Happy New Year

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.
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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.

Brookdale Dr. xing in 2016 by Chris Barney

Brookdale Dr. xing in 2016 by Chris Barney

Showing culvert bridge in 1949 photo

Showing culvert bridge in 1949 photo

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

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

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

Charles Kronenwetter comments:

Love the latest set of photos, especially those from Milwaukee. One comment though, I believe that the photo of the 943 shows it Southbound on 3rd St right in front of PSB. (You can see the tracks heading into the building just to the right of the 943.) The park to the left is the one that sat in front of the Milwaukee Road depot. The building to the rear of the car is, I think the Medford Hotel and the white building to the left is the Boston Store. I’ve seen this photo somewhere else and you are correct, it was a staged photo using volunteers from the PSB.

The photo showing the fan holding up the door from the wrecked 39 appears to have been taken after the tracks had been pulled up. I never did hear what became of the ties after that although I do recall seeing a bulldozer with some sort of plow on the front, maybe out around the gravel pit.

I did salvage and still have a seat cushion from one of the last 1100s being scrapped which my dad picked up for me. I don’t know what to do with it but hate to see it tossed after all those years 🙂

Thanks for the great photos, keep up the good work 🙂

From the Collections of William Shapotkin:

CTA trolley bus 9509, heading south on Route 52 - Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

CTA trolley bus 9509, heading south on Route 52 – Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

This early postcard shows the Chicago "L" at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This early postcard shows the Chicago “L” at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing "tiger stripes," intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing “tiger stripes,” intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

Chicago Surface Lines "Matchbox" 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, "The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left."

Chicago Surface Lines “Matchbox” 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, “The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left.”

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA “L” station at Adams and Wabash. (William Shapotkin Collection)

A westbound CTA Route 58 - Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

A westbound CTA Route 58 – Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Recent Finds

This April 1975 view of Chicago's Loop "L" is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

This April 1975 view of Chicago’s Loop “L” is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans' Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans’ Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans' Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans’ Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Recent Correspondence

Jeff Haertlein wanted to share this video with you that he found on YouTube, showing the extensive model train layout called a Minirama that was on display in the Wisconsin Dells for many years:

Graham Titley writes:

Firstly can I say how much I have enjoyed reading through many of the posts and how informative they are!

I am part of a Facebook group that have been ‘challenged’ to identify a photo of a interurban/streetcar/tram accident.

I have found several images of nearly similar trams (for simplicity I’ll only type this term), some in Chicago and Milwaukee in your posts, as well as early trams in Adelaide and Melbourne, Australia – without finding what I consider an exact match. The main issue is the low placement of the light on the front and the style of the ride board/bumper. The tram is clearly aluminium or steel as the frontage under the windows is a single curve.

There appears to be no identification numbers or names on the front.

It is possible that the image is of a crash in Northern Europe – however, I think the single arm connector makes it more likely that the location is North America.

I would be grateful for any thoughts that you may have.

In my gut I think the locale is North America, possibly Illinois, Connecticut or New England, or perhaps Canada – rather than being Europe.

I have found similarities with cars built by American Car Co, Brill Hicks, Cincinnati Car Co, Jewett and Wason – but nothing I consider an exact match to the configuration of the windows, bumper, horn/light at centre front, and the ‘railroad’ roof with clerestory windows.

I think the car may be more suburban and does not look as if there are any couplings for multi-car use. Due to the perspective it is difficult to estimate the length but the impression given is that it is a short car. I also wondered of it could be a freight trolley.

Unfortunately what I think is the destination board (which has fallen down in the left side window) cannot be enhanced sufficiently to become legible.

I have exhausted the sources, books, images and museum collection rosters that I can think of or find.

If you don’t have any thoughts this image will have to remain unidentified – for now!

Cheers

Graham (in UK).

Perhaps our readers may have some ideas, thanks.

Holiday Greetings

From Bill Volkmer:

From Eric Bronsky:

Eric writes:

This photo was taken in 1936. The USA was deep in the doldrums of the Great Depression. President Roosevelt was elected to a second term, Art Deco and Streamline Moderne were in fashion, the RMS Queen Mary made her maiden voyage, and a loaf of bread cost 8 cents.

On this snowy day, we’re shivering on a windswept ‘L’ platform, watching a Jackson Park-bound 4-car train of Chicago Rapid Transit Co. 4000-series “Baldies” grind out of the University station above 63rd Street. Completed in 1893, this station served South Siders until the mid-1990s, when the line was rebuilt and cut back to Cottage Grove. Express trains used the center track in the old days.

Photographed by Frank Butts, this image is now in the Bruce Moffat Collection. Though it’s spectacular in B&W, I thought that color would truly bring it to life. Bruce graciously provided a high-res scan of the B&W print for this purpose and I colorized it using Adobe Photoshop CS6.

But this scene still looked rather dreary for a Holiday card, so I decided to add a bit of cheer by making a few modifications. Some are fairly obvious but you might need to examine the image more closely to spot others (transit “purists” will note that the brown & orange paint scheme did not appear until 1938).

That’s all for now, folks. We will round out 2019 with one more post next week, featuring all new material.

-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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Reader Showcase

On this Thanksgiving Day weekend, we here at the Trolley Dodger have many things to be thankful for… chiefly among them, our readers. This seems like a good time to feature recent correspondence with our very knowledgeable and astute readers.  We thank all our contributors.

