October Surprises

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, "Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here." This may be the same person: "Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA." See the Recent Correspondence section for more discussion about this picture.

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, “Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here.” This may be the same person: “Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA.” See the Recent Correspondence section for more discussion about this picture.

October is often full of surprises, especially during an election year. Here are some surprisingly good traction photos for your enjoyment. Some, we were fortunate enough to purchase. We missed out on others, but they are still worth including. We also have some excellent Chicago streetcar pictures from the collections of William Shapotkin, plus some interesting correspondence from our readers. We thank all our contributors.

As always, if you have questions or comments about anything you see here, we are glad to hear from you. It helps to refer to individual photos by their file name, which you can find by hovering your mouse over the image.

-David Sadowski

PS- We have received more than 100,000 page views this year. This is the sixth straight year we have done this. We are very grateful for our readers. Thank you for stopping by.

Facebook Auxiliary Group

It seems we always have things left over after each new post. So, we thought it would be a good idea to create a Facebook auxiliary group for The Trolley Dodger. You can find it here. People can post pictures, links, have discussions, etc. etc., thanks.

Recent Finds

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, "North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it."

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, “North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it.”

CTA subway wash car S-108 is in front of trailer 1199 at the "L" supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

CTA subway wash car S-108 is in front of trailer 1199 at the “L” supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here's what Don's Rail Photos tells us about this car: "313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945." Don Ross adds, "North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came."

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here’s what Don’s Rail Photos tells us about this car: “313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945.” Don Ross adds, “North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came.”

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street "L" train in the 1940s. Don's Rail Photos: "3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923."

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street “L” train in the 1940s. Don’s Rail Photos: “3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923.”

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World's Fair.

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World’s Fair.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren't delivered until later in the year, 7001 was CSL's newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren’t delivered until later in the year, 7001 was CSL’s newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

More That Got Away

The Trolley Dodger competes with many other people to buy images for this site. Here are some that we noticed recently that slipped through our fingers. As they say, you can’t win ’em all.

North Shore Line observation parlor car 420.

North Shore Line observation parlor car 420.

The CRT Laramie Shops, adjacent to the ground-level "L" station. We are looking east.

The CRT Laramie Shops, adjacent to the ground-level “L” station. We are looking east.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

The north portal of the State Street Subway, probably in the 1940s.

The north portal of the State Street Subway, probably in the 1940s.

A train of wooden "L" cars rounds the curve at Sedgwick.

A train of wooden “L” cars rounds the curve at Sedgwick.

An eastbound two-car train of CTA 4000s on the Lake Street "L" in 1964.

An eastbound two-car train of CTA 4000s on the Lake Street “L” in 1964.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Old and new control towers at Logan Square in 1966.

Old and new control towers at Logan Square in 1966.

The CTA Canal Street station on the Met main line, probably in the early 1950s. "L" cars and CA&E interurbans are present.

The CTA Canal Street station on the Met main line, probably in the early 1950s. “L” cars and CA&E interurbans are present.

A CA&E maintenance of way vehicle at the Wheaton Shops.

A CA&E maintenance of way vehicle at the Wheaton Shops.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A - Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A – Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

The same location today.

The same location today.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

The same location today.

The same location today.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

Logan Square yard in 1966.

Logan Square yard in 1966.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

Two "L" trains pass at the Merchandise Mart station circa 1955.

Two “L” trains pass at the Merchandise Mart station circa 1955.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park "L" crossing over the Chicago River near Union Station. We are looking to the northwest.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park “L” crossing over the Chicago River near Union Station. We are looking to the northwest.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

The same location today.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don't see any wire, so this could be after that.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don’t see any wire, so this could be after that.

Don's Rail Photos" "S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979." Perhaps this picture was taken in Indiana. The museum has since lost this location.

Don’s Rail Photos” “S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979.” Perhaps this picture was taken in Indiana. The museum has since lost this location.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old "L" crossed the right-of-way of the Congress Expressway, then under construction.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old “L” crossed the right-of-way of the Congress Expressway, then under construction.

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don't recall such a hill on the north side. Andre Kristopans: "PCC on hill is a pullout heading east on 69th at Parnell." On the other hand, our resident south side expert M.E. writes, "No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough -- read the street sign at the left: 81st and Parnell." Robert Lalich: "M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there."

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don’t recall such a hill on the north side. Andre Kristopans: “PCC on hill is a pullout heading east on 69th at Parnell.” On the other hand, our resident south side expert M.E. writes, “No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough — read the street sign at the left: 81st and Parnell.” Robert Lalich: “M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there.”

This is the Isabella station on the Evanston branch (today's CTA Purple Line) in 1970. That's a two-car train of 4000s. Note the lack of third rail.

This is the Isabella station on the Evanston branch (today’s CTA Purple Line) in 1970. That’s a two-car train of 4000s. Note the lack of third rail.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Don's Rail Photos: "South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005." The sign says South Bend Limited.

Don’s Rail Photos: “South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005.” The sign says South Bend Limited.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don's Rail Photos: "178 was built by Cincinnati Car in September 1920, #2455."

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don’s Rail Photos: “178 was built by Cincinnati Car in September 1920, #2455.”

A Des Moines, Iowa streetcar in the 1940s.

A Des Moines, Iowa streetcar in the 1940s.

A westbound Lake Street "A" train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

A westbound Lake Street “A” train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

From the Collections of William Shapotkin:

All the pictures in this section have been graciously shared by our good friend Bill Shapotkin.

CSL 106 in May 1947.

CSL 106 in May 1947.

CTA 123 at Kedzie and Van Buren in December 1948.

CTA 123 at Kedzie and Van Buren in December 1948.

CSL 135.

CSL 135.

CSL 204 in December 1946.

CSL 204 in December 1946.

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, "Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby."

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, “Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby.”

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 1994 at Division and Lavergne in May 1943.

CSL 1994 at Division and Lavergne in May 1943.

CTA 6148.

CTA 6148.

CSL 1825 at West Shops.

CSL 1825 at West Shops.

CTA 3315.

CTA 3315.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CTA 225 on Route 9 - Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CTA 225 on Route 9 – Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CSL 401 at Cicero and Belden in May 1946.

CSL 401 at Cicero and Belden in May 1946.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, "The destination sign begins with "89 Avenue", so this car is running east. Lind's book confirms the eastern terminus was at 89th and Avenue O."

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, “The destination sign begins with “89 Avenue”, so this car is running east. Lind’s book confirms the eastern terminus was at 89th and Avenue O.”

CTA 6050 on Route 55 just south of Lake Street.

CTA 6050 on Route 55 just south of Lake Street.

CTA 7217 on Route 36 - Broadway-State. (Robert W. Gibson Photo)

CTA 7217 on Route 36 – Broadway-State. (Robert W. Gibson Photo)

CTA 4401 at Skokie Shops in 1972, after retirement.

CTA 4401 at Skokie Shops in 1972, after retirement.

CSL 2919 at 26th and Halsted in 1946.

CSL 2919 at 26th and Halsted in 1946.

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, "I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955."

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, “I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955.”

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: "Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists."

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: “Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists.”

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

CTA sprinkler D-203.

CTA sprinkler D-203.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

Recent Correspondence

The unrestored version of the postcard shown at the top of this post.

The unrestored version of the postcard shown at the top of this post.

This postcard of Pullman streetcar 513 generated some discussion with our friend Jeff Marinoff, and additional comments from some others.

