Catching Up

July 19, 2022September 10, 2022David Sadowski 7 Comments

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”

This is our first post in nearly two months. We have been hard at work on our next book, The North Shore Line. In addition, I worked 16 straight days as an election judge during the recent primary here.

Each of these posts involves a tremendous amount of hard work that may not be apparent to the causal observer. First, we have to scan the negatives, prints, and slides that you see here. Then, they have to be worked over in Photoshop to get the color and density right, and remove any scratches, crud, and other blemishes that have accumulated over the decades since these pictures were taken. This can take hours for just a single photograph, but we think the results are well worth it.

Our goal is to present definitive versions of these classic photos in an online archive for all to enjoy. We see our stuff showing up all over Facebook and other parts of the Internet all the time, and, recently, even in books and magazines put out by others.

It would be nice if, in all cases, we received some credit for our contributions. When people ask permission to use our work, it is freely granted, but all we ask is that we are properly credited, that the original photographer is credited, and that the small watermark we place on these images is not cropped out.

We don’t think this is too much to ask. Meanwhile, we hope you will enjoy this latest batch of classic photographs.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 862 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s.
These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don’s Rail Photos: “4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985.” The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the “L” in June 1959.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: “Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media.” Jeff Didlake says, “I agree with Ken Achtert’s thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate.”

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, “That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney.” Kenneth Achtert adds, “2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees.”

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street “L” train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the “L” are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street “L” was shifted over to the nearby C&NW embankment in 1962.

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, “I don’t doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn.”

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

About the image above, M. E. adds:

Your caption reads: “This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove.” My hangup is with the term “newer PCCs”. Yes, they were newer than the red cars, but they were not newer than the PCCs on State St. in the photo. The PCCs that ran on 63rd St. were those that Chicago Surface Lines acquired in 1936 to run on Madison St. Those PCCs were also called “pre-war PCCs”. So perhaps your caption might better say “older red cars had replaced the pre-war PCCs, which were shifted …”

I give you credit for pointing out where a State St. PCC car collided with a gasoline truck. I remember that like it happened yesterday. I also credit the photographer for a terrific action photo.

Also, about this photo:

(1) In the distance is the State St. station on the Englewood L, situated south of 59th St. I spy two more State St. PCC cars at or near the L station. This illustrates how busy the north/south PCC car lines were. The Chicago Surface Lines, then the CTA, ordered a total of 600 post-war PCCs, and they were all needed on just five north/south lines — 36 Broadway/State, 22 Clark/Wentworth, 8 Halsted, 42 Halsted/Archer/Clark, and 49 Western. (The pre-war PCCs were still on 20 Madison.)

(2) You mentioned that the photographer was standing on a railroad viaduct. That viaduct spanned State St. just south of 63rd St. The photographer was at the eastern edge of a big freight yard paralleling the New York Central right of way. It is this same freight yard that was used, three blocks east, to deliver new PCC cars, then (later) L cars, to the CTA. The L cars were transferred to the CTA via the L track that ran from the southbound Jackson Park line south past 63rd St. and then down into a ground-level freight yard.

(3) That freight yard also spanned 63rd St., so the westbound red car shown in the photo is about to go underneath the freight yard until it emerges past the New York Central (and Nickel Plate) passenger train tracks, adjacent to the entrance to Englewood Union Station. Past the station, 63rd St. ran under more tracks, first the Rock Island, then the Pennsylvania, both of which also served Englewood Union Station. All told, the trip between State St. and almost to Wentworth Av. was mostly dark 24 hours a day.

(4) The billboard at the left in the photo advertises the ’53 Ford. Assuming this photo was taken in late spring or early summer of 1953 (judging by the clothing on pedestrians and the green foliage), I don’t see any ’53 Fords in the photo.

Buses replaced streetcars on 63rd Street on May 24, 1953, so the picture can’t be from after that, thanks.

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC “L” cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, “Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal.”

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago’s lakefront, in September 1951. (Vic Wagner Photo)

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

The pass for Central Electric Railfans’ Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street “L”. The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line’s Milwaukee Terminal. (William C. Hoffman Photo)

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

The same location in 2015. The streetcar tracks were just to the right of this alley.

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

Don’s Rail Photos: “1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana…” One side of this “L” car was removed, and it was used to transport large rolls of paper. Although Don’s says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Mystery Photo

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western's tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western’s tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

A close-up view of car 714, which seems to be painted orange.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

This was also scanned from an original North Shore Line 8x10" nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

This was also scanned from an original North Shore Line 8×10″ nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

Ray DeGroote Turns 92

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

I dedicated my last book Chicago’s Lost “L”s to my friend Raymond DeGroote, Jr., as the “Dean of Chicago Railfans.” He turned 92 recently. Ray has traveled the world, and has taken thousands of great photos, many of which have been used in books, magazines, and in his excellent slideshows over the years.

And he’s still at it– Ray recently returned from a trip to San Diego for the Electric Railroaders’ Association annual convention. Since returning, other friends have treated him to lunch, and he reports he is “well fed.”

Here are a few of Ray’s classic photos of the North Shore Line:

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans’ Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

The “KX” here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714’s interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

Recent Correspondence

Max Hensley sent us this scan of a 1890 specimen $1,000 bond for the West Chicago Street Railroad Tunnel Company. This cable car tunnel was built in 1893 and crossed the Chicago River near Van Buren Street. Like the other river tunnels, it was eventually enlarged and dug deeper around 1911 for streetcar use. But of the three such tunnels (the others being on Washington and LaSalle Streets), Van Buren was used the least, and does not seem to have seen much action after 1924, except for training use. These tunnels still exist but the approaches have been filled in.

The river tunnels are also discussed at length in my book Building Chicago’s Subways.

Milwaukee Streetcar

We were in Milwaukee on July 13th to help a friend move some things. We did stop by Burns Commons for a few minutes to catch a few pictures (and one video) of Milwaukee’s modern streetcar at its northern terminus:

Did Not Win

Try as we might, our resources are limited. Here are some interesting items that we were not able to purchase, but are still worth a second look:

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the “L”, but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as “Area.” When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6″ wide.

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

Here is what the late Don Ross wrote about the Elgin and Belvedere:

This line was built in 1906 and opened in 1907 between Elgin and Belvidere, 36 miles, to connect the Rockford lines with the Chicago lines. It was under the management of Bion J. Arnold, who was the most distinguished expert in city transit between 1900 and 1925. In 1927 the Rockford to Belvidere segment of the Rockford & Interurban was merged to form the Elgin Belvidere & Rockford. Rockford lightweight interurbans were used, but this was not financially satisfactory. The cars were returned to Rockford Public Service, and the old E&B cars were remodeled for one man service. But it was too late. Competition from the parallel Chicago & North Western and from the automobile caused the line to quit service on March 9, 1930. Arnold purchased two Manhattan Elevated steam locomotives and scrapped the line by himself. It was not completed until the mid to late 1930s.

In 1956, I was checking on ownership of an abandoned C&NW right-of-way for the Illinois Railway Museum, and I stopped in the county clerk’s office in Woodstock. The clerk became curious and then suggested that we might be interested in a piece of property which was on the delinquent tax rolls. It was 50 feet wide and 7 miles long. After paying the taxes for two years, a quit claim was filed and this has become the home of the IRM at Union, IL.

We ran some Elgin and Belvedere photos in a previous post, taken in the mid-1930s by the late Edward Frank, Jr., showing the interurban’s rolling stock in dead storage, waiting for buyers that never materialized.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

Chicago’s Lost “L”s Online Presentation

We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

Title Chicago’s Lost “L”s
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2021
ISBN 1467100007, 9781467100007
Length 128 pages

Chapters:
01. The South Side “L”
02. The Lake Street “L”
03. The Metropolitan “L”
04. The Northwestern “L”
05. The Union Loop
06. Lost Equipment
07. Lost Interurbans
08. Lost Terminals
09. Lost… and Found

Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

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Borrowed Time

May 26, 2022January 2, 2025David Sadowski 5 Comments

This January 1960 view, looking northeast, shows the temporary Central Avenue side platform station during construction of the Congress expressway. The CTA Congress median line had opened as far west as Cicero Avenue in June 1958, but farther west, used a series of temporary ground level alignments while highway work continue. The temporary station here was in use from October 1959 until October 1960, when the permanent center platform station opened. You can see a stairway for the new platform, built into the concrete wall of the Central Avenue underpass. The side platforms allowed for simultaneous construction of the new station. The expressway originally ended at Laramie Avenue (5200 W.), but was extended to Central (5600 W. ) in early 1960, and finally opened to Oak Park, Forest Park, and Maywood in October 1960. Newly delivered single car unit 22 heads up this westbound Congress-Milwaukee “A” train. East of here, the tracks curve off to go into the Lotus Tunnel, taking the line into the expressway median. Ultimately, this station did not develop much ridership, and closed in 1973, although it is still extant. (Jeffrey L. Wien Photo)

I was thinking about the expression “living on borrowed time” recently. I guess all of us are doing that, in a sense, but it occurred to me that when we look at old photographs, they can transport us back into the past. It’s almost as if by looking at them, we can borrow back some of the past.

Here are lots of photos that do just that. We also have some pictures from our recent trip to the East Troy Railroad Museum in Wisconsin. This was our first chance to see North Shore Line car 761 since it was restored by the museum.

I can’t say enough good things about the museum and its volunteers. We were treated to a tour of the barn where 761 and several other cars are stored. Even better, we ran into the Heinlein family who just happened to be there that day.

Keep those cards and letters coming in, folks. And thanks for lending us some of your time.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 835 members.

