apparently, never seen a color photo of a Milwaukee streetcar. Consequently, they used a much darker shade of orange than what TM used. They also painted on large numbers for the car’s number which were totally wrong. TM never put on such large car numbers.

That classic T-Bird in front of 978 was Al’s car. I believe I told you that it was destroyed in an accident when he was hit by a bunch of teenagers cruising around who failed to stop and broadsided him. And of course, they were uninsured! To 978’s right are a group of Boeing LRVs, the worst streetcars MUNI ever purchased, I don’t think the MBTA in Boston fared too well with theirs either! It’s been said that this was proof that an airplane manufacturer could not build a streetcar. Boeing proved that was true. I do not recall any other properties who mad the mistake of buying these cars.

The MKE Rapid Transit Line

I though it might be interesting to Trolley Dodger readers to take a photographic ride over the Milwaukee Rapid Transit line between the Public Service Building and the Honey Creek Pkwy. overpass.

For those who may not know of its existence, and those who have knowledge of it, here is a little bit of background information about it. The Milwaukee Rapid Transit Line ran between N. 8th and W. Hibernia Sts to West Jct. This is where the line heading west to Waukesha, Oconomowoc, and Watertown (westbound) split off from the lines to Hales Corners, Burlington & East Troy.

The line was constructed in 5 Phases as follows:
Phase 1: The Town of Wauwatosa Rapid Transit Line
Phase 2: The Cut-off for the East Troy and Burlington lines which linked those lines to the Rapid Transit Line eliminating street running on National Ave.
PHASE 3: The Fairview Ave. Grade Separation Project
Phase 4: The Local West Side Milwaukee Rapid Transit Line (8th to 40th Sts.)
Phase 5: The Rapid Transit Subway: 8th & Hibernia Sts. to the Public Service Bldg. (NEVER COMPLETED).

Phase 1 was completed and opened for business on June 26, 1926. The remaining phases followed in order with Phase 4 completed and opened for business on September 22, 1930. Work on Phase 5 the subway continued until the Depression brought a halt to all construction in 1932. No more than half a block was ever built.

In addition to the lines to Burlington, East Troy, and Watertown, which used the Rapid Transit Line, TM also operated a Local West Side Rapid Transit Service between the PSB and West Jct. Interurbans made the 8 1/2 mile journey in 15 minutes or less.

The Rapid Transit was abandoned on June 30, 1951 under the management of The Milwaukee Rapid Transit & Speedrail Company. The city of Milwaukee purchased the 4 1/2 miles between 8th St. and Soldiers Home station (start of the Calvary Cemetery cut) in 1952 for $1,000,000,800, supposedly the price paid by TM when the land was acquired in 1925. The line had been in receivership since November, 1950 and was being managed by a Trustee, Bruno V. Bitker.

The 4 1/2 miles purchased by the city were subsequently used for the East-West Freeway I-94. In addition to the over one million dollar purchase price, the city had to pay WEPCO an additional $500,000 to move the electric transmission towers off the right-of-way. According to trustee Bitker, a minimum of $250,000 in new capital was needed to keep the Rapid Transit in business.

Today, very few traces of the Rapid Transit Line exist. The high tension electric transmission lines, seen west of the Red Star Yeast Co. plant at 28th St. to almost N. 40th St., were moved to the section of the r.o.w adjacent to (south), where an additional 2 tracks could have been laid but never were. That is what motorists traveling on the East-West Freeway see today but chances are few if any know their history or that they are traveling over the former Milwaukee Rapid Transit Line.

We begin our journey at the Public Service Building on W. Michigan St. between N. 2nd and N. 3rd St. The building’s first floor housed the train shed (12 tracks) as well as the waiting room (west wing). For anyone wanting a bite to eat there was the Electric Grill, also in the first floor west wing.

After the demise of Speedrail on 6-30-51 Greyhound Buses and buses of Wisconsin Coach lines (formerly Waukesha Transit Lines) continued using the train shed until February, 1965 when Greyhound opened a new station and 20 story office tower. The office tower faces W. Wisconsin Ave from N. 6th to about 1/2 block west of N. 5th St. The one-story bus terminal was on the NE corner of N. 7th & Wisconsin Michigan Sts and had a two-story parking garage on top of it.

In 2006, Greyhound and WCL moved their terminal to the new Milwaukee Intermodal terminal adjacent to the Amtrak station at N. 5th St. and W. St. Paul Ave. A few years later, Badger Bus Company, whose terminal was across N. 7th St. also moved to the Intermodal station. Since November, 2018 “The HOP” Milwaukee’s new streetcar circulator lays over at the corner of N. 4th & W. St. Paul. The line operates between here and Burns Commons at E. Ogden and N. Prospect Aves.

It is only appropriate that we begin our trip at the Public Service Bldg. Trains exited the trainshed onto N. 3rd St. Those headed for Watertown, East Troy, Burlington or West Jct, then turned left (west) at N. 3rd and W. Michigan Sts. In those days there were no stop and go lights. A traffic policeman controlled the intersections of 2nd, 3rd and 6th & Michigan Sts. At 6th & Michigan Sts. trains turned left (south) again in front of the station of the Chicago North Shore & Milwaukee RR. Operating on N. 6th St for just one block, trains made a right turn onto W. Clybourn St. and followed it for 1 1/2 blocks west between N. 7th & N. 8th Sts. where they turned south (left) onto the private right-of-way. This was the first stop. The line went slightly downhill toward W. St. Paul Ave., but turned west on a sharp curve before reaching it. From here, many fans have said that it was like riding a roller coaster. Trains made a safety stop, and boarded passengers at N. 8th Sts. which was crossed at grade.

Because the planned subway was never completed, a “temporary ramp” was built over the subway portal beneath 8th St. Trains scooted down the ramp, and almost at once made a climb and a sharp turn. Over to the left stood the Rapid Transit Freight Terminal at 940 W. St. Paul Ave. A deck, even with the second floor of the building, was constructed to facilitate the loading and unloading of interurban freight. Railfans dubbed it “the shelf.” Passing the shelf trains entered the one block long Hibernia St. ‘L’ and rounded a curve to immediately dip back into a cut. Between 12th & 40th Sts. all streets passed over the Rapid Transit Line. In a minute’s time came the first of the three “Valley” (Menomonee River Valley) station stops -16th St.

All 3 valley stops, 16th, 27trh & 35th St. were beneath the viaducts that cross the valley from north to south. As we will see in the photos, getting to and from the stations required being able to navigate several sets of stairs. In 1926, there was no such thing as the Americans with Disabilities Act, meaning anyone wheel chair-bound or on crutches was out of luck when it came to riding the Rapid Transit. The same would hold true for the stations along the Town of Wauwatosa Rapid Transit Line which crossed over all streets. The station stops were on the Rapid Transit Line embankment well above street level by 12 or more feet and also required being able to go up or down stairs.

Continuing west, stops were made at 27th & 35th Sts. At 40th St. the line went around a sharp curve to the southwest and scooted across the Menomonee Valley and Bluemound yards of the Milwaukee Road on a long steel bridge. The bridge would become the subject of a fight between two Milwaukee County agencies after abandonment. The Freeway people wanted the bridge removed because they claimed it was in the way of construction of the Stadium Interchange (I-94 and the never completed Stadium Freeway). But the Parks people who were overseeing the construction and eventual operation of Milwaukee County Stadium (at the site of the Story Quarry near 44th St.) wanted it kept and converted into a pedestrian bridge to provide closer and easier access to the new ball park from areas to the east. The bridge, sans decking, track and trolley wire stood as a silent reminder of what Milwaukee once had and had so foolishly thrown away. It was removed in 1954 and the surplus steel used for making repairs to the Holton St. viaduct over the Milwaukee River.

Next up was the stop for National Soldiers Home at 52nd St. Here, Rt. 10 streetcars coming from West Allis or heading to it joined the Rapid Transit line on two tracks of their own, along the north side of the Rapid Transit r.o.w. The Calvary Cemetery cut, as it was called, started at 62nd St. and ran to the west end of the cemetery just east of S. 60th St. Trains (both Rapid Transit and streetcar) now climbed a very steep grade to cross over 60th St. Streetcars made stops at 60th, 62nd & 65th Sts. before descending to street level at 68th St. 68th St. was the next stop for the Rapid Transit and was the first of two stations where passengers wishing to go to West Allis boarded a streetcar at 68th St. or a bus at 84th St.

