Loose Ends, Part Two

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park "L" trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA "Baldy" 4000s negotiates the loop.

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park “L” trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA “Baldy” 4000s negotiates the loop.

Here are more “loose ends” for your enjoyment. Most of today’s pictures were scanned a year ago as part of a much larger batch, and are from the collections of William Shapotkin, for which we are most grateful. Most of these are classic black-and-white pictures of Chicago Surface Lines streetcars.

If you have questions, comments, or additional information about any of the locations in these pictures, we would love to hear from you. As always, please refer to each image by its file name, which you can find by hovering your computer mouse over it. (For example, the image at the top of this post is rbk501.) As of July 22nd, thanks to our readers, we have updated the captions on 20 of these photos.

Enjoy!

-David Sadowski

Recent Finds

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city's first postwar streetcar.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city’s first postwar streetcar.

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Here are some pictures we previously posted of 7001 and 1053:

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

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

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

From the Collections of William Shapotkin:

CSL 6226 at Damen and 63rd in 1944.

CSL 6226 at Damen and 63rd in 1944.

CSL 6073 at Roosevelt and Wabash.

CSL 6073 at Roosevelt and Wabash.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL 6148.

CSL 6148.

CSL 1812, signed for Adams-Downtown.

CSL 1812, signed for Adams-Downtown.

CSL 6122,

CSL 6122,

CSL 1545.

CSL 1545.

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: "1859 at construction site WB on Adams at Clinton." Marty Robinson adds, "This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling."

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: “1859 at construction site WB on Adams at Clinton.” Marty Robinson adds, “This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling.”

CSL 3180.

CSL 3180.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 2617.

CSL 2617.

CSL 6235 on the South Chicago-Ewing route. Mike adds, "6235 is heading south on Ewing just past 94th. The bar in the background still exists."

CSL 6235 on the South Chicago-Ewing route. Mike adds, “6235 is heading south on Ewing just past 94th. The bar in the background still exists.”

CSL 392 is heading to 74th and Ashland.

CSL 392 is heading to 74th and Ashland.

CSL 6243 on the Pershing Road line.

CSL 6243 on the Pershing Road line.

CSL 6248 is on the South Chicago-Ewing route. Mike adds, "6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left."

CSL 6248 is on the South Chicago-Ewing route. Mike adds, “6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left.”

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil's Tavern. Mike adds, "793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing."

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil’s Tavern. Mike adds, “793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing.”

CSL 3120 on a 1940s charter. Mike adds, "3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished."

CSL 3120 on a 1940s charter. Mike adds, “3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished.”

CSL 5723,

CSL 5723,

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

South Chicago and 93rd.

CSL 3266, running on the 59th-61st Street route. Mike adds, "3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain."

CSL 3266, running on the 59th-61st Street route. Mike adds, “3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain.”

The interior of CSL 1400.

The interior of CSL 1400.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street "L" station at Laramie in the background. The "L" went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street “L” station at Laramie in the background. The “L” went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

State and Randolph, June 18, 1942.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6135 at Pershing and Ashland.

CSL 6135 at Pershing and Ashland.

CSL 3099. Mike: "3099 is at the corner of Leavitt and Coulter. The corner building still stands."

CSL 3099. Mike: “3099 is at the corner of Leavitt and Coulter. The corner building still stands.”

CSL 5733.

CSL 5733.

CSL 5612. Mike adds, "5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel."

CSL 5612. Mike adds, “5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel.”

CSL 1841. Not sure where Burny's Grill, at right, was located.

CSL 1841. Not sure where Burny’s Grill, at right, was located.

CSL 1836, signed to go to Van Buren and Dearborn.

CSL 1836, signed to go to Van Buren and Dearborn.

The interior of CSL 1218.

The interior of CSL 1218.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

SF Muni double-end PCC 1008.

SF Muni double-end PCC 1008.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

CSL 3286. Is this the interior of Kedzie Station?

CSL 3286. Is this the interior of Kedzie Station?

CSL 6221. Andre Kristopans: "6221 nb on S Chicago at 79th/ Stony Island."

CSL 6221. Andre Kristopans: “6221 nb on S Chicago at 79th/ Stony Island.”

CSL 1875.

CSL 1875.

CSL 5746 in July 1946.

CSL 5746 in July 1946.

CSL 5724 on the South Deering route.

CSL 5724 on the South Deering route.

CSL 5737.

CSL 5737.

CSL 3174, signed for Through Route 8 (Halsted).

CSL 3174, signed for Through Route 8 (Halsted).

CSL 1522.

CSL 1522.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 5941. S. Terman adds, "5941 is at North/Cicero carbarn."

CSL 5941. S. Terman adds, “5941 is at North/Cicero carbarn.”

CSL 1602 under the "L" (Lake Street... or 63rd?). M.E.: "I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L." On the other hand, Mike writes, "1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background."

CSL 1602 under the “L” (Lake Street… or 63rd?). M.E.: “I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L.” On the other hand, Mike writes, “1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background.”

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

CSL 5819 at Cottage Grove and 115th.

CSL 5819 at Cottage Grove and 115th.

CSL 3191 at Clark and LaSalle.

CSL 3191 at Clark and LaSalle.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, "Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip." Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, “Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip.” Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

The same location today.

The same location today.

CSL 1415 at Laramie and Lake, near the Lake Street "L".

CSL 1415 at Laramie and Lake, near the Lake Street “L”.

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: "As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it's possible this picture was taken prior to 1943. Miles Beitler: "Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway."

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: “As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it’s possible this picture was taken prior to 1943. Miles Beitler: “Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway.”

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

The same location today.

The same location today.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA's Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA’s Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the "L". This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin' fame, were appearing at the Schubert Theater in Laffing Room Only.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the “L”. This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin’ fame, were appearing at the Schubert Theater in Laffing Room Only.

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: "This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don't remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal."

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: “This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don’t remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal.”

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: "The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there."

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: “The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there.”

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: "The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd." M.E.: "I'll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation."

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: “The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd.” M.E.: “I’ll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation.”

A North Shore Line Electroliner is off in the distance, making a stop at... where? Scott Greig: "The southbound Electroliner with the MD car at far left is looking northeast at Downey's-Great Lakes. MD cars were commonly used to move sailors' baggage, even after LCL service ended in 1947." Joe Stupar: "The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there."

A North Shore Line Electroliner is off in the distance, making a stop at… where? Scott Greig: “The southbound Electroliner with the MD car at far left is looking northeast at Downey’s-Great Lakes. MD cars were commonly used to move sailors’ baggage, even after LCL service ended in 1947.” Joe Stupar: “The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there.”

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: "This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says "Central Park", referring to Central Park Ave. (3600 W.), the line's western terminus. (As I remember, the eastbound terminal sign read "60th - Blackstone".) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north."

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: “This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says “Central Park”, referring to Central Park Ave. (3600 W.), the line’s western terminus. (As I remember, the eastbound terminal sign read “60th – Blackstone”.) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north.”

A North Shore Line train "at speed," as they used to say. Not sure where this is. Joe Stupar: "The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure."

A North Shore Line train “at speed,” as they used to say. Not sure where this is. Joe Stupar: “The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure.”

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the "L".

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the “L”.

A pair of CAT wooden "L" cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: "The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so." Scott Greig: "Wood "L" cars at Logan...there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there's no crane or flat cars with them, they may be a rail grinder train."

A pair of CAT wooden “L” cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: “The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so.” Scott Greig: “Wood “L” cars at Logan…there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there’s no crane or flat cars with them, they may be a rail grinder train.”

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as "Berwyn," but it's across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the 'burbs, the North Riverside one was often referred to as the "suburban" barn. The area around the Oak Park barn was a lot more built up than this.

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as “Berwyn,” but it’s across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the ‘burbs, the North Riverside one was often referred to as the “suburban” barn. The area around the Oak Park barn was a lot more built up than this.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32

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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Loose Ends, Part One

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago's "L" system.

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago’s “L” system.

With this, and our next post, we are tying up some loose ends, so to speak. We have collected a great number of images over the last five years, and haven’t always had an opportunity to finish working on them and present them to you here. Just the caption writing alone takes a long time, and there is often research involved.

This is in addition to our usual work in scanning, cropping, straightening, color correction, spot removal, etc., which also takes a considerable effort. There are times when the images pile up, and there are various things that need to be done to them. We recently got around to some of those things.

We hope you enjoy the results, and if you have any questions or comments about these images, be sure to drop us a line. Be sure to refer to each image by its identifying file name. You can generally see what that is by moving your mouse over the image itself.

We also thank our various contributors to today’s post, Jeff Wien of the Wien-Criss Archive, Craig Berndt, and Bill Shapotkin, who have generously shared images from their collections.

I would also be remiss if I failed to note that July 15th was Ray DeGroote’s 90th birthday. Ray is a longtime friend and mentor. He is the dean of Chicago railfans, and has traveled all over, taking unforgettable pictures, sharing his wisdom and experience with others, for a lot longer than most of us have been alive. We wish him all the best.

-David Sadowski

Recent Finds

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner "Valley Forge" at Bryn Mawr in September 1964. (Richard S. Short Photo)

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner “Valley Forge” at Bryn Mawr in September 1964. (Richard S. Short Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don's Rail Photos notes: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don’s Rail Photos notes: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

The names of the two C&WT employees shown in the previous photograph.

The names of the two C&WT employees shown in the previous photograph.

Here is a mystery photo, It was identified as Chicago "L" workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

Here is a mystery photo, It was identified as Chicago “L” workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

Our resident south side expert M.E. writes:

You might be correct that this is the 61st St. yard on the Jackson Park line. I didn’t ride that line very much, because I lived along the Englewood line, so I can’t be sure. If it is 61st St., the view looks southeast.