I wish you the best in this upcoming holiday season.

-David Sadowski

Kim Bolan writes:

Just came across The Trolley Dodger and what a great and detailed work. It reminds me of my youth in Milwaukee riding No. 10 Line in Tosa (Wauwautosa) and also Speedrail. I have a question regarding #978. I lived in San Francisco but never saw this car in operation. Is it part of Muni’s heritage collection?

Just received this 35mm transparency (Kodak film and processing) from an unknown photographer taken September 1984 of car 978 at San Francisco, CA (see above).

Car 978 was loaned to San Francisco in the mid-1980s, intended for use in the SF Trolley Festival, but my understanding is it was damaged somehow and never operated there. As far as I know, the car is now at the East Troy Electric Railroad in Wisconsin, where it is stored inoperable.

There is a picture of it in SF in this post.

Here is the full story on what happened to 978, thanks to Larry Sakar:

Regarding the question about TM streetcar 978 in San Francisco, I know all about it. MUNI and TWERHS* worked out a deal whereby 978 was to be sent to San Francisco to participate in the very first Historic Streetcar Festival in 1983. It was not in the best of condition to begin with. En route, one of the truck bolsters (the 900’s were notorious for having bad bolsters) gave way and came through the floor (it was being trucked out there.) It was unloaded and brought to Geneva upper yard where it was parked in among some Boeing LRV’s. It made its way back to East Troy probably at the end of the festival in September and was never a part of the historic fleet. Now, here’s some additional info about it.

The 978 was saved by Mr. Al Buetschle, then of Milwaukee but since 1960 or 61 a resident of Oakley, CA. Oakley is in Contra Costa County about 60 miles NE of San Francisco. Oakley is a little “one-horse town” in what is known as the Tri-Delta region.

The streetcar was initially saved on behalf of the Wauwatosa Kiwanis Club who gave Al the money to buy it. It would take pages for me to provide all of the details of the day he bought it. Frederick J. Johnson head of M&STC personally handled the sale. Al had told them he wanted a 900 and one from that group of 10 because they were the only ones with that metal sun shade over the center window.

When he got to Col Spring shops sure enough they had an 800 waiting. He refused to accept it. The car he really wanted was the 975 but it was too far back in the scrap line in lower Cold Spring yard. To get the 978 meant moving 3 cars ahead of it. Johnson was plenty mad about having to do that. So they get on the first car to be moved. Johnson puts a fuse in the fuse box. But then he stupidly cranks up the controller and blows the fuse.

This happens a second time so Al says, “Here, I’ll show you what to do!” Johnson immediately wants to know, “How do you know how to operate a streetcar?” Al tells him he was friendly with a motorman who taught him to run a car on the Rt. 10 West Allis branch between Calvary Cemetery cut and 67th St. Murray, the motorman would then take it from there since it involved descending from the former Rapid Transit line and making a safety stop before crossing 68th St.

Well, Dave, Johnson has an absolute fit!! *&%%^( (expletives deleted) I want his name.” Al says, “No. He has retired now that streetcars are gone so it doesn’t matter “In the end he got the 978 and Johnson even gave him his money back admiring him for his tenacity. Al had a friend who had access to a flatbed truck. Johnson let him drive 978 up from lower Cold Spring. The car was loaded onto the flatbed truck and taken to a piece of track adjacent to the C&NW and a lumber company at North 91st Street and West Flag Avenue on Milwaukee’s northwest side.

By this time the Kiwanis Club decided they didn’t want it so Al now owned it. He took out all the seats and repainted the interior before putting them back. He would work on 978 as his time permitted. The Kiwanis Club had the “brainy” idea of displaying the car in Hart Park in Wauwatosa. Hart Park is just down the private right-of-way (now a driveway) parallel to West State Street, east of the Harwood Avenue streetcar terminal at Harwood and State Streets (long gone).

In 1961, Al got a job as a controller for a company and moved to the Bay Area. No, he didn’t take 978 with him. It then ended up at the Mid-Continent Railway museum in North Freedom. In the mid to late ’60’s the group that is now TWERHS was formed and the car went with them to their first home in North Lake, WI. In 1972 they opened the East Troy Trolley Museum which is now under a different organization.

None of us are really sure where 978 is. It is in need of major restoration. At one time the rumor was that it was going to be sent to Brookville Equipment out east. They’re the company that does all the refurbishing of MUNI’s historic PCC fleet.

Did Al see it when it was in San Francisco? Yes he did. He has a fantastic picture he took with 978 and his red sports car (convertible). He is putting the trolley pole on the wire. I f I recall correctly his red car was a T-Bird. It was totaled about 10 years ago when he was hit by a group of teenagers out joy riding and who as you can probably guess were not insured.

I snapped a picture of it sitting in among the Boeing cars in 1983. I had to climb up on a narrow cement ledge and shot thru the openings in a cyclone fence. I’ll have to see if I still have it and if I do I will scan it and send it.

By the way, as a little boy of maybe 9 or 10 my grandparents came over one day. They said they were taking me to see something but wouldn’t tell me what. It was a surprise. Yes, it was the 978 at the lumber company. The Milwaukee Journal had run a small story about it with a picture. It had to be when Al was doing the repainting because I remember looking thru the glass in the door (I came up about as far as the bottom of the glass in the door. All of the seats were piled at that end of the car and I thought they were going to junk it.