Recent Finds

New York Central loco 5287, a 4-6-4, heads south at Roosevelt Road on August 24, 1954. (David R. Sweetland Photo)

I recently purchased this “real photo postcard,” and the seller said this was the Harvard station on the Englewood branch of the “L”. However, closer inspection of the photo shows that this is actually the Princeton station, which opened in 1905, and closed in 1949 as part of the CTA’s restructuring of north-south service.

Electroliner 803-804 at Red Arrow’s 69th Street Shops on November 10, 1963, shortly after arriving from Chicago. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, being put into service on Red Arrow’s Norristown line on January 26, 1964. (Jeffrey L. Wien Photo)

SEPTA Liberty Liner “Valley Forge” crosses the Schuylkill River in September 1976, near the end of service on the Red Arrow line to Norristown. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, just after delivery to the Illinois Railway Museum on May 9, 1982. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” aka Electroliner 801-802, at the Illinois Railway Museum on October 2, 1982. (Jeffrey L. Wien Photo)

North Shore Line wood car 134 is on a siding, and may be possibly be in New Trier school tripper service on the Shore Line Route, before the late 1930s Winnetka Grade Separation project. Don’s Rail Photos: “134 was built by Jewett Car Co in 1907 as C&ME 134. It was rebuilt in 1914 retired in 1948. In 1936, the CA&E leased 11 surplus cars from the CNS&M. These cars were modified for service by raising the coupler height, installing electric heat instead of the coal-fired hot water heaters, modifying the control, and adding jumper receptacles and other minor fittings to allow them to train with the other CA&E cars. Since these were 50 mile per hour cars, and the CA&E cars were 60 MPH cars, they were soon operated only in trains of their own kind rather than mixed in with other cars. In 1945 they were returned to the North Shore where they operated briefly. They were purchased in 1946 and last ran in regular service in September, 1953.”

CTA gate car 390. Don’s Rail Photos: “390 was built by American Car & Foundry Co in 1905 as SSRT 390. It became CERy 390 in 1913 and became CRT 390 in 1923. It was retired on June 20, 1957.” Andre Kristopans: “390 I think is at North/Halsted. At first thought Sedgwick, but background does not match.”

On March 29, 1943, the first official Chicago Rapid Transit Company train heads into the north portal of the new State Street Subway, then still under construction. Only one track was in service, and the south portal was still being built. Test rides were being given to servicemen and war bond buyers. The official opening was on October 17th.

Shaker Heights Rapid Transit car 302, formerly of the Aurora, Elgin & Fox River Electric, is inbound at Woodhill Road on September 6, 1951. Don’s Rail Photos: “302 was built by St Louis Car in 1924, #1308. In 1936 it was sold to CI/SHRT as 302 and in 1954 it was sold to Gerald Brookins for the Columbia Park & Southwestern aka Trolleyville.” Sounds like it was scrapped there for parts.

North Shore Line city streetcar 354 at the Illinois Railway Museum in September 1972.

The conventional view of the North Shore Line station in Lake Forest.

A different view of the large North Shore Line station in Lake Forest that served the Shore Line Route. This can’t be later than 1916, as the railroad is identified by its previous name, the Chicago and Milwaukee Electric. The station survived the 1955 Shore Line abandonment, but was torn down around 1970.

I believe we are looking north at the Chicago and North Western commuter train station in Highland Park. If so, the North Shore Line’s tracks for the Shore Line Route would be at right in the adjacent street. Apparently the station footprint here did not allow for sufficient space to locate the NSL tracks on private right-of-way.

Another view of the C&NW Highland Park station, again looking north with the NSL Shore Line tracks in the street at right.

The entrance to Ravinia Park around 1915. It was built by the Chicago and Milwaukee Electric to help generate more ridership.

This shows the wooden “L” ramp under construction for the CTA’s Garfield Park temporary trackage that ran east of here in Van Buren Street during construction of the Congress expressway. You can see where the temporary structure was going to turn and head south, to rejoin the existing Garfield Park “L” near Sacramento Boulevard. The new alignment was used starting in September 1953, so this is some time before then. (Henryk Shafer Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 77 and 8 in Media, PA on April 25, 1954. Brilliner 8 is still in its original 1941 paint scheme. (Russell E. Jackson Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) car 83 on the West Chester line in 1954. Buses replaced trolleys on this long route the same year, as part of a highway widening project. Don’s Rail Photos: “83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982.” The M&H actually purchased car 86 in 1982, which was found to have some damage. So car 83 was renumbered as 86 by SEPTA and sold to them that way. The original car 86 also went along and was scrapped for parts. M&H is a diesel-powered tourist operation and the Red Arrow car is in storage there.

Laurel Line (Lackawanna and Wyoming Valley Railroad) cars 38, 114, and 35. I assume this is in Scranton, PA. Interurban passenger service quit on December 31, 1952.

Laurel Line car 32.

Laurel Line car 19 looks like it has seen better days.

Laurel Line car 35.

Laurel Line car 32.

Another view of Laurel Line car 19.

CTA single car units 41 and 42, equipped with trolley poles for use on the Evanston branch, are posed at Sedgwick on the Ravenswood line. The date may be June 26, 1960. Sunday fantrips were popular, when Ravenswood trains only went as far as Armitage, and the fans could have lengthy photo stops without interfering with regular service. North Shore Line trains were routed via the outer tracks at this time. (Richard J. Anderson Photo)

A CTA single car unit heads south just north of South Boulevard in Evanston on May 26, 1963.

A train of 4000s at Armitage.

4000s at Wellington.

6000s at Wellington.

CTA 2041 at Hamlin on the Lake Street “L”, signed as a “B” train, sometime between 1964 and 1969.

6000s at Wellington.

CTA single car unit #2 at the Skokie Swift terminal at Dempster, some time in the 1960s.

4000s at Wellington.

Brooklyn and Queens Transit PCC 1070 is at Park Circle on November 11, 1955, running on the 68-C 1 Ave line.

Brooklyn and Queens Transit PCC 1001 is at the Bristol Street loop on line 35 – Church on May 30, 1956. The auto at right is in the “bathtub” style that was briefly popular around 1950.

Brooklyn and Queens Transit PCC 1031 in May 30, 1956. This is a Church Avenue car entering the underpass at Ocean Parkway.

Chicago Surface Lines work car S-53 on October 21, 1940. Don’s Rail Photos: “S53, supply car, was built by Chicago Railways in 1909 as 10. It was renumbered S53 in 1913 and became CSL S53 in 1914. It was retired on November 25, 1949.”

Chicago Transit Authority snow plow S-319 (ex-3146) at Skokie Shops in April 1955. Don’s Rail Photos: “3146 was built by St. Louis Car in 1901 as Lake Street Elevated RR 146. It was renumbered 3146 in 1913 and became CRT 3146 in 1923.” Not sure when it was converted into a work car.

North Shore Line city streetcar 357 is in Waukegan in 1946, signed for the Naval Station. Streetcar service ended the following year. Don’s Rail Photos: “357 was built by St Louis Car Co in January 1928, #1453. It was retired in 1948 and scrapped in 1950. The last city cars purchased new by the North Shore were cars 351 thru 360. They came from St. Louis Car in 1927 and 1928 and were designed to operate as one or two man cars. 351 thru 358 went to Milwaukee, and 359 and 360 went to Waukegan. In 1942, 353 thru 358 were sent to Waukegan for wartime service. It is said that 351 and 352 were also sent to Waukegan, but if so, their stay was short. In 1947, with the abandonment of the Waukegan lines, the entire group was sent to Milwaukee to replace the Birneys. They ran until abandonment on August 12, 1951.”

NSL loco 458 at the Pettibone Yard in North Chicago on July 16, 1960. (Gordon E. Lloyd Photo)

A North Shore Line freight train, headed by loco 456, at North Chicago Junction on March 2, 1946. (Gordon E. Lloyd Photo)

The North Shore Line headquarters in Highwood, IL. (Gordon E. Lloyd Photo)

NSL Silverliner756 at Highwood on April 15, 1950. (Gordon E. Lloyd Photo)

A three-car North Shore Line train on the “L”. (Gordon E. Lloyd Photo)

NSL 411 at Highwood on June 12, 1949. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. It was rebuilt on February 25, 1943 as a two motor coach by closing in the open platform and changing the seating, and was sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to the Escanaba & Lake Superior in 1989.” (Gordon E. Lloyd Photo)

A four-car NSL train on Greenleaf Avenue in Wilmette on February 11, 1939. (Gordon E. Lloyd Photo)

We have several pictures from this fantrip, which covered the Shore Line Route and then continued north to Milwaukee. I bought this, as I thought it might shed some light on the photo stops. But this “timetable” only gives the starting time of the trip. It does list points of interest, route mileage, safety rules, and has a complete roster of the equipment as of late 1954… including which 15 cars had already been converted to Silverliners by that time. (I think the total had reached 30 by 1963.)

Original 1920s artwork for four North Shore Line posters… in the collection of David A. Myers, who bought them when the railroad was going out of business in 1963.

The North Shore Line Mundelein Terminal in December 1962.

The same location today, looking east. The old terminal was located just to the right of that telephone pole. You can see where the old right-of-way was in that clearing at rear.

A North Shore Line train heads north at North Chicago Junction in June 1961. The tracks at left led to the old Shore Line Route. After the 1955 abandonment, one track was kept in service to connect with the headquarters at Highwood (and also for freight use). (William Shapotkin Collection)

The late William C. Hoffman took this picture of an Electroliner menu on November 12, 1962.