In the 61st St. yard, I recall the long diagonal track in your picture. I also remember this track seemed to cleave the yard into two parts, such that the trains stored in the northern part would first have to move to the southern part, then onto the diagonal track to reach the mainline. That was rather clumsy.

I tried to recollect the big building in the background on the right. Or maybe there are more than one building. Either way, I think the building(s) could have been low-income project buildings that showed up on the South Side in the 1950s. The building(s) in this picture would be located south of 63rd and west of South Park Way (now King Drive).

The most convincing reason this might be 61st St. yard is, believe it or not, the way the switch is set in the lower right. That switch is set for mainline operation, in particular the northbound track. With this in mind, everything else in this picture falls into place correctly.

UPDATE: After writing all the above, I consulted my Central Electric Railfans Association (CERA) bulletin 115, dated June 1976, which covers the L system between 1947 and 1976. In the back of that book are numerous trackage layouts, including — yes — the 61st St. yard. And that trackage looks exactly like what is in your picture.

You might wonder where the connection between the southbound mainline track and the yard is. According to CERA 115, it is right where the camera is. It is a switch from southbound to northbound mainline track. In fact, you can see part of that switch precisely where your trolleydodger label (watermark) starts.

Thanks for figuring that out.

From 1949 to 1957, the CTA operated the Kenwood branch of the "L" as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met "L", as those lines were equipped with more modern steel cars. Not sure why there are three cars here-- Kenwood usually used one or two car trains in these days.

From 1949 to 1957, the CTA operated the Kenwood branch of the “L” as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met “L”, as those lines were equipped with more modern steel cars. Not sure why there are three cars here– Kenwood usually used one or two car trains in these days.

M.E. writes:
I learned from this picture that the Kenwood stub at Indiana Ave. had room for three cars. I thought it was just two. I guess I never saw a third (idle) car sitting in that space, because the presence of an idle car meant the passengers had to walk farther to connect between Kenwood and mainline trains. (And if Kenwood passengers wanted to connect to southbound mainline trains, they also had to use the overhead bridge between the two mainline platforms.)

I also learned from CERA 115 that the Stock Yards line did have its own yard, east of the Halsted St. station, but that was way back in 1913. No wonder I never saw it.

There is some speculation that the Stock Yards yard from 1913 was never actually used.

Regarding three cars in the Kenwood stub, it’s possible that a portion of the rear car went past the platform, and they didn’t open the rear door, as was the practice at other stations, where the trains ended up being longer than the platforms. (This could also be done with the front door on the head car in other places, but not here.)

M.E. again:

More about your Kenwood stub picture:

Judging by the space between the two cars at the left, I’d have to say the leftmost car was not connected to the other two, and was in fact sitting idle. And, as you mentioned, perhaps the rightmost car isn’t fully next to the platform.

I’d have to agree with that, for another reason: I don’t know whether old wooden cars were ever upgraded to enable a single conductor (or maybe the motorman) to control all doors. If the old cars were not upgraded, then a three-car Kenwood train would need two conductors. The amount of business the Kenwood shuttle did would never justify two conductors. This fortifies my recollection that the Kenwood shuttle never ran with more than two cars, and ran most of the time with just one car.

This picture was taken from the old Halsted "L" station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 - Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street "L" trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground "loop" along with the Lake, Dearborn, and Congress legs.

This picture was taken from the old Halsted “L” station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 – Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street “L” trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground “loop” along with the Lake, Dearborn, and Congress legs. Steve D. points out that the sign has Richard J. Daley on it as mayor, which means it can’t be prior to April 20, 1955.

The old Cicero Avenue station on the Garfield Park "L" stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the "L" crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

The old Cicero Avenue station on the Garfield Park “L” stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the “L” crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the "L" was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the “L” was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

The former Garden City Laundry building today.

The former Garden City Laundry building today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park "L" crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the "L" right in the middle of the highway. It is inconceivable that this would be done today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park “L” crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the “L” right in the middle of the highway. It is inconceivable that this would be done today.

Around July 1, 1957, a westbound CTA Garfield Park "L" train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

Around July 1, 1957, a westbound CTA Garfield Park “L” train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park "L" in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park “L” in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

Chicago Surface Lines 3294 near the Ravenswood 'L' station at Montrose (today's CTA Brown Line)

Chicago Surface Lines 3294 near the Ravenswood ‘L’ station at Montrose (today’s CTA Brown Line)

From the Collections of Craig Berndt

Craig Berndt shared these really nice images, which he purchased from the estate of the late Ken Luttenbacher, who may be the photographer. All were taken on the north side, and many of these pictures were shot from the front of a train, looking out the window (which was most likely opened, since this was in the days before air conditioned rapid transit cars).

While we don’t see a lot of “L” cars, what we do see are some excellent shots of the rights-of-way on the Howard and Evanston lines (today’s Red and Purple Lines).

He adds:

I wrote a book about the Toledo & Chicago Interurban that operated the Ft. Wayne-Garrett-Kendallville-Waterloo line, part of which operated in freight service until May 1945. I made presentations about it at Hoosier Traction Meet a few years ago.

All the pictures in this section are from the Craig Berndt Collection.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the 'L' until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the 'L' structure near Montrose.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the ‘L’ until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the ‘L’ structure near Montrose.

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Just north of Sheridan, looking north towards Wilson, in August 1963.

Just north of Sheridan, looking north towards Wilson, in August 1963.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton "L" station.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton “L” station.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Ravenswood (today's Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

The Ravenswood (today’s Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

From the Wien-Criss Archive

All the images in this section were taken by the late Charles L. Tauscher, and are shared by Jeff Wien, of the Wien-Criss Archive. These pictures show Kenosha buses, most on a fantrip held by the Omnibus Society of America. Bill Shapotkin notes, “OSA Fantrip 33 operated on July 9, 1967. The carrier was then known as Lake Shore Transit/Kenosha. Two different buses where used during the trip- #705 and 709.”

I recognize the former Kenosha North Shore Line station, four years after abandonment. The building still exists, but has been altered. It served as a restaurant for many years, and is now a day car center.

There are also two pictures taken in Racine, with the Frank Lloyd Wright-designed Johnson Wax Building in the background.

The large Pepsi bottlecap ad on the front of one bus reminds me of the streetcars in Johnstown, Pennsylvania that had these too, in pictures taken near the end of service there in 1960.

If anyone can help identify the other locations, that would be greatly appreciated. Again, please refer to each image by file name, thanks.

Bill Shapotkin: "This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station."

Bill Shapotkin: “This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station.”

How this area looks today.

How this area looks today.

Bill Shapotkin: "This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east."

Bill Shapotkin: “This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east.”

Bill Shapotkin: "This photo was taken in ILLINOIS -- on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left)."

Bill Shapotkin: “This photo was taken in ILLINOIS — on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left).”

Bill Shapotkin: "This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!" On the other hand, Russ Schultz says this is 56th Street.

Bill Shapotkin: “This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!” On the other hand, Russ Schultz says this is 56th Street.

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

We will round out today’s post with four excellent images shared by Bill Shapotkin. More will follow in our next post, Loose Ends, Part Two.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

Recent Correspondence

Barry S. writes:

With reference to your material on the launch of the Electroliner, I am passing along this contemporaneous promo /faux ticket. It’s about 30″ high. Due to my inept photo skills, it took three images to capture at least some details. Use and enjoy at your discretion. If any of your readers are interested, the item is for sale. It can be removed from its frame for easier/cheaper shipping.

I will make note of that, and if anyone wants to contact you, I will be sure to forward their info your way, thanks (using my ‘good offices,’ as opposed to my bad ones I guess).

Martin Baumann writes:

I recently discovered your very interesting website. In one post you said you are not sure what happened to Aurora Fox River and Elgin 305.

According to Cleveland’s Transit Vehicles: Equipment and Technology by James A. Toman and Blaine S. Hays it went to Cleveland with the rest of the batch and was retired in 1954 after its motors burned out during a blizzard at Thanksgiving.

That’s good to know, thanks!

Steve De Rose writes:

I am (still) Steve De Rose. If I did not previously mention this, I am also a member of the _American Breweriana Association_, which *just merged* with the East Coast Breweriana Association. Issue 226 of its journal arrived here very recently. John Warnik, of the sub-organization Chicagoland Breweriana Society has a fascinating story about the Yusay Brewery (formerly of 26th St. & Albany Ave). Yusay was one Chicago brewery which did a bunch of ads on transit vehicles. J. Warnik met someone who had seven medium-sized ads and he obtained them. Then came the questions of when these were used and where they appeared?

An ad for Dodge automobiles had Dodge’s 1953 slogan, “You’ve Got To Drive It To Believe It! 1953 Dodge”. This dated the signs to late 1952. He specifically focused on an ad for Yusay which illustrated its character ‘Local Boy’ at a banquet welcoming convention delegates to Chicago. As both the Democratic & Republican 1952 Presidential nomination conventions were held at the International Amphitheatre in Chicago, ‘Local Boy’ was seated between an elephant and a donkey on the dais. This more precisely identified the time frame. From your ‘Trolley Dodger’ weblog, he discerned a route 4 Cottage Grove streetcar, converted to one-man service (4056) with this ad in one of the outside slots near the front of the streetcar. He credits it to all three authors of *_Chicago Streetcar Pictorial, the PCC Car Era 1936-1958_*, including you. But the photograph he identifies and reproduces in this journal article is not the one on page 57 in the book. It looks like it is running southbound in downtown on Wabash between Wacker and Lake. (He shrewdly placed the top of the Yusay ad over the lower right corner of the photograph.)

What this informs us of is that 4056, converted to one-man service in May 1952, made many (if not all) of its runs on Cottage Grove. {Did Madison & Madison-Fifth CTA routes use one-man PCC Cars?}

Thanks for writing.

Looks like we have run two pictures of PCC 4056 with this ad, which probably dates both to the summer of 1952.