My grandmother who had taken me on my streetcar rides on RT. 10 between about 1955 and 3-1-58 said she didn’t know. Who could ever have imagined that 30 years later I would meet the person who saved 978. One other coincidence, David. From 1978 to 1997 I worked for Security Savings & Loan Association on 2nd and Wisconsin downtown. The Corporate Secretary was a man named Walter Bruno. As it happens he was Al’s Godfather!

Thanks, Larry, for sharing the complete story.  There is a database of saved North American electric railcars, last updated in 2014, and that is my source for saying that, as far as I know, the 978 is at East Troy.

*The Wisconsin Electric Railway Historical Society

Here’s more from Larry Sakar:

Here is the photo of 978 I took in September, 1983. The picture that follows was the Geneva car house which suffered severe damage in the 1989 Loma Prieta earthquake. I think I took this in 1987 because that is a train with MUNI’s then new BREDA cars. Now they have new ones which I’ve only seen in pictures in Trains and Railfan & Railroad. The Market Street subway for MUNI was closed when I was there in 2017 because they were testing the new cars. If you look at the right hand side of the picture there’s that concrete wall I mentioned having to climb on top of and the fence I had to shoot thru.

The most popular cars during the Trolley Festival and in the event they hold for one day in September of every year (forgot its name) are the two Blackpool, England boat trams #’s 228 and 232. Here are some shots I took while riding it in 1983. Last, here is an Al Buetschle shot. It was taken at the site of the Speedrail 9-2-50 accident post Speedrail abandonment. Those are remnants from duplex 39-40 that was demolished by 1192-93.

The Milwaukee Electric Rapid Transit Freight Terminal

Larry Sakar writes:

It stood for 76 years, had four different owners and was razed in 2006 as part of the Marquette Interchange reconstruction project. I am talking about the Rapid Transit freight terminal building constructed by TM and opened in 1930 at 940 W. St. Paul Avenue.

TM fully expected that freight would play an important role in operations over the Milwaukee Rapid Transit Line. Unfortunately, like the Rapid Transit Line itself which opened on Sept. 22, 1930 the timing couldn’t have been worse! As part of its planned freight operations TM acquired Motor Transport Company in 1930 from Yellow Trucking.

A decade later, TMER&T turned its back on all rail operations. Motor Transport Company was sold back to Yellow Trucking. Its trucks had a Transport Company orange cab and a silver trailer with the Transport Company diamond logo. But instead of saying The Transport Company, as the logo on busses and streetcars did, it said Motor Transport Company. I vividly recall seeing those trucks around Milwaukee. I always wondered how they could get away with using The Transport Company’s logo not knowing until years later that it had once been a part of the company.

TMER&T occupied offices on two floors of the eight-story terminal. Its successor, The Milwaukee & Suburban Transport Corp. which succeeded it in late 1952 continued to have its corporate offices there until 1962 when they moved to 4212 W. Highland Blvd. The former Cold Spring shops buildings still stand, and have been sold for adaptive reuse. MCTS corporate offices are on North 17th St. & West Fond du Lac Avenue.

I took the “Now” photos in 2003. In 1940, in addition to selling off Motor Transport Co. TMER&T sold the Rapid Transit freight terminal building to GE Holdings. Sometime after `1938, the electric sign on the roof was changed to read “The Transport Company”. GE owned the building until 1971 when they sold it to Aldrich Chemical. The electric sign was removed altogether after M&STC moved out in 1962. When GE took over in 1940, “General Electric Building” was painted on just below the roof. Looking at my 2003 photos it would appear that they sand blasted that off when Aldrich Chemical took over in 1971.

I bought this photo from Don Ross a few years back. It is from the collection of Tom Manz. I don’t know if he is the person who took the picture but I kind of doubt it. I’ve no idea who did or why. It could be that they were plotting out the area so they could determine where they wanted the ramps to and from the soon to be built “High Rise Bridge” over the Menomonee River Valley would be constructed.

These are the ramps that take you from eastbound I-94 either north on I-43 or south on I-94. I-94 turns south to cross the valley so from this point east the road becomes I-794 which takes you east and then south over the Hoan Bridge. The High Rise bridge was built over a three-year period beginning in the summer of 1966. I know because my brother got a job working on its construction during summer break from college (Michigan State U. in East Lansing). I vividly remember my mother having an absolute fit about him working up there.

The view is looking south and slightly east. The former freight terminal is on the right hand side of the picture about 1/3 of the way up from the bottom of the picture. Just put a finger on the right hand corner of the picture at the bottom and move it up and a bit left. That first visible street is North 10th Street. The Rapid Transit freight terminal is right at that corner. The factory directly across the street with the connecting pedestrian overpass is the Cutler-Hammer Company, still there today. The railroad tracks belong to the Milwaukee Road.

OK. Follow the street in front of the terminal to the left (east). Right where it dog-legs there is an open space. That is where Motor Transport Company was located. The intersection above and to the left is North 8th & W. St. Paul. Move your finger down slightly and that’s where the so called “temporary ramp” over the portal of the never completed subway had been. I’m not certain if any of that dark space beneath the 8th Street bridge could have been part of the unfinished subway. The street in the foreground with all of the traffic is Clybourn Street, which has been converted to the on and on ramp to I-94 which didn’t begin until 13th Street.