At 68th St., the Rapid Transit line swept around a broad northwesterly curve that placed the r.o.w. on an alignment between W. Stevenson and W. Adler Sts. At 70th St. motormen had to shut off, so as not to carry current over the circuit breaker located there. Stops from this point west were 73rd, 76th, 79th, 84th & 92nd Sts. Like 68th St. the 92nd St. station was located on a curve this one going southwest. Stations west and south of 92nd St. were Schlinger Ave. also known as Greenfield Jct. This was the place where the Rapid Transit interchanged freight with the Milwaukee Road’s “Air Line.”

Now heading south, stops were made at Adler St., Greenfield Ave. and finally West Jct. Trains headed west to Watertown went down a ramp that swept them due west to come parallel with the Chicago & Northwestern RR. lines to Madison and Butler, this line going up and over the Watertown line on a bridge. Trains bound for Burlington or East Troy crossed over the C&NW on a high, steel bridge and continued southward. West Jct. trains entered the West Jct. loop for the return trip to Milwaukee.

Now that I’ve described the line in words I will continue with photos of many of these locations. These photos will be a mix of owners from TM to Speedrail.

SR 39-40 loading at the PSB H. Danneman coll.

SR 39-40 loading at the PSB H. Danneman coll.

2 car train of 1100's lvg PSB ca. 1930's. Note traffic cop

2 car train of 1100’s lvg PSB ca. 1930’s. Note traffic cop

SR 60 series wb on ramp over subway 8th St.

SR 60 series wb on ramp over subway 8th St.

Surplus 1100's on the shelf 11th St. yards.

Surplus 1100’s on the shelf 11th St. yards.

SR 35-36 EB at 6th & Michigan Sts. 1950 Lew Martin

SR 35-36 EB at 6th & Michigan Sts. 1950 Lew Martin

Car 66 inbound xing N. 8th St. 1951

Car 66 inbound xing N. 8th St. 1951

16th St. sta. on RT line lkg. west. Note US&S signal at right. City of MKE photo

16th St. sta. on RT line lkg. west. Note US&S signal at right. City of MKE photo

A quick note re: the 16th St. station. That little square bldg. seen perched above the r.o.w. was a new substation built solely to feed the Rapid Transit line and was decommissioned and removed after abandonment.

Storage after aband. 1100's east of gas tanks at 25th st.

Storage after aband. 1100’s east of gas tanks at 25th st.

SR 65 on 25th St. curve before 2-8-50. This is car 65 after someone repainted the front with the imitation LVT design save for the Liberty Bell. The car is curving around the gas tanks at 25th St. Lou Martin was standing on the 25th St, overpass shooting down at the car. The 25th St. bridge is now over the freeway.

SR 65 on 25th St. curve before 2-8-50. This is car 65 after someone repainted the front with the imitation LVT design save for the Liberty Bell. The car is curving around the gas tanks at 25th St. Lou Martin was standing on the 25th St, overpass shooting down at the car. The 25th St. bridge is now over the freeway.

RT r.o.w. lkg east @ 27th St.

RT r.o.w. lkg east @ 27th St.

TM 1100's EB at 35th St. sta. RT Line C.N. Barney coll.

TM 1100’s EB at 35th St. sta. RT Line C.N. Barney coll.

TM 1100 WB on RT Bridge over Men. Valley & Mke. Rd.

TM 1100 WB on RT Bridge over Men. Valley & Mke. Rd.

S. 60th St. curve on RT line lkg SW.

S. 60th St. curve on RT line lkg SW.

RT Line r.o.w. lkg east at 61st St. Rt 10 tracks are at left

RT Line r.o.w. lkg east at 61st St. Rt 10 tracks are at left

RT Line r.o.w. lkg east @ 62nd St. sta(for RT. 10 only)

RT Line r.o.w. lkg east @ 62nd St. sta(for RT. 10 only)

68th St. sta. lkg NE in 1937 City of MKE. Survey

68th St. sta. lkg NE in 1937 City of MKE. Survey

RT Line r.o.w. lkg east at 69th St. Note RT. 10 tracks descending @ left

RT Line r.o.w. lkg east at 69th St. Note RT. 10 tracks descending @ left

RT Line r.o.w. lkg east at S. 70th St.

RT Line r.o.w. lkg east at S. 70th St.

RT Line r.o.w. lkg east at S. 73rd St. sta.

RT Line r.o.w. lkg east at S. 73rd St. sta.

I’m including this color shot by the late Lou Martin (below). This is what the Honey Creek Parkway bridge looked like. I think it was the best looking of all the TM bridges, especially with the stone abutments. Something you might find interesting: post WWII, there was a housing shortage in Milwaukee and its surrounds. Temporary barracks were set up in Honey Creek Parkway to house returning veterans especially those who were newly married and didn’t care to live at what had been home.

Take a close look at the photo of 70th St. You can see the warning flag about the circuit breaker hanging from the wire.

More trivia concerning the Rapid Transit line bridges from 68th St. west. When the Rapid Transit line was completed in 1930 ,TM decided to do what they’d already done on several bridges on the MRK-Milwaukee-Racine-Kenosha line– advertise the “product.” Five bridges were chosen for this purpose, starting with Schlinger Ave. Each bridge had the word “Rapid” in that special font I like to call “Rapid Transit” followed by the number of minutes the Rapid Transit took to reach downtown from that point, and then ending with the word “Transit”. Schlinger was 18 minutes. The last one chosen – 68th St. was 11 Minutes to Downtown. The other 3 bridges were 92nd St., 84th St. and 76th St. Try getting to downtown Milwaukee from 68th St. in 11 minutes on the East-West Freeway (I94). GOOD LUCK!!!

The tanks in the background at 25th St. belonged to the Milwaukee Gas Light Company at 2400 W. St. Paul Ave. They were removed when the expressway was built. Post abandonment, the 1100 series single and duplexes were placed in storage at 25th St. Lightweight cars (the 30 and 40 series articulateds and the 60 series curved side cars) were stored on the tracks that lead into the never completed subway. Cars 300 & 301 were stored on the “shelf”.

Cars were moved to the Waukesha Gravel pit (still owned by Jay Maeder) on 2-29-52. Scrapping began the next day. By mid-October it was all over. The gravel pit was filled in around 1978 and today you’d never know it had been there. Gravel pit substation stood until 11-11-63 when it was torn down to make way for the new County Trunk Highway A bypass around downtown Waukesha. It was a little 2 lane highway when I saw it for the first time in 1967. Today, it is the very busy and very big Highways 59 & 164 bypass. The Waukesha loop and station are both gone.

I also forgot to point out in my commentary that Wisconsin Coach Lines was originally Waukesha Transit Lines, which became a thorn in Speedrail’s side when the PSC and its ever so “honest” chairman John C. Doerfer allowed WTL and Cardinal Bus Lines to continue operating even after the 12 hour service shutdown in February, 1951. Today WCL is part of the big bus conglomerate Coach USA, as is United Limo which operates the line to O’Hare from S. 13th & W. Edgerton almost directly east of me by 42 blocks. (I’m 2 blocks from 55th & Edgerton.) in the Heritage Village Apt. complex.

Rumor has it that when Greyhound pulled out of the PSB for the last time in early February of 1965 WEPCO employees sick of the noise and diesel fumes of the buses repunctuated Greyhound’s famous slogan of “Thank you for going Greyhound” to “Thank you for going, Greyhound!”

-Larry Sakar

60 SERIES AND GREYHOUND SILVER SIDES @ 3RD AND MICHIGAN The Medford Hotel on the NW corner of 3rd & Michigan (long gone) was the perfect place to watch activity at the PSB. Look at this.

60 SERIES AND GREYHOUND SILVER SIDES @ 3RD AND MICHIGAN The Medford Hotel on the NW corner of 3rd & Michigan (long gone) was the perfect place to watch activity at the PSB. Look at this.

RT line r.o.w. lkg west @ Honey Creek Pkwy bridge

RT line r.o.w. lkg west @ Honey Creek Pkwy bridge

SR 300 xing Honey Creek Pkwy bridge 5-7-50

SR 300 xing Honey Creek Pkwy bridge 5-7-50

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

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This is our 247th 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 589,000 page views, for which we are very grateful.