Madison and Madison-Fifth did not use one-man PCCs (and I do mean that literally, female bus operators weren’t hired until the 1970s). But after buses replaced streetcars on Madison in 1953, the branch on Fifth was operated briefly as a shuttle, using older red cars (1700-series) that were one-man.

Two-man cars, in any event, were required on any streetcar lines that crossed a railroad. The car would stop and the conductor would get out and look both ways before the car crossed the tracks.

CTA wanted to use one-man cars on 63rd Street, but first held two public hearings, and at one of them (the one on the west portion of the line), there was opposition to the plan, so the line was converted to buses instead. The one-man cars were used on Cottage Grove from 1952-55, and after that became a bus route, Western Avenue got them from 1955-56.

Another thing that CTA did was to substitute buses for PCCs on weekends. This had been a recommendation of a 1951 consultant report.

Keep those cards and letters coming in, folks.

-David Sadowski

St. Louis-built PCC 4056, signed for route 4 - Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach's assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

St. Louis-built PCC 4056, signed for route 4 – Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach’s assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

CTA 4056 is running on Route 4 - Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

CTA 4056 is running on Route 4 – Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32


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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Hard Work

This is the back end of a southbound CTA Jackson Park "B" train at Sheridan Road on July 7, 1966.

This is the back end of a southbound CTA Jackson Park “B” train at Sheridan Road on July 7, 1966.

It’s been more than a month since our last post, but that’s not for lack of effort. We have been hard at work on the images in this post. I have put it many, many hours with these pictures in Photoshop to make them look their best, or least, better than how I found them.

Sometimes, it seems that if something can go wrong, it will go wrong. I was up late last night writing more than 50 captions, and somehow they all vanished, and I had to rewrite them. But that’s okay, since the new versions you see here are better.

It’s been our experience that hard work often pays off. You be the judge.

We have also been hard at work on a new book– Chicago’s Lost “L”s, which will focus on those aspects of the system that either no longer exist, or have been completely changed. Work on this book is pretty far along. All the photo selections have been made, and the cover is finished.

We are excited about this new project, and hope you will be too. More information will be forthcoming as things progress.

Enjoy!

-David Sadowski

PS- Our thanks go out to Jeff Wien for sharing some fantastic images from the Wien-Criss Archive.

Recent Finds

The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

This and the following picture: A Kenosha Motor Coach bus is posed next to the former North Shore Line station circa 1967. The building remains, but has been altered over the years for use, first by a restaurant, then as a day care center. (Charles L. Tauscher Photo, Wien-Criss Archive)

This and the following picture: A Kenosha Motor Coach bus is posed next to the former North Shore Line station circa 1967. The building remains, but has been altered over the years for use, first by a restaurant, then as a day care center. (Charles L. Tauscher Photo, Wien-Criss Archive)

This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2x2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. H. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. H. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

The El Paso trolley, in its original incarnation, was an international affair, with service to Juarez, Mexico. This picture was taken in 1962. (Wien-Criss Archive)

The El Paso trolley, in its original incarnation, was an international affair, with service to Juarez, Mexico. This picture was taken in 1962. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

As much as we would like Chicago "L" cars to remain on the structure, there have been a few times when they did not. This April 12, 1974 photo shows one that came pretty close to falling down, but fortunately did not. This looks like downtown, but I am not sure of the exact location. Andre Kristopans adds, "Wreck was at Lake/Wells with 6047-48. Took W to N curve way too fast. This was probably last wreck cleaned up with only Rail derricks, S363 and S367. No rubber tired cranes used."

As much as we would like Chicago “L” cars to remain on the structure, there have been a few times when they did not. This April 12, 1974 photo shows one that came pretty close to falling down, but fortunately did not. This looks like downtown, but I am not sure of the exact location. Andre Kristopans adds, “Wreck was at Lake/Wells with 6047-48. Took W to N curve way too fast. This was probably last wreck cleaned up with only Rail derricks, S363 and S367. No rubber tired cranes used.”

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn't been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, "The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the "Kiosk Sphinx" that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW's "Ask Geoffrey" about the wealthy family that built a Mediterranean style home with a pool and "Eiffel" tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers."

We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn’t been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, “The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the “Kiosk Sphinx” that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW’s “Ask Geoffrey” about the wealthy family that built a Mediterranean style home with a pool and “Eiffel” tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers.”

This is the view looking west from the east terminal of the Kenwood branch at 42nd Place. There was a short stretch of steel structure, before the line ran on an embankment owned by the Chicago Junction Railway. Ross Harano: "This view is also looking north. The photo was taken from the north end of the platform next to the control tower building. The tall building in the background is one of the first CHA buildings on the lakefront at Lake Park and Oakwood Boulevard. The railroad tracks that ran with the "L" tracks went east over the Illinois Central tracks and ran south."

This is the view looking west from the east terminal of the Kenwood branch at 42nd Place. There was a short stretch of steel structure, before the line ran on an embankment owned by the Chicago Junction Railway. Ross Harano: “This view is also looking north. The photo was taken from the north end of the platform next to the control tower building. The tall building in the background is one of the first CHA buildings on the lakefront at Lake Park and Oakwood Boulevard. The railroad tracks that ran with the “L” tracks went east over the Illinois Central tracks and ran south.”

A wooden Chicago "L" car at the Illinois Railway Museum in Union, May 1968. The museum had moved here in 1964 from its original location in North Chicago. I believe that is a Milwaukee streetcar at left.

A wooden Chicago “L” car at the Illinois Railway Museum in Union, May 1968. The museum had moved here in 1964 from its original location in North Chicago. I believe that is a Milwaukee streetcar at left.

This postcard, circa 1910, shows one of the single track "L" stations that were a unique feature of the old Stockyards branch.

This postcard, circa 1910, shows one of the single track “L” stations that were a unique feature of the old Stockyards branch.

On February 24, 1957 we see a Douglas Park "L" train crossing over a Garfield Park one, running on temporary tracks in Van Buren Street, while the Congress median line (foreground) is under construction.

On February 24, 1957 we see a Douglas Park “L” train crossing over a Garfield Park one, running on temporary tracks in Van Buren Street, while the Congress median line (foreground) is under construction.

On February 24, 1957 a two-car train of CTA 4000s heads east on Van Buren at Ashland. This was the temporary route for part of the Garfield Park “L” from 1953 to 1958.

This is the view looking south from the Lake Street "L" at Paulina on March 17, 1954. The tracks at right were where the Met "L" went over the Lake line. At left is a new connection, just about to be put into service, that allowed Douglas Park trains to go to the Loop via Lake Street. This connection was used from 1954 to 1958, and is now used again by Pink Line trains (the successor to Douglas).

This is the view looking south from the Lake Street “L” at Paulina on March 17, 1954. The tracks at right were where the Met “L” went over the Lake line. At left is a new connection, just about to be put into service, that allowed Douglas Park trains to go to the Loop via Lake Street. This connection was used from 1954 to 1958, and is now used again by Pink Line trains (the successor to Douglas).

A two-car Kenwood "L" train, including 2910, is in the stub at Indiana Avenue station on February 25, 1955.

A two-car Kenwood “L” train, including 2910, is in the stub at Indiana Avenue station on February 25, 1955.

A Garfield Park "L" train of 4000s heads west at Kedzie on November 6, 1955. Unlike some other stations on the line, this one remained in service until 1958 as it was not directly in the expressway footprint. The first car is a "Baldie," built circa 1915, and the second is a "Plushie," from around 1924. These were state of the art cars when new, and were in service for nearly 50 years.

A Garfield Park “L” train of 4000s heads west at Kedzie on November 6, 1955. Unlike some other stations on the line, this one remained in service until 1958 as it was not directly in the expressway footprint. The first car is a “Baldie,” built circa 1915, and the second is a “Plushie,” from around 1924. These were state of the art cars when new, and were in service for nearly 50 years.

Here, a former Lake Street "L" car heads up a Stockyards shuttle train at Indiana Avenue on April 11, 1954.

Here, a former Lake Street “L” car heads up a Stockyards shuttle train at Indiana Avenue on April 11, 1954.

Car 1715 is a Lake Street Local at Marion Street in Oak Park. In 1948, locals and expresses were replaced by the CTA's A/B "skip stop" service.

Car 1715 is a Lake Street Local at Marion Street in Oak Park. In 1948, locals and expresses were replaced by the CTA’s A/B “skip stop” service.

CTA 3147 is at the front of a Lake Street "B" train at Marion. Despite the age of the car at left (circa 1939) this picture cannot have been taken prior to 1948.

CTA 3147 is at the front of a Lake Street “B” train at Marion. Despite the age of the car at left (circa 1939) this picture cannot have been taken prior to 1948.

CTA 1780 heads up a Lake Street "A" train at Marion Street. This was not quite the end of the line, as there was a station just west of Harlem Avenue in Forest Park. But this station was far more popular and Harlem and Marion serves today as the end of the line, since the Lake Street "L" was relocated to the adjacent North Western embankment in 1962.

CTA 1780 heads up a Lake Street “A” train at Marion Street. This was not quite the end of the line, as there was a station just west of Harlem Avenue in Forest Park. But this station was far more popular and Harlem and Marion serves today as the end of the line, since the Lake Street “L” was relocated to the adjacent North Western embankment in 1962.

This two-car train (including #299) is at Indiana Avenue station. The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.

This two-car train (including #299) is at Indiana Avenue station. The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.

When the CTA realigned the north and south side routes, Kenwood became a shuttle. These wooden gate cars (200-series) are being stored on an otherwise unused track on the South Side main. The Kenwood branch itself is at left.

When the CTA realigned the north and south side routes, Kenwood became a shuttle. These wooden gate cars (200-series) are being stored on an otherwise unused track on the South Side main. The Kenwood branch itself is at left.

Riders are coming and going from Kenwood car 273 at Indiana Avenue.