The East Troy Railroad Museum

Milwaukee streetcar 846 at East Troy. Don’s Rail Photos: “846 was built by St Louis Car Co in 1920, #1239. It was one-manned in 1925 and was donated to the Kentucky Railway Museum in 1958. After two floods it went to the Appleton Trolley Museum in 1983. It was found to be severely damaged and was finally restored in 1998. In October 2002, the ATM merged with the East Troy Electric Railroad Museum and 846 was the first car moved.”

South Shore Line car 24. Don’s Rail Photos: “24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

South Shore Line car 33. Don’s Rail Photos: “33 was built by Standard Car in 1929, #P-3340. It was air-conditioned and sold to National Park Service in 1983.”

These stickers were applied to South Shore Line cars in the mid-1970s and became a rallying cry against abandonment.

South Shore Line car 9. Don’s Rail Photos: “9 was built by Pullman in 1926.”

South Shore Line car 13. Don’s Rail Photos: “13 was built by Pullman in 1926 and was rebuilt in 1946.”

CTA 4453. Don’s Rail Photos: “4453 was built by Cincinnati Car in 1924, #2860. It was acquired by Indiana Transportation Museum in 1974 and sold to East Troy Electric Ry in 1995.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Sheboygan Light, Power and Railway Company car 26. Don’s Rail Photos: “Sheboygan 26 was built by Cincinnati Car in 1908, #835. It was converted to one man operation. It later was used as a lake cabin for many years and was given full restoration to its original condition.” This car was added to the National Register of Historic Places in 2006.

Milwaukee Electric Railway & Light Company locomotive L-9. Don’s Rail Photos: “L9 was built at Cold Spring in 1944. It became WEPCo L9 in 1963 and was acquired by WERHS in 1979. It became East Troy Electric Ry L9 in 1989.”

South Shore Line car 30. Don’s Rail Photos: “30 was built by Standard Car in 1929, #P-3340. It was air conditioned and sold to Wisconsin Electric Railway Museum in 1984. It was sold to East Troy Electric Ry in 1984. It was later rebuilt without the humps and renumbered 1130.”

South Shore Line car 25. Don’s Rail Photos: “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

North Shore Line car 761 has recently been restored by East Troy and looks beautiful. Don’s Rail Photos: “761 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as a Silverliner in October 11, 1957.” It has had a number of owners since 1963 but came to East Troy from the Michigan Transit Museum in 2001.

Watch your step. The car could board on either high-level or low-level platforms.

761’s cab area.

This would have been the smoking compartment back in the day.

The museum is justifiably proud of their restoration work.

The ticket booth at East Troy.

Bob Heinlein and his brother at East Troy.

Aboard 4420.

CTA 4420 at the Elegant Farmer store in Mukwonago. Don’s Rail Photos: “4420 was built by Cincinnati Car in 1924, #2860. It was acquired by Wisconsin Electric Historical Society on February 11, 1975, and sold to East Troy Electric Ry in 1988.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Recent Correspondence

We recently received these two photos from our good friend David Harrison:

CTA 3311 on June 19, 2006 charter, paying tribute to the 2005 World Champion Chicago White Sox. (Bruce C. Nelson Photo, courtesy of David Harrison)

David Harrison in his CTA uniform, near Loomis, in a photo taken by his mother. I couldn’t quite make the processing date out on the slide– it was either December ’65 or ’66, although this picture was obviously taken at a different time of the year.

North Shore Line Mystery Photo

If anyone knows who took this picture, taken at the North Shore Line’s Milwaukee Terminal, please let me know. I checked with the Center for Railroad Photography and Art, and it apparently was not taken by the late John E. Gruber, although it does look similar to his work.

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

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Work, Work, Work

February 20, 2022February 27, 2022David Sadowski 21 Comments

This remarkable photo, taken circa 1955-57, shows a wooden CTA “L” car on the Stock Yards branch with cattle, and in color to boot. We are looking east from the Exchange station.

It’s been a month since our last post, but it hasn’t been for lack of effort. Lately, it’s been work, work, work around here. We have been hard at work on our next book, which will be about the North Shore Line, doing research, scanning, and collecting images.

We also have many new photo finds of our own, including 24 snapshots that we purchased as a batch. The photographer is not known, but must have been someone who traveled a lot, as there are pictures from Chicago, the Pittsburgh area, Milwaukee, and one other unidentified city.

The Pittsburgh photos are intriguing, as some of them appear to show the Pittsburgh Railways interurban to Washington, PA, which ran PCC cars. There are some mysteries about the Milwaukee pictures as well.

Perhaps some of our readers can help identify the locations.

We received another batch of negatives from John V. Engleman, many of which are 60 years old, and have scanned a few dozen of these, mostly from the North Shore Line. Mr. Engleman is an excellent photographer and like the other photos of his we have shared in previous posts, there are many great shots, both black-and-white and color.

According to Mr. Engleman, he rode the North Shore Line twice– first in the summer of 1961, and then on the last full day of service, January 20, 1963. The extreme difference in weather should make it easy to tell which photos are which.

60-year-old color negatives present many challenges when scanning. The film has a base coat which has itself faded, just as the other colors in the image have, and it took a bit longer than usual to color correct these.

Then, there were the inevitable plethora of scratches and spots that had to be painstakingly removed using Photoshop. Working over each one of those images took me at least an hour, and sometimes longer. I could only do a few of these each day.

The color negs were 127 size, which is about four times as large as 35mm. So while early 1960s color negative film was grainy, the larger film size makes up for this to some extent, and the results are quite acceptable.

Mr. Engleman’s black-and-whites were shot on 120 film, which is even larger than 127, and presented no difficulties. We thank him profusely for generously sharing these previously unseen photos with our readers.

If a picture is worth 1000 words, then I say let these pictures speak for themselves. To me, they speak volumes.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 713 members.

Remembering Don Ross

It’s come to my attention that R. Donald Ross passed away on January 18th, aged 90. His career as a railfan photographer and historian began in 1946, and stretched out for more than 75 years. He cast a long shadow.

He started out as an avid photographer, and occasionally I will run across one with his name stamped on the back. But he was also an early, and active volunteer at railway museums, and scouted out possible locations for the Illinois Railway Museum when they had to vacate from the Chicago Hardware Foundry site in North Chicago.

He helped identify the former Elgin and Belvedere interurban right-of-way in Union as a potential site for the museum, where it is today. Other potential sites included the Chicago Aurora & Elgin‘s former Batavia branch, and the current sites of both the Fox River Trolley Museum and East Troy Railroad Museum.

In recent years, he worked hard at developing Don’s Rail Photos, a vast resource for information about hundreds of different railroads. This was not his only web site, as his interests ranged far afield.

I have not found an obituary for Mr. Ross. Nowadays, it doesn’t seem like everyone gets one. I don’t know what sort of provisions he made to continue his web site in the future, but it would be a shame if everything he worked so hard to create eventually disappears.

He will definitely be missed.

-David Sadowski

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Photos by John V. Engleman

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

A great night shot of an Electroliner at Roosevelt Road in Chicago. This was the southern terminus for the North Shore Line for many years, and from 1949 to 1963 the interurban had this CTA station all to themselves. (John V. Engleman Photo)

A rather blurry shot of an Electroliner at Roosevelt Road. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This has been identified as North Chicago. (John V. Engleman Photo)

A stately Electroliner on a snowy day in Milwaukee. (John V. Engleman Photo)

Roosevelt Road with car 255 in the pocket. (John V. Engleman Photo)

CTA trolley bus 9648 heads west, as seen from the Belmont “L” station. (John V. Engleman Photo)

A great shot of an Electroliner at Roosevelt Road on a winter’s day. (John V. Engleman Photo)

Roosevelt Road. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

Although this image was spoiled by a double exposure, it is still a nice view of the Milwaukee Terminal in winter. (John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

Here. we are looking north from the Belmont "L" station, and the platform at left was used only by southbound North Shore trains. As Graham Garfield's www.chicago-l.org website notes, "Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side "L". Although the "L" and interurban services were separate and had different fares without free transfers, they shared a number of stops -- Belmont being one common stop -- with little effort to separate passengers. This was in large part because the North Shore Line and the "L" were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the "L", and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the "L". Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the "L" structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the "L", they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by "L" customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times." (John V. Engleman Photo)

Here. we are looking north from the Belmont “L” station, and the platform at left was used only by southbound North Shore trains.
As Graham Garfield’s http://www.chicago-l.org website notes, “Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side “L”. Although the “L” and interurban services were separate and had different fares without free transfers, they shared a number of stops — Belmont being one common stop — with little effort to separate passengers. This was in large part because the North Shore Line and the “L” were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the “L”, and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the “L”. Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the “L” structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the “L”, they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by “L” customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times.” (John V. Engleman Photo)

NSL 771 and train are heading east at LaSalle and Van Buren on the Loop “L”, making this a southbound train in the morning. (John V. Engleman Photo)

A Silverliner at the head of a train. Not sure of the location. (John V. Engleman Photo) Zach E. says this is 769 at Lake Bluff.