Jeff Marinoff writes:

Here is the info I received from Walter Keevil on Chicago Railway Company car # 513:

It is car 513 at a very early date. The number is readable on the side of the car as well as the front, though the middle digit is washed out on the front. There were three digit car numbers from 101 to 999. 513 was a Large or Old Pullman delivered in 1908-09 to Chicago Railway Co. before CSL took over management. The cars were originally painted a ‘medium’ green with red sash and doors so the photo shows everything black. The numbers were gold which also appears very dark. The well known red and cream didn’t come until 1920. I don’t know when the car numbers on the sides were moved to the center instead of the ends. The car in the photo looks a bit beat up, not the way CSL kept its cars until WW II.

Andre Kristopans adds:

Noticed that too, rather shabby condition. Maybe during WW1? Suppose maintenance went down on account of war and Spanish Flu at the same time.

Sandy Terman adds:

Regarding photo 513. Appears the big Pullmans were manufactured w/o the eight roof ventilators (4 on each side of the top hat) and w/o boarding air doors which were installed on the 500 series in later years. Question is why were the vents not manufactured on the baby Pullmans that were very similar?

We recently received an interesting comment on our previous post The Green Hornet Streetcar Disaster (May 19, 2015). It was directed at Craig Allen Cleve, who authored a book by that title, so we forwarded it to him and he in turn replied.

Bren Sheriff writes:

Mr. Cleve,
The NAACP has owned 11 contiguous lots on the east side of State Street between 62nd and 63rd for over 30 years; the lot addresses are 6209-6251 S State. I bet there is a story behind how the donor acquired the lots and why they made the decision to donate them to the NAACP. Unfortunately, no one in the unit knows. In your research did you come across any land ownership info. The public records online only go back to 1988. Perhaps I’ll get down to look at the original entry books.

We are contemplating developing the lots and putting up a memorial plaque. Not that it matters, but how many victims, both the 34 dead and 50 injured, were Black?

I am one of the few folks that I know that can remember this tragic accident. The reason I remember it so well is because my family went through several hours of anguish waiting to hear from my mother; she often rode the State Street Green Hornet home from work.

My mom worked at Spiegel’s on 35th near Morgan, we lived on 69th and Michigan; she often rode home on the State Street line. On the day of the accident she decided to go shopping for a graduation gift for my cousin, she had not told my aunt. When she was not home by 6pm, as usual, it concerned my aunt. However, all of us were put into a panic when the thick dark plumes of smoke rose from the enflamed accident site and filled the sky. One of our neighbors told us that there had been an accident on State between a street car and gasoline truck.

My cousin and a friend got on their bikes and rode over to State Street to try to see the site, unsuccessfully – it had been cordoned off. On their way home they saw my mom walking from Wentworth to Michigan on 69th Street. Seeing her enter the back gate was one of the most beautiful sights I’ve ever seen, even to this day.

She is now 95 and aphasic. Over the years, we never discussed that day nor the horrific accident.

Craig Allen Cleve replies:

Hello, Ben. Thanks for your question. I’ll do my best to answer your questions.

1. Regarding the properties along the east side of the 6200 block of S. State St., I never looked into records regarding ownership. In hindsight, it might have been worthwhile, considering reports that about 120 people were left homeless after the fire. There were only five structures that were completely destroyed, including the large tenement adjacent to the entrance to the turnaround loop. I’m guessing absentee landlords and severe overcrowding. I never researched ownership of the land post fire;

2. Thirty-three people died in the blaze, although several papers reported thirty-four. This was most likely due to the frightful condition of the bodies, particularly those who died at the rear of the trolley. Subsequent examinations put the number at thirty-three;

3. Of the 33, to my best recollection, the following victims were African-American:
Marietta Catlin
Minnnie Banks Dade
Clara Dobson
Bertha Dowdell
George Dowdell
Alean Fisher
Floreine Foster
Marie A. Franklin
Tishie Mae Johnson
Daisy Palmer
Luella Phillips
Julia Piercefield
Annie Richardson
Mamie Robinson
Rosa Saunders
Earl Sue Sharp
Ollie Smith
Dorothy Townsend
Douglas Turner

That’s about 60%. A good portion of those folks were on their way to Princeton Park, located at about 91st. St. and Wentworth Ave. Princeton Park was a housing development which targeted middle-class blacks in its ad campaigns.

4. I happy to hear that if the land is developed, that the idea of a memorial of some kind is at least being considered. Please let me know if I can help in any way. I hope this info was helpful.

Cordially,

Craig Cleve

Jon Roma writes:

David, in a recent post to The Trolley Dodger (The End of Summer – September 1, 2020), you have two news photographs of a derailment on the Rapid Transit at Wabash and Van Buren in May 1942. Attached is the article and pictures from the Chicago Daily Tribune from the following day’s newspaper (May 14, 1942).

I’m not certain how a fire a block away from Tower 12 caused this derailment, but my educated guess is that the disruption threw the towerman off his game, leading him to inadvertently throw a switch under a train, jackknifing it into the tower. One CRT employee was killed in this.

Thanks for sharing! The caption on one of the two press photos we posted also mentions that some trains were being rerouted because of the fire. That could also have been a factor in the interlocking switches not getting set correctly.

Wally Weart writes:

As I grew up in Chicago post WW II, many of these pictures bring back lots of memories, I grew up on the North Side but had family on the South Side so I was able to see a lot of Chicago streetcars and “L”s. I rode all the interurbans in the Midwest that were still operating. Please keep up your work, I really enjoy it.

We will do our best, thanks.  Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 45:49

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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New Directions

Bruce C. Nelson took this photo of CTA 5174, wrapped with the Chicago flag, on April 24, 2018 at Clinton just west of the Loop.

Bruce C. Nelson took this photo of CTA 5174, wrapped with the Chicago flag, on April 24, 2018 at Clinton just west of the Loop.

Here at the Trolley Dodger, we are always in search of new directions to take this blog to. While the great majority of photos we share are definitely “old,” they are new to us, and we hope, you as well.

There doesn’t have to be an overriding theme to these posts, but often one suggests itself. Often we simply collect pictures that interest us for various reasons, and once we have a sufficiency, they all go into a post.

But what is old now was once new, and at least some of today’s images did represent new directions at one time.

Two cases in point – Harper’s Weekly, from April 20, 1895, ran an in-depth report on the new Metropolitan West Side Elevated, which opened on May 6. That was 125 year ago now, but all this was brand new and very innovative. The Met was the very first of the “L”s to forgo steam power in favor of electricity, direct current carried by a third rail.

As the article makes clear, Chicago’s third “L” (after the South Side and Lake Street lines) drew inspiration from the Columbian Intramural Railway at the 1893 World’s Columbian Exposition. And while in retrospect, it would have made a lot of sense to have the Logan Square and Humboldt Park branches continue downtown on a straight line along Milwaukee Avenue, there was no Loop in 1895 for it to connect with.

The Met started life as a very ambitious self-contained entity. There was no Loop elevated until 1897.

The other new direction we offer today is from 1913. Once established, the Loop “L” was a tremendous success, but success brought with it a host of new problems to solve. Not all trains ran on the Loop– some started and ended at the stub end terminals each of the four “L” companies had. But most of them did, and at first, all circled the Loop. The result was congestion and slower service.

Gradually, it became apparent that Chicago’s “L”s would be better off as a unified system. It was a gradual process.

By 1913, the four “L” companies were still separate entities, but came under unified management, controlled by Samuel Insull. Important changes and improvements were afoot.

Now, you could transfer between the various “L”s without paying another fare. Transfer bridges were added at Loop stations, and where the Met crossed over the Lake Street “L”.

Traffic on the Loop was changed to counter-clockwise, a system that lasted 56 years, until the Dan Ryan line opened in 1969. Prior to this, trains used left-hand running there, and operated bi-directionally. For over half a century now, the Loop has been bi-directional, with right-hand running.

We acquired a very nice 1913 brochure detailing the new changes.