Riders are coming and going from Kenwood car 273 at Indiana Avenue.

CTA gate car #268 (or at least that is what is written on the picture) at Indiana Avenue, operating as a Kenwood shuttle. By the mid-1950s these cars were replaced by former Met "L" cars as they were taken off other lines.

CTA gate car #268 (or at least that is what is written on the picture) at Indiana Avenue, operating as a Kenwood shuttle. By the mid-1950s these cars were replaced by former Met “L” cars as they were taken off other lines.

Gate car #204 at Halsted on the Stock Yards branch.

Gate car #204 at Halsted on the Stock Yards branch.

I find this picture of car 1109 and train interesting for a number of reasons. It took a while to figure out where this is, but I believe it is on the Wabash leg of the Loop "L" heading north at Jackson. This area was, for many years, Chicago's "music row," and Kimball Pianos is at right. Since we are south of Adams, the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project. The train is an Evanston Express, going to Wilmette, but also mentions Skokie as a destination. Niles Center changed its name to Skokie in 1941, so this picture dates to the 1940s. Then, as now, it is not advisable to put your head or arms outside the car window.

I find this picture of car 1109 and train interesting for a number of reasons. It took a while to figure out where this is, but I believe it is on the Wabash leg of the Loop “L” heading north at Jackson. This area was, for many years, Chicago’s “music row,” and Kimball Pianos is at right. Since we are south of Adams, the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project. The train is an Evanston Express, going to Wilmette, but also mentions Skokie as a destination. Niles Center changed its name to Skokie in 1941, so this picture dates to the 1940s. Then, as now, it is not advisable to put your head or arms outside the car window.

Car 1048 is in the pocket track at Dempster, end of the line for Niles Center. The CTA replaced this with buses in 1948, but the line was revived as the Skokie Swift in 1964, following the North Shore Line's abandonment the previous year. The historic station building has since been moved slightly to the north and east to provide a bus lane.

Car 1048 is in the pocket track at Dempster, end of the line for Niles Center. The CTA replaced this with buses in 1948, but the line was revived as the Skokie Swift in 1964, following the North Shore Line’s abandonment the previous year. The historic station building has since been moved slightly to the north and east to provide a bus lane.

Gate car 2324 at Skokie Shops.

Gate car 2324 at Skokie Shops.

4000s going over the North Shore Channel bridge in Evanston, when it appears to be brand new. Not sure of the date. Miles Beitler adds, "It may have been taken during the elevation of the north end of the Evanston line from University Place to just north of Central Street. That project was completed in 1931. There would have been a bridge over the North Shore Channel long before then, as the channel was completed in 1910 and was crossed by a steam railroad at that point, but perhaps the elevation of the line required replacement or reconstruction of the existing bridge."

4000s going over the North Shore Channel bridge in Evanston, when it appears to be brand new. Not sure of the date. Miles Beitler adds, “It may have been taken during the elevation of the north end of the Evanston line from University Place to just north of Central Street. That project was completed in 1931. There would have been a bridge over the North Shore Channel long before then, as the channel was completed in 1910 and was crossed by a steam railroad at that point, but perhaps the elevation of the line required replacement or reconstruction of the existing bridge.”

2756 was a Met, car built in 1895, that at some point was converted for use as a medical car, and traveled over the Insull properties whenever it was necessary to give physical exams. Here, we see it on the Cross Street team track in Wheaton. Since the car did not have trolley poles, when it went on the North Shore Line, it had to be towed by something else, like a box motor car.

2756 was a Met, car built in 1895, that at some point was converted for use as a medical car, and traveled over the Insull properties whenever it was necessary to give physical exams. Here, we see it on the Cross Street team track in Wheaton. Since the car did not have trolley poles, when it went on the North Shore Line, it had to be towed by something else, like a box motor car.

Pullman PCC 4062 being delivered in 1946. This was the first of 600 new postwar streetcars for Chicago.

Pullman PCC 4062 being delivered in 1946. This was the first of 600 new postwar streetcars for Chicago.

The view looking north from Howard Street in 1930. The North Shore Line's Skokie Valeey Route is at left. Straight ahead leads to Evanston and Wilmette.

The view looking north from Howard Street in 1930. The North Shore Line’s Skokie Valeey Route is at left. Straight ahead leads to Evanston and Wilmette.

In the mid-1950s, some new 6000s are being delivered to 63rd Street Lower Yard.

In the mid-1950s, some new 6000s are being delivered to 63rd Street Lower Yard.

The Kenwood branch was mainly on an embankment owned by the Chicago Junction Railway.

The Kenwood branch was mainly on an embankment owned by the Chicago Junction Railway.

The Kenwood branch, near the east end of the line. The Nelson Coal Company was located at 1119 East 42nd Street. This must be near the end of service, as that looks like a 1957 Dodge at left.

The Kenwood branch, near the east end of the line. The Nelson Coal Company was located at 1119 East 42nd Street. This must be near the end of service, as that looks like a 1957 Dodge at left.

Met cars passing each other at DesPlaines Avenue in Forest Park, possibly circa 1952. There is a bus visible, which could be the CTA #17, which replaced the Westchester branch in December 1951. But it looks like this predates the rearrangement of this area which took place in 1953, when the Chicago Aurora and Elgin cut back service to Forest Park.

Met cars passing each other at DesPlaines Avenue in Forest Park, possibly circa 1952. There is a bus visible, which could be the CTA #17, which replaced the Westchester branch in December 1951. But it looks like this predates the rearrangement of this area which took place in 1953, when the Chicago Aurora and Elgin cut back service to Forest Park.

Although this circa 1905 postcard view is not very clear, this appears to be the Central Avenue station on the ground level portion of the Lake Street "L", at a time before the nearby Chicago & North Western elevated its tracks onto an embankment. According to Bill Shapotkin, the C&NW called this station either Austin or "Boulevard." Clarification from Bill: "This image is indeed of the Central St station of the Lake St 'L'. That said, the C&NW station was known as "Austin," NOT "Boulevard." As confusing as it is, The "Austin" C&NW station was at Central Ave and the "Boulevard" station was at Austin Blvd. This threw me for a while as well -- and had to have a old-timer explain it to me."

Although this circa 1905 postcard view is not very clear, this appears to be the Central Avenue station on the ground level portion of the Lake Street “L”, at a time before the nearby Chicago & North Western elevated its tracks onto an embankment. According to Bill Shapotkin, the C&NW called this station either Austin or “Boulevard.” Clarification from Bill: “This image is indeed of the Central St station of the Lake St ‘L’. That said, the C&NW station was known as “Austin,” NOT “Boulevard.” As confusing as it is, The “Austin” C&NW station was at Central Ave and the “Boulevard” station was at Austin Blvd. This threw me for a while as well — and had to have a old-timer explain it to me.”

In March 1958, the Illinois Electric Railway Museum ran a fantrip on parts of the CTA "L" system, using car 1024 and a work car. This was some months after the last wood car was used in regular service. Here, we see train on a siding in Evanston. We previously ran a photo of the same train on the Garfield Park "L" temporary trackage. 1024 went to IERM and has since been restored as car 24.

In March 1958, the Illinois Electric Railway Museum ran a fantrip on parts of the CTA “L” system, using car 1024 and a work car. This was some months after the last wood car was used in regular service. Here, we see train on a siding in Evanston. We previously ran a photo of the same train on the Garfield Park “L” temporary trackage. 1024 went to IERM and has since been restored as car 24.

There was only a short time frame when this picture could have been taken at Halsted and Congress. In the late 1940s, PCCs were used on Halsted, but they were removed starting in 1953, and service ended the following year with older red cars such as this. Under the new bridge, part of the Congress Expressway project, are the subway portals which now serve the rapid transit line that replaced the Garfield Park "L" seen at left.

There was only a short time frame when this picture could have been taken at Halsted and Congress. In the late 1940s, PCCs were used on Halsted, but they were removed starting in 1953, and service ended the following year with older red cars such as this. Under the new bridge, part of the Congress Expressway project, are the subway portals which now serve the rapid transit line that replaced the Garfield Park “L” seen at left.

New 6000s being delivered to Skokie Shops via the North Shore Line. Unfortunately, this picture is too fuzzy to make out the car numbers.

New 6000s being delivered to Skokie Shops via the North Shore Line. Unfortunately, this picture is too fuzzy to make out the car numbers.

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photos)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photos)

The Homan station on the Lake Street "L" in August 1965. This station was closed as part of the 1990s semi-rebuild of the lake line, and was then moved a few blocks to become the Garfield Park Conservatory station.

The Homan station on the Lake Street “L” in August 1965. This station was closed as part of the 1990s semi-rebuild of the lake line, and was then moved a few blocks to become the Garfield Park Conservatory station.

A family portrait by CTA articulated compartment car 51 at Dempster in Skokie in October 1968. This car was originally 5001 as delivered in 1947.

A family portrait by CTA articulated compartment car 51 at Dempster in Skokie in October 1968. This car was originally 5001 as delivered in 1947.

In June 1978, work is already underway on the new Forest Park CTA terminal. This was made much easier after the nearby Chicago Great Western train line was abandoned around 1972. The temporary station here occupies the oldd CGW right-of-way and used their bridge over DesPlaines Avenue. Once teh new station was built, the temporary one was torn down (along with the bridge) and the north side of the station now has pickup/dropoff lanes for buses.

In June 1978, work is already underway on the new Forest Park CTA terminal. This was made much easier after the nearby Chicago Great Western train line was abandoned around 1972. The temporary station here occupies the oldd CGW right-of-way and used their bridge over DesPlaines Avenue. Once teh new station was built, the temporary one was torn down (along with the bridge) and the north side of the station now has pickup/dropoff lanes for buses.