The Mundelein Terminal. (John V. Engleman Photo)

NSL 743 is northbound on the 6th Street Viaduct. (John V. Engleman Photo)

North Shore Line Silverliners at the Milwaukee Terminal. (John V. Engleman Photo)

A southbound Silverliner at Belmont. (John V. Engleman Photo)

An Electroliner has arrived and its trolley pole hasn’t yet been turned around. (John V. Engleman Photo)

Such a classic view of the Milwaukee Terminal.
(John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. This picture, at least, could have been taken in 1962, judging by the nearby billboard. (John V. Engleman Photo)

Red Pullman 460 at South Shops, as part of the CTA historical collection, possibly after the end of streetcar service, which ended in 1958. (John V. Engleman Photo)

Prewar PCC 4021 and red Pullman 460 were part of the CTA’s historical collection when this picture was taken at South Shops, possibly around 1959. Both cars are now at the Illinois Railway Museum. (John V. Engleman Photo)

This was scanned from a copy negative of an Electroliner in action. (John V. Engleman Collection)

The CTA Skokie Swift opened in April 1964, and it’s possible this picture was taken not long after that at Dempster Street in Skokie. (John V. Engleman Photo) Spence Ziegler adds, “The Skokie Swift Car at Dempster St was taken after June, 1965 as the former North Shore Line catenary towers north of Dempster St. are gone.”

It’s not entirely clear just when this picture was taken at DesPlaines Avenue on the Congress line, but my guess is 1960-61. There are some CTA single-car units visible, and the first of these were delivered in 1960. But in this and the other shot, I don’t see the shops building, which was completed in 1962. We are looking west, with the old Forest Park gas holder in the distance. (John V. Engleman Photo)

The yard at the DesPlaines Avenue terminal, circa 1960-61. (John V. Engleman Photo)

CTA 5002 at Kimball in Lawrence, most likely in June 1962 (based on the platform signage). (John V. Engleman Photo)

CSL PCC 4050 is at Madison and Austin, and appears to have some front-end damage. The motorman does not look too happy about having his picture taken. (John V. Engleman Collection)

CTA PCC 4110 exits the Washington streetcar tunnel in the early 1950s, with a Chicago Motor Coach bus at left. We are looking west. (John V. Engleman Collection)

The same location today. Note the building on the left matches.

Recent Finds

This is a North Shore Line city streetcar in Milwaukee. The caption that came with this one said, “Last day run past North Shore depot.” If so, this would be 1951.

CTA wooden “L” cars 390 and 280 make a fantrip photo stop at Austin Boulevard on the Garfield Park line on April 14, 1957. This was a temporary station due to ongoing construction of the Congress Expressway in this area.

North Shore Line car 154 survived the abandonment, only to succumb to the ravages of neglect many years later. Here, we see it in Anderson, IN on July 16, 1965, where it was pulled around by a locomotive. It eventually went to a museum in Worthington, OH where it was allowed to deteriorate. Considered in too bad shape to restore, it was purchased by another museum in Michigan, stripped of usable parts for the restoration of a different (non-NSL) car in their collection, and its carcass was unceremoniously dumped in a field, where it is now offered to anyone in need of a spare room or chicken coop.

From 1922 to 1938, North Shore Line cars ran to the south side. Here, we see a fantrip train, headed up by Silverliner 409, at 61st Street on one of those latter-day fantrips prior to the 1963 abandonment.

CTA red Pullman streetcar 208 appears to be signed for Route 9 – Ashland, which would make this a car headed east between Paulina and Ashland, where it will turn north. Streetcars were not permitted on boulevards, which meant they could not travel on Ashland between Lake Street and Roosevelt Road. Buses replaced streetcars on the Ashland and Lake routes in 1954. (William C. Hoffman Photo)

CTA PCC 7240, signed for 77th and Vincennes (South Shops). (William C. Hoffman Photo) Mike Franklin: “Car 7240 is e/b on 69th St at Morgan St.” Our resident South Side expert M.E. adds: “This photo needs further explanation. For many years, the 69th and Ashland barn housed Western Avenue PCC cars. After that barn closed in the early 1950s, the only remaining carbarn for PCC cars on the south side was at 77th and Vincennes. The CTA left the trackage alive on 69th St. between Western and Wentworth for the sole purpose of moving Western Avenue PCCs back and forth. (Trackage along Wentworth and Vincennes was still in use by route 22.) The car in this photo is heading home to the 77th and Vincennes barn.”

CTA PCC 7180 is northbound on Dearborn at Congress in the mid-1950s.

The Garfield Park “L” temporary trackage at street level in Van Bure Street at Damen Avenue, some time around 1954 as the Congress Expressway is still under construction nearby (but the old “L” structure has already been removed).

The same location. A Buick heads south on Damen while an eastbound Garfield Park train waits for the lights to change before crossing.

North Shore Line 742 and a Silverliner at the Milwaukee Terminal in the early-to-mid 1950s.

This CTA preliminary study, circa 1954-55, shows plans for the Congress-Douglas-Milwaukee route that went into service in 1958. Planning for the section west of Cicero was somewhat tentative and differed from what was eventually built. At this stage, Laramie Yard was to be retained, and connected to the Congress line via a flyover. Eventually, it was decided to move the yard to DesPlaines Avenue, but at the time the land was not owned by the CTA. A platform area on the map at Laramie was not a station, but intended for use adding and cutting cars. The Austin-Menard station would have been located east of Austin Boulevard. Instead, it was built west of there, with a secondary entrance at Lombard. Once it was decided to add a secondary entrance to the Oak Park Avenue station at East Avenue, it was no longer necessary to have a new station at Ridgeland (as a replacement for Gunderson, which was located on a side street). During construction of the Congress Expressway in Oak Park and Forest Park, there were eventually three different temporary track configurations used.

A northbound NSL two-car train stops at Dempster Street in Skokie on March 26, 1960.

North Shore Line conventional cars and an Electroliner meet at Edison Court in Waukegan on August 31, 1957. (Stephen D. Maguire Photo)

On June 19, 1953, a three-car Chicago Auror and Elgin train approaches the Halsted “L” station in the four-track Met main line. We are looking to the northeast. The cars are 52, 317, and 304. (Robert Selle Photo)

Chicago Aurora and Elgin wood car 139 at Wheaton Yards on May 30, 1952. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” Once the CA&E stopped running downtown via CTA tracks in September 1953, the former North Shore cars were no longer needed and were scrapped the following year. (Robert Selle Photo)

CA&E car 129 at the Wheaton Yards on May 30, 1952. Don’s Rail Photos: “129 was built by Jewett Car in 1907. It was rebuilt in 1914 and leased to Chicago Aurora & Elgin and modified in 1936. It was returned to CNS&M in 1945 and sold to CA&E in 1946. It was scrapped in 1951.” (Note- the scrapping date is in error.) (Robert Selle Photo)

CA&E wood car 318 is outbound on the Batavia branch on July 14, 1954, about one block from the Batavia station, on its way to Batavia Junction. Parts of the Batavia branch were somewhat similar to the main line at the Illinois Railway Museum, which you can see in this photo by Robert Selle. As with the rest of the CA&E, passenger service continued until the abrupt mid-day abandonment on July 3, 1957.

CA&E cars 406 and 456 meet to pick up and discharge passengers at the Cicero Avenue station on the Garfield Park “L” on August 22, 1953, just less than a month before the interurban cut back service to Forest Park. (Robert Selle Photo)

CA&E car 418 is east of Laramie Avenue on the Garfield Park “L” on February 15, 1953, giving an unusual view of the ramp leading from ground level to the Cicero Avenue station. The middle part of the negative was partially light struck, which could happen with paper-backed roll film. Photographer Robert Selle shot size 616 Kodak Verichrome Pan film. 616 used the same film as 116, resulting in a large negative, but used slightly different spools. Both types were discontinued in 1984, as no cameras had been manufactured using these sizes in decades. Verichrome was designed to give maximum exposure latitude, as it was often used in box cameras that had only one shutter speed. It was discontinued in 2002.

Chicago Surface Lines one-man car 3100. Mike Franklin: “This would be looking north on Leavitt St from just south of Coulter St. Small building above Car 3100 is Chicago Railways Blue Island Ave Sub Station and the larger building further north is their 24th St Car Station.”

A Silverliner departs from the North Shore Line’s Milwaukee Terminal, probably in the late 1950s. I can’t quite make out the number, but it is in the 770s.

The North Shore Line shops at Highwood. Loco 456 pulls a freight train, while one of the line cars is at right.

NSL 157 on a June 17, 1962 fantrip.

I recently purchased these three Ektachrome slides, all taken by the same photographer on June 17, 1962. Ektachrome film from the 1950s through the early 1960s has faded to red over the years. The red dye layer remained stable, while the other colors faded badly. Within a year or two of when these pictures were taken, Kodak had fixed the problem. With modern technology, it is often possible to bring the color back in these red Ektachromes, and restore them to look more like normal. The color-corrected versions follow.

Two trains meet near South Upton Junction.

An Electroliner on June 17, 1962.

A northbound train at North Chicago Junction on June 17, 1962.

CTA prewar PCC 4005 at 63rd Place and Narragansett on July 30, 1948.

CSL 4018 kicking up a cloud of dust on 63rd Place west of Central Avenue, some time between 1948 and 1952. (Richard W. Tesch Photo)

CSL red Pullman 93- is running on Route 35, so this appears to be the 35th Street “L” station on the south side, making the cross street State.

The same location today. The Illinois Institute of Technology campus is at left.

Philadelphia Transportation Company Peter Witt 8500 on September 12, 1955. It was built by Brill around 1926. Kenneth Achtert adds, “I am fairly certain that the photo of PTC #8500 (aab516) is SB on 17th St. just south of Market St., having just turned from westbound on Market St.” Mike Franklin concurs: “Car 8500 is s/b on S 17th St, having just crossed Market St, Philadelphia, Pa.” So, the testimony of two is true.

A train of CTA 4000s at Chicago Avenue on a fantrip around April 1974. By then, these cars had been retired from regular service. When Ravenswood service terminated at Belmont Avenue on Sundays, fans had the stations south of there all to themselves for leisurely photo stops, without worrying about getting in the way of regular service trains.