I have printed a copy of the first scan and with a ruler and magic marker put in the approximate route of the Rapid Transit from the turn off of Clybourn Street to the crossing of North 10th Street. The Hibernia Street one-block L began on the west side of North 10th Street. -Larry

More from Larry:

While browsing around on the “Net” recently I ran across this great picture credited to your Trolley Dodger website. I was wondering when it ran on your site as I don’t recall having seen it. Do you know where this is? I can tell you if you don’t. This is a northbound Port Washington train at the intersection of North 3rd and West Wells Streets. This is former dining car duplex 1196-97, which unlike its mate 1198-99 was never repainted in the yellow with green stripes paint scheme. The two trains were hated by both motormen and conductors alike, because their single door made them slow to load and unload passengers. Both became mainstays on the Port Washington line until it was abandoned in the KMCL ownership era on 3-28-48. The Port Washington destination sign dates the picture to sometime between 1940 and 1948. I do not recall the exact date but in 1940 service north of Port Washington was abandoned and a new loop installed in Port Washington west of the downtown area. Typical of TM’s notorious frugality, the bridge over Pike Creek just outside the new Port Washington Loop was the one that had once crossed the White River in Burlington.

I took these pictures in 1989 showing the ex TM Port Washington Station sitting on what little was left of the former loop. A Wisconsin Telephone Company building had been built over most of the loop. I’m not sure if it’s still there but the last picture I saw of it the building had undergone a complete remodeling and bore no resemblance to its original appearance.

Thanks for sharing the pictures and information. I am sure our readers will appreciate it.

The picture in question appeared here.

Don's Rail Photos says, "1196-1197 was built at Cold Spring in 1929. The second car was equipped with small dining facilities but it was shortly rebuilt with a baggage compartment at the rear end. It was stored at West Allis Station after a few years. In 1942 it was rebuilt with all coach and scrapped in 1952." This car is shown in downtown Milwaukee, signed for the Port Washington interurban line.

Don’s Rail Photos says, “1196-1197 was built at Cold Spring in 1929. The second car was equipped with small dining facilities but it was shortly rebuilt with a baggage compartment at the rear end. It was stored at West Allis Station after a few years. In 1942 it was rebuilt with all coach and scrapped in 1952.” This car is shown in downtown Milwaukee, signed for the Port Washington interurban line.

Steven G. writes:

Can anyone at Trolley Dodger help me out? I want to find photos of all FOUR sides of any of the Insull inspired Spanish stations. Don’t laugh… but I am actually going to have a 26′ x 70′ station built. I have a good photo of the Briergate station… but the other 3 sides: no present photos to look at.
THANKS!!!

I will look into this and see what I can do, thanks.

Dave…. Luck has it and I’m pretty happy with what I have for photos now. From the GEM (Lake Forest-Lake Bluff Historical publication)… I have a photo now of the back side of the Deeprpath station. Wasn’t sure what the “cube” on the back side was. Turns out – the Beverly Shores (Indiana) South Shore station has a sketch in it’s National Historic designation paperwork that shows the “cube” is the enclosure linking the back of the station with a basement under the station. (For some reason, none of the Insull Station’s had indoor stairs to their basements).

Anyway… with some Google earth street shots, I have the side of the station I was missing. Sooo… yes, I now have a view “all the way around” and can see what all four corners of the station looked like. Sadly, in comparing the Beverly Shores station with Briergate: the chimney at Briergate is gone and I suspect where that ugly red garage was placed took out the passenger side of the station. I can also see where Briergate no longer has the arched front door. The door frame has been altered for a rectangular storm door.

As I live about a 3 1/2 hour drive from Beverly Shores, I am going to drive my car from north of Detroit to Michigan City, hop on the South Shore, hop off at Beverly Shores with my camera, measuring tape, pencil and paper & I will then get ‘hands’ on measurements of windows, doors, etc. By the time I finish – I can hop on the train back to Michigan City. This will take less then half a day to do all this. But… I can put some serious numbers into these ‘station sketches’, & push onto actually putting together a construction blueprint!!!

You may already know this: photo set 1 is Deerpath (frt) Deerpath (bk) & below is the parking lot side of Beverly Shores sta. Photo set 2 is Beverly Shores (top) and Briergate (below).

This is great, thank you! I am sure others will enjoy seeing these pictures.

Steve G. replies:

Here’s the floor plan at all the Insull stations had… and a better photo of the station front door. Not sure WHY the residents installed a neon light sign over the passenger station… but it is still there and it’s lit each night at dusk (smiles)

Mitch Markovitz adds:

The neon sign at Beverly Shores Depot was not installed by the residents. It came with the depot when it was new in 1929. Touting the new development by Bartlett who had the railroad and Post Construction build the building. The Venango (River) guys had the neon sign repaired by Jeff Jolley back in ’85. It then had to be re-done again.

Recent Finds

Here are some of our own recent photo finds. These include some unrealized plans, dated December 9, 1970, showing how the City of Chicago intended to replace the Loop “L” with subways in stages. This was eventually abandoned as being too expensive, and the “L” looks to be here to stay as an iconic part of Chicago.