The late Gordon E. Lloyd took this picture at North Chicago Junction on April 23, 1961. Chuck W. notes, "The fan trip train on the left, is coming off the Shore Line Route. The train on the right, is the mainline to Chicago, which will split at Upton Junction, with the main line continuing on the Skokie Valley Route and the other branch heading to Libertyville and Mundelein."

The late Gordon E. Lloyd took this picture at North Chicago Junction on April 23, 1961. Chuck W. notes, “The fan trip train on the left, is coming off the Shore Line Route. The train on the right, is the mainline to Chicago, which will split at Upton Junction, with the main line continuing on the Skokie Valley Route and the other branch heading to Libertyville and Mundelein.”

The CTA station at Linden Avenue in Wilmette in January 1970. The building has been preserved, but is no longer used as the station entrance.

The CTA station at Linden Avenue in Wilmette in January 1970. The building has been preserved, but is no longer used as the station entrance.

The Chicago Surface Lines kept some historic streetcars for use in parades and special events. Since the experimental pre-PCC 7001 is present here, I would say this picture most likely predates the arrival of PCCs in late 1936. It could be from a couple of events in 1936, when Ashland was extended across a new bridge, or when two segments of 87th Street were joined by a new connection.

The Chicago Surface Lines kept some historic streetcars for use in parades and special events. Since the experimental pre-PCC 7001 is present here, I would say this picture most likely predates the arrival of PCCs in late 1936. It could be from a couple of events in 1936, when Ashland was extended across a new bridge, or when two segments of 87th Street were joined by a new connection.

This picture was found together with the previous one, and as they are sequentially numbered, it may or may not be from the same event. The occasion is a parade, and here we see an authentic 1859 horse car, probably in 1936. This is now at the Illinois Railway Museum. CSL made some recreations of things in 1934, including a faux cable car, but this is the real thing.

This picture was found together with the previous one, and as they are sequentially numbered, it may or may not be from the same event. The occasion is a parade, and here we see an authentic 1859 horse car, probably in 1936. This is now at the Illinois Railway Museum. CSL made some recreations of things in 1934, including a faux cable car, but this is the real thing.

A northbound Ravenswood "A" train at Chicago Avenue in the late 1950s.

A northbound Ravenswood “A” train at Chicago Avenue in the late 1950s.

There were several Red Arrow cars used in afantrip on the West Chester line in Philadelphia's suburbs on June 6, 1954, and car 68 appears to be one of them. There was a photo stop here at Patrick Avenue, and the bridge is highway 202. This 19-mile interurban line had good ridership, but fell victim to a project that widened West Chester Pike. It was replaced by buses.

There were several Red Arrow cars used in afantrip on the West Chester line in Philadelphia’s suburbs on June 6, 1954, and car 68 appears to be one of them. There was a photo stop here at Patrick Avenue, and the bridge is highway 202. This 19-mile interurban line had good ridership, but fell victim to a project that widened West Chester Pike. It was replaced by buses.

Recent Correspondence

Wooje Song writes:

I’m looking for the copyright holder who took attached photos. Attached are the photos I’m looking for.

I’m working in Chopin Theatre as an intern and my boss wants to use those pictures.

The surrounding streets in the first photo are Division and Milwaukee Avenue. The two cars pictured are No. 3208 and No. 3256.

The second one was taken at Ashland (left-right) and Milwaukee (up-down) at the Polish Triangle.

I googled to find out and finally reached you. I hope you have any ideas about this.

Chances are these pictures, circa 1930, are in the public domain. Back then, you had to individually copyright photos. There wasn’t the sort of automatic protection we have today.

Also, any new claim of copyright would depend, today, on their having been unpublished until now. Obviously, that is not the case. These pictures have likely been circulating for a long time.

They don’t look familiar, but I can also ask my readers if they might know who took these.

Hope this helps.

From Our Resident South Side Expert M.E.:

Let me start off by saying your hard work is much appreciated. The CNS&M pictures in particular are dazzling.

Now, on to my commentary for today.

https://thetrolleydodger.files.wordpress.com/2020/06/rbk335.jpg
I have a lot to say about this photo.

First: Your caption says “The photo says this is a Kenwood train, but I am
wondering if this is Stock Yards instead.” The answer is: neither. These cars are just sitting idle in storage. But they are probably assigned to the Stock Yards line.

Second: Judging by the water tower in front of the stored cars, and seeing the barrier along the rear of the platform at the right, I conclude this view looks west. The barrier convinced me there is no Stock Yards stub track on the other side of that platform. Ergo, the Stock Yards stub track is off the left side of the picture. And the Stock Yards train went west from Indiana. So the view is west.

Third: The 4000-series steel train is a through train from the north side to either Englewood or Jackson Park. That train, heading east through the station but on its way south, was on either the Howard-Jackson Park line or the Ravenwood-Englewood line. The corresponding westbound/northbound track used the track farthest from the camera.

I tried reading the destination sign on the 4000-series front car, but it is too faint. As I recall, it would have said either
Howard St.- or Ravenswood-
Jackson Park Englewood
via subway via subway
and the signs in the opposite direction would have said either
Jackson Park- or Englewood-
Howard St. Ravenswood
via subway via subway

The three-track setup through the station means the picture was taken before several major system revisions were made on 1 August 1949:
— the northern terminus of the Englewood line became Howard St.
— Ravenwood got its own separate line into downtown.
— Englewood/Howard A and Jackson Park/Howard B skip-stop service started.
— the Kenwood-to-Wilson line was cut back to a shuttle from Indiana Ave. to 42nd Place.

At that time, the trackage and platforms at Indiana Ave. also changed:
— the track at the right was almost totally covered over by extending the west/northbound platform out over the track.
— the remaining (uncovered) portion of that track became the stub terminal for the Kenwood shuttle.
— what was the middle track became the west/northbound track.

Third: The three tracks continued in both directions out of the station. From the east end of the station, the north/south service turned south, and all three tracks continued to just north of the 43rd St. station. From the west end of the station, the north/south service turned north, and all three tracks continued all the way past 18th St. to where the subway began.

This meant the middle track was available for car storage, even through the station. And that is what you see in the picture.

Fourth: Were these stored cars used on the Kenwood or Stock Yards line? I’m going with the Stock Yards line, for four reasons:
— The Kenwood line, at its eastern end at 42nd Place, had storage tracks. The Stock Yards line never had a place on its own trackage to store cars.
— As your photo in
https://thetrolleydodger.files.wordpress.com/2020/06/rbk334.jpg
illustrates, Kenwood cars could also be stored around the curve east/south of Indiana.
— West of the Indiana station, there were five tracks — two for the Stock Yards line and three for the north/south lines. And there were lots and lots of switches between the five tracks. In order to keep the switches clear, Stock Yards cars had to be stored someplace else, such as right there in the station.
— I tried reading the sign on the closest stored car (next to the car’s number), and I think the first word says “Stock”.

Your next three photos,
https://thetrolleydodger.files.wordpress.com/2020/06/rbk332.jpg
and
https://thetrolleydodger.files.wordpress.com/2020/06/rbk333.jpg
and
https://thetrolleydodger.files.wordpress.com/2020/06/rbk334.jpg
further illustrate the setup at Indiana Ave. post-1949 change.

https://thetrolleydodger.files.wordpress.com/2020/06/rbk327.jpg Your caption says “…the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project.” I contend it was closed on 1 August 1949 when the Kenwood line no longer ran downtown and then up to Wilson. Furthermore, this station could not have been closed due to Congress Xwy construction because, given the timeline in https://thetrolleydodger.files.wordpress.com/2020/06/rbk315.jpg ,
construction didn’t begin until 1952 or 1953.

Several other stations south of downtown were also closed on 1 August 1949: 18th, 26th, 29th, 33rd, and Pershing (leaving Cermak and 35th). Those stations also served the north/south line, but with the new skip/stop service, the stations were closed, and customers had to use surface routes. Here is a list of all closed L stations:
https://en.wikipedia.org/wiki/List_of_former_Chicago_%22L%22_stations

Thanks very much as always for your insightful comments.

The idea of a Congress Parkway highway goes back to the Burnham Plan at least, but was kicked around locally through the 20s and 30s before being pushed by Harold Ickes, FDR’s Secretary of the Interior, who came from the northern suburbs. This was his favored alternative to the plan Mayor Kelly was pushing, starting in 1937, which would have converted several of the “L” lines into elevated highways. (A plan which, if realized, would have been a disaster IMHO.)

Congress was not a wide street downtown. It had to be widened for the highway project, and from Dearborn to the west, there was also additional subway construction. The first phase of subway work only brought the Dearborn line as far as Congress, where it stopped.

This work was quite complicated near LaSalle Street Station, as the subway was built, and the street widened, at the same time that trains had to be kept running there.

Work on widening Congress as far east as Michigan Avenue was already happening in 1949, and it was around this time that buildings on the north and south sides of Congress were altered, and new sidewalks were carved out of those structures (including the Auditorium Theater building) so the street could be made wider. In other areas further west, some buildings were actually demolished.

Likewise, work on creating the lower level of Wacker Drive, the section running north and south along what had been Market Street, also began in 1949. The old Market Street Stub was in the way and was torn down. Work proceeded at the rate of about one block per year on that major project, which I think had reached Madison Street by about 1953. A bit further south, this also resulted in the old Met “L” connection to the Loop being rerouted through the former Wells Street Terminal. This took place in 1955 and then a section of “L”, including the station at Franklin and Van Buren, was removed.

All this was taking place, even though many parts of the expressway itself did not open until later– 1955, I believe.  Once it was decided to build a highway that would end downtown, the question of how traffic would be distributed there was a major concern, and one which had to be addressed fully even before the highway itself was opened.

-David Sadowski

Product News

We recently acquired some documents that have been scanned, and added to our E-Book The “New Look” in Chicago Transit: 1938-1973, available as a DVD data disc in our Online Store. The first is a brochure detailing (as of 1953) the reasons for the creation of the Chicago Transit Authority, and their accomplishments up to that time.