In addition, we have many recent photo finds to share with you.

Enjoy.

-David Sadowski

PS- We have shared literally thousands of images with you over the last five plus years. Not surprisingly, many of these photos end up on Facebook. There are lots of railfan groups on Facebook, and we belong to many of them ourselves. We are fine with you sharing our pictures there, but we do have a couple requests.

First, please do not crop out the Trolley Dodger watermark. It’s there for a purpose– to show everyone the source of the picture.  Give credit where credit is due.

Second, please include the caption information. I have seen some pictures shared without the captions, leading to much guesswork and wondering about things that were actually answered in the original caption itself.

Thanks.

From Harper’s Weekly, April 20, 1895:

1913 “L” Brochure:

Chicago "L" operations were consolidated under one management by 1913, when this brochure was issued to explain service changes to the public.

Chicago “L” operations were consolidated under one management by 1913, when this brochure was issued to explain service changes to the public.

In 1913, free transfers were instituted between the four "L" lines. To combat overcrowding, some north and south side trains were through-routed, meaning they only ran on half the Loop. Other trains continued to circle the Loop. The direction of trains in the Loop was changed to counter-clockwise, and the Northwestern and Lake Street "L"s changed to right-hand running outside of the Loop.

In 1913, free transfers were instituted between the four “L” lines. To combat overcrowding, some north and south side trains were through-routed, meaning they only ran on half the Loop. Other trains continued to circle the Loop. The direction of trains in the Loop was changed to counter-clockwise, and the Northwestern and Lake Street “L”s changed to right-hand running outside of the Loop.

We spent some time cleaning up this 1913 map in Photoshop. Under the new scheme of things, the Loop ran counter-clockwise. Met trains continued to use the inner Loop tracks, and Northwestern trains the outer tracks, as before. Lake trains were rerouted onto the inner tracks, and South Side trains to the outer tracks. Now many trains could be through-routed between the north and south sides, although there were still trains that went around the Loop and served all the stations. It would also have been possible to through-route Lake and Met "L" trains, but this was not done. There was some equipment sharing between Northwestern and Lake, as both "L"s used overhead wire in places, but none of the Met cars were equipped with trolley poles until the 1926 Eucharistic Congress. M.E. writes, "I must compliment your excellent Photoshop work on the 1913 Rapid Transit System map. Did you notice that it mentions "electric" connections at 63rd and Stony Island and at 63rd Place and Halsted? The latter was the interurban to Kankakee, which quit sometime in the 1920s, although its trackage under the L lasted into at least the 1940s."

We spent some time cleaning up this 1913 map in Photoshop. Under the new scheme of things, the Loop ran counter-clockwise. Met trains continued to use the inner Loop tracks, and Northwestern trains the outer tracks, as before. Lake trains were rerouted onto the inner tracks, and South Side trains to the outer tracks. Now many trains could be through-routed between the north and south sides, although there were still trains that went around the Loop and served all the stations. It would also have been possible to through-route Lake and Met “L” trains, but this was not done. There was some equipment sharing between Northwestern and Lake, as both “L”s used overhead wire in places, but none of the Met cars were equipped with trolley poles until the 1926 Eucharistic Congress. M.E. writes, “I must compliment your excellent Photoshop work on the 1913 Rapid Transit System map. Did you notice that it mentions “electric” connections at 63rd and Stony Island and at 63rd Place and Halsted? The latter was the interurban to Kankakee, which quit sometime in the 1920s, although its trackage under the L lasted into at least the 1940s.”

Recent Finds

This must have been a popular postcard, as it turns up a lot. This example was never mailed and is in excellent condition. It does show the bi-directional, left-hand running Loop, though, so it must date to before 1913. The Met car at left is heading north, away from us. The train at right is heading towards us. I suspect it is a Northwestern "L" car, about to head west on Van Buren. There were no transfer bridges at Loop stations until 1913. The view looks north at Wabash and Van Buren from Tower 12.

This must have been a popular postcard, as it turns up a lot. This example was never mailed and is in excellent condition. It does show the bi-directional, left-hand running Loop, though, so it must date to before 1913. The Met car at left is heading north, away from us. The train at right is heading towards us. I suspect it is a Northwestern “L” car, about to head west on Van Buren. There were no transfer bridges at Loop stations until 1913. The view looks north at Wabash and Van Buren from Tower 12.

Postcards like this were based on black-and-white photos, although the finished product, since it is traced, ends up looking more like a drawing. Once the four "L" lines were put under consolidated management in 1913, free transfers between lines were permitted. Here, the Met "L" along Paulina crossed the Lake Street "L", the only place on the entire system where two competing lines crossed, so Lake Street Transfer station was built. Met trains went downtown anyway, but it's possible some riders might have been able to save a few minutes by switching to a Lake Street train. The view looks east.

Postcards like this were based on black-and-white photos, although the finished product, since it is traced, ends up looking more like a drawing. Once the four “L” lines were put under consolidated management in 1913, free transfers between lines were permitted. Here, the Met “L” along Paulina crossed the Lake Street “L”, the only place on the entire system where two competing lines crossed, so Lake Street Transfer station was built. Met trains went downtown anyway, but it’s possible some riders might have been able to save a few minutes by switching to a Lake Street train. The view looks east.

We are looking west along the Van Buren leg of the Loop circa 1905. The train has a large "S" on it and is therefore a South Side "L" train, coming towards us as the Loop was left-hand running at the time, and is about to cross over to head south on the right-hand running Alley "L".

We are looking west along the Van Buren leg of the Loop circa 1905. The train has a large “S” on it and is therefore a South Side “L” train, coming towards us as the Loop was left-hand running at the time, and is about to cross over to head south on the right-hand running Alley “L”.

An early 1900s postcard view of the Met "L" Logan Square Terminal.

An early 1900s postcard view of the Met “L” Logan Square Terminal.

Tower 12 at Wabash and Van Buren, looking north, in the early 900s. This is during the era when trains ran bi-directionally, left handed, prior to 1913. A Northwestern "L" train is turning behind Tower 12 and will head west. The train at left is heading north.

Tower 12 at Wabash and Van Buren, looking north, in the early 900s. This is during the era when trains ran bi-directionally, left handed, prior to 1913. A Northwestern “L” train is turning behind Tower 12 and will head west. The train at left is heading north.

The date is not known, but this must be a photo stop along the North Shore Line's Skokie Valley Route. We can only imagine how old the young boy at left is today, shown holding a pair of binoculars. This must be a siding of some sort. The original image was shot on size 127 Ektachrome film, a larger format that 35mm, but one that could still be mounted in a 2x2 mount-- what people used to call a "superslide." This term is also used to describe slides shot with size 828 film, which was slightly larger than 35mm.

The date is not known, but this must be a photo stop along the North Shore Line’s Skokie Valley Route. We can only imagine how old the young boy at left is today, shown holding a pair of binoculars. This must be a siding of some sort. The original image was shot on size 127 Ektachrome film, a larger format that 35mm, but one that could still be mounted in a 2×2 mount– what people used to call a “superslide.” This term is also used to describe slides shot with size 828 film, which was slightly larger than 35mm.

A "superslide." Since we are looking at the back of the slide, the image is reversed.

A “superslide.” Since we are looking at the back of the slide, the image is reversed.

Red Arrow car 78 on the West Chester line on May 29, 1954, about a week before buses replaced trolleys. Much of the line was single track, side-of-the-road, with passing sidings. It fell victim to a road widening project along West Chester Pike. (James P. Shuman Photo)

Red Arrow car 78 on the West Chester line on May 29, 1954, about a week before buses replaced trolleys. Much of the line was single track, side-of-the-road, with passing sidings. It fell victim to a road widening project along West Chester Pike. (James P. Shuman Photo)

Center door Red Arrow car 63 is at 69th Street Terminal on December 29, 1962.