-David Sadowski

Wacker Drive construction at Madison Street on September 19, 1951. The view is looking north. An eastbound CTA PCC is on shoo-fly trackage. Note how dirty the Civic Opera House building is at left, most likely due to the widespread use of coal for heating in this era.

Wacker Drive construction at Madison Street on September 19, 1951. The view is looking north. An eastbound CTA PCC is on shoo-fly trackage. Note how dirty the Civic Opera House building is at left, most likely due to the widespread use of coal for heating in this era.

A close-up of the previous picture, showing the construction of Lower Wacker Drive.

A close-up of the previous picture, showing the construction of Lower Wacker Drive.

A City of Chicago rendering of the Wells Street Plaza, just east of the old Main Post Office, dated January 25, 1956.

A City of Chicago rendering of the Wells Street Plaza, just east of the old Main Post Office, dated January 25, 1956.

A photo of this "street car waiting room," located at 38th and Western, appeared in Bulletin 146 of the Central Electric Railfans' Association. Here is another view by Bob Selle, taken on January 30, 1954. This amenity was provided by a local merchant and, due to a fire, did not last long after the end of streetcar service in 1956.

A photo of this “street car waiting room,” located at 38th and Western, appeared in Bulletin 146 of the Central Electric Railfans’ Association. Here is another view by Bob Selle, taken on January 30, 1954. This amenity was provided by a local merchant and, due to a fire, did not last long after the end of streetcar service in 1956.

CTA 6165 is at 51st and Indiana Avenue on August 18, 1952, in this photo by Bob Selle.

CTA 6165 is at 51st and Indiana Avenue on August 18, 1952, in this photo by Bob Selle.

A Blast From the Past

Sean Hunnicutt writes:

I thought this might be a nice thing to revisit in Trolley Dodger or Chicago L Facebook page. Well done!

This was my attempt, long ago, in a galaxy far far away, to get Chicago to have a “circulator” streetcar of the type that several other cities have since built. From the Chicago Tribune, August 1, 1982.

Mystery Photo

A picture appeared in Bulletin 146 of the Central Electric Railfans’ Association (page 301), credited to Charles Thorpe, from the Wien-Criss Archive, showing a Chicago PCC streetcar at Clark and Wells. Someone posted this image to Facebook, and in response, another writer questioned the accuracy of the location, since Wells does not run into Clark today. This prompted some correspondence between me and Andre Kristopans.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

The same location today.

The same location today.

Me:

When did the CTA put a bus turnaround where Lincoln, Clark, and Wells meet? When was it removed? (I assume, when Route 11 ended?)

Wells dead ends now, and doesn’t actually meet Clark. But did they meet at one time, and was Wells truncated?

Andre:

Close but no banana. Until the 1960s, Wells continued straight north until it merged into Clark. There was double track on Wells that joined tracks on Clark. Lincoln dead ended into Clark pretty much as it does today. The only part of Lincoln that had track in this area was a single track coming off the southbound Clark track that joined the northbound Wells track, roughly 50 feet long. This was erroneously referred to by CTA as “Menominee” in Armitage route descriptions. Menominee is actually a half block south and never had tracks. The hundred odd feet of Wells between Clark and Lincoln is the only thing missing.

Now the CTA built a terminal at Clark and Wisconsin, a block north, in the 70s. There was continuous and vehement opposition from the owner of the adjacent house from day one, and as a result in the 90s CTA gave up and closed it down. Armitage, Ogden, and some Lincoln buses used it. Look at the Armitage route history on the Irm-cta website for exact dates.

Thanks for the information… and we thank all our readers! Keep those cards and letters coming in, folks.

-David Sadowski

Recent Correspondence

Don Ross writes:

I thought your readers might enjoy seeing this photo from my collection. It shows a westbound 800 on the private right-of-way heading for the Harwood Avenue terminal. (The way to tell an 800 from a 900 is by the front center window. 800s had a much narrower center window than the 900s.) It’s hard to make out but State Street is to the left of the poles in this picture (where you see the jumble of white colored buildings. The RR tracks to the right of it belonged to the Milwaukee Road back then. This stretch of private right-of-way was a favorite for photographers.

Just east of this point the streetcars made an “S” turn to the right (south, cut across a roughly 3/4 block patch of r.o.w. and then emerged on a street called Motor Avenue where they ran east for a little over a block to North 68th Street. At 68th they turned right, crossed the Menomonee River for the second time, and climbed the hill to West Wells Street. Here they turned left to head east on Wells all the way to downtown Milwaukee. Before getting there, the cars would cross the Menomonee River a third time on the famous Wells Street streetcar trestle.

Never has a bridge terrified so many people! My first streetcar rides in Milwaukee occurred when I was about 5 and ended on the last day 3-1-58. My grandmother and I got off the car on each end of the trestle and rode across several times so, as she said, “You’ll always remember it” and I do. She would always prep me as the car was about to cross, “Now, don’t be afraid.” Are you kidding? I loved every minute of it and yes, I never forgot the experience. Actually, Dave, I think she was the one who was afraid. It was remarkable to watch how people either stared straight ahead or kept their eyes on the magazine or newspaper they were reading.