The second is the Report of the Committee on Signals and Interlocking for the Chicago Subway, dated June 1941. This committee was made up of representatives from the Department of Subways and Superhighways (City of Chicago), the Committee on Local Transporation (City of Chicago), the Illinois Commerce Commission, Chicago Surface Lines, and Chicago Rapid Transit Company.

Faced with answering the question of what type of signals and interlocking equipment should be used in the subway, which opened in October 1943, the committee did research and made recommendations, as well as presenting their rationale for their particular choices and the reasoning behind certain policies and practices.

Keep those cards and letters coming in, folks!

-David Sadowski

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

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


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

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


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

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

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



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

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

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

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

For Shipping to Canada:

For Shipping Elsewhere:

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

Help Support The Trolley Dodger

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This is our 251st post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 637,000 page views, for which we are very grateful.

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

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Our 250th Post

In the early morning hours of a very cold January 21, 1963, motorman Bill Livings removes the headlight from the final North Shore Line interurban train, after it reached the end of the line at Roosevelt Road in Chicago. This was the end of the line for the fabled interurban in a very literal sense.

In the early morning hours of a very cold January 21, 1963, motorman Bill Livings removes the headlight from the final North Shore Line interurban train, after it reached the end of the line at Roosevelt Road in Chicago. This was the end of the line for the fabled interurban in a very literal sense.

This is our 250th Trolley Dodger post, and we figured on making it something special. This time, we have a bevy of historical traction photos for your enjoyment.

If you have been along for the ride with us since this blog started, we salute you, but if you have just recently discovered us, we hope you will find much here to appreciate.

When we first started, one of our critics said this was a “good idea, but lacking in execution.” We hope to have gotten better at this, but freely admit to not knowing everything about anything. We have learned as much from our readers as they have probably learned from us, and the more we have shared with you, the more you have shared with us in turn. It’s very much a two-way street.

If we get something wrong, we can count on our readers to help set us right, so the Trolley Dodger becomes a “self-correcting mechanism” by which we all learn things together, creating an archive of information, and a resource for the future.

It seems that a lot of photos that interest me do not fit into the classic railfan photo mode. By which I mean a 3/4 Kodachrome view of the front of a railcar, taken only in bright sunlight, without a person anywhere in sight. I know photographers who won’t take anything other than this sort of picture.

I mean, I am interested in those types of photos too, and I certainly have taken some myself. But there are other things that interest me, and these include scenes of everyday life, pictures that have historical details, black-and-white photos, photos that are not technically perfect but still grab me somehow. Pictures that have people in them, that show how we lived at a moment in time.

Today’s post has all those kinds of photos. Some of the 35mm black-and-white images were obviously taken by a press photographer. I acquired the original negatives, but have no clue who took them. But there are unique photos of a former Chicago mayor, and various derailments. It might even be possible to determine the date when some of these pictures were taken, based on what you see in the picture.

It might surprise you to know that ‘L’ trains have actually fallen off the structure from time to time. Yes, there was the fateful 1977 accident at Wabash and Lake. But there were other such incidents, one of which is covered here.

There are also several color images taken around 1970, showing people riding an ‘L’ train, standing on subway platforms, and such. These offer a ‘slice of life,’ and if you want to know what the experience was of riding the trains half a century ago, this is a pretty good place to start. The great majority of fans did not take such pictures, but we can be glad that someone did.

We are currently working on a new book that we hope to complete in the near future. As you might expect, some of our research materials cost money. a lot has already been spent on this effort.

More details about that will be forthcoming, but if you would like to contribute financially, there is a link at the end of this post so that you may do so. If your contributions, in any amount, are intended to help with this book project, we will thank you by name in the book.

This is an offer we made for our last book Building Chicago’s Subways, and a number of our readers did help out, and were so thanked.

Enjoy!

-David Sadowski

Recent Finds

I recently purchased this unusual single-sided token. I had to look up what a "lamp check" is. It seems that before heading out on a run, a motorman would exchange one of these tokens for a portable headlamp. At the end of the day, it would be exchanged for the token. (For a picture of just such a headlamp, see the North Shore Line photo at the beginning of this post.)

I recently purchased this unusual single-sided token. I had to look up what a “lamp check” is. It seems that before heading out on a run, a motorman would exchange one of these tokens for a portable headlamp. At the end of the day, it would be exchanged for the token. (For a picture of just such a headlamp, see the North Shore Line photo at the beginning of this post.)

The Jackson station on the Dearborn Street Subway on August 8, 1974.

The Jackson station on the Dearborn Street Subway on August 8, 1974.

A six-car train of CTA 6000s, including two different color schemes, nears Armitage in May 1981. To the right is the ramp leading to the State Street Subway. (Mark Llanuza Photo)

A six-car train of CTA 6000s, including two different color schemes, nears Armitage in May 1981. To the right is the ramp leading to the State Street Subway. (Mark Llanuza Photo)

A train of CTA 6000s is at Jefferson Park on April 21, 1980. This was, at that time, the end of the line. A few years later, service was extended to O'Hare Airport. (Clark Frazier Photo)

A train of CTA 6000s is at Jefferson Park on April 21, 1980. This was, at that time, the end of the line. A few years later, service was extended to O’Hare Airport. (Clark Frazier Photo)

Those CTA 4000s sure did get around! Here we see a pair at the South Shore Line's yard in Michigan City, Indiana in September 1976, surely on their way to a railway museum. (Mark Llanuza Photo)

Those CTA 4000s sure did get around! Here we see a pair at the South Shore Line’s yard in Michigan City, Indiana in September 1976, surely on their way to a railway museum. (Mark Llanuza Photo)

An eastbound Chicago & North Western commuter train is seen from the Harlem Avenue Station on the Lake Street 'L' on January 12, 1963, a few months after the CTA line was relocated onto the embankment. (J. W. Vigrass Photo)

An eastbound Chicago & North Western commuter train is seen from the Harlem Avenue Station on the Lake Street ‘L’ on January 12, 1963, a few months after the CTA line was relocated onto the embankment. (J. W. Vigrass Photo)

A close-up of the previous photo. This shows part of the former Wieboldt's department store in River Forest, which opened in the 1930s. There was a double-decker parking garage, complete with control tower (which I assume was hardly ever used) and if you parked on the upper level, there was a second floor entrance that let you in near the Boy Scouts department. In the back, you can see the type of warehouse building that was prevalent in this area. Both buildings have been torn down and replaced with a more contemporary shopping center. Emerson Wakefield Sr., my grandfather, worked as an electrician for Wieboldt's during the 1930s.

A close-up of the previous photo. This shows part of the former Wieboldt’s department store in River Forest, which opened in the 1930s. There was a double-decker parking garage, complete with control tower (which I assume was hardly ever used) and if you parked on the upper level, there was a second floor entrance that let you in near the Boy Scouts department. In the back, you can see the type of warehouse building that was prevalent in this area. Both buildings have been torn down and replaced with a more contemporary shopping center. Emerson Wakefield Sr., my grandfather, worked as an electrician for Wieboldt’s during the 1930s.

CA&E 434 heads up an eastbound Chicago Express at Western Avenue in September 1948.

CA&E 434 heads up an eastbound Chicago Express at Western Avenue in September 1948.

Chicago Aurora & Elgin trains at the Wells Street Terminal in July 1953, just a few months before the interurban cut back service to Forest Park. I believe that is car 46 at the front of a train of woods. Don's Rail Photos adds, "46 was built by Stephenson in 1903. It was modernized in December 1940 and retired in 1959." The terminal did not connect directly with the Loop. Met 'L' cars turned off to the right and went to the Loop via structure on Van Buren Street. In 1955, due to construction of Lower Wacker Drive, that segment of 'L' was torn down, and CTA trains connected to the Loop via new trackage through the former Wells Street Terminal, which was no longer in use.

Chicago Aurora & Elgin trains at the Wells Street Terminal in July 1953, just a few months before the interurban cut back service to Forest Park. I believe that is car 46 at the front of a train of woods. Don’s Rail Photos adds, “46 was built by Stephenson in 1903. It was modernized in December 1940 and retired in 1959.” The terminal did not connect directly with the Loop. Met ‘L’ cars turned off to the right and went to the Loop via structure on Van Buren Street. In 1955, due to construction of Lower Wacker Drive, that segment of ‘L’ was torn down, and CTA trains connected to the Loop via new trackage through the former Wells Street Terminal, which was no longer in use.

A close-up of the last picture, showing Wells Street Terminal.

A close-up of the last picture, showing Wells Street Terminal.

A southbound Jackson Park "B" train approaches the Belmont station on July 3, 1961. At left is the Vic Theater. Notice a Ravenswood train is also entering the station on the outer track.

A southbound Jackson Park “B” train approaches the Belmont station on July 3, 1961. At left is the Vic Theater. Notice a Ravenswood train is also entering the station on the outer track.

One of the two North Shore Line Electroliners heads south from the CTA's Belmont station on the North-South main line on July 3, 1961. The station has been rebuilt, and instead of an overhead transfer bridge, you cross at mezzanine level now.

One of the two North Shore Line Electroliners heads south from the CTA’s Belmont station on the North-South main line on July 3, 1961. The station has been rebuilt, and instead of an overhead transfer bridge, you cross at mezzanine level now.

A South Shore Line train, including car 102, is at the Randolph Street Terminal on July 2, 1961. This area has been completely transformed. The station is now underground, underneath Millennium Park.

A South Shore Line train, including car 102, is at the Randolph Street Terminal on July 2, 1961. This area has been completely transformed. The station is now underground, underneath Millennium Park.

A South Shore Line train, including car 8, is at Central Station on July 2, 1961.

A South Shore Line train, including car 8, is at Central Station on July 2, 1961.