Center door Red Arrow car 63 is at 69th Street Terminal on December 29, 1962.

Red Arrow car 63 at West Garrett Road on December 29, 1962. This car was built by Brill in the mid-1920s.

Red Arrow car 63 at West Garrett Road on December 29, 1962. This car was built by Brill in the mid-1920s.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 15 at the end of the Ardmore line in the early 1950s. Buses replaced trolleys in 1966.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 15 at the end of the Ardmore line in the early 1950s. Buses replaced trolleys in 1966.

Kansas City had an elevated railway line that started out as a cable car line and eventually became part of their streetcar system. It lasted into the 1950s. The last Kansas City PCC ran in 1957, but a new 2.2 mile long modern streetcar line opened in 2016. Kansas City Public Service car 776 was built by St. Louis Car Company in 1946.

Kansas City had an elevated railway line that started out as a cable car line and eventually became part of their streetcar system. It lasted into the 1950s. The last Kansas City PCC ran in 1957, but a new 2.2 mile long modern streetcar line opened in 2016. Kansas City Public Service car 776 was built by St. Louis Car Company in 1946.

A CTA Loop Shuttle train on the Wabash leg in 1974.

A CTA Loop Shuttle train on the Wabash leg in 1974.

An eastbound two-car train of single car units, including car 8, are about to enter the Lotus Tunnel in March 1960. Construction of the Congress Expressway was well underway just to the north. The new highway opened in this area later that year.

An eastbound two-car train of single car units, including car 8, are about to enter the Lotus Tunnel in March 1960. Construction of the Congress Expressway was well underway just to the north. The new highway opened in this area later that year.

Around 1940, the Chicago Surface Lines temporarily installed this door arrangement on prewar PCC 4051. It was later used on the 600 postwar PCCs.

Around 1940, the Chicago Surface Lines temporarily installed this door arrangement on prewar PCC 4051. It was later used on the 600 postwar PCCs.

CRT 3137 is part of a Lake Street Local train on the ground-level portion of that line. Don's Rail Photos: "3136 and 3137 were built by Gilbert in 1893 as LSERR 84 and 85. They were rebuilt and renumbered 136 and 137 and later renumbered 3136 and 3137 in 1913. They became CRT 3136 and 3137 in 1923."

CRT 3137 is part of a Lake Street Local train on the ground-level portion of that line. Don’s Rail Photos: “3136 and 3137 were built by Gilbert in 1893 as LSERR 84 and 85. They were rebuilt and renumbered 136 and 137 and later renumbered 3136 and 3137 in 1913. They became CRT 3136 and 3137 in 1923.”

A "Plushie" 4000-series "L" train on a late 1930s fantrip.

A “Plushie” 4000-series “L” train on a late 1930s fantrip.

A Ravenswood Express with 4000s, including "Baldy" 4073, at the Merchandise Mart station circa 1940. From 1943-49, Ravenswood trains went downtown via the State Street Subway.

A Ravenswood Express with 4000s, including “Baldy” 4073, at the Merchandise Mart station circa 1940. From 1943-49, Ravenswood trains went downtown via the State Street Subway.

CRT 1101 heads up a southbound Evanston Shopper's Special at the Merchandise Mart station circa 1940. Don's Rail Photos: "1100 thru 1158 were built as trailers by Pullman in 1899 as NWERy 100 thru 158. They were renumbered 1100 thru 1158 in 1913 and became CRT 1100 thru 1158 in 1923."

CRT 1101 heads up a southbound Evanston Shopper’s Special at the Merchandise Mart station circa 1940. Don’s Rail Photos: “1100 thru 1158 were built as trailers by Pullman in 1899 as NWERy 100 thru 158. They were renumbered 1100 thru 1158 in 1913 and became CRT 1100 thru 1158 in 1923.”

A Chicago & North Western RDC (Budd Rail Diesel Car) commuter train in Evanston on August 5, 1950.

A Chicago & North Western RDC (Budd Rail Diesel Car) commuter train in Evanston on August 5, 1950.

CTA postwar PCC 4399 in the loop at 80th and Vincennes.

CTA postwar PCC 4399 in the loop at 80th and Vincennes.

My "Spidey sense" tells me this picture of CA&E 412 was probably taken at Laramie Avenue. But it could not be any later than 1937, since that is when rail service to St. Charles ended. The view looks northwest and the train is headed west.

My “Spidey sense” tells me this picture of CA&E 412 was probably taken at Laramie Avenue. But it could not be any later than 1937, since that is when rail service to St. Charles ended. The view looks northwest and the train is headed west.

This is an unusual place to see an Electroliner, as we are on the South Side "L". While the North Shore Line did run trains to the south side up to 1938, the Electrolners entered service in 1941. So, this must be a fantrip. Our resident south side expert M.E. writes, "This photo is an enigma. I cannot imagine the CNS&M would spare one of its two Electroliners for a fan trip. Maybe this was an introductory tour before service began in 1941. Also, your caption says the CNS&M ran to the south side until 1938. Then why do I remember seeing CNS&M cars on the Jackson Park L, rounding the curve at 63rd and Prairie, in the late 1940s? That CNS&M service ran to 63rd and Dorchester (1400 E.) to connect with Illinois Central passenger trains." Miles Beitler: "I’m not sure, but RBK792 could be the 61st street station, photographed from a building in the adjacent yard. It’s hard to tell, but there appears to be a junction (the turnoff to the Englewood branch) just before the train in the far distance, which does appear to be a 6000." Comparison with the following two photos proves (IMHO) that this is actually 61st Street, and that the picture was taken from the transfer bridge.

This is an unusual place to see an Electroliner, as we are on the South Side “L”. While the North Shore Line did run trains to the south side up to 1938, the Electrolners entered service in 1941. So, this must be a fantrip. Our resident south side expert M.E. writes, “This photo is an enigma. I cannot imagine the CNS&M would spare one of its two Electroliners for a fan trip. Maybe this was an introductory tour before service began in 1941. Also, your caption says the CNS&M ran to the south side until 1938. Then why do I remember seeing CNS&M cars on the Jackson Park L, rounding the curve at 63rd and Prairie, in the late 1940s? That CNS&M service ran to 63rd and Dorchester (1400 E.) to connect with Illinois Central passenger trains.” Miles Beitler: “I’m not sure, but RBK792 could be the 61st street station, photographed from a building in the adjacent yard. It’s hard to tell, but there appears to be a junction (the turnoff to the Englewood branch) just before the train in the far distance, which does appear to be a 6000.” Comparison with the following two photos proves (IMHO) that this is actually 61st Street, and that the picture was taken from the transfer bridge.

61st Street on the South side "L". (George Trapp Collection)

61st Street on the South side “L”. (George Trapp Collection)

61st Street on the South Side "L". (George Trapp Collection)

61st Street on the South Side “L”. (George Trapp Collection)

The CA&E owned everything west of Laramie Avenue, including Lockwood Yard, shown here circa 1930 or so (by the looks of the auto at left). We are looking west and that's Loretto Hospital in the distance, opened in 1923. Cars 418 and 431 are visible. Interestingly, the yard used overhead wire instead of third rail at this time. You can see a fence at the west end of the yard, and what appear to be a couple small bumper posts at track's end. After the Garfield Park "L" was replaced by the CTA Congress median line, an alleyway was put in here, approximately where the two trains are. The house is still there, as you will see in the pictures that follow, and, it seems, one of the posts that supported trolley wire. However, the homes at left, on Flournoy Street (700 S.) are gone, replaced by expressway. This portion of yard and right-of-way is now occupied by light industry.