After streetcars quit on 3-1-58 the Milwaukee & Suburban Transport Corp. donated the trestle to the city of Milwaukee. The city debated for two years as to what to do with it but in the end it was dismantled in 1960. In all the years that trestle served the streetcars, and in the earliest days interurban trains, there was never an accident or derailment of any kind. However, the bridge was notorious for drivers who had imbibed a bit too much of the product “that made Milwaukee famous,” some of which was brewed by Miller Brewing at the east end of the trestle, tried driving across. If bouncing along the ties and rails didn’t sober them up the damage to their tires and front end suspension sure did along with the traffic citation, and a bill from the Transport Co. for removal of their car and any damage done to the trestle.

The late Lew Martin, a member of the Railroad Historical Foundation also known as the “607 gang” for Milwaukee streetcar 607 which they purchased in March of 1949 and were in the process of restoring a Hibernia St. yards just east of the Rapid Transit freight terminal at 940 W. St. Paul Ave. told me that he and a group of his friends would wait at the end of the Wells Street trestle usually the west end. That was a stop. They would climb onto the back end while holding on to the trolley rope and ride across. Lew commented, “Boy, if my mother had ever found out what I’d been doing I’d have been in a lot of trouble!”

Another former Milwaukeean, Mr. “Pete” Rogers who by the 1980’s when I got to know him was living in Bullhead City, AZ told the story of a school trip on the streetcar from his high school, Juneau High, which was a few blocks north of the Rapid Transit line when the line was there to the Milwaukee Public Museum downtown on 8th and Wisconsin. The Central Library and Public Museum used to occupy the same building. Today, the museum has its own building on 8th and Wells. Anyway, boys will be boys. Streetcars had bars across the lower part of the windows to prevent kids from sticking their hands out. One of his buddies discovered that a set of the bars below the window at which they were seated were loose. They managed to work an entire panel of bars loose and thinking it would be great fun, lifted it up and sent it sailing over the railing of the viaduct where it came crashing down in the parking lot of the Hilty-Forster Lumber Company 80 feet below. They thought it was a great prank until the next day. The class was called to the school auditorium. Up on stage stood the principal and a Transport Company supervisor. Oh, Oh! No one would admit who did it so the whole class got punished and had to pay for repairs to the streetcar and damages to the parking lot. What seemed like a great prank could have had serious consequences if that set of bars had hit someone.

My father told me that as kids they used to put these big firecrackers he called “Salutes” on the streetcar tracks and watch as the trucks went over them causing them to lift off the rails.

In the days prior to 1937, Rt 10 cars continued past the Harwood terminal and climbed the hill on the way out to the Muirdale Sanitorium. Streetcars carried a destination sign that read Rt 10 WAUCOBLDG. That was TM shorthand for Wauwatosa County Buildings.

TM 905, looking west at the Harwood Avenue terminal.

TM 905, looking west at the Harwood Avenue terminal.

Same location ca. 1990's. Larry Sakar photo

Same location ca. 1990’s. Larry Sakar photo

Looking east on Motor Avenue in Wauwautosa. Note evidence of tracks in the pavement.

Looking east on Motor Avenue in Wauwautosa. Note evidence of tracks in the pavement.

A 900-series car (953?), eastbound entering Motor Avenue on Route 10. (Don Ross Photo)

A 900-series car (953?), eastbound entering Motor Avenue on Route 10. (Don Ross Photo)

An 800-series car near 71st and State, heading westbound on route 10.

An 800-series car near 71st and State, heading westbound on route 10.

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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Chicago in the 1950s

You would be forgiven for not recognizing this location, but that's the Western Avenue station on the Humboldt Park "L", just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

You would be forgiven for not recognizing this location, but that’s the Western Avenue station on the Humboldt Park “L”, just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

Today’s photos have two things in common. First, they were all taken in Chicago during the 1950s. Second, they were all shared with our readers by Jeffrey L. Wien of the Wien-Criss Archive.  We thank him for his generosity.

The color pictures were taken by the late Bill Hoffman. The photographer who took the black-and-whites is not known, but it seems possible it was someone who did not live in this area, but came to visit. They were not all taken at the same time, however. All those seem to date between 1952 and 1954.

As always, if you have any information to share about these pictures, or simply have a question or comment, do not hesitate to let us know. We look forward to hearing from you.

-David Sadowski

Black-and-White:

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to "one man operation," meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to “one man operation,” meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it's running Route 36 - Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it’s running Route 36 – Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 - Cottage Grove. (Wien-Criss Archive)

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 – Cottage Grove. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood "L" (today's Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood “L” (today’s Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 - Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 – Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is "Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980's and in what was a real mindblower, the reporter on scene actually called it an "old CTA facility". Not quite - CSL sold it in 1920s, but amazingly close!" Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is “Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980’s and in what was a real mindblower, the reporter on scene actually called it an “old CTA facility”. Not quite – CSL sold it in 1920s, but amazingly close!” Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 - Clark-Wentworth. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 – Clark-Wentworth. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

Color:

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 - Halsted Downtown. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 – Halsted Downtown. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

CTA 640 is running under the "L" on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 640 is running under the “L” on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood "L", now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood “L”, now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden "L" cars about to cross Western on the temporary right of way for the Garfield Park "L" during expressway construction. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden “L” cars about to cross Western on the temporary right of way for the Garfield Park “L” during expressway construction. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square "L" on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square “L” on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park "L" (today's Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park “L” (today’s Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park "L" train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park “L” train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956-- just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956– just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park "L" station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park “L” station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park "L" on April 22, 1955. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park “L” on April 22, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park "L" on October 5, 1953. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park “L” on October 5, 1953. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park "L" on June 22, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park “L” on June 22, 1955. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