NSL 767 at the Milwaukee Terminal on May 7, 1942.

A North Shore Line ticket envelope.

This is the Pittsburgh area in the summer of 1952, and quite possibly Washington, PA. Interurban service to here ended the following year. Larry Lovejoy: “All of the Pittsburgh photos are taken within a four block area in downtown Washington, Pennsylvania, aka: “Little Washington”, lest anybody be confused with Washington, DC. The local routes quit in May of 1953. The interurban lasted until August. Photo ab534: Southbound on Main Street at Beau Street. This is a Jefferson & Maiden car headed toward the route’s eastern terminal out East Maiden Street.”

Again, Washington, PA. Note there is a sign that says Washington. Larry Lovejoy: “Photo aab535: Northbound on Main at Chestnut. Not clear whether this a Jefferson & Maiden car or an East & West route car. In the far distance, a North Washington car is turning left from Main onto East Beau Street crossing the path of what appears to be an unknown bus. “

The release date of Abbott and Costello’s Lost in Alaska helps date this picture to summer 1952. Larry Lovejoy: “Photo aab536: North Washington car westbound on Chestnut about to turn south onto Main Street.” (In Washington, PA.) The movie theater on the corner was called the Basle (later the Uptown). It is now used by a church.

The same location today.

Washington, PA. Larry Lovejoy: “Photo aab537: Jefferson & Maiden car northbound on Main Street at Wheeling Street.”

Pittsburgh PCCs, mounted with an extra headlight, operated on two interurbans, including to Washington, PA. Larry Lovejoy: “Photo aab538: Looking south on Main, with Chestnut Street behind the photographer. The interurban PCC facing us is heading northbound to Pittsburgh.”

(Map courtesy of Larry Lovejoy)

Our readers have identified PCC 1760 as St. Louis, and not Pittsburgh as I originally thought. (See the Comments section.) Mike Franklin: “Car 1760 is w/b on Olive St in front of the Old Post Office between 8th & 9th Sts, St Louis, Mo.”

This, and the picture that follows, appear to be from the same city. The car at right in this picture has a 1951 Colorado license plate, but I don’t believe there were any cities in Colorado that used PCC cars, and such a car is visible in the next picture. So that would indicate the vehicle was visiting from another state. Dan Cluley writes: “aab539 is definitely Detroit as suggested. Hudson’s department store is straight ahead with the sign & the flagpole and the skyscraper in the middle left is the Book Tower. Looking at a Detroit streetcar map and lining up those buildings suggests that this is Abbott Street looking NE probably around 2nd or 3rd st. Cars on the Baker line used Abbott one way headed downtown for about ¾ of mile. The newest car I can spot is the 1950 Chevy parked at left, the Baker line was converted to bus in 1952 and the Colorado license plate is either 1951 or 1954, so 1951 seems a good date for the photo.”

Dan Cluley: “aab540 is Highland Park MI, which is a separate community surrounded by the city of Detroit. It is the Woodward Ave carhouse looking east. The 5 stacks in the background are the power house for Ford’s Highland Park plant.”

This looks like the end of the line for a local streetcar. The unknown photographer may have taken this picture looking out the front window of a car that has changed ends.

I am not sure of this location, but that doesn’t look like a Pittsburgh car. Based on the comment on the following picture, this is probably Altoona, PA.

Mike Franklin: “Looking SW on 12th Ave between 13th & 14th Sts, Altoona, Pa.”

The Chicago pictures appear to date to the period around March 1953. This is a southbound Clark-Wentworth PCC at the intersection of Clark and Lake.

In 1953, it was still possible for PCCs to meet at an intersection. One of these is a Madison Street car, and the other a Clark-Wentworth car.

Red Pullman 605 is signed to go to Ashland and 71st. It is turning from Dearborn onto Lake Street. I’m not sure what route it is operating on. Myron Cohen appeared at the Selwyn Theater in Farfel Follies in March 1953, which helps date the photo. Our resident South Side expert M.E. adds: “Because the destination sign reads Ashland – 71st, this streetcar is on route 45, Ashland – Downtown. But I’m not certain the destination sign reads 71st St. It may read 70th St., which was at the south end of the carbarn at 69th and Ashland — the end where the cars entered the barn. Also, I believe route 45 actually ran to the south end of Ashland track at 95th St. There were two rush-hour routes from the south side into the Loop: 45, on Ashland, and 42, on Halsted. Both routes used Archer Ave. and State St. to reach the Loop. I believe the northbound cars turned west on Polk St. to Dearborn, then north to Lake St., then east to State St. and south to Archer.”

Clark and Dearborn did not become one-way streets until November 16, 1953, so this picture was taken before then, looking south along Dearborn north of Lake Street.

The corner of State and Lake.

State and Lake, would be my guess.

Southbound PCCs on Clark Street at Lake.

CTA one-man car 1732 has just turned south onto Dearborn, so it can loop around the block before heading back out west on Route 16 – Lake. Again, most likely in March 1953.

CTA PCC 7059 heads south on Clark Street at Lake. Note a “woody” station wagon at right, with a 1953 Illinois license plate.

A remake of the 1927 film the Jazz Singer, starring Danny Thomas, was playing at the Chicago Theater in March 1953. The Chicago Tribune reviewed it on the 9th, and it was still playing there on the 18th. They called it “lugubrious.”

Here’s what Don’s Rail Photos has to say about Milwaukee Electric car 44, although I am not sure this is the same car: “41 thru 44 were built at Cold Spring in 1912 and 45 thru 51 were built in 1913. They were built primarily for Racine and Kenosha. In 1921 they were rebuilt for one-man service. They were retired in 1931 except for 44, which was retired in 1930 to become a safety discussion room at National Station, and 47, which became the training car at Fond du Lac Station in 1930 and was retired in 1932. They were scrapped in 1931 and 1932. 51 was scrapped on October 4, 1932.” Perhaps the car in this picture is up on blocks because it was used as a safety discussion room? I’m not sure where this picture was taken. Also, this picture was taken more like 1951 than 1931.
Michael Peters writes, “You’re correct in your guess that #44 isn’t the same car as the one built at TM’s Cold Spring shops in 1912. The confusion comes from this car technically not being a TM car at this point in its life.
Per CERA Bulletin 112, the car in the photo was built for TM in 1930 by St. Louis Car Company as part of an order for twenty articulated streetcars (1031 to 1050). Milwaukee practice was to give the lead unit the odd number, trailing unit the even. So in TM service, the car in question was the trailing unit for 1043-1044 and served until after World War II when all cars in the series were withdrawn and stored.
In 1949 they were sold to Speedrail and renumbered by the simple expedient of eliminating the first two digits. This is how TM 1043-1044 wound up becoming Speedrail 43-44. It lasted in Speedrail service for about fourteen months until 43-44 was involved in a collision with curved-sider 65 in February 1950. As a result of the collision 43-44 was retired.
Judging by the steel columns and “junk” visible in the TM photos, it seems like these were taken at the Milwaukee freight terminal (W. St. Paul Street between 8th and 10th) after Speedrail quit on June 30, 1951. The freight terminal was one of the locations cars were stored before going to Waukesha Gavel Pit for scrapping.”
On the other hand, Willie (no last name) writes: “Re: ab555, ab556 and ab557, the stranded Milwaukee Electric cars, I believe these were shot at the Cold Spring shops, at North 38th street and McKinley. The substantial industrial buildings in the background are Harley-Davidson’s main plant, still in use.”
Charles Kronenwetter: “Speedrail cars in storage in the 12th St yard prior to scrapping. Nice picture of the 44 up on blocks awaiting repairs that never came. The structure shown at the right is the western end of the Hibernia street elevated track. Notice the pile of what appear to be paving blocks often used between streetcar tracks.”

Milwaukee Electric 1195, part of an articulated “duplex,” possibly after the end of TM interurban service. Don’s Rail Photos: “
In 1923 Cincinnati Car built 12 steel interurban combines for the Indianapolis & Cincinnati Traction Co. In 1928 they were replaced by Cincinnati curved side lightweight cars and became surplus. 4 were sold to the nearby Union Traction of Indiana and the remaining 8 were purchased by the TM in 1929. At Cold Spring Shops they were cut in two just in front of the rear trucks. A new section was built which included an articulated joint which lengthened the cars to 90 feet, seating a total of 84 passengers. The trains were given two numbers per unit. They remained virtually unchanged until they were replaced by lightweight cars in 1950 under Speedrail ownership. 1194-1195 was rebuilt from I&C 612 in 1929 and scrapped in 1952.”

Milwaukee Electric 1195, possibly after the end of TM interurban service.

CRT 1128 heads up a 61st Street Express, heading southbound at Congress and Wabash. As this was just south of the Loop, the train at right is heading northbound. This station closed in 1949, when the CTA revamped north-south service, and was soon removed. This picture dates to before the State Street Subway opened in October 1943, since both wood and steel cars are operating in the same train.

Did Not Win

Much as we try, we just don’t have the resources to purchase all the excellent images that come up for auction. Here are three that we could not get, that are still worth another look:

I did not bid on this negative, as I already had won one one similar to it. This one sold for $141.25, so I am not the only person who sees great value in these old negatives. In this one, you can see Tower 12 in the background, meaning we are south of there, and this station is Congress and Wabash, which closed in 1949. The two buildings at left are still there and the location matches. Photos of this station are quite rare, and like the other image, this one predates the opening of the State Street Subway in October 1943.

This is one I wished I had bid on. Again, it shows the old “L” station at Congress and Wabash. This was the second “L” station on Congress. The first one (later dubbed “Old Congress” was a stub-end terminal just west of here, left on this picture, just out of view. That predated construction of the Loop “L”. This second station was sometimes referred to as “New Congress.”