We are looking west along Washington Street at about 77 East on July 2, 1961. That is the Wabash leg of the Loop 'L'. Just out of view to the right would be the old main Chicago Public Library building, now the Cultural Center.

We are looking west along Washington Street at about 77 East on July 2, 1961. That is the Wabash leg of the Loop ‘L’. Just out of view to the right would be the old main Chicago Public Library building, now the Cultural Center.

The same location today.

The same location today.

A CTA two-car RAvenswood "A" train at Madison and Wells on July 3, 1961. Note the fire extinguisher at the front of the train.

A CTA two-car RAvenswood “A” train at Madison and Wells on July 3, 1961. Note the fire extinguisher at the front of the train.

A Chicago & North Western commuter train at Oak Park, Illinois on July 2, 1961. The train is moving away from us, as these trains use left-hand running. Also to the left you can see the ground-level tracks of the CTA Lake Street 'L'. Just over a year later, those trains were relocated to the C&NW embankment. I assume the location is Marion Street here.

A Chicago & North Western commuter train at Oak Park, Illinois on July 2, 1961. The train is moving away from us, as these trains use left-hand running. Also to the left you can see the ground-level tracks of the CTA Lake Street ‘L’. Just over a year later, those trains were relocated to the C&NW embankment. I assume the location is Marion Street here.

A North Shore Line train on the bridge over the Chicago River on Wells Street on July 2, 1961.

A North Shore Line train on the bridge over the Chicago River on Wells Street on July 2, 1961.

A South Shore Line train near the Art Institute of Chicago on July 3, 1961.

A South Shore Line train near the Art Institute of Chicago on July 3, 1961.

South Shore Line car 7 at the Fox River Trolley Museum on June 20, 1992.

South Shore Line car 7 at the Fox River Trolley Museum on June 20, 1992.

CTA 4451 at the Fox River Trolley Museum on June 20, 1992.

CTA 4451 at the Fox River Trolley Museum on June 20, 1992.

North Shore Line car 756 at the Fox River Trolley Museum on June 20, 1992.

North Shore Line car 756 at the Fox River Trolley Museum on June 20, 1992.

SF Muni PCC 1030 at the Fox River Trolley Museum on June 20, 1992.

SF Muni PCC 1030 at the Fox River Trolley Museum on June 20, 1992.

CTA 2600s at O'Hare Airport on June 25, 1992.

CTA 2600s at O’Hare Airport on June 25, 1992.

A South Shore Line train at the old Randolph Street Terminal in Chicago on May 26, 1993.

A South Shore Line train at the old Randolph Street Terminal in Chicago on May 26, 1993.

South Shore Line cars near the Art Institute on June 24, 1992.

South Shore Line cars near the Art Institute on June 24, 1992.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

CTA trains are run by one person nowadays, but when this picture was taken (circa 1970) the doors were operated by conductors, and each train had a two-person crew.

CTA trains are run by one person nowadays, but when this picture was taken (circa 1970) the doors were operated by conductors, and each train had a two-person crew.

This shows the conductor's station in car 2057. Once a key was inserted, the conductor would look out the window and used buttons to control the doors to either their left or right. There was also a button to signal the motorman.

This shows the conductor’s station in car 2057. Once a key was inserted, the conductor would look out the window and used buttons to control the doors to either their left or right. There was also a button to signal the motorman.

The State Street Subway.

The State Street Subway.

6003 was one of the very first 6000s and would have been delivered in 1950.

6003 was one of the very first 6000s and would have been delivered in 1950.

The woman with the sunglasses has an interesting hairdo.

The woman with the sunglasses has an interesting hairdo.

This, and the next few pictures that follow, show Chicago Mayor Richard J. Daley (1902-1976) taking part in the ceremonial introduction of the then-new CTA 2400-series rapid transit cars. The man behind the door is George Krambles, who eventually became general manager of the CTA. Not sure who the other gent is. Daley was then 74 years old and had been mayor for 21 years. He doesn't look particularly well, and in fact died from a massive heart attack later in the year, while he was at his doctor's office for a check-up. This series of cars was retired a few years ago, although some have been retained for work service, and for the CTA's historic collection. They are available for charters.

This, and the next few pictures that follow, show Chicago Mayor Richard J. Daley (1902-1976) taking part in the ceremonial introduction of the then-new CTA 2400-series rapid transit cars. The man behind the door is George Krambles, who eventually became general manager of the CTA. Not sure who the other gent is. Daley was then 74 years old and had been mayor for 21 years. He doesn’t look particularly well, and in fact died from a massive heart attack later in the year, while he was at his doctor’s office for a check-up. This series of cars was retired a few years ago, although some have been retained for work service, and for the CTA’s historic collection. They are available for charters.

In this, and in the pictures that follow, it looks like demolition work is taking place at State and Lake, in conjunction with renovations at this station. Not sure of the date, but with 2400s in the picture, it can't be earlier than 1976.

In this, and in the pictures that follow, it looks like demolition work is taking place at State and Lake, in conjunction with renovations at this station. Not sure of the date, but with 2400s in the picture, it can’t be earlier than 1976.

CA&E 436. I am wondering if this might be at Laramie Yards in Chicago. Don's Rail Photos adds, "305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954."

CA&E 436. I am wondering if this might be at Laramie Yards in Chicago. Don’s Rail Photos adds, “305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954.”

CA&E 423, signed as an Elgin Local. Don's Rail Photos: "423 was built by Cincinnati Car Co in 1927, (order) #2055."

CA&E 423, signed as an Elgin Local. Don’s Rail Photos: “423 was built by Cincinnati Car Co in 1927, (order) #2055.”

I am not sure of the location of this CA&E car. Could this possibly be on the Batavia branch?

I am not sure of the location of this CA&E car. Could this possibly be on the Batavia branch?

This picture needed a lot of work... this is the "before."

This picture needed a lot of work… this is the “before.”

This is the "after," although I am still not done with it yet. CA&E 433 and 404 are westbound at Oak Park Avenue in suburban Oak Park. The building at left is still there today, but I-290 goes through here now, below grade.

This is the “after,” although I am still not done with it yet. CA&E 433 and 404 are westbound at Oak Park Avenue in suburban Oak Park. The building at left is still there today, but I-290 goes through here now, below grade.

Recent Correspondence

Jon Roma writes:

David, here are photos about the two towers associated with the CRT State Street subway. The negatives 95-C-223 and 95-C-224 are of the south tower, which appears to have been on the west side of the track according to the model board in the picture. Negatives 95-C-243 and 95-C-244 are of the north tower (Armitage).

The images were taken by the equipment manufacturer and are in a private collection. I have the collection owner’s permission to share, provided that there’s a credit such as “Union Switch & Signal (Zachary C. Gillihan collection)”.

These are fascinating, rare glimpses into Chicago history, and I am sure our readers are just as appreciative of you sharing them as I am.

Keep those cards and letters coming in, folks.

-David Sadowski

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

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

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


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

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


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

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

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



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

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

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

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

For Shipping to Canada:

For Shipping Elsewhere:

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

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May Day

CTA prewar PCC 4021, the only survivor of 83 such cars, as it appeared in January 1960, three-and-a-half years after it was retired. The red streetcar behind it is presumably 460. Both cars were saved by the CTA for many years, and are now at the Illinois Railway Museum.

CTA prewar PCC 4021, the only survivor of 83 such cars, as it appeared in January 1960, three-and-a-half years after it was retired. The red streetcar behind it is presumably 460. Both cars were saved by the CTA for many years, and are now at the Illinois Railway Museum.

May Day is a traditional celebration of spring in many cultures. It is also a celebration of workers around the world. In this post, we celebrate transit workers and the people they serve, who are on the front lines of the challenges we face today. Here are some historic transit photos we have collected recently. We hope that you will enjoy them.

-David Sadowski

PS- We will be back with another batch of new finds for our next post, our 250th.

Recent Finds

In August 1957, CTA Met car 2920 approaches the eastern end of the Kenwood "L" branch at 42nd Place. This was one of the only locations along the line that used steel structure. The great majority of trackage was on Chicago Junction Railway embankment. There was a yard at this end of the line that had not been used in many years. Service was abandoned on Kenwood soon after this picture was taken. The photographer was standing on the nearby embankment.

In August 1957, CTA Met car 2920 approaches the eastern end of the Kenwood “L” branch at 42nd Place. This was one of the only locations along the line that used steel structure. The great majority of trackage was on Chicago Junction Railway embankment. There was a yard at this end of the line that had not been used in many years. Service was abandoned on Kenwood soon after this picture was taken. The photographer was standing on the nearby embankment.

By September 1959, the Chicago Aurora & Elgin interurban line had been completely abandoned. Passenger service ended abruptly in July 1957, and the last freight trains ran in early 1959. Here is what one of the Maywood stations (11th Avenue) looked like while the tracks were still in place.

By September 1959, the Chicago Aurora & Elgin interurban line had been completely abandoned. Passenger service ended abruptly in July 1957, and the last freight trains ran in early 1959. Here is what one of the Maywood stations (11th Avenue) looked like while the tracks were still in place.

This photo of CA&E 409 and train was taken between 1953 and 1957 at the DesPlaines Avenue terminal in Forest Park. Once the interurban stopped running downtown, due to construction of the Congress Expressway (now Eisenhower), trains looped here. CTA trains made a different loop on a wooden elevated structure just to the west of the station. (Steve Hyett Photo)

This photo of CA&E 409 and train was taken between 1953 and 1957 at the DesPlaines Avenue terminal in Forest Park. Once the interurban stopped running downtown, due to construction of the Congress Expressway (now Eisenhower), trains looped here. CTA trains made a different loop on a wooden elevated structure just to the west of the station. (Steve Hyett Photo)

CA&E's Batavia Junction in June 1963. Tracks have been removed by this time. We are looking down the Aurora branch, while Batavia trains curved off here to the right.