Recent Correspondence

Our resident South side history expert M. E. writes:

I have a lot of comments about your latest post #241. Where to begin?

https://thetrolleydodger.files.wordpress.com/2019/10/pic512.jpg
Your caption says this streetcar is on 77th St. No, it is on Vincennes Ave., in front of the 77th St. barn, heading north.

https://thetrolleydodger.files.wordpress.com/2019/10/pic530.jpg
First, a nit: I think this picture is at 107th rather than 105th. The streetcar is running on the Halsted/Vincennes/111th St. line, heading northeast on Vincennes. What makes this picture so interesting is the road sign, “Keep left of tracks.” That’s because, precisely at this spot, the streetcar tracks moved off the street and onto private right-of-way between Vincennes Ave. and the main line of the Chicago, Rock Island and Pacific railroad. This pattern ran from 107th St. north to the Rock Island suburban line viaduct at 89th St., at which point the streetcar tracks rejoined Vincennes Ave. to go under the viaduct.

https://thetrolleydodger.files.wordpress.com/2019/10/pic534.jpg
This picture was taken from the eastbound platform of the Englewood L station spanning Halsted St. At that time, Halsted was still a very busy business district; in fact, I read somewhere that Englewood was the busiest business district outside the Loop. Notice the Yellow cabs waiting for L passengers.
Beneath this L platform, along 63rd Place, were streetcar tracks for Halsted cars that ended at 63rd St., as well as curb space for the two suburban bus companies, South Suburban Safeway Lines and Suburban Transit System.

https://thetrolleydodger.files.wordpress.com/2019/10/pic535.jpg
This picture is the reverse direction, looking north from the westbound platform of the Englewood L at Halsted. The cross street is 63rd St. The stores from left to right are: S S Kresge, on the southwest corner; The Ace department store on the northwest corner; and Sears Roebuck, the huge building on the northeast corner (with a Hillman’s grocery in the basement). The southeast corner building was nondescript, although at one point it was a Stineway drug store. Notice
the streetcar tracks turning between Halsted and 63rd. Some southbound
Halsted cars ended their runs at 63rd. They turned east on 63rd to Union Ave. (700 W.), then south to 63rd Place, then west to alongside (south of) the Halsted L station, then back north on Halsted.

https://thetrolleydodger.files.wordpress.com/2019/10/pic544.jpg
Two things in this picture:
(1) The red-and-white bus in the background belonged to the South Suburban Safeway Lines. In those days, the fastest way from the south side to the Loop was the Englewood L, which ended at 63rd Place and Loomis (1400 W.) And of course the Englewood business district was very prosperous. So the suburban bus line went as far as 63rd Place and Halsted (next to the L station). The suburban bus company had two routes into Englewood — one north along Western, then east on 63rd (this was the Harvey bus), the other north along Halsted St. from the south (this was the Chicago Heights bus). The other bus company running from the south suburbs into Englewood was the Suburban Transit System, which ran primarily east and west along 95th St. out to Oak Lawn and beyond. To reach Englewood, this bus line ran east on 95th to Vincennes, north to 87th, west to Morgan, north to 63rd, then east to the Englewood L.
(2) As can be seen from each side of the street in this photo, Western Ave. was auto dealer row for a mile or so to either side of 63rd St.

https://thetrolleydodger.files.wordpress.com/2019/10/pic555.jpg
and
https://thetrolleydodger.files.wordpress.com/2019/10/pic558.jpg
The streetcars shown here were Western Ave. cars, running east on 69th St. to get to the Vincennes / 77th St. barn. Western Ave. cars had used the carbarn at 69th and Ashland until it closed. After that, the streetcars had to use the 77th and Vincennes barn. The only way to get there (still with usable tracks and live trolley wires) was along 69th St. to Wentworth (200 W.), south to 73rd St. at Vincennes, then southwest on Vincennes to the barn at 77th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic556.jpg
This view is looking south along Western at 71st St. The tracks going to the right were for the 67th/69th/71st line, which used Western to travel between 69th and 71st.

https://thetrolleydodger.files.wordpress.com/2019/10/pic566.jpg
And this photo is at 69th and Western, showing a northbound Western car turning east on 69th to head to the 77th St. barn. I see no turning track from southbound Western to eastbound 69th. The lack of such a track indicates that any Western car ending its run and heading to the 77th and Vincennes barn had to start at the 79th and Western terminal, go north on Western, then turn east on 69th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic568.jpg
Two CTA bus routes served the 79th and Western station: West 79th (to almost Cicero Ave.) and South Western (to 119th St.) The buses shown were manufactured by ACF Brill, probably in the 1940s, because they had stick shifts. (Really!)

M. E.

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 last November, 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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CTA’s 6000s Run Again

The historic train approaches Adams and Wabash.

The historic train approaches Adams and Wabash.

October 1st was the 72nd anniversary of when the Chicago Transit Authority took over operating the elevated and most of the surface transit lines. To celebrate this milestone, the CTA held a Customer Appreciation Day event in the Loop, using newly repatriated historic “L” cars 6711 and 6712. Built in 1959, this pair had been at the National Museum of Transportation in St. Louis since the 1990s.