CSL PCC 4162 running by the Newberry Library and Washington Square Park, aka “Bughouse Square,” where crackpots would jump up on soap boxes and harangue passers by. This car was built by Pullman-Standard. This wasn’t the first postwar PCC, as that was 4062. But it is quite a nice picture.

Recent Correspondence

Jim Schantz writes:

Wonderful selection of photos and congratulations on the Photoshop work! I respect that work as I have done much of it myself.

A couple of guesses: The rear ¾ view of PCC 1760 looks like St. Louis based on the unique-to-St. Louis window layout and the fact that all Pittsburgh 1700’s had roof fans like a Boston car. The shot two photos further down of the carbarn yard with conventional and PCC cars looks to be Detroit based on the livery. It couldn’t be Kansas City as their PCCs didn’t have standee windows, and it appears that these do. The following shot with the single to double track layout could be a Pittsburgh passing siding, such as on route 65, or any other city with passing sidings. It doesn’t look like a terminal to me.

Again thanks for posting these wonderful photos!

You are quite welcome. I hope this will help solve some of the mysteries.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 285th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 851,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
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Seven Years of Good Luck

January 20, 2022February 5, 2022David Sadowski 6 Comments

Now here’s something you don’t see every day… the 69th Street station on the Normal Park “L”, in color. This short branch closed in 1954.

For most Chicago-area railfans, January 21, 1963 is a day, to paraphrase Franklin D. Roosevelt, that will “live in infamy,” for that is when the Chicago North Shore and Milwaukee, the North Shore Line, breathed its last.

But January 21 is also the date when we started this blog in 2015. This is our seventh anniversary, and I think we have had seven full years of good luck.

In that time, our posts have received 841,000 page views, and over time we have become more and more of a resource for those who are interested in the history of electric traction.

As this is our anniversary post, we pulled out all the stops, and have lots of classic images for you to enjoy. As the 21st is also the 59th anniversary of the North Shore Line abandonment, we have plenty of pictures that pay tribute to that lost interurban.

As we have shared our images with you, you in turn have shared many things with us. We have learned a lot by working together. It has been a great ride here so far, and we can only hope that the next seven years will turn out as well.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 689 members.

Our Next Book

FYI, I recently made a new book proposal to my publisher and it has been accepted. I signed the agreement on the 18th, and with any luck, it will come out later this year.

There is still a lot of hard work to be done, but I will do my best to produce something that is new and different than that which is already out there, and makes a real contribution to our understanding of the past.

One thing working in my favor is there are plenty of great pictures to choose from, and the subject is already legendary.

Here is a summary:

The North Shore Line

As late as 1963, you could take a high-speed streamlined train from Chicago’s Loop elevated, 90 miles north to Milwaukee. This was the Chicago, North Shore and Milwaukee, commonly known as the North Shore Line.

From humble beginnings in the 1890s, as a streetcar line in Waukegan, Illinois, the North Shore Line grew to become, in the words of historian William D. Middleton, a “super interurban.” It reached its peak in the 1920s, under Samuel Insull, when the railroad won the prestigious Charles A. Coffin medal no less than three times.

Besides connecting Milwaukee and Chicago, the North Shore Line served Racine, Kenosha, Waukegan, Lake Bluff, Winnetka, Wilmette, and Evanston. A new Skokie Valley Route, built by Insull, opened in 1926 and helped establish Skokie, Glenview, Northfield, and Northbrook.

The railroad had a branch line serving Libertyville and Mundelein, city streetcars in Waukegan and Milwaukee, and was a pioneer in offering “piggyback” freight service.

Hobbled by the Depression and forced into bankruptcy, the North Shore Line rebounded during the war years with two fast new trains called “Electroliners.” It was finally done in by the automobile, highways, and a lack of government subsidies—but it left a remarkable legacy.

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 284th post.

Each year, around this time, we must renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.

There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.

We thank you in advance for your time and consideration. To date, we have raised $350, which is halfway to our goal. We will also have considerable expenses coming up relating to research for our next book.

Recent Finds

On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park “L” would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met “L” here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.

The old and the new are on display in this 1958 view of the Halsted station on the CTA’s Congress median line. In the background, the old Met “L” is still standing, but would soon be demolished.

North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it “despatch”) station, by this time being rented out to a produce dealer. Don’s Rail Photos: “458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948.”

A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.

A close-up of the previous image. Zach E. writes: “Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave.”

CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)

The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.

The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.

Look at what we have here– the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which “L” is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street “L” at Ashland. It would have been visible from the Paulina “L”, which had closed in 1951, and from the Garfield Park “L”, but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.

The Turtle Wax Turtle.

One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.

Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.

The North Shore logo from a 1942 timetable.

This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.

This is part of a number of photos someone took out of the front window of a CTA “L” train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.

Here, the “L” train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.

The Garfield Park “L” on Van Buren Street at California Avenue, but this time, circa 1954. The old “L” has already been removed, except for the bridge over a nearby railroad.

A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met “L” bridge had not yet been dismantled.

On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)

Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don’s Rail Photos: “C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935.”

Lehigh Valley Transit car 1002, circa 1950. Don’s Rail Photos: “1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952.”

A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.

The Chicago and North Western station in Evanston, during steam days in the early 1900s.

We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the “L”. There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.

Here is the other picture we previously ran of car 2802:

C&IT stands for the Chicago & Interurban Traction Company. Don's Rail Photos says, "The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee." Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

CSL 2802 on a charter, possibly a July 4, 1949 fantrip held by the Electric Railroaders’ Association on various south side lines. Bill Shapotkin writes: “Believe this pic is in the streetcar terminal next to the 63/Halsted ‘L’ station (where the C&IT cars and later busses of South Suburban Safeway and Suburban transit began their runs). View looks east.” M. E. adds, “Bill Shapotkin is correct. This view faces east along 63rd Place on the south side of the 63rd and Halsted (Englewood) L station, which was east of Halsted. One small nit about Bill’s text: The bus lines were named Suburban Transit System and South Suburban Safeway Lines.”
C&IT stands for the Chicago & Interurban Traction Company. Don’s Rail Photos says, “The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee.” Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.

The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.

North Shore Line combine 255. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.” As there are seats visible, this picture dates to circa 1942-46.

Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.

Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.

Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.

This is the Ballston Terminal Railroad, which Frank Hicks calls “a fairly unusual little interurban in upstate New York,” in the early 1900s. More info here.

Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: “No. 434 of the Chicago, Aurora & Elgin – “The Great Third Rail” – was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition.”

North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.

Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

An 0-series Shinkansen “Bullet” train in Tokyo, Japan in June 1968. The North Shore Line’s Electroliners influenced the design of these high-speed trains.

This is the Downey’s station (West Great Lakes) in October 1961.

I assume this may also be at Downeys, in October 1961.

Sailors and others aboard a North Shore Line train in October 1961.

A builder’s photo of Chicago and Milwaukee Electric (later the North Shore Line) car 305. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line streetcar 510. Don’s Rail Photos: “510 and 511 were not really city cars, but were purchased for use on the Mundelein line. They were typical Cincinnati Car lightweights built in 1922. After more of the steel interurbans were received in the next few years, they were replaced by the heavy cars which were thru routed to Chicago. The cars were stored until they were scrapped in 1940.”

North Shore Line wood car 301 at the Highwood Shops in the 1930s. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. 301 and 302 were retired in 1939 and scrapped in 1940.” (Edward Frank, Jr. Photo)

North Shore Line Birney car 334 in Milwaukee. Don’s Rail Photos: “334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” (Donald Ross Photo)

North Shore Line electric loco 458 at the Highwood Shops on September 3, 1963, several months after abandonment. None of the NSL locos were saved, due to the high scrap value they had. (Bill Volkmer Photo)

Chicago Aurora & Elgin wood car 137 at the Wheaton Shops on August 6, 1939, during which time it was leased from the North Shore Line. There were several such cars that were purchased by the CA&E in 1946, making them the last passenger cars acquired by the interurban. It was built by the Jewett Car Company in 1907. (La Mar M. Kelley Photo)

Recent Correspondence

Doug Iverson writes:

David, just heard about your latest adventure into the publishing arena. Hope everything goes well. I would be honored and extremely pleased if you could use this photo of my dad heading to board the North Shore in Racine in the 1940s.

My dad’s name was Nathan Norman Iverson. He was born in Forks, Washington on the Olympic Peninsula and traveled to Racine on the Chicago, Milwaukee, St. Paul and Pacific Railroad better known as The Milwaukee Road. As he did most of his traveling during the depression he “rode the rails” trying to cure his wanderlust. In Racine he met my mother and she calmed his wandering spirit. He loved to travel. He always said “Traveling was always more fun than being there.”

I grew up in Racine with The North Shore flying through town in both directions every hour on the half hour.

Thanks for sharing! A remarkable story.

Marty Robinson writes:

Thanks David for your anniversary post. It elicited several memories for me: riding the North Shore Line from Downey into Chicago numerous times while at Great Lakes in 1950/51 at boot camp and electronics school. And a mention of the Railroad Fair, where I worked as a 16-year-old as a conductor on the Deadwood Central.

Glad you enjoyed it, thanks! Marty is front row, center in this 1948 photo from the Chicago Railroad Fair.

Did Not Win

Resources are limited, and we can’t win all the auctions for interesting pictures. Here are some that are still worth another look:

The interior of a Silverliner in 1963.