CA&E’s Batavia Junction in June 1963. Tracks have been removed by this time. We are looking down the Aurora branch, while Batavia trains curved off here to the right.

CA&E 423 at the Wells Street Terminal in December 1951. We are looking north along Franklin.

CA&E 423 at the Wells Street Terminal in December 1951. We are looking north along Franklin.

CTA crane car S-344 at the 61st Street Lower Yard. This was a point of intersection between Chicago's streetcar and elevated systems. Don's Rail Photos adds, "S-344 was built by McGuire-Cummings in 1910 as Chicago Railways 2. It was renumbered N2 in 1913 and became CSL N2 in 1914. It was rebuilt as X4 in 1946 and rebuilt as S344 in 1958. It was sold to Electric Railway Historical Society in 1963 and donated to Illinois Railway Museum in 1973." Our resident South side expert M. E. writes, "Your caption says this yard was an intersection of the streetcar system and the L system. Perhaps, but its main purpose was to be a junction of the railroads and city transit. For instance, the newest equipment would arrive by rail and then be transferred to the streetcar or L system. It would not surprise me to believe that, when the Green Hornet streetcars were being converted to L cars in St. Louis, the transfer to the railroads occurred here, and the opposite happened when the finished L cars were returned to Chicago."

CTA crane car S-344 at the 61st Street Lower Yard. This was a point of intersection between Chicago’s streetcar and elevated systems. Don’s Rail Photos adds, “S-344 was built by McGuire-Cummings in 1910 as Chicago Railways 2. It was renumbered N2 in 1913 and became CSL N2 in 1914. It was rebuilt as X4 in 1946 and rebuilt as S344 in 1958. It was sold to Electric Railway Historical Society in 1963 and donated to Illinois Railway Museum in 1973.” Our resident South side expert M. E. writes, “Your caption says this yard was an intersection of the streetcar system and the L system. Perhaps, but its main purpose was to be a junction of the railroads and city transit. For instance, the newest equipment would arrive by rail and then be transferred to the streetcar or L system. It would not surprise me to believe that, when the Green Hornet streetcars were being converted to L cars in St. Louis, the transfer to the railroads occurred here, and the opposite happened when the finished L cars were returned to Chicago.”

From the looks of it, this shows one of a handful of charter trips on the Chicago Aurora & Elgin that took place in 1958, after passenger service had been abandoned. This trip was sponsored by the Illini Railroad Club, and we are at the Lombard station.

From the looks of it, this shows one of a handful of charter trips on the Chicago Aurora & Elgin that took place in 1958, after passenger service had been abandoned. This trip was sponsored by the Illini Railroad Club, and we are at the Lombard station.

This picture shows the CA&E right of way east of Wheaton on March 14, 1957, less than four months before passenger service was abandoned.

This picture shows the CA&E right of way east of Wheaton on March 14, 1957, less than four months before passenger service was abandoned.

CA&E 422 is "at speed" on the Aurora branch west of Wheaton on March 28, 1957. Given the slow film speed of the time, many photographers pressed the shutter button before moving trains got too close, lest their pictures end up with motion blur.

CA&E 422 is “at speed” on the Aurora branch west of Wheaton on March 28, 1957. Given the slow film speed of the time, many photographers pressed the shutter button before moving trains got too close, lest their pictures end up with motion blur.

Here is what a portion of the CA&E Batavia branch right of way looked like on March 28, 1957.

Here is what a portion of the CA&E Batavia branch right of way looked like on March 28, 1957.

I am not sure of its original location, seen here, but there is a sign just like this at the Illinois Railway Museum now.

I am not sure of its original location, seen here, but there is a sign just like this at the Illinois Railway Museum now.

Philadelphia Suburban Transportation (aka Red Arrow) Brilliner #9 on the Ardmore line in July 1959. Buses replaced trolleys here in 1966.

Philadelphia Suburban Transportation (aka Red Arrow) Brilliner #9 on the Ardmore line in July 1959. Buses replaced trolleys here in 1966.

This is the Chicago Loop "L" looking west along Lake Street in August 1957. Trains on the Loop ran in a counterclockwise direction. We see trains of 6000s (rear) and 4000s (near). The 6000s are a westbound Douglas Park train, operating at this time via a portion of Lake-- the same path that Pink Line trains take today. It is taking a jog around the old Tower 18, which was replaced in 1969 in conjunction with the through-routing of the Lake and Dan Ryan lines.

This is the Chicago Loop “L” looking west along Lake Street in August 1957. Trains on the Loop ran in a counterclockwise direction. We see trains of 6000s (rear) and 4000s (near). The 6000s are a westbound Douglas Park train, operating at this time via a portion of Lake– the same path that Pink Line trains take today. It is taking a jog around the old Tower 18, which was replaced in 1969 in conjunction with the through-routing of the Lake and Dan Ryan lines.

The first steel cars on the CA&E were built by Pullman in 1923. This picture was taken between that date and 1926, when the Wells Street Terminal was renovated and expanded, with the addition of two more floors to the facade facing Wells Street. The terminal continued in use until 1953.

The first steel cars on the CA&E were built by Pullman in 1923. This picture was taken between that date and 1926, when the Wells Street Terminal was renovated and expanded, with the addition of two more floors to the facade facing Wells Street. The terminal continued in use until 1953.

CA&E 401 on Broadway and Downer Place in downtown Aurora in the late 1920s.

CA&E 401 on Broadway and Downer Place in downtown Aurora in the late 1920s.

The same location today.

The same location today.

The date on the back of this photo is April 1, 1953, although the date in the caption is March 23, which was a Monday. I am not sure just which station this was near, along the ground-level portion of the CTA Ravenswood (now Brown Line) "L". This train was only going as far as Fullerton, which suggests this accident may have happened at night, at a time when Ravenswood trains did not go all the way to the Loop. (The turnback point for this was later moved to Belmont.)

The date on the back of this photo is April 1, 1953, although the date in the caption is March 23, which was a Monday. I am not sure just which station this was near, along the ground-level portion of the CTA Ravenswood (now Brown Line) “L”. This train was only going as far as Fullerton, which suggests this accident may have happened at night, at a time when Ravenswood trains did not go all the way to the Loop. (The turnback point for this was later moved to Belmont.)

From the Wikipedia: "The Chicago, Aurora and DeKalb Railroad was a 29-mile (47 km) interurban line which operated from 1906 to 1923 and connected the cities of Aurora and DeKalb, Illinois. The line made connections in Aurora with the Aurora, Elgin and Fox River Electric Company, the Chicago, Aurora and Elgin Railroad, and the Aurora, Plainfield and Joliet Railway. Entry into Aurora was made via streetcar trackage of the Aurora, Elgin and Fox River Electric. Over the course of its history, the railroad used internal combustion, steam, and finally electric traction as motive power."

From the Wikipedia: “The Chicago, Aurora and DeKalb Railroad was a 29-mile (47 km) interurban line which operated from 1906 to 1923 and connected the cities of Aurora and DeKalb, Illinois. The line made connections in Aurora with the Aurora, Elgin and Fox River Electric Company, the Chicago, Aurora and Elgin Railroad, and the Aurora, Plainfield and Joliet Railway. Entry into Aurora was made via streetcar trackage of the Aurora, Elgin and Fox River Electric. Over the course of its history, the railroad used internal combustion, steam, and finally electric traction as motive power.”

CA&E postwar cars 453 and 451, two of an order of ten, at the Wheaton Yards.

CA&E postwar cars 453 and 451, two of an order of ten, at the Wheaton Yards.

Chicago North Shore & Milwaukee train #410 at Green Bay Junction, led by car 773, in 1953. Zach E. adds, "The lead car is not 773, but one of the 3 “Cincinnati Buckets”, 720, 726, or 730."

Chicago North Shore & Milwaukee train #410 at Green Bay Junction, led by car 773, in 1953. Zach E. adds, “The lead car is not 773, but one of the 3 “Cincinnati Buckets”, 720, 726, or 730.”

NSL car 717 heads up a two car train on the Skokie Valley Route. (Photo by S. K. Bolton, Jr.)

NSL car 717 heads up a two car train on the Skokie Valley Route. (Photo by S. K. Bolton, Jr.)

Three North Shore Line cars, including 161. (S. K. Bolton, Jr. Photo)

Three North Shore Line cars, including 161. (S. K. Bolton, Jr. Photo)

North Shore Line car 712.

North Shore Line car 712.

This looks like an Illinois Terminal car, but that is all the information I have about it.

This looks like an Illinois Terminal car, but that is all the information I have about it.

CA&E 316. (Malcolm D. McCarter Photo)

CA&E 316. (Malcolm D. McCarter Photo)

CA&E car 417, built by Pullman in 1923.

CA&E car 417, built by Pullman in 1923.

CA&E 400.

CA&E 400.

I have no info on this photo, but if I had to guess, I would say these are North Shore Line wood cars, of the type that were eventually sold to the CA&E in 1946.

I have no info on this photo, but if I had to guess, I would say these are North Shore Line wood cars, of the type that were eventually sold to the CA&E in 1946.

CA&E 451. (Railway Negative Exchange Photo)

CA&E 451. (Railway Negative Exchange Photo)

Between 1939 and 1942, the North Shore Line let the fledgling Central Electric Railfans' Association use one of their old wooden cars (#300) as a club car, for meetings and excursions. The date on the back of this photo is April 11, 1943, but I don't think any fantrips were taking place on the Chicago interurbans at that time, as there was a war going on.

Between 1939 and 1942, the North Shore Line let the fledgling Central Electric Railfans’ Association use one of their old wooden cars (#300) as a club car, for meetings and excursions. The date on the back of this photo is April 11, 1943, but I don’t think any fantrips were taking place on the Chicago interurbans at that time, as there was a war going on.

CA&E 321 at Laramie Yards in Chicago. (Edward Frank, Jr. Photo)