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Five Years (Part One)

You've probably seen "first day of issue" stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

You’ve probably seen “first day of issue” stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

January 21 has long been a sad day for railfans, as this was when the fabled North Shore Line ran its last interurban train between Chicago and Milwaukee in 1963, truly the end of an era in American transportation history.  To make things worse, that was a bitterly cold day.

But it is also the date when, five years ago, we started this blog.

As we celebrate that event, I thought it would be a good idea to offer a retrospective of some of our favorite images from our first 245 posts. That’s a lot to choose from, so we’re doing this in two installments. If you are a regular reader, no doubt you have your own favorites.  Today’s post covers 2015 and 2016.

We are currently in the middle of our annual fundraiser. Right now, we are only part way to our goal of raising $400 to cover our fees for the coming year. We have already received several contributions, and we thank everyone who has helped to date.

If you would like to see the Trolley Dodger continue for another year, I hope you will consider making a contribution (if you have not yet already done so). There are links at the bottom of this post you can follow, in addition to our usual Online Store.

Any additional funds received, beyond those needed for our goal, will be used to purchase more images for future blog posts.

It’s been a great five years. Thanks for being a part of it. We will be back in a few days with an all-new post.  Part Two of our “Best of” will appear early next month.

-David Sadowski

From 52 Years Ago Today… (January 21, 2015):

Electroliner 801-802 passes Tower 18 on Chicago's Loop.

Electroliner 801-802 passes Tower 18 on Chicago’s Loop.

Line car 606 at the Milwaukee terminal. According to Don's Rail Photos, "606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum."

Line car 606 at the Milwaukee terminal. According to Don’s Rail Photos, “606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.”

From Chicago Streetcars in Black-and-White (January 23, 2015):

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

From CTA’s Westchester Branch – What Might Have Been (January 26, 2015):

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

From The CTA, the CA&E, and “Political Influence” (February 18, 2015):

Brand-new “flat door” cars 6003-6004 are shown to good advantage at the North Water Terminal in 1950. (Clark Equipment Co. Photo)

From Chicago Streetcars In Color (February 22, 2015):

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago's streetcar system.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago’s streetcar system.

From Chicago Streetcars in Black-and-White, Part 2 (February 28, 2015):

Car 1821 passing under the Sacramento station on the old Garfield Park "L". The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

Car 1821 passing under the Sacramento station on the old Garfield Park “L”. The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

From Chicago Streetcars in Color, Part 2 (March 9, 2015):

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

From Chicago Streetcars in Black-and-White, Part 4 (April 1, 2015):

George Foelschow writes, CSL 2811 "is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks)." (Joe L. Diaz Photo)

George Foelschow writes, CSL 2811 “is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks).” (Joe L. Diaz Photo)

From Chicago Rapid Transit Mystery Photos – Solved (April 28, 2015):

Image #811, according to Andre Kristopans, shows a "Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound." Edward Maurath notes that car "223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’."

Image #811, according to Andre Kristopans, shows a “Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound.” Edward Maurath notes that car “223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’.”

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

From Electroliner Restoration Update (May 31, 2015):

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection - Photographer Unknown)

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection – Photographer Unknown)

From Chicago PCC Mystery Photos – Part 1 (June 20, 2015):

M. E. writes, "I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd. When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland. Things that are in this photo: -- The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman's Pure Food grocery store. -- The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation -- NOT! -- On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth's were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of store employees, unlike the ensuing K Mart and its ilk. -- See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown Economist, which today is the Southtown Star. Their printing plant was on Union Ave. (700 West) south of 65th St., not far from 63rd and Halsted. -- North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop." Bill Wasik adds, "This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo." Jeff Wien adds, "Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street."

M. E. writes, “I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd.
When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland.
Things that are in this photo:
— The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman’s Pure Food grocery store.
— The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation — NOT!
— On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth’s were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of
store employees, unlike the ensuing K Mart and its ilk.
— See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown
Economist, which today is the Southtown Star. Their printing plant was on Union
Ave. (700 West) south of 65th St., not far from 63rd and Halsted.
— North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost
was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop.” Bill Wasik adds, “This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo.”
Jeff Wien adds, “Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street.”

#43 - Len Marcus says, "Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue." Bill Wasik adds, "This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer." Bill Shapotkin: "A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge -- damn, some things never change.)"

#43 – Len Marcus says, “Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue.” Bill Wasik adds, “This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer.” Bill Shapotkin: “A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge — damn, some things never change.)”

From CA&E Mystery Photos – Part 1 (July 14, 2015):

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

From The CA&E in Black-and-White (July 31, 2015):

#16 - CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last "standard" interurban cars built in the US, although this is a somewhat debatable point.

#16 – CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 More LVT Photos & Trolley Dodger Mailbag, 12-14-2015but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last “standard” interurban cars built in the US, although this is a somewhat debatable point.

From Chicago PCC Updates (August 30, 2015):

A two-car train of "flat door" 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park "L" in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, "That's 6053-54."

A two-car train of “flat door” 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park “L” in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, “That’s 6053-54.”

From A North Shore Line Potpourri, Part Two (August 22, 2015):

A two-car (170-709) North Shore Line Chicago Express "at speed" (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

A two-car (170-709) North Shore Line Chicago Express “at speed” (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

From More Hoosier Traction (September 2, 2015):

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

From Traction in Milwaukee (September 16, 2015):

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don's Rail Photos adds, "1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950."

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don’s Rail Photos adds, “1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950.”

From More Chicago PCC Photos – Part Four (October 12, 2015):

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

From More Chicago PCC Photos – Part Six (November 30, 2015):

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, "The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957."

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, “The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957.”

From More LVT Photos & Trolley Dodger Mailbag, 12-14-2015 (December 14, 2015):

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

From Attention, Juice Fans! (January 22, 2016):

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

From Lost and Found (February 12, 2016):

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

From Chicago Rapid Transit Photos, Part Three (March 23, 2016):

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

CTA 5003 on the Met "L" near Throop Street Shops in 1948. (St. Louis Car Company Photo)

CTA 5003 on the Met “L” near Throop Street Shops in 1948. (St. Louis Car Company Photo)

From More Chicago PCC Photos – Part Eight (April 28, 2016):

Andre Kristopans comments on this 1930s photo: "Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note: 1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936. 2) Behind is a southbound Kedzie car. 3) Street is way too narrow to be anywhere on Madison. Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip."

Andre Kristopans comments on this 1930s photo: “Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note:
1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936.
2) Behind is a southbound Kedzie car.
3) Street is way too narrow to be anywhere on Madison.
Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip.”

From Spring Cleaning (May 16, 2016):

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a "baldy" with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a “baldy” with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

From Night Beat (June 21, 2016):

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don's Rail Photos: "26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways." (C. Edward Hedstrom Photo) To read more about 26's Michigan sojourn, click here.

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (C. Edward Hedstrom Photo) To read more about 26’s Michigan sojourn, click here.

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don's Rail Photos adds, "25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947."

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don’s Rail Photos adds, “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.”

From More Mystery Photos (July 29, 2016):

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:"The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan." Beacon Street is the MBTA Green Line "C" branch.

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:”The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan.” Beacon Street is the MBTA Green Line “C” branch.

From Some Thoughts on “Displaced” (August 30, 2016):

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there's one car, since the other "married pair" behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there’s one car, since the other “married pair” behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

From Red Arrow in West Chester (September 13, 2016):

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

From Chicago Rapid Transit Photos, Part Four (September 20, 2016):

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park "L" structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park “L” structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

From Chicago Rapid Transit Photos, Part Five (September 26, 2016):

Here, we have a difference of opinion. George Trapp: "2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before." On the other hand, Brian M. Hicks says that this view "is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31)." (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: "The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in."

Here, we have a difference of opinion. George Trapp: “2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before.” On the other hand, Brian M. Hicks says that this view “is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31).” (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: “The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in.”

From Chicago Rapid Transit Photos, Part Six (October 3, 2016):

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

From Chicago Streetcars in Color, Part Four (October 26, 2016):

CSL 1786 under the Lake Street "L" on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC's assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, "This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location."

CSL 1786 under the Lake Street “L” on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC’s assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, “This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location.”

From Chicago Rapid Transit Photos, Part Eight (November 16, 2016):

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

From Recent Finds (December 2, 2016):

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

From Under Our Tree (December 27, 2016):

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: "When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus."