This is apparently a Chicago area train, but which one? The type of slide mount would indicate a date in the range 1955-58. But the headline visible, on a copy of the Chicago Daily News, refers to the selection of a site for the University of Illinois campus in Chicago. That determination was not made final until 1961. It’s been suggested that this may be the GM&O, but it could also be a Chicago & North Western train known as The 400, which ran between Chicago and Minneapolis. The 400 got its name because the travel time between cities was about 400 minutes. At any rate, it’s an air conditioned car. Mitch Markovitz: “Regarding the parlor car interior. It’s definitely the interior of GM&O parlor “Bloomington,” and not a C&NW parlor. C&NW parlors had parlor chairs from Coach and Car, and the chairs seen in the photo are those from Heywood-Wakefield, in the “Sleepy Hallow model.””

The original Kedzie Avenue station on the Ravenswood “L” (today’s CTA Brown Line) in the early 1970s, not long before it was damaged by fire. We are looking west.

Trolleys to Milwaukee by John Gruber

A copy of this long out-of-print 32-page book is being offered for sale on eBay for $50. One of the fans on the Facebook North Shore Line group lives in Australia and is interested in this book, but international shipping is expensive. So I offered to scan my copy for their benefit. You might enjoy it too.

John E. Gruber (1936-2018) was a notable and very talented photographer, as evidenced in these very striking pictures.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

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For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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Recent Finds and New Releases

December 17, 2021May 27, 2024David Sadowski Leave a comment

A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

Besides our usual crop of classic traction photos, this time we also have exciting news about two new products related to the Railroad Record Club. Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases.

The result is a new book on disc, A Guide To the Railroad Record Club (see article below). This was quite a project and labor of love on Ken’s part!

Even better, a considerable part of the proceeds of these releases, both available through our Online Store or through the links below, will go to defray some of the thousands of dollars Ken has spent in trying to preserve this history for future generations. Chances are, without his efforts, the Steventon Railroad Record Club collection of tapes and other artifacts would have ended up in a dumpster by now, for lack of interest on anyone’s part in saving them.

For this, Ken deserves the thanks of anyone who enjoys hearing these historic recordings.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 643 members.

Kenneth Gear now has a Facebook group for all things related to the Railroad Record Club, and other railroad audio recordings. Again, it is a private group.

Auction for Jim Martin’s North Shore Line Sign

Jim Martin is a great guy, and you may have seen some of the North Shore Line videos he has posted to YouTube, taken from his original color 8mm movies. He recently contacted us, as he wants to sell an original porcelain-on-metal North Shore Line sign he purchased from legendary Chicago bookseller Owen Davies in 1962. (You can read more about Owen Davies here.)

This must have been from a Shore Line Route station, since the North Shore Line was still in operation at that time. You can find out more about this eBay auction here. Although we are running the auction and providing our “good offices,” 100% of the proceeds will go to Jim.

It ends at 9:02 PM Central Time on Friday, December 17th. Good luck with your bids.

Now Available – A Guide to the Railroad Record Club E-Book:

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

As many Trolley Dodger readers are aware David and I have been trying to preserve the legacy of William Steventon’s Railroad Record Club. To that end we have collected all the released LPs and reissued them on CDs. We have posted many RRC traction photographs in this blog, put together a history of the club and gathered biographical information about William Steventon and his recording associates.

We uncovered some interesting information about the techniques and equipment used to make field recordings in the pre-digital age and the process of producing the LPs. I acquired the William Steventon estate and discovered a veritable treasure trove of unreleased audio, master tapes, original artwork commissioned for the album jackets, test pressings, movie films and numerous artifacts from all phases of the record making procedure from field tape to released LP.

Despite all that we accomplished we still had one very important question to answer. Now that we had all this material, how do we make it available to everyone who would be interested.

Much audio has been donated to museums and historical societies and CDs are offered for sale in the online store. The history of the club and the story of my efforts to buy the estate have appeared in this blog, but still, that didn’t seem to be enough. We wanted to do more. This wonderful historical material deserves more.

David finally hit on the perfect idea, he suggested that I write an eBook. This format would allow us to present not only a more detailed history of the club and an updated account of my purchase of the estate, but it could also include audio files, photo scans and movie files. Virtually all the Railroad Record Club archive could be gathered into one place!

I began to put the eBook together over a year ago. I rewrote the RRC history that appeared in this blog adding a lot of newly discovered data. Next, I revised my account of the estate purchase and wrote and entirely new chapter detailing the preservation efforts and the cost it entailed. I made lists of every single object acquired and made notes on condition. I spent many days photographing every item including scores of record jackets, labels, pressing plates and test pressings from the many editions of each LP. Countless hours were spent scanning documents, personal letters, magazine ads and articles. Photographs from the collection needed scanning and retouching. All this had to be cataloged and organized and information from many different sources had to be interpreted and fit into the timeline of RRC milestones. A lot of time and effort went into making the Railroad Record Club archive available on a convenient and inexpensive data disc electronic book.

In addition to all of the above, I have compiled what I think is an invaluable resource for RRC enthusiasts. The eBook has a compendium section that contains details about every released record. Each LP’s entry has all the accumulated information we have so far been able to discover about a particular record. Details such as the original release date, reissue date, differences in the various edition jackets and liner notes, master tape specifics and recording dates are listed. There are photo scans of each of the LP’s jackets, labels, test pressings, print blocks, master tapes, pressing plates and artwork. An “Additional Information” section is included for each record detailing any interesting facts we uncovered about the recordist, railroad equipment or notable incidents occurring during the field recording. Best of all each record’s entry has bonus audio tracks that may include unreleased recordings, audio salvaged from ancient homemade records, radio programs and/or railroad sounds from tapes that were in Steventon’s personal collection. Here are a two sample photos of record labels and the “data sheet” entry for Record Number SP-6.

RAILROAD RECORD CLUB

COMPENDIUM

DATA SHEET

RECORD NUMBER: SP-6

TITLE: THE MILWAUKEE ROAD

Box Cab Locomotives On The Coast Division

RELEASED ON 12 INCH DISC ONLY

NRP MATRIX CODE: NR 15567

YEAR OF FIRST PRESSING: 1983

JACKET ILLUSTRATION NOTES:

1st edition jacket has a drawing of CMSt.P&P box cab locomotive No. 10500 by Marshall (Pat) McMahon. Caption under drawing reads “No. 10500, later E-25 on Houser Way Renton, WA in the 1930’s. Drawn from a photo by James A. Turner in the warren W. Wing collection.”

Back has liner notes.

2nd edition jacket identical to 1st edition

SURVIVING MASTER TAPE(S):

None in the William Steventon estate.

DOCUMENT/PHOTO FOLDER CONTENTS:

(There may exist other editions and variations then those pictured)

1st edition jacket front and back

1st and 2nd edition labels

NRP test pressing labels side 1 and 2

Cassette card

McMahon CMSt.P&P box cab artwork

SOUND FOLDER CONTENTS:

Short excerpt from the unofficial sampler.

Elwin Purington CMSt.P&P box cab bonus track.

Sound folder notes:

Track 1:

In 1965 William Steventon ceased operating the Railroad Record Club as an actual “club.”

From then on all records were sold individually with no minimum to buy. He also stopped producing the sampler records at this time and no sampler records were made after the 8th year (1964).

To continue where Steventon left off an unofficial special pressings sampler has been made for this eBook. Excerpts of approximately 3 minutes each have been added to the sounds folders of the special pressings records.

Track 2:

This track was recorded by and is narrated by Elwin Purington. The recordings were made at Black River Junction near Seattle, Washington in 1960. The audio was taken from a tape-recorded letter Purington made to Steventon in 1961. These are some of Purington’s earliest stereo recordings and are very realistic. The air horn on those box cab monsters might blow you right out of your chair!

The scene opens as a long train arrives at Black River Junction powered by a set of the old box cabs. Various switching maneuvers are made in the yard. Then the cars are taken north on the wye and a “flying switch” is made and the caboose is moved over to the head end of the locomotives. The caboose’s high pitched air whistle is heard as the train, caboose now leading, crosses a road. Now heading east the train does more switching work. With all local work completed the caboose is put back where it belongs and the train heads out on the south leg of the wye towards Tacoma.

Total: 15:44

ADDITIONAL INFORMATION:

On the jacket front this record is advertised as the 30th anniversary issue 1953-1983. Steventon always dated the beginning of the Railroad Record Club to 1953, the year he made his first railroad recordings.

With the exception for two tracks on side 1, this is the only RRC record recorded in true stereo.

This was the last all new Railroad Record Club release.

Steventon first heard these Milwaukee Road box cab recordings in 1961. It would be 22 years before the recordings were finally released on vinyl.

Elsewhere on the eBook are scans of traction photographs that were sold by the Railroad Record Club.

There is a movie file containing William Steventon’s railroad home movies with footage of the PRR, B&O, N&W and NY Central among others. Traction fans will certainly enjoy scenes of the Washington D. C. Capital Transit streetcars and freight operations. A few screenshots follow:

Every known Steventon recording date, location and subject railroad has been collected and organized into a list.

Record ideas that never came to be are discussed and some interesting facts about the records and the people that recorded them are revealed.

For instance:

William Steventon endured health problems from an early age and his father, an engineer on the New York Central, broke company rules by allowing young William in the cab with him for fear that the child may die without them having spent enough time together.

Record Number 9 was recorded by Thomas A. Hosick. He was co-inventor of the low-pollution, Eliptocline automotive steam vapor engine and was featured in a 1966 cover story in Popular Science magazine.

William Steventon had the assistance of an CNS&M train accident victim in securing permission to make recordings on board North Shore trains.

Record SP-6 was the last all new RRC record and the only one recorded in stereo.