The CA&E owned everything west of Laramie Avenue, including Lockwood Yard, shown here circa 1930 or so (by the looks of the auto at left). We are looking west and that’s Loretto Hospital in the distance, opened in 1923. Cars 418 and 431 are visible. Interestingly, the yard used overhead wire instead of third rail at this time. You can see a fence at the west end of the yard, and what appear to be a couple small bumper posts at track’s end. After the Garfield Park “L” was replaced by the CTA Congress median line, an alleyway was put in here, approximately where the two trains are. The house is still there, as you will see in the pictures that follow, and, it seems, one of the posts that supported trolley wire. However, the homes at left, on Flournoy Street (700 S.) are gone, replaced by expressway. This portion of yard and right-of-way is now occupied by light industry.

The same view today.

The same view today.

The fence to the right of this Chicago style brick bungalow shows just where Lockwood Yard ended. The yard was just north of the CA&E main line, which curved south just east of here and ran parallel to the B&OCT from here to Forest Park.

The fence to the right of this Chicago style brick bungalow shows just where Lockwood Yard ended. The yard was just north of the CA&E main line, which curved south just east of here and ran parallel to the B&OCT from here to Forest Park.

That certainly looks like one of the same poles in the earlier picture.

That certainly looks like one of the same poles in the earlier picture.

Chicago Aurora & Elgin wood car 16 at the end of the Batavia branch. Don's Rail Photos: "16 was built by Niles Car in 1902. It was modernized in December 1939 and retired in 1959."

Chicago Aurora & Elgin wood car 16 at the end of the Batavia branch. Don’s Rail Photos: “16 was built by Niles Car in 1902. It was modernized in December 1939 and retired in 1959.”

An 1883 omnibus was part of the CTA Historical Collection at 77th and Vincennes on May 25, 1958. This and other historic vehicles were paraded out that day, during one of the final Chicago streetcar fantrips. PCCs, including 4409, are at left.

An 1883 omnibus was part of the CTA Historical Collection at 77th and Vincennes on May 25, 1958. This and other historic vehicles were paraded out that day, during one of the final Chicago streetcar fantrips. PCCs, including 4409, are at left.

The view looking west from Racine on the Englewood "L" branch on November 3, 1955. The Loomis Terminal is in the distance.

The view looking west from Racine on the Englewood “L” branch on November 3, 1955. The Loomis Terminal is in the distance.

Looking northeast from the Halsted station on the Met "L" main line on June 27, 1954, we see a two-car westbound Garfield Park train of flat-door 6000s.

Looking northeast from the Halsted station on the Met “L” main line on June 27, 1954, we see a two-car westbound Garfield Park train of flat-door 6000s.

A six-car train of wooden "L" cars heads west at California Avenue on the Lake Street line. We are looking west on March 17, 1954.

A six-car train of wooden “L” cars heads west at California Avenue on the Lake Street line. We are looking west on March 17, 1954.

The CTA installed an escalator (called a "speed ramp") at the Loomis Terminal on the Englewood branch. This photo was taken on February 19, 1957. This branch was extended two blocks west to Ashland in 1969, providing a more convenient transfer to buses. M.E. adds, "The L platform at Loomis Blvd. did not originally extend over the street. It was added to accommodate longer trains. The bus heading north on Loomis was probably serving route 110 Marquette Blvd., which ended at the L station. Until the early 1950s, bus service along Marquette and Loomis Blvds. was part of the Chicago Motor Coach system, and had double-decker buses that might not have fit under the L track (if it had been there)." Alan Follett adds, "As I recall, the “speed ramp” at Loomis wasn’t an escalator. It was a sort of gently-inclined conveyor belt."

The CTA installed an escalator (called a “speed ramp”) at the Loomis Terminal on the Englewood branch. This photo was taken on February 19, 1957. This branch was extended two blocks west to Ashland in 1969, providing a more convenient transfer to buses. M.E. adds, “The L platform at Loomis Blvd. did not originally extend over the street. It was added to accommodate longer trains. The bus heading north on Loomis was probably serving route 110 Marquette Blvd., which ended at the L station. Until the early 1950s, bus service along Marquette and Loomis Blvds. was part of the Chicago Motor Coach system, and had double-decker buses that might not have fit under the L track (if it had been there).” Alan Follett adds, “As I recall, the “speed ramp” at Loomis wasn’t an escalator. It was a sort of gently-inclined conveyor belt.”

On February 19, 1957, we are looking west from the transfer bridge at Clark and Lake. A five-car Evanston Express train is at right, made up of wood cars in their final year of service.

On February 19, 1957, we are looking west from the transfer bridge at Clark and Lake. A five-car Evanston Express train is at right, made up of wood cars in their final year of service.

The view looking west at 40th and Indiana Avenue on the South Side "L". An 8-car Jackson Park train of 4000s is going to head north to Howard, and a train of southbound 6000s is off in the distance. The extra wide platform at right was extended in 1949, when the CTA turned the Kenwood branch into a shuttle operation. Riders could change here for that line and the Stock Yards branch. The date is April 13, 1954.

The view looking west at 40th and Indiana Avenue on the South Side “L”. An 8-car Jackson Park train of 4000s is going to head north to Howard, and a train of southbound 6000s is off in the distance. The extra wide platform at right was extended in 1949, when the CTA turned the Kenwood branch into a shuttle operation. Riders could change here for that line and the Stock Yards branch. The date is April 13, 1954.

"L" car 1016 is part of an Evanston train at Madison and Wells.

“L” car 1016 is part of an Evanston train at Madison and Wells.

CTA streetcar 1069 is running westbound on Route 16 - Lake Street. Some passengers have just stepped off and are waiting for the gates to go up as a Lake Street "L" train passes. There was a stretch of a few blocks where the ground-level "L" and streetcars ran side-by-side. Here, the trolley is going to go under the nearby embankment to run for a few blocks on the north side of the Chicago & North Western. Streetcars were replaced by buses in 1954, and the "L" was elevated onto the embankment in 1962. The picture can't have been taken before 1948, as the Lake train is a "B." A/B skip-stop service began on the line that year.

CTA streetcar 1069 is running westbound on Route 16 – Lake Street. Some passengers have just stepped off and are waiting for the gates to go up as a Lake Street “L” train passes. There was a stretch of a few blocks where the ground-level “L” and streetcars ran side-by-side. Here, the trolley is going to go under the nearby embankment to run for a few blocks on the north side of the Chicago & North Western. Streetcars were replaced by buses in 1954, and the “L” was elevated onto the embankment in 1962. The picture can’t have been taken before 1948, as the Lake train is a “B.” A/B skip-stop service began on the line that year.

The front car here is 3139 on this Lake Street "L" train at Quincy and Wells.

The front car here is 3139 on this Lake Street “L” train at Quincy and Wells.

One of the two cars in this Lake Street "L" train is 1708. At Madison and Wells.

One of the two cars in this Lake Street “L” train is 1708. At Madison and Wells.

CRT 3121 is a Lake Street gate car at Madison and Wells.

CRT 3121 is a Lake Street gate car at Madison and Wells.

CRT 1772 at the front of a train at Lake and Homan.

CRT 1772 at the front of a train at Lake and Homan.

CTA 1745 is the lead car on a westbound Lake Street "L" train, going down the ramp at Lake and Laramie.

CTA 1745 is the lead car on a westbound Lake Street “L” train, going down the ramp at Lake and Laramie.

A westbound Douglas Park train at Halsted on the Lake Street "L". Douglas trains were rerouted downtown via Lake from 1954 to 1958.

A westbound Douglas Park train at Halsted on the Lake Street “L”. Douglas trains were rerouted downtown via Lake from 1954 to 1958.