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: “When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus.”

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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NSL 187 at Pettibone Yard on June 21, 1963, months after abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL 187 at Pettibone Yard on June 21, 1963, months after abandonment. (John D. Horachek Photo, William Shapotkin Collection)

We have lots of great, classic photos in this, our first post for 2020. We thank William Shapotkin for sharing these with our readers.

As always, we thank our readers, who add their thoughts and ideas to the various photographs we show. Thanks to you, many mysteries have been solved, with various locations identified, and we have gained invaluable insights as a result, as we share information with each other.  It’s a collaborative effort, and you are an essential part of that.

The Trolley Dodger blog will celebrate its five-year anniversary in just a few days. It takes a lot of hard work to scan and restore all the images that we show here, which now number in the thousands. Some of our posts have over 100 images apiece, and this is our 245th post.  That’s a lot of blood, sweat, toil, and tears.

The Trolley Dodger blog started off as very much a money-losing venture, and over the last five years, the loss has probably totaled at least $30k. But I tend to think of this as an investment in you, the reader, and in the cause of historic preservation, which I hope we all believe in. We have worked to make The Trolley Dodger into a self-sustaining venture, or at least one that only loses a small amount of money overall.

January is the one time of year when we make a direct fundraising appeal for help defraying the annual fees and expenses it takes to keep this blog going. As in the past, we have a goal of just $400, which represents only a bit more than $1 per day for the year.

We hope that you will consider helping us with a financial contribution, however small. When you consider that each year, we receive over 100,000 page views, it’s a bargain. If you want to help, there are links towards the end of this post.

With your assistance, we can assure that the Trolley Dodger will keep on running for another year.

I thank you in advance for your time and consideration.

-David Sadowski

Recent Finds

On July 26, 1955, a high pressure jet of water is used during cleaning of the CTA State Street Subway tube walls at the Roosevelt Road station. Virgil Gunlock (left) and H. L. Howell are inspecting the work.

On July 26, 1955, a high pressure jet of water is used during cleaning of the CTA State Street Subway tube walls at the Roosevelt Road station. Virgil Gunlock (left) and H. L. Howell are inspecting the work.

This line art drawing of the CTA's Congress rapid transit line, aka the "West Side Subway," appeared on a June 1958 track map.

This line art drawing of the CTA’s Congress rapid transit line, aka the “West Side Subway,” appeared on a June 1958 track map.

April 29, 1954: Anna Daltin, 69, of Chicago, shortly after being hit in the face by the edge of a Chicago streetcar, receives aid from police stretcher crew. she was taken to (the) hospital with a possible fractured nose and facial abrasions.

April 29, 1954: Anna Daltin, 69, of Chicago, shortly after being hit in the face by the edge of a Chicago streetcar, receives aid from police stretcher crew. she was taken to (the) hospital with a possible fractured nose and facial abrasions.

May 25, 1950: Firemen shoot (a) stream of water over burned-out streetcar into blazing building set afire by flaming gasoline, after the streetcar and tank truck (between streetcar and building) collided here.

May 25, 1950: Firemen shoot (a) stream of water over burned-out streetcar into blazing building set afire by flaming gasoline, after the streetcar and tank truck (between streetcar and building) collided here.

By April 11, 1954, when this picture was taken by the late Bill Hoffman, the LaSalle Street streetcar tunnel had already been closed for about 15 years. It fell victim to subway construction in 1939. But as you can see, the north approach had not yet been filled in. In the background, you can see a different ramp, a block south, which leads to Carroll Avenue. That had been built in 1928 and is often mistaken for the streetcar tunnel entrance. You can find a picture similar to this, taken in 1953 by the late Bob Selle, in my book Building Chicago's Subways. (Wien-Criss Archive)

By April 11, 1954, when this picture was taken by the late Bill Hoffman, the LaSalle Street streetcar tunnel had already been closed for about 15 years. It fell victim to subway construction in 1939. But as you can see, the north approach had not yet been filled in. In the background, you can see a different ramp, a block south, which leads to Carroll Avenue. That had been built in 1928 and is often mistaken for the streetcar tunnel entrance. You can find a picture similar to this, taken in 1953 by the late Bob Selle, in my book Building Chicago’s Subways. (Wien-Criss Archive)

From the Collections of William Shapotkin:

CTA bus 5262 is at the end of Route 91 - Austin Boulevard. (William Shapotkin Collection)

CTA bus 5262 is at the end of Route 91 – Austin Boulevard. (William Shapotkin Collection)

Chicago Surface Lines bus 3502 is on 59th at Wentworth on 1946. (William Shapotkin Collection)

Chicago Surface Lines bus 3502 is on 59th at Wentworth on 1946. (William Shapotkin Collection)

CTA 9431, working a westbound trip on Route 74 - Fullerton, crosses Milwaukee Avenue on May 11, 1968. The view looks east. (William Shapotkin Collection)

CTA 9431, working a westbound trip on Route 74 – Fullerton, crosses Milwaukee Avenue on May 11, 1968. The view looks east. (William Shapotkin Collection)

CTA 9440, working an eastbound on Route 74 - Fullerton, is crossing Milwaukee Avenue on November 12, 1967. (William Shapotkin Collection)

CTA 9440, working an eastbound on Route 74 – Fullerton, is crossing Milwaukee Avenue on November 12, 1967. (William Shapotkin Collection)

CTA trolley bus 9444 is eastbound on Fullerton at Milwaukee on August 19, 1972. (William Shapotkin Collection)

CTA trolley bus 9444 is eastbound on Fullerton at Milwaukee on August 19, 1972. (William Shapotkin Collection)

CTA trolley bus 9553, on an Omnibus Society of america fantrip, is eastbound on Fullerton, crossing the Milwaukee Road at Lakewood Avenue on April 1, 1973, final day of TB service in Chicago. The view looks southwest. (Robert Barth Photo, William Shapotkin Collection)

CTA trolley bus 9553, on an Omnibus Society of america fantrip, is eastbound on Fullerton, crossing the Milwaukee Road at Lakewood Avenue on April 1, 1973, final day of TB service in Chicago. The view looks southwest. (Robert Barth Photo, William Shapotkin Collection)

CTA bus 5483 at the DesPlaines Avenue Terminal in Forest Park in August 1963. This has since been completely rebuilt, and is now the terminus of the Blue Line (formerly called the Congress). (William Shapotkin Collection)

CTA bus 5483 at the DesPlaines Avenue Terminal in Forest Park in August 1963. This has since been completely rebuilt, and is now the terminus of the Blue Line (formerly called the Congress). (William Shapotkin Collection)

Chicago & North Western commuter trains at Clinton Street Tower in September 1978. (Robert Janz Photo, William Shapotkin Collection)

Chicago & North Western commuter trains at Clinton Street Tower in September 1978. (Robert Janz Photo, William Shapotkin Collection)

South Shore Line car 108 (train 11) approaches Cook Road at speed, a mile east of the Shops, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore Line car 108 (train 11) approaches Cook Road at speed, a mile east of the Shops, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 111 (train 11) is 24 miles from South Bend, between Lalumiere and Bishop on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 111 (train 11) is 24 miles from South Bend, between Lalumiere and Bishop on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Car 100 (train 18) is 22 miles from South Bend at Smith on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Car 100 (train 18) is 22 miles from South Bend at Smith on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 197 (train 15) has just gone through the underpass at Emery Road at Hicks, which had once been a flag stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 197 (train 15) has just gone through the underpass at Emery Road at Hicks, which had once been a flag stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

South Shore car 109 (train 26) heads west at Lydick at Quince Road, on December 26, 1963. (John D. Horachek Photo, William Shpotkin Collection)

South Shore car 109 (train 26) heads west at Lydick at Quince Road, on December 26, 1963. (John D. Horachek Photo, William Shpotkin Collection)

A westbound two-car South Shore Line train is on the 130th Street curve, two miles east of Kensington, in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

A westbound two-car South Shore Line train is on the 130th Street curve, two miles east of Kensington, in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

Here, an SSL conductor is hand-throwing a switch to put a railfan train onto a siding at Shops in April 1975. (John D. Horachek Photo, William Shapotkin Collection)