This type of “L” car was once synonymous with the CTA, as these are part of a series of all-new rapid transit cars introduced in the 1950s. There were a total of 770 such cars built in various configurations and delivered between 1950 and 1959. They replaced wooden “L” cars, many of which were half a century old upon retirement.

Being metal-bodied, the 6000-series cars were designed to operate in Chicago’s new subways as well as its famous elevated lines. The first batch of such cars finally made it possible to open the Dearborn-Milwaukee Subway in 1951. The State Street Subway had opened in 1943, prior to the creation of the Chicago Transit Authority, using existing steel cars built in the early 1920s.

While October 1, 1947 is the date when the CTA finally took charge of local transit, its origins naturally go back further than that. The City of Chicago was always intimately involved in local transit matters, even in the era of private ownership which came crashing down into bankruptcy during the Great Depression.

Then-Mayor Edward J. Kelly spearheaded efforts to build Chicago’s first subways, and his “go-to guy” in this regard was Philip Harrington (1886-1949). In the late 1930s, he became head of the City’s Department of Subways and Superhighways, and was also the principal author of a comprehensive transportation plan known locally as the “Green Book”. (One thing that is not certain, is whether there is any connection between the green binding of this book, and the later adoption of green as the more-or-less official CTA color in early days.)

When the Chicago Transit Authority officially came into being on June 28, 1945, Harrington was unanimously chosen as its first Chairman. What followed was a two-year transition period, where the CTA became a functioning entity and prepared for the official takeover which eventually came, after, under the management of the courts, the existing private owners of the Chicago Rapid Transit and Chicago Surface Lines companies were bought out.  (CTA purchased the assets of the Chicago Motor Coach Company five years later, completing the process of transit unification.)

During this time, while CRT and CSL were still in charge, the CTA, operating in an unofficial capacity, was really calling the shots, deciding what new equipment would be ordered, and where it would run once delivered.

Given that Philip Harrington died 70 years ago, it is remarkable that his son Michael is still with us (I believe he is about 84 years old), and took part in the first trip on these historic cars. I spoke briefly with him, and promised to send him copies of my two Arcadia books, which deal with the turbulent times when his father played such an important role. As a child, Michael Harrington was a witness to events such as the opening of Chicago’s first subway in 1943.

You can read an appreciation of Philip Harrington here.

WBEZ, Chicago’s public radio station, was on the scene talking to people who came out to ride this special train. I was interviewed by a reporter for a few minutes and answered various questions.

I was asked what was so special about the 6000-series cars. They were state of the art when new, and had advanced technology for their time, including improved acceleration and braking, and were quieter than what they replaced, even though the old stuff made “all the right noises.”  (The older 4000-series cars have a very distinctive sound, which many people find pleasant and comes from the gearing.)

They had comfortable seats, especially compared to some of today’s equipment, but one thing they did not have was air conditioning. You had to open the windows, and if the weather was right, a nice refreshing breeze wafted through. A trip through the subway, however, was very LOUD with the windows open, an experience that thankfully modern riders don’t get to have.

As light-weight cars, though, the 6000s did “shake, rattle, and roll” and their riding qualities led some fans to dub them “Spam Cans.” But for various reasons, the final cars in this series, of which 6711-6712 are examples, were a bit heavier than the first ones, and hence rode better also.

Andy Warhol famously said that “In the future, everybody will be famous for 15 minutes.” But while I did end up on the radio yesterday, I’m not even sure I got 15 seconds out of the segment on these rides, which totaled less than a minute. You can hear it here.

I applaud the CTA for expanding their collection of historic railcars by bringing some of them back from museums. New York City has several entire trains of older cars it can run, and events such as these are very popular and create tremendous goodwill.  It’s important that organizations have a sense of the history that has made them great.

The 6000s were always my favorite “L” cars, and riding them once again brought back many memories. Some people were probably riding them for the first time, based on the looks of various people on our train. I hope you will enjoy our short photo essay, followed by a few of our recent photo finds.

-David Sadowski

PS- We regret to report the recent passing of Father Philip F. Cioffi at age 63. Father Phil, as we all knew him, was widely known as one of the “nice guys” in the railfan field, and had served on the boards of various organizations over the years. He will be missed. You can read his obituary here.

From 11 am to 12:30 pm, tickets were required, along with payment of a regular CTA fare. People were able to register online. We were in group one. From 12:30 until 2, anyone could ride the historic cars.

From 11 am to 12:30 pm, tickets were required, along with payment of a regular CTA fare. People were able to register online. We were in group one. From 12:30 until 2, anyone could ride the historic cars.

The ticketed trips began and ended at Washington and Wabash, CTA's newest Loop station, which replaced two others.

The ticketed trips began and ended at Washington and Wabash, CTA’s newest Loop station, which replaced two others.

There were separate areas for both boarding and leaving the historic train.

There were separate areas for both boarding and leaving the historic train.

Meanwhile, regular service continued on the Loop.

Meanwhile, regular service continued on the Loop.

Michael Harrington, son of the late Philip Harrington (1886-1949), first Chairman of the Chicago Transit Authority from 1945-49, talks to a WBEZ reporter.

Michael Harrington, son of the late Philip Harrington (1886-1949), first Chairman of the Chicago Transit Authority from 1945-49, talks to a WBEZ reporter.

Cameras are out as our train arrives.

Cameras are out as our train arrives.