CTA 2963 is a Douglas Park train at Madison and Wells.

CTA 2963 is a Douglas Park train at Madison and Wells.

CTA 2772 heads up a westbound Douglas Park train rounding the Halsted curve on the Met "L" main line.

CTA 2772 heads up a westbound Douglas Park train rounding the Halsted curve on the Met “L” main line.

The caption on the back of this picture says this is 54th Avenue on the Douglas Park "L", however, I'm not so sure. It looks as though this is a westbound train that has just crossed over at the end of the line, but it is signed as a local and not an A or B train. M.E. writes: "Your caption is 99.44% correct, this picture has to be a westbound Douglas Park L at 54th St. in Cicero, crossing over to enter the terminal. The 0.56% in error is that it could indeed have been an all-stop train; A & B service on all lines that had A & B service was not A & B service at all times of day. As I recall, south side A & B service ran til maybe 8:30 p.m., and never on Sunday. So I contend this picture was taken on a Sunday." Kenneth Smith: "I saw this pic in your recent October Surprise post and immediately suspected that the correct location is the El Strip, north of Cermak Road, between Euclid and Wesley Avenues in Berwyn, Il. The Westbound train is approaching the end-of-line station at Oak Park Ave. Were the Westbound train really approaching 54th Avenue in Cicero, the Danly Machine Tool Company plant - not residences - would have been along the Northside of the El tracks. After a little sleuthing via Google maps found that the classic two-flats which appear on the Northside of the tracks are still there and intact. And the West facing building still features a straight roof line as shown in your photo."

The caption on the back of this picture says this is 54th Avenue on the Douglas Park “L”, however, I’m not so sure. It looks as though this is a westbound train that has just crossed over at the end of the line, but it is signed as a local and not an A or B train. M.E. writes: “Your caption is 99.44% correct, this picture has to be a westbound Douglas Park L at 54th St. in Cicero, crossing over to enter the terminal. The 0.56% in error is that it could indeed have been an all-stop train; A & B service on all lines that had A & B service was not A & B service at all times of day. As I recall, south side A & B service ran til maybe 8:30 p.m., and never on Sunday. So I contend this picture was taken on a Sunday.” Kenneth Smith: “I saw this pic in your recent October Surprise post and immediately suspected that the correct location is the El Strip, north of Cermak Road, between Euclid and Wesley Avenues in Berwyn, Il. The Westbound train is approaching the end-of-line station at Oak Park Ave. Were the Westbound train really approaching 54th Avenue in Cicero, the Danly Machine Tool Company plant – not residences – would have been along the Northside of the El tracks. After a little sleuthing via Google maps found that the classic two-flats which appear on the Northside of the tracks are still there and intact. And the West facing building still features a straight roof line as shown in your photo.”

An eastbound Garfield Park train at the Marshfield station in the early 1950s. Construction is already underway for the Congress Expressway that caused the "L" to be replaced by an expressway median route.

An eastbound Garfield Park train at the Marshfield station in the early 1950s. Construction is already underway for the Congress Expressway that caused the “L” to be replaced by an expressway median route.

A train of CTA 2800s at Van Buren and Paulina. This was the temporary route for part of the Garfield Park "L" from 1953 to 1958.

A train of CTA 2800s at Van Buren and Paulina. This was the temporary route for part of the Garfield Park “L” from 1953 to 1958.

A train of CTA 6000s is westbound at Laramie Avenue on the Garfield Park line in the 1950s.

A train of CTA 6000s is westbound at Laramie Avenue on the Garfield Park line in the 1950s.

CTA 3131, a one-man car operating on Route 16 - Lake Street, stops in front of the Woods Theater, located at 54 W. Randolph Street. The film 12 O'Clock High dates the picture to 1949. The Woods closed in 1989.

CTA 3131, a one-man car operating on Route 16 – Lake Street, stops in front of the Woods Theater, located at 54 W. Randolph Street. The film 12 O’Clock High dates the picture to 1949. The Woods closed in 1989.

CRT 1013 at Skokie Shops. Don's Rail Photos: "1013 was built by Pullman in 1899 as NWERy 13. It was renumbered 1013 in 1913 and became CRT 1013 in 1923. It was retired on December 20, 1954."

CRT 1013 at Skokie Shops. Don’s Rail Photos: “1013 was built by Pullman in 1899 as NWERy 13. It was renumbered 1013 in 1913 and became CRT 1013 in 1923. It was retired on December 20, 1954.”

CRT 2704 at Skokie Shops.

CRT 2704 at Skokie Shops.

CTA 3148 heads up a Lake Street train at Quincy and Wells.

CTA 3148 heads up a Lake Street train at Quincy and Wells.

CSL 6211 near the Eastside Theater, located at 10555 S. Ewing Avenue. It opened in 1922 and closed in 1951.

CSL 6211 near the Eastside Theater, located at 10555 S. Ewing Avenue. It opened in 1922 and closed in 1951.

Recent Correspondence

Bill Myers writes:

Here is (North Shore Line) 411 in Brooklyn on the South Brooklyn Railway in March 1963.

Thanks… could it really have been that soon after the abandonment? Or is a 1964 date more likely? (The second picture shows the same car being moved years later, 1970s at least.)

Miles Beitler writes:

Great photos as usual!

Regarding RBK792, it’s really hard to tell but could there be a 6000 in the distance? If so, it would date the photo to 1950 or later. As for North Shore trains running to the south side, as far as I know that practice ended in 1938 as you said. However, perhaps NSL ran occasional trains for special events such as the 1948-1949 Chicago Railroad Fair and the 1952 Republican and Democratic national conventions (which were both held at the International Amphitheatre).

Photo RBK817 is interesting as the side curtain of car 1013 shows “LOGAN SQ EXPRESS”. Were there really express runs on that route? The Logan Square line wasn’t very long compared to the other west side lines and it didn’t have as many stations. If there was an express, which stations were skipped?

Thanks for writing. That may be 6000s in the distance. There were some very creative fantrips on the North Shore Line prior to abandonment, and some these did indeed use one of the Electroliners. I am not aware of any special runs relating to the Railroad Fair or political conventions, however.

Regarding where a Logan Square Express train would have stopped, and what stations would have been skipped, I do not know. Perhaps one of our readers can help.

Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 45:49

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.
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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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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)

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

The back of the preceding photo, hand inscribed by Edward Frank, Jr.

The back of the preceding photo, hand inscribed by Edward Frank, Jr.

The Logan Square Terminal of the Metropolitan "L", in a photo postcard postmarked 1908. The iconic Illinois Centennial Monument was not erected until ten years later.

The Logan Square Terminal of the Metropolitan “L”, in a photo postcard postmarked 1908. The iconic Illinois Centennial Monument was not erected until ten years later.

A Met "L" conductor, possibly circa 1910. Notice how the stool he is sitting on has been repaired using some twine. This may possibly have been taken at Logan Square.

A Met “L” conductor, possibly circa 1910. Notice how the stool he is sitting on has been repaired using some twine. This may possibly have been taken at Logan Square.

A pair of CTA 4000s at Marion Street in Oak Park, along the old ground-level portion of the Lake Street "L", in May 1958. We are looking west. (J. W. Vigrass Photo)

A pair of CTA 4000s at Marion Street in Oak Park, along the old ground-level portion of the Lake Street “L”, in May 1958. We are looking west. (J. W. Vigrass Photo)

CTA PCC 7225, signed for Route 36 -Broadway-State, and red car 690, probably in 1954. But which station (car barn) is this? (J. W. Vigrass Photo) Our resident South side expert M. E. adds, "My guess is the Vincennes/77th barn. Reason #1: All the trackage. It was a very wide barn. Reason #2: The PCC car's destination sign reads State-84. There was a turnaround loop at 84th and State, a little more than a mile from this barn. By the way, the words on the roof line of the barn read "Chicago Surface Lines"."