Here, an SSL conductor is hand-throwing a switch to put a railfan train onto a siding at Shops in April 1975. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 109, running east, enters 11th Street in Michigan City. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 109, running east, enters 11th Street in Michigan City. (John D. Horachek Photo, William Shapotkin Collection)

A two-car SSL train heads west at 130th Street in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

A two-car SSL train heads west at 130th Street in October 1966. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 111 (eastbound train 7) takes the Ford City curve at Chicago's Torrence Avenue on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 111 (eastbound train 7) takes the Ford City curve at Chicago’s Torrence Avenue on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111 and 106, making up train 16, at Midwest, a new stop for a steel plant, on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111 and 106, making up train 16, at Midwest, a new stop for a steel plant, on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 16 (cars 111 and 106) departs Wilson siding and enters single-track territory as it heads west towards Chicago on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 16 (cars 111 and 106) departs Wilson siding and enters single-track territory as it heads west towards Chicago on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 110 (train 15) is on the bridge at Burns Ditch on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 110 (train 15) is on the bridge at Burns Ditch on June 13, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111, 353, 7, and 9 (train 8) at Miller at dawn on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 111, 353, 7, and 9 (train 8) at Miller at dawn on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Train 8 approaching Miller, where it won't stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Train 8 approaching Miller, where it won’t stop, on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 24 and 39 (train 204) at Ogden Dunes on December 26, 1963. (John D. Horacheck Photo, William Shapotkin Collection)

SSL cars 24 and 39 (train 204) at Ogden Dunes on December 26, 1963. (John D. Horacheck Photo, William Shapotkin Collection)

SSL train 10, made up of cars 17, 12, 202, and 22, at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 10, made up of cars 17, 12, 202, and 22, at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 100 (train 9) is eastbound at the Lake Park Avenue crossing in the Lake Shore community just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL car 100 (train 9) is eastbound at the Lake Park Avenue crossing in the Lake Shore community just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 9 is near the county line between Porter and La Porte at US 12 just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL train 9 is near the county line between Porter and La Porte at US 12 just west of Michigan City on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 107 and 40 (train 12) near Lake Shore at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL cars 107 and 40 (train 12) near Lake Shore at speed on December 26, 1963. (John D. Horachek Photo, William Shapotkin Collection)

SSL baggage car 504 is in the coach yard on the north side of Shops on December 26, 1963. Don's Rail Photos: "377 was built by St Louis Car Co in 1926 as ISC 377. It was assigned to IRR as 377 in 1932 and rebuilt as a combine in 1935. It was sold to CSS&SB as 504 in 1941 and used in 1942 as a straight baggage car. It was rebuilt in 1955 with windows removed and doors changed." (John D. Horachek Photo, William Shapotkin Collection)

SSL baggage car 504 is in the coach yard on the north side of Shops on December 26, 1963. Don’s Rail Photos: “377 was built by St Louis Car Co in 1926 as ISC 377. It was assigned to IRR as 377 in 1932 and rebuilt as a combine in 1935. It was sold to CSS&SB as 504 in 1941 and used in 1942 as a straight baggage car. It was rebuilt in 1955 with windows removed and doors changed.” (John D. Horachek Photo, William Shapotkin Collection)

NSL train 802, with Electroliner 803-804, goes onto private right-of-way at 5th and Harrison Streets in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 802, with Electroliner 803-804, goes onto private right-of-way at 5th and Harrison Streets in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL 181, 180, 704, 727, and 167 are lined up at the Milwaukee Terminal on March 4, 1962. Car 251 is at left. (John D. Horachek Photo, William Shapotkin Collection)

NSL 181, 180, 704, 727, and 167 are lined up at the Milwaukee Terminal on March 4, 1962. Car 251 is at left. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 409 with cars 775 and 757 on 5th Street at Becher Street in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 409 with cars 775 and 757 on 5th Street at Becher Street in Milwaukee on December 31, 1962. (John D. Horachek Photo, William Shapotkin Collection)

In January 1963, NSL train 420, comprising cars 775, 737, and 750, heads south on 5th near Lincoln in Milwaukee. (John D. Horachek Photo, William Shapotkin Collection)

In January 1963, NSL train 420, comprising cars 775, 737, and 750, heads south on 5th near Lincoln in Milwaukee. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 417, with cars 720, 738, and 759, heads north approaching Dempster Street on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 417, with cars 720, 738, and 759, heads north approaching Dempster Street on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at Edison Court on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at Edison Court on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

In January 1962, NSL car 252 is on track 2 at the Milwaukee Terminal. (John D. Horachek Photo, William Shapotkin Collection)

In January 1962, NSL car 252 is on track 2 at the Milwaukee Terminal. (John D. Horachek Photo, William Shapotkin Collection)

On February 2, 1962, NSL train 417, made up of cars 250 and 763, is northbound at College Avenue in Milwuakee. (John D. Horachek Photo, William Shapotkin Collection)

On February 2, 1962, NSL train 417, made up of cars 250 and 763, is northbound at College Avenue in Milwuakee. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at 22nd Street in North Chicago on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 216, with cars 731, 703, 733, and 700 at 22nd Street in North Chicago on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

On January 19, 1963, two days before abandonment, NSL train 216, made up of cars 731, 703, 733, and 700, are shown at Edison Court in Waukegan. (John D. Horachek Photo, William Shapotkin Collection)

On January 19, 1963, two days before abandonment, NSL train 216, made up of cars 731, 703, 733, and 700, are shown at Edison Court in Waukegan. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 (car 746), is southbound at Piper's Road, the county line between Racine and Kenosha on February 10, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 (car 746), is southbound at Piper’s Road, the county line between Racine and Kenosha on February 10, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 leaves Dempster station in Skokie on a snowy January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 414 leaves Dempster station in Skokie on a snowy January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 172, 163, 415, and 763 are parked on the pit track at Waukegan on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 172, 163, 415, and 763 are parked on the pit track at Waukegan on January 19, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410, made up of cars 750, 741, and 757 head uphill towards the Skokie Valley Route on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410, made up of cars 750, 741, and 757 head uphill towards the Skokie Valley Route on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410 leaves North Chicago Junction, where the tracks at right, which were formerly part of the Shore Line Route, but were only used for the Highwood Shops when this picture was taken on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 410 leaves North Chicago Junction, where the tracks at right, which were formerly part of the Shore Line Route, but were only used for the Highwood Shops when this picture was taken on December 9, 1962. (John D. Horachek Photo, William Shapotkin Collection)

On a snowy December 31, 1962, train 409, with cars 775 and 757, prepares to climb the 5th Street hill from Becher Street. (John D. Horachek Photo, William Shapotkin Collection)

On a snowy December 31, 1962, train 409, with cars 775 and 757, prepares to climb the 5th Street hill from Becher Street. (John D. Horachek Photo, William Shapotkin Collection)

On the left at the NSL Milwaukee Terminal, train 422, with cars 755, 753, 726, and 252, is departing. The train at right, with cars 762 and 409, will remain for about an hour, before leaving as train 424. Meanwhile, one of the two Electroliners is scheduled to go out between them, but has not yet arrived. (John D. Horachek Photo, William Shapotkin Collection)

On the left at the NSL Milwaukee Terminal, train 422, with cars 755, 753, 726, and 252, is departing. The train at right, with cars 762 and 409, will remain for about an hour, before leaving as train 424. Meanwhile, one of the two Electroliners is scheduled to go out between them, but has not yet arrived. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 404, with cars 764, 775, 768, and 761 approaches North Chicago Junction on October 6, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 404, with cars 764, 775, 768, and 761 approaches North Chicago Junction on October 6, 1962. (John D. Horachek Photo, William Shapotkin Collection)

October 6, 1962 was one foggy morning on the NSL, as train 404 prepares to take a switch off Commonwealth Avenue at Valley junction in North Chicago. (John D. Horachek Photo, William Shapotkin Collection)

October 6, 1962 was one foggy morning on the NSL, as train 404 prepares to take a switch off Commonwealth Avenue at Valley junction in North Chicago. (John D. Horachek Photo, William Shapotkin Collection)

A freight loco meets a southbound passenger train at Green Bay Junction. (John D. Horachek Photo, William Shapotkin Collection)

A freight loco meets a southbound passenger train at Green Bay Junction. (John D. Horachek Photo, William Shapotkin Collection)

NSL 776 (train 409) passes train 409 at speed north of Racine on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL 776 (train 409) passes train 409 at speed north of Racine on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Here, we see NSL 165 through the rear door of 703 at Edison Court in Waukegan on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

Here, we see NSL 165 through the rear door of 703 at Edison Court in Waukegan on January 16, 1963. (John D. Horachek Photo, William Shapotkin Collection)

The view from the rear end of southbound train 420 at North Chicago Junction, where we see northbound train 421 and its rear car 151, in August 1959. (John D. Horachek Photo, William Shapotkin Collection)

The view from the rear end of southbound train 420 at North Chicago Junction, where we see northbound train 421 and its rear car 151, in August 1959. (John D. Horachek Photo, William Shapotkin Collection)

The crossing gates are down on August 18, 1959, as eastbound NSL train 220, made up of cars 725 and 719, prepares to cross East Prairie Road in Skokie (while passing a former rapid transit station). (John D. Horachek Photo, William Shapotkin Collection)

The crossing gates are down on August 18, 1959, as eastbound NSL train 220, made up of cars 725 and 719, prepares to cross East Prairie Road in Skokie (while passing a former rapid transit station). (John D. Horachek Photo, William Shapotkin Collection)

The same location today, as part of the CTA Yellow Line.