CTA PCC 7225, signed for Route 36 -Broadway-State, and red car 690, probably in 1954. But which station (car barn) is this? (J. W. Vigrass Photo) Our resident South side expert M. E. adds, “My guess is the Vincennes/77th barn. Reason #1: All the trackage. It was a very wide barn. Reason #2: The PCC car’s destination sign reads State-84. There was a turnaround loop at 84th and State, a little more than a mile from this barn. By the way, the words on the roof line of the barn read “Chicago Surface Lines”.”

CTA red cars on the scrap line in 1954. (J. W. Vigrass Photo)

CTA red cars on the scrap line in 1954. (J. W. Vigrass Photo)

CTA salt car AA59 in 1954. Don's Rail Photos: "AA59, salt car, was built by St Louis Car Co in 1903 as CUTCo 4837. It was renumbered 1308 in 1913 and became CSL 1308 in 1914. It was rebuilt as (a) salt car in January 1934 and renumbered AA59 on April 15, 1948. It was retired on September 27, 1956." (J. W. Vigrass Photo)

CTA salt car AA59 in 1954. Don’s Rail Photos: “AA59, salt car, was built by St Louis Car Co in 1903 as CUTCo 4837. It was renumbered 1308 in 1913 and became CSL 1308 in 1914. It was rebuilt as (a) salt car in January 1934 and renumbered AA59 on April 15, 1948. It was retired on September 27, 1956.” (J. W. Vigrass Photo)

I am not sure what number CTA car this is, in this 1954 photo, or why it is painted green instead of red. (J. W. Vigrass Photo) Steve D. adds, "Alan R. Lind scribed the last survivor of the 2501-2625 series, which is what this car is, was 2605. It was sent to Devon Station 1948, and scrapped 1954. Somewhere during this span, it somehow got a Mercury Green paint job. But I am certain this is the unknown car." Don Ross notes, "2605 was built by St Louis Car Co in 1901. It was stored at Devon Barn in 1948 and scrapped there in 1954."

I am not sure what number CTA car this is, in this 1954 photo, or why it is painted green instead of red. (J. W. Vigrass Photo) Steve D. adds, “Alan R. Lind scribed the last survivor of the 2501-2625 series, which is what this car is, was 2605. It was sent to Devon Station 1948, and scrapped 1954. Somewhere during this span, it somehow got a Mercury Green paint job. But I am certain this is the unknown car.” Don Ross notes, “2605 was built by St Louis Car Co in 1901. It was stored at Devon Barn in 1948 and scrapped there in 1954.”

CTA 144 at 77th and Vincennes on May 25, 1958. The occasion was the final streetcar fantrip in Chicago, less than a month before the last line (Wentworth) was converted to buses. (J. W. Vigrass Photo)

CTA 144 at 77th and Vincennes on May 25, 1958. The occasion was the final streetcar fantrip in Chicago, less than a month before the last line (Wentworth) was converted to buses. (J. W. Vigrass Photo)

The Lake Street "L" near Cicero Avenue in May 1958. (J. W. Vigrass Photo)

The Lake Street “L” near Cicero Avenue in May 1958. (J. W. Vigrass Photo)

A two-car CTA traiin of 6000s is running on temporary trackage in Van Buren Street in May 1958. The following month, the Garfield Park line was replaced with the new Congress rapid transit line. (J. W. Vigrass Photo)

A two-car CTA traiin of 6000s is running on temporary trackage in Van Buren Street in May 1958. The following month, the Garfield Park line was replaced with the new Congress rapid transit line. (J. W. Vigrass Photo)

The CTA's Loomis Junction in September 1958, looking west. Here is where Douglas Park trains went up a ramp to connect to the existing "L" structure, while Congress trains continued to the right. (J. W. Vigrass Photo)

The CTA’s Loomis Junction in September 1958, looking west. Here is where Douglas Park trains went up a ramp to connect to the existing “L” structure, while Congress trains continued to the right. (J. W. Vigrass Photo)

A downtown photo stop on the May 25, 1958 streetcar fantrip. These later trips were held on weekends, since in these years, the CTA substituted buses for streetcars on some of the remaining lines. So, the fans could have all the photo stops they wanted. It was also typical to pair one of the older red cars with a PCC. On this trip, the 144 was paired with car 4384. (J. W. Vigrass Photo)

A downtown photo stop on the May 25, 1958 streetcar fantrip. These later trips were held on weekends, since in these years, the CTA substituted buses for streetcars on some of the remaining lines. So, the fans could have all the photo stops they wanted. It was also typical to pair one of the older red cars with a PCC. On this trip, the 144 was paired with car 4384. (J. W. Vigrass Photo)

Another picture of the final CTA streetcar fantrip on May 25, 1958. Red car 144 (now at the Illinois Railway Museum) is somewhere along the Wentworth line on Chicago's south side. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, ""Somewhere on the Wentworth line" has to be along Vincennes between 81st and 73rd, and most likely between the 77th St. barn and 73rd. (At 73rd, the car line curved north onto Wentworth.) The street width of Vincennes was noticeably wider than the width of Wentworth." The sequence of shots taken by the photographer would suggest the car is northbound. There is the Hamilton Park Laundry (7416 S. Vincennes) at the left of the picture. Hamilton Park is located just a few blocks west of Vincennes, between 74th and 72nd.

Another picture of the final CTA streetcar fantrip on May 25, 1958. Red car 144 (now at the Illinois Railway Museum) is somewhere along the Wentworth line on Chicago’s south side. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, “”Somewhere on the Wentworth line” has to be along Vincennes between 81st and 73rd, and most likely between the 77th St. barn and 73rd. (At 73rd, the car line curved north onto Wentworth.) The street width of Vincennes was noticeably wider than the width of Wentworth.” The sequence of shots taken by the photographer would suggest the car is northbound. There is the Hamilton Park Laundry (7416 S. Vincennes) at the left of the picture. Hamilton Park is located just a few blocks west of Vincennes, between 74th and 72nd.

The same location today.

The same location today.

A CTA work car in 1954. (J. W. Vigrass Photo)

A CTA work car in 1954. (J. W. Vigrass Photo)

CTA work car W-4 in 1954. Don's Rail Photos: "W4, work car. was built by Chicago Rys in 1908 as CRy 53. It was renumbered W4 in 1913 and became CSL W4 in 1914. It was retired on May 17, 1958." (J. W. Vigrass Photo)

CTA work car W-4 in 1954. Don’s Rail Photos: “W4, work car. was built by Chicago Rys in 1908 as CRy 53. It was renumbered W4 in 1913 and became CSL W4 in 1914. It was retired on May 17, 1958.” (J. W. Vigrass Photo)

CTA red cars (and one that was repainted green) on the scrap line in 1954. Visible in this photo, from left to right, are 3141, 3179, and 3151. Sister car 3142 is now at the Illinois Railway Museum. (J. W. Vigrass Photo)

CTA red cars (and one that was repainted green) on the scrap line in 1954. Visible in this photo, from left to right, are 3141, 3179, and 3151. Sister car 3142 is now at the Illinois Railway Museum. (J. W. Vigrass Photo)

CTA red car 417 in February 1954. (J. W. Vigrass Photo)

CTA red car 417 in February 1954. (J. W. Vigrass Photo)

The view from an eastbound Douglas-Milwaukee CTA "L" train, going down the ramp at Loomis Junction to run on the then-new Congress median line, in September 1958. (J. W. Vigrass Photo)

The view from an eastbound Douglas-Milwaukee CTA “L” train, going down the ramp at Loomis Junction to run on the then-new Congress median line, in September 1958. (J. W. Vigrass Photo)

Another photo from the May 25, 1958 CTA fantrip featuring red car 144. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, "Methinks this is at 81st and Halsted, the south end of the Wentworth line. The only way to reverse direction was to make a wye -- to turn from westbound on 81st to northbound on Halsted, then to run backwards (southbound on Halsted) across 81st St., and finally to turn from facing north on Halsted onto eastbound 81st. I think thus because there is only one trolley wire crossing the intersection, and I see only one track. This would place car 144 north of 81st St., going backwards to the south side of 81st."