The same location today, as part of the CTA Yellow Line.

NSL merchandise dispatch cars 237 and 218 at Pettibone Yard on June 21, 1963, post-abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL merchandise dispatch cars 237 and 218 at Pettibone Yard on June 21, 1963, post-abandonment. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 412, 154, and 767 at Roosevelt Roard on Chicago's "L" system on October 24, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 412, 154, and 767 at Roosevelt Roard on Chicago’s “L” system on October 24, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 6 (car 726), has just left the Milwaukee terminal on January 16, 1963. Howard Odinius is at the controls. (John D. Horachek Photo, William Shapotkin Collection)

NSL train 6 (car 726), has just left the Milwaukee terminal on January 16, 1963. Howard Odinius is at the controls. (John D. Horachek Photo, William Shapotkin Collection)

NSL car 761 (train 6) prepares to depart the Milwaukee Terminal from track 3 on January 15, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL car 761 (train 6) prepares to depart the Milwaukee Terminal from track 3 on January 15, 1963. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 703 and 725 at Edison Court in Waukegan on August 16, 1962. (John D. Horachek Photo, William Shapotkin Collection)

NSL cars 703 and 725 at Edison Court in Waukegan on August 16, 1962. (John D. Horachek Photo, William Shapotkin Collection)

Recent Correspondence

Kenneth Gear writes:

Mike Konopka, who did the restoration work on much of the Steventon tape collection, wrote a blog entry about it. Here is the link should you like to read it.

Over the last five years, Ken and I have worked together to digitize, restore, and make available once again the entire output of the former Railroad Record Club, which totaled about 42 LPs. During that time, through good fortune and Ken’s generosity, he was able to purchase the original master tapes and many other items relating to the RRC.

I count this as one of our most significant accomplishments to date. These classic recordings, and much more, are available in our Online Store.

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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A Tribute to John F. Bromley

The Bromley holiday card from 2017.

The Bromley holiday card from 2017.

As we once again celebrate the holiday season, we all have many reasons to be thankful, including each other. I regret to inform you, if you have not already heard, of the recent passing of noted Canadian railfan historian and photographer John F. Bromley, who died on December 1st after a short illness. I believe he was about 80.

Mr. Bromley was a giant among Canadian railfans, and it is fair to say he was the preeminent historian of Toronto traction, for perhaps the last 50 years.

He authored TTC ’28: The Electric Railway Services of the Toronto Transportation Commission in 1928, published by Upper Canada Railway Society, Toronto (1979), and Fifty Years of Progressive Transit – A History of the Toronto Transit Commission, (with Jack May), published by the Electric Railroaders’ Association (1978). While these are both long out of print, you should have no difficulty in finding them on the used market.

In addition to being a friend of this blog, Mr. Bromley contributed to the various railfan books that I have worked on, including Chicago Streetcar Pictorial: The PCC Car Era, 1936-58 (CERA Bulletin 146), Chicago Trolleys, and Building Chicago’s Subways. Besides his own photographs, which are excellent, he had an extensive collection of many others, including some rare original 1942 Kodachrome slides of the Chicago Surface Lines. Those would be, as far as I know, among the very earliest color CSL images of any kind. Unfortunately, the name of the photographer is not known.

John Bromley specialized in night photography, as you will see in the tribute below, created by Bill Volkmer. This was oriiginally made as a PDF slideshow, and if you want, you can still view it that way here, but since not everyone would be able to see it, I have separated it out into images. We thank Mr. Volkmer for making this tribute, and for sharing it with our readers.

We follow after that with a selection of images from the John F. Bromley Collection that have previously appeared here.

We also have additional contributions from noted Milwaukee historian Larry Sakar, William Shapotkin, and a few recent finds of our own. We thank all our contributors.

Happy Holidays!

-David Sadowski

PS- You can see more pictures by John F. Bromley, or from his collection, here and here. If you ike his style of night shots, we have more in our previous posts Night Beat and Night Beat, Jersey Style.

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop "L", on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop “L”, on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 - Broadway-State). (John F. Bromley Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 – Broadway-State). (John F. Bromley Collection)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, "The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state." (James J. Buckley Photo, Krambles-Peterson Archive)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, “The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state.” (James J. Buckley Photo, Krambles-Peterson Archive)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don't believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don’t believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA "day after abandonment" fantrip. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA “day after abandonment” fantrip. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans' Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans’ Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CSL 3217 is on route 73 - Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: "EB passing Mozart Park at Armitage and Avers."

CSL 3217 is on route 73 – Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: “EB passing Mozart Park at Armitage and Avers.”

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: "The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background." Andre Kristopans adds, "something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR." This must be Central Electric Railfans' Association fantrip #35, which used this car on that date.

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: “The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background.” Andre Kristopans adds, “something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR.” This must be Central Electric Railfans’ Association fantrip #35, which used this car on that date.

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the "pregnant elephant" styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 - Western at right. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the “pregnant elephant” styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 – Western at right. (John F. Bromley Collection)

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: "677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central."

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: “677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central.”

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street "L", which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street “L”, which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to www.chicagrailfan.com, "Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses." (John F. Bromley Collection) Our resident South Side expert M. E. adds, "The caption begins: "Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947." Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in '60643 post office'.) As for the photo, I'd say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street."

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to http://www.chicagrailfan.com, “Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses.” (John F. Bromley Collection) Our resident South Side expert M. E. adds, “The caption begins: “Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947.” Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in ‘60643 post office’.) As for the photo, I’d say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street.”

The picture above has sparked some controversy over where it was taken. Here is some additional correspondence from John Habermaas:

Merry Christmas… thanks for posting another treasure trove of Surface Lines photos. I am reasonably sure the photo of the Halsted car shown at 111th and Vincennes is on 111th east of Vincennes. Surface Lines parked trippers on 111th to operate to Sacramento to accommodate (the) rush of students from nearby Morgan Park High’s afternoon dismissal. Since the east 111th route was an early abandonment, I suspect the tracks east of that point were no longer used.

Often saw cars parked on this short section laying over until they were needed…often as trippers intended to run westbound to Sacramento. It was a long time ago so I could wrong about this car. The route on 111th between Cottage Grove and Vincennes was discontinued by the Surface Lines in SEP ’45 very likely because much of it was single track and though (it) had light usage, required a two man crew due the many RR grade crossings.

When I was in elementary school I often went to watch the cars climb the 111th street hill. Once in which awhile a HS prankster would reach out the rear window if was opened and pull the trolley rope to de-wire the pole stalling the car on the hill. Most of the Brills apparently could not restart the ascent up the hill, and would have to back down the hill to Longwood Drive for a fresh start, with I suspect the conductor guarding the window.

David took a closer look at picture, this car is definitely parked on the short section of active track between Vincennes and the Rock Island mainline. If you look closely you can see the gates at the crossing for the Rock Island mainline (not to be confused with the Rock Island suburban branch which the route 8 cars cross Hale… looks much different as the line made a jog from Monterey to W 111th).

Most of M. E.’s comments about the Halsted route are correct, except for his guess about the location of the streetcar. It is on 111th Street east of Vincennes. He may not be aware of the Surfaces Line’s practice using portion of the abandoned 111th Street line as layover point. I do remember seeing streetcars positioned there. The line on Vincennes was originally built by the C&IT (Chicago and Interurban Traction) which had (a) carbarn at 88th and Vincennes. That early traction ordinance made them divest their property within the city. The CSL used the 88th street carbarn for dead storage, until streetcar service on Halsted was abandoned south of 79th. The portion of the line west of Vincennes on Monterey and 111th was a branch line built to serve the cemeteries at 111th and Sacranento.

I am impressed with John Bromley’s photos. You can see, from these blow ups, the quality of his photos and how detailed it is. The one photo shows that the car is just standing with no motorman at the controls. The second shoes the stretch behind the car and you can clearly make out the Rock Island RR crossing gates. The location is definitely 111th east of Vincennes as John captioned it.

Thank you for sharing your excellent insights.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, "I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67." Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, “I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67.” Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

John sent me this picture last year, but I didn’t get around to using it until now.

You might be interested in this, pulled off the Internet. Original caption noted this as ”Bronzeville”. CSL April 1941 47th ST looking west.

Cheers
John

Recent Correspondence

Larry Sakar writes:

Here’s a little bit of a mix of things for The Trolley Dodger if you’re interested. First, in keeping with the season here is a picture taken at the corner of N. 4th St. and W. Wisconsin Ave. ca. Xmas 1927. The photographer is facing northeast. The letters “RA” at the bottom of that large sign across the street (NE corner of 4th & Wisconsin) are the last two in the name “Alhambra”. The Alhambra was a movie theater that stood until about 1960 on the northeast corner of 4th & Wisconsin. Directly across the street as you can see was the Boston Store Dept. store. The building is still there but Boston Store went out of business either late last year or earlier this year. For anyone who ever shopped at Carson’s in Chicago, Boston Store was identical. At one time both were owned by P.A. Bergner Co. Note the TM 600 series car westbound on Wisconsin Ave. running on Rt. 12w – 12th St. Brouwer’s next door to the theater was a shoe company one of many shoe stores in downtown like Thom Mc Cann and Packard-Rellin. To the best of my knowledge they, like the movie theaters are now gone.

We know this has to be 1927 or later because of the movie playing at the Alhambra. “Swim Girl Swim” starring Bebe Daniels (1901-1971) was released in 1927. It was a silent movie. Ms.. Daniels was both a star of silent films and talkies. Her biography says she even made a few television appearances. The “Center” destination on the 600 is a bit curious. Rt. 12 streetcars ran all the way to N. Holton & E. Richards Sts. Perhaps it was short turning for some reason. The decorations atop the Boston Store marquee tell us this is Christmas season. Today, the Henry Reuss Federal Plaza occupies the entire north side of Wisconsin Ave. from N. 3rd to N. 4th Sts. Its blue exterior has earned it the nickname “Blue Whale.”

Now for two photographs I call “Foolers.” They’re not where their destination sign says they are. Both of these were real head-scratchers, until I finally determined where they are. The photo of car 651 with TM shorthand of WAU co BLDGS” and a route 10 in the route sign box made me think this was somewhere near the Muirdale Sanitorium (for patients with TB) which was served by Rt. 10 streetcars continuing west from the Harwood Ave. terminal in the heart of the Wauwatosa Village to the Sanitorium in Muirdale. This was out on Watertown Plank Rd. Service west of Harwood Ave. was converted to buses in 1937. WAU CO BLDGS meant Wauwatosa County Buildings. The former Sanitorium still stands today on Research Drive in the Milwaukee County Research Park adjacent to the massive Froedtert Hospital Campus. It is presently used as an office building. Dave Stanley helped me figure out where this really is. The car is laying over at S. 84th & W. Lapham Ave., the west end of RT 19. In all probability the photographer (unknown) talked the motorman into rolling up that sign which hadn’t been used in years. The last 600s ended service in early 1949 except for 607, which was saved by the Railroad Historical Foundation also known as the “607 Gang.” It is often seen in photographs amid the surplus ex TM 1100s stored on the tracks leading into the never completed Rapid Transit subway ca.1949-51 In 1952, The RHF received notice from Hyman-Michaels Scrap Co. that the car had to be removed from the Speedrail property or it would be scrapped. With all of the RHF members save one having been drafted (Korean War) there was nowhere to go with the streetcar, so it was sold to HM for scrap.

When I received the photo of car 943 I couldn’t figure out where the car was on 35th St. Rt 35 was the 35th St route. The 35th St. destination in the sign below the roof route sign made zero sense. If it was a northbound car the destination would say either Burleigh or Fond du lac as the tri-intersection of N. 35th , W. Burleigh St. and W. Fond du lac Ave. was the northern terminus (the west side of Fond du lac car station). If it was southbound the destination would be Mt. Vernon Ave. (the last street before heading across the 35th St. viaduct which streetcars never crossed). Upon closer examination I realized just where this is and what it is. It’s a TM publicity photo. Car 943 is westbound on W. Michigan St. between N. 3rd and N. 4th Sts. The “crowd” waiting to board are TM employees doubtlessly recruited from the Public Service Building out of the picture to the right of 943 . Now take a closer look between the “Front Entrance Safety Car” sign on 943’s right front dash and the “crowd”. This was obviously a time exposure. You see a “ghosted” 1100 series interurban probably headed into the PSB from Sheboygan. or perhaps headed the opposite way. It’s hard to tell.

Recently, I sent you a picture of Al Buetschle, who saved TM 978, holding up pieces from the shattered car 39 . This was at the site of the 9-2-50 fatal head-on collision post abandonment. Here are two more photos. In the first one Al holds up a roof ventilator and another piece of the shattered lightweight duplex. Car 1192 (duplex 1192-93) plowed thru 3/4ths of car 39 before stopping. Duplex 39-40 was so badly damaged that both were shoved off the r.o.w. into the drainage ditch along the east side of the r.o.w. The late Lew Martin, a member of the RHF, snapped this photo of people milling around in the wreckage of car 39. This is followed by a shot of duplex 45-46 enroute Hales Corners at the accident site some time later. I believe Lew Martin also took this photo. In addition to Al with the roof ventilator we see his friend Lee Bremer holding up one of the door panels from car 39. Neither of them owned a car in 1952 so taking the door home with them was not an option. It would have been a bit clumsy to haul on a Transport Co. bus!

I also recently sent a photo of the Port Washington station as it looked in service and in 1983. Here is a much better photo showing KMCL D3 (formerly D23) on the loop with the station at the left. The photo is from the Don Ross collection. In 1983 the QWIK Cement Co. and just about everything else that surrounded the loop was gone replaced by a Wisconsin Telephone Co. bldg. The former station did not appear to be in use.

Unfortunately, it appears that Al Buetschle passed away sometime in 2018. He was probably in his mid-80s.

Larry continues:

Here are two more photos of the 978. The first one is an Ed Wilson photo. I am guessing this is sometime in the 1940s. The location is East Wisconsin Ave near N. Van Buren St. The building with the tall columns rising above 978 is the Northwestern Mutual Life Insurance Co. headquarters. The C&NW lakefront depot would be behind the photographer photo left one block east. Unfortunately, Milwaukee could not see fit to save it, just as they couldn’t with the Milwaukee Road Everett St. station and the North Shore station. I believe it was author Jim Scribbins who said in one of his books, “Milwaukee does not practice urban renewal. In Milwaukee it’s urban removal!”

One thing seen in this photo is rather odd. Rt. 13-Clybourn-Michigan never ran 900 series cars. The ex-Racine city cars renumbered into the 750 series and the 800s were the cars that saw service on Rt. 13. Rt. 13 was an early victim of bustitution as I like to call it being converted to trolley bus on 9-14-41. The route was discontinued by MCTS several years ago due to lack of riders.

The second photo of the 978 was taken by the late Ernie Maragos of Racine, WI in the summer of 1957. Among newsworthy events that year the then Milwaukee Braves won the World Series. It would be the last summer for Milwaukee streetcars. In Ernie’s picture 978 has just crossed the Wells St. bridge over the Milwaukee River, and will soon stop for N. Water St. If Ernie had turned to his right you would be seeing the Oneida St. WEPCO power plant and the west end of the famous Pabst Theatre. Oneida St. was the original name of Wells St. and was named for the Native American tribe that lived in the area before Milwaukee became a city in 1850. The Power Plant was decommissioned some time ago and is now a theatre, like the Pabst next door presenting live stage performances. I believe they call it the “Powerhouse Theatre.”