Another photo from the May 25, 1958 CTA fantrip featuring red car 144. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, “Methinks this is at 81st and Halsted, the south end of the Wentworth line. The only way to reverse direction was to make a wye — to turn from westbound on 81st to northbound on Halsted, then to run backwards (southbound on Halsted) across 81st St., and finally to turn from facing north on Halsted onto eastbound 81st. I think thus because there is only one trolley wire crossing the intersection, and I see only one track. This would place car 144 north of 81st St., going backwards to the south side of 81st.”

A two car Evanston Express train, including car 45, at State and Lake. Cars in the 1-50 series were delivered in 1960, so this photo cannot be any earlier than that. We are looking west. The date may be June 1961. (J. W. Vigrass Photo)

A two car Evanston Express train, including car 45, at State and Lake. Cars in the 1-50 series were delivered in 1960, so this photo cannot be any earlier than that. We are looking west. The date may be June 1961. (J. W. Vigrass Photo)

In June 1961, photographer J. W. Vigrass captured this shot of a southbound Howard train at right, with a North Shore Line Electroliner heading north at left, and a northbound Howard train at center. Overhead wire is visible on the fourth track, for use by freight trains that were operated by the CTA until 1973. Southbound North Shore trains also used this power source at times.

In June 1961, photographer J. W. Vigrass captured this shot of a southbound Howard train at right, with a North Shore Line Electroliner heading north at left, and a northbound Howard train at center. Overhead wire is visible on the fourth track, for use by freight trains that were operated by the CTA until 1973. Southbound North Shore trains also used this power source at times.

A close-up of the previous picture.

A close-up of the previous picture.

CTA 6101-6102 heading up a four-car fantrip train in November 1985, for "Trolleyfest." After being stored at the Fox River Trolley Museum for many years, 6101-6102 are back on CTA property, and it is hoped they will someday run again. (Gregory Markey Photo)

CTA 6101-6102 heading up a four-car fantrip train in November 1985, for “Trolleyfest.” After being stored at the Fox River Trolley Museum for many years, 6101-6102 are back on CTA property, and it is hoped they will someday run again. (Gregory Markey Photo)

A northbound North Shore Line train at Howard Street.

A northbound North Shore Line train at Howard Street.

The same Trolleyfest fantrip train seen in a previous picture, with one of the four sets of articulated 51-54 cars coupled to it (formerly 5001-5004), is on the Paulina Connector in November 1985. At the time, this was a single track connection between parts of the rapid transit system, used only for shop moves. Now, this has been renovated and is part of the Pink Line route. The old Chicago Stadium, home of the Bulls and Blackhawks, is at rear. It has since been demolished and replaced by the United Center.

The same Trolleyfest fantrip train seen in a previous picture, with one of the four sets of articulated 51-54 cars coupled to it (formerly 5001-5004), is on the Paulina Connector in November 1985. At the time, this was a single track connection between parts of the rapid transit system, used only for shop moves. Now, this has been renovated and is part of the Pink Line route. The old Chicago Stadium, home of the Bulls and Blackhawks, is at rear. It has since been demolished and replaced by the United Center.

This photo was unfortunately partially light struck. This was not an uncommon occurrence when paper-backed roll film was used. Once again, this is North shore Line wooden car 300, some time during the 1939-42 period when it was used by Central Electric Railfans' Association as a club car, for excursions and meetings. From the looks of things, this is winter.

This photo was unfortunately partially light struck. This was not an uncommon occurrence when paper-backed roll film was used. Once again, this is North shore Line wooden car 300, some time during the 1939-42 period when it was used by Central Electric Railfans’ Association as a club car, for excursions and meetings. From the looks of things, this is winter.

A close-up of the previous picture. I believe the gentleman at center is a young George Krambles, CERA Member #1, then in his early 20s.

A close-up of the previous picture. I believe the gentleman at center is a young George Krambles, CERA Member #1, then in his early 20s.

Recent Correspondence

Carl Oberfranc writes:

I’ve just completed my 4th or 5th view of every posting from January 2015 forward, and I can’t thank you and your contributors enough for sharing these wonderful memories of Chicago-area transportation. I fond myself spending as much time focusing on the street scenes of cars, stores, etc. as I do the primary subject matter. Wonderful memories of what Chicago and surrounding areas looked like in my lifetime (starting in the mid-‘50s), and the world of my parents’ lifetimes.

I grew up in Glen Ellyn, so I have a special fondness for the Sunset Lines. I have very early memories of the tracks still being in place just before removal. In the late 60s, a friend and I would spend many days hiking the mostly undeveloped Prairie Path all the way to Elmhurst, or along the Elgin and Aurora branches. Spent many hours climbing on the bridge over the C&NW in Wheaton (the old ties were the only flooring at that time) and watching the freight trains pass below.

I was born in Oak Park, and spent nearly every Saturday there visiting Grandparents and other relatives in the 1960s. One location was on South Grove Ave., just a few doors south of South Blvd. I remember walking over to the Lake St. L crossing shack at Kenilworth with some other kids and talking with the CTA gate attendant. This was probably no more than a few months before the line was relocated to the C&NW embankment. The pictures of the Forest Park gas holder and the old concrete grain silos are bring back a lot of wonderful memories.

I wanted share scans of some CA&E photos I purchased in the early days of eBay (apologies for the quality). I can’t remember the seller at this point, nor can I be sure who the original photographer would be, but many of them have stamped info on the back that says, “Charles A. Brown, Wilkinsonville, MA.” Hopefully this rings a bell with one of your readers.

I don’t think any of these duplicate what you’ve already posted to your site. In fact, the only CA&E corresponding car I’ve noticed is the color photo of #30 from your January, 2019 post. Compare/contrast with my B&W image that shows previous damage to the bottom of the vertical wood slats.

Thanks again to you and your contributors for a great site!

Glad that you like the site, and thanks very much for sharing these great photos with our readers.

CA&E 10.

CA&E 10.

CA&E 30.

CA&E 30.

CA&E 302 in Wheaton, 1940.

CA&E 302 in Wheaton, 1940.

CA&E 312.

CA&E 312.

CA&E 318 on an early fantrip.

CA&E 318 on an early fantrip.

CA&E 318.

CA&E 318.

CA&E 459.

CA&E 459.

A CA&E Chicago Express in Berkeley.

A CA&E Chicago Express in Berkeley.

Ron Geppert writes:

I ran across the following original check which I acquired during my TT collecting days and wonder if you would appreciate having it or maybe just the jpg is adequate for your use.

I am sure our readers will appreciate seeing this. Thanks for sharing it.

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)

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Ones That Got Away

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

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

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

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

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

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

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

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

Stay safe.

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

What streetcar or interurban ran to Chicago Heights?

What streetcar or interurban ran to Chicago Heights?

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

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

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

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

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

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

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

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

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

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

An IC Electric station.

An IC Electric station.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Illinois Terminal interurban car 284 at an unknown location.

Illinois Terminal interurban car 284 at an unknown location.

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

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

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

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

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

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