When it comes to colossal mistakes the Milwaukee & Suburban Transport Company (which bought out TMER&T in late 1952) decided to move a group of surplus streetcars to the stadium spur in Calvary Cemetery cut in the winter of 1955-56. The cars were surplus, because by this time only two or three streetcar lines remained. Space needed to be created for new incoming GM Diesel buses. This was not a scrap line. The cars were stored here for lack of someplace better The photo of car 925 taken by TM interurban motorman Ed Wilson shows what happened. Vandals took full advantage. Note the holes in 925’s front window made by rocks probably taken from track ballast on the streetcar tracks. The spur had been laid on the abandoned Rapid Transit Line r.o.w. in 1953.

Al Buetschle, who saved car 978, recalled that one day while riding a RT. 10 Wells-West Allis streetcar through the cut he saw Transport Company employees laying ballast and rails where the Rapid Transit tracks had been just a year earlier. As he tells it, he immediately got off at the Hawley Rd. station (seen in back of the 925) and walked down the r.o.w. to where the construction crew was working. He thought that the Rapid Transit might be coming back but no such luck. The crew informed him that this was to be a new storage track for streetcars serving County Stadium about one-half mile east. When streetcar service ended on March 1, 1958 the spur was no longer needed and the tracks were taken up in May.

One other thing of note in Ed Wilson’s picture. The covered stairs leading up to the Hawley Rd. overpass were unique to this stop. The Calvary Cemetery cut was part of Phase 3 of the city of Milwaukee Rapid Transit project. This phase was known as the Fairview Ave. grade separation project, which removed streetcar and interurbans from street running on Fairview Ave. between 60th and 68th Sts. and placed them on a magnificent 4-track private right-of-way parallel to Fairview Ave. Streetcars stopped at Hawley Rd. 60th St., 62nd St., 65th St. and then descended to street level approaching 68th St. Rapid Transit trains stopped only at 68th St. Streetcars continued across 68th and turned south beneath the 68th St. station overpass, which was actually closer to 69th St. Upon going under the bridge they once again turned west for 1-1/2 blocs to S. 70th St. which they paralleled on a private right-of-way next to S. 70th St. The Wells-West Allis branch terminated at the intersection of S. 70th St. and W. Greenfield Ave. adjacent to the Allis Chalmers Co. Today both the streetcars and the Allis Chalmers Co. plant are gone.

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, '57 Ernie Maragos photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, ’57 Ernie Maragos photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

More from Larry:

Here are a few additional items I think Trolley Dodger readers might enjoy. In one of your recent posts you featured a photo of a TM 1100 near the 68th St. station. 68th was a major stop both westbound and eastbound. For westbound passengers this was the first point where they could transfer to continue to West Allis. In this case, you walked down the station stairs and waited for a RT 10-Wells-West Allis streetcar which stopped beneath the Rapid Transit overpass. It would take you all the way to S. 70th St. & W. Greenfield Ave., adjacent to the Allis Chalmers Co. plant. During State Fair week, streetcars turned west on Greenfield and continued to State Fair Park at S. 82nd St. The other West Allis transfer point was S. 84th St., where you boarded a Transport Co. Rt 67 bus to get to West Allis. West Allis car station was in the heart of West Allis at S. 84th & W. Lapham Ave. All trains stopped at 68th St.

The bridge over Brookdale Dr. on the Hales Corners line seemed to be a favorite spot for fans to take pictures of trains headed for Hales Corners, or in earlier years Burlington (until 1938 and West Troy (until 1939). The inaugural Speedrail fan trip of October 16, 1949 using car 60 was no exception. The car was posed on the Brookdale bridge, and it seems that almost every fan aboard it took almost the same picture. Brookdale siding, which stretched all the way from Brookdale Dr. siding to W. Layton Ave., was the point where the line built to carry workmen who were building the suburb of Greendale left the mainline and followed a single track r.o.w., built solely for that purpose. Once construction of Greendale was completed the tracks and wire came down. It was never intended to be a permanent, passenger carrying line.

In 2016, my colleague Chris Barney took these two photos showing what was left of the abandoned r.o.w. at Brookdale Dr. The r.o.w. was graded down some years ago, but the fancy stone bridge over the nearby culvert remains to this day. Look below the Rapid Transit bridge and to the left to see it in Speedrail’s day. Other bits and pieces of the Milwaukee Rapid Transit Line can still be found. West of the Red Star Yeast Plant at about N. 28th St. the r.o.w. was built to accommodate four tracks, though only two were ever built. When I-94, the East-West Expressway, was built through here in the mid-to-late 1960’s, it was built over what had been the Rapid Transit line though at a much higher elevation. That was probably done to reduce the length of the on and off ramps. The abandoned r.o.w. was bought by the city of Milwaukee (the initial phase of the East-West Freeway was a city and not Milwaukee County project). In 1953, then WEPCO sold the abandoned r.o.w. between N. 8th St and W. Hibernia St 4-1/2 miles west to Soldiers Home (52nd St.) for $1,000,800, supposedly the price they paid for it in 1925. The high tension electric transmission towers, like the one seen in the background (that’s the 35th St. viaduct in back of it) of my photo, were moved over to the never used portion of the r.o.w., costing the City of Milwaukee and additional $500,000. Consider that according to trustee Bruno V. Bitker, Speedrail needed at least $250,000 to be successfully reorganized. In the 68-1/2 years since abandonment of the Rapid Transit, time has amply demonstrated which of the two was better (hint; it’s not the East-West Freeway.) In February 1951, when Speedrail VP of Operations Ed Tennyson and Metropolitan Transit Committee Chairman Al Kalmbach met with Milwaukee city officials, they were turned down by the aldermen who claimed that the city could not show favoritism to just the two wards through which The Rapid Transit operated. Yet, they didn’t seem one bit concerned about it when the expressway was built on the Rapid Transit line r.o.w. through those same two wards!

The black and white 8×10 photo of the 68th St. station is from a book later placed on microfilm called “Subways Along Milwaukee Rapid Transit Lines.” No, not the never completed subway. In this case “subways” referred to streets over which the Rapid Transit crossed on a bridge. Its purpose was apparently to measure the clearances, so that the info could be placed on the bridge for cars and trucks passing beneath. Every bridge between Hibernia St. and 84th St. was photographed in all four directions. Also checked for clearances was the North Shore Line from Oklahoma Avenue south to Howell and Rawson Aves. in Oak Creek. Today, all traces of the Rapid Transit line west of the west end of Calvary Cemetery cut have vanished. The embankments from S. 70th St. west were all removed in the mid-1960s, and power lines similar to the ones that now occupy the former NSL Skokie Valley Route placed in the middle of the abandoned r.o.w. The recent rebuilding of the Zoo Interchange has obliterated all traces of West Jct. Widening of Highway 100 (S. 108th St. between W. Forest Home Ave. and W. Edgerton Ave. in Hales Corners has eliminated what remained of the abandoned Hales Corners line r.o.w.

Here’s a great “Then and Now” Speedrail photo for you. The small b&w shows car 60 on the Brookdale Dr. bridge. The date is 10-16-49, and this is the inaugural fan trip introducing the 60 series curved side cars. I think just about every fan on that trip snapped a picture of the car sitting on that bridge. Fast forward to 2016. My colleague, Chris Barney took these photos at Brookdale Dr.
(this is on the Hales Corners line by the way). First, look beneath the bridge on the left hand side. You’ll see a stone barrier in front of a culvert that ran alongside the r.o.w. Now look at the bottom photo. In the center of the picture you see that same stone bridge. The abandoned r.o.w. has been completely removed. The “bridge” to which Chris was referring was the one over the Root River built by the Milwaukee Light Heat & Traction Co. in 1905. WEnergies removed it in 2017 because it was deteriorated to the point where it was going to fall into the river. They could access the power lines on either side of the river so the bridge was no longer needed.

I drew an arrow to the stone bridge in the 1949 photo. It can be kind of hard to make out in the 1949 photo. This entire area is part of Root River Parkway and yes, this is the same Root River crossed by the NSL near 4 1/2 Mile Rd. just north of Racine.

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.