Many other previously unknown facts about the 37-year history of the Railroad Record Club have been painstakingly collected and combined with rare audio and video, vintage ads, photographs, catalogs and much more. A more complete look at the Railroad Record Club would be impossible to produce.

Despite all the work and research that went into compiling this archive, profit and return on investment was not the driving force. Preservation was! It is our belief that the best way to ensure that the legacy of the RRC continues to educate and entertain for years to come is to get it into as many hands as possible. That is why we are offering this incredible amount of material for the low price of $19.99. Each part of this eBook is worth that price on its own. Hours of vintage railroad audio, two video programs and scores of traction photos are included for that one low price. The compendium will prove to be a much-used resource to anyone who is a Railroad Record Club devotee. Even if you have little interest in the RRC itself, the audio and video alone is an outstanding bargain. Please consider purchasing a copy and help David and I preserve the work that William Steventon and all his contributors worked so hard to create.

–Kenneth Gear

Now Available:

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren’t going to those places.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

The same location today, courtesy of Mark J. Wolodarsky.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.” It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don’s Rail Photos: “M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and now preserved at the IRM (since) 1989.”

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: “354 was built by St Louis Car Co in January 1928, #1453. It became the last car on August 12, 1951. It was purchased by the president of the Chicago Hardware Foundry. It was painted into the green and red of CHF, but the motors were removed. The car was acquired by the Illinois Electric Railway Museum (now IRM). Restoration began in 1958 (I put many hours on the car), and it is now in operation in Union. When I visited the car in 1989, it brought back many happy memories.”

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee.
(Ray Muller Photo)

Chicago North Shore and Milwaukee car 300. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans’ Association private car in 1941.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that’s how the cars were lettered.

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting “tiger stripes.”

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the “James W. Ransom,” named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don’s Rail Photos: “2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951.” (Charles Able Photo)

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

The Atlantic City and Shore (aka the “Shore Fast Line”) ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar Kelley’s large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 – Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don’s Rail Photos: “6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932.”

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don’s Rail Photos: “2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945.” (Robert W. Gibson Photo)

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

CTA 4000s and 2200s on the Loop “L” in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

On May 16, 1954, CTA red Pullman 479 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

I recently won this auction for “an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. ’06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee.”

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Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

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Cool Places

November 10, 2021November 14, 2021David Sadowski 9 Comments

In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

Photographers like Bill Hoffman, Truman Hefner, Joe Diaz, and Edward Frank, Jr. took their cameras with them everywhere back in the 1940s and 1950s. They were able to go to lots of interesting places, many which no longer exist. Today’s post features some of their work, plus that of other railfan shutterbugs. Most are from our own collections, and some have been generously shared by William Shapotkin.

Many of these pictures were taken at the CTA’s South Shops. 1950s streetcar fantrips often included a shops tour, and Hoffman took many pictures of whatever was out on the scrap track at that time. In addition, historic cars that had been saved were trotted out for pictures. This tradition ended after the last Chicago streetcars ran in 1958. In the mid-1980s, the CTA’s collection was parsed out between the Illinois Railway Museum and Fox River Trolley Museum, where these historic vehicles can be appreciated today.

-Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 564 members.

Postage Costs Are Up

Since 2015, we have offered an ever-expanding catalog of classic out-of-print railroad audio from the 1950s and 60s, remastered to CDs. This includes the entire Railroad Record Club output, some of which has now been remastered from the original source tapes. The proceeds from these sales help underwrite the costs of maintaining the Trolley Dodger blog. Postage costs have gone up by a lot, so as of November 15, 2021, we will have no choice but to raise the prices of our single disc CDs by $1. The price of multi-disc sets, DVDs, and books will be unaffected. Until then, you can still purchase discs through our Online Store and via eBay at current prices.

Recent Finds

According to the information I received with this slide, this Jackson Park “L” train is going to the Metropolitan “L” Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South “L”. Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: “The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line.”

This is the view looking east from out of the back of a westbound Stock Yards “L” train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here– two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date– there were two major conventions in July 1952, so that’s a possibility. I’m also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street “L”, about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the “L” being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don’s Rail Photos: “W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955.” Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don’s Rail Photos: “S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman’s lens, shows CTA salt cars AA103 and AA89. Don’s Rail Photos: “AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954.” And: “AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954.”

Salt cars and snow plows at South Shops on June 15, 1958. Don’s Rail Photos: “E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959.” (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don’s Rail Photos: “Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called “PCC Conversion Program” whereby some parts were used in new 6000-series rapid transit cars. Here’s what Don’s Rail Photos has to say about work car AA104, seen at front: “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

I’m not sure who the Swift is in this picture, but it isn’t the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

Got that?

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” (William Shapotkin Collection)

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2564 – Torrence Shuttle south of CWI crossing at 112th looking ne.”

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: “CSL 2773 is northbound on Lake Park Ave at 55th St.” And our resident South Side expert M.E. chimes in: “The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north.” Andre Kristopans: “2773 – Lake Park/56th looking SE.”

FYI, the picture above seems to be a better match to 55th than 115th. Compare with this picture, from one of our previous posts:

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: “The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that “new” trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I’m not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city’s boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC’s 59th – 60th St. station.”

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: “CSL 5074 is southbound on Canal St at 24th St.” Our resident South Side expert M.E. adds, “As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th.” Andre Kristopans: “5074 – Canal/24th looking n.”

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2512 – 106th/Indianapolis looking E.”

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “2518 – Calumet Western crossing about 129th looking N.”

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: “HWEC 76 – most likely Indianapolis and Exchange at end of line in East Chicago.”

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “HWEC 74 – further study suggests Hohman near Michigan looking S – note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad.” Mike Franklin writes: “Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there).”

CSL 2594. Don’s Rail Photos notes that this car, nicknamed a Robertson, was “built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2594 – 106th crossing BRC and PRR 106th east of Torrence looking E.”

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street “L”) has shared space there since 1962. (William Shapotkin Collection)

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

Chicago Surface Lines one-man car 3205. I can’t make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “3205 – 51st west of Stewart – sign “55th-LAKE PARK” looking W.”

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad’s 30th Street Station. (William Shapotkin Collection) Michael Greene writes: “The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged.”

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago’s northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: “CNW on shoofly – Addison looking N.” (Mayfair is a neighborhood located within Albany Park on Chicago’s northwest side.) Richmond Bates: “The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can’t identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks.”

I don’t know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of ’79. (William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA “L” station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don’s Rail Photos: “3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936.” (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World’s Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a “replica,” which is incorrect.

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The Humboldt Park “L” crossing Humboldt Boulevard in 1949. Where the “L” crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park “L” at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park “L”, possibly circa 1949. The view looks east. (William Shapotkin Collection)

Bill Hoffman’s attempt to get a shot of bot a CTA “L” car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: “This picture shows the Van Buren temporary tracks used by the Garfield Park ‘L’ from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as ‘two shades of mud’.” It’s worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park “L” between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park “L” right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the “L” on Paulina was just west of here, but was not then in use. “L” cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street “L” starting in April 1954– a connection used now by Pink Line trains. The streetcar is running on Route 9 – Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That’s a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: “PCC 7200 – Vincennes at 81st looking NE.”

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park “L” trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 – Ashland. (William C. Hoffman Photo)

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn’t stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

The same location today.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

The same location today.

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

The herald of Central Electric Railfans’ Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the “twilight of the trolley.”

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn’t able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome’s ASA 10. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

Don’s Rail Photos: “AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951.” Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

“Old retired CTA streetcars at 78th and Vincennes on June 26, 1958.” When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called “conversion program” that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were “old,” these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: “Red salt/sleet bus BA108.”

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These “Bluebirds” were planned for use as “fast locals” on BMT’s elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

Keep those cards and letters coming in, folks!

-David Sadowski

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 280th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 818,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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Trick or Treat

October 31, 2021July 14, 2022David Sadowski 9 Comments

Milwaukee Electric 948, as seen from the rear of car 900, on July 16, 1952. Darrick Vormann adds, “Great shot, looks like #10 turning off of 68th St. headed to West Allis.” Larry Sakar: “Photo aaa756 showing the Wells-West Allis westbound streetcar completing the turn from southbound S. 68th Street onto the continuation of the private r.o.w. was also part of Phase III (in Milwaukee Rapid Transit construction in the late 1920s). The 68th Street Rapid Transit station would have been to the left of the streetcar atop the r.o.w. Where the streetcar is seen is today part of the 68th St. off ramp from eastbound I-94, the East-West Freeway. Look slightly left in the background and you can see a bit of the large abutment that carried the two bridges of the Rapid Transit line over S. 68th St. To the left of it, streetcars came down or climbed up a ramp on the embankment to or from the p.r.o.w. This was a favorite place for pranksters. They would soap or oil the track climbing up to the top of the embankment and then hide nearby and get their kicks watching the streetcar try to climb on the soaped or oiled rails.”

As this is Halloween, we have lots of treats for you, and hopefully, not too many tricks. Our latest batch of classic traction pictures also features lots of trains in fall colors, both here in Chicago, and in Milwaukee.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 519 members.

Recent Finds

Chicago & West Towns car 161. The slide says this is in Brookfield.

Chicago & West Towns 156. The slide says this is in Brookfield, but it looks like it could be on Woodside in Riverside.

The caption on this slide mount says, “Dad, David, Bev and Mom entering the El on November 23, 1962.” The location is the at 242-Van Cortlandt Park on the IRT Broadway Line in the Bronx. The station is still there.

Pittsburgh Railways 1693 on the Fineview line in September 1965.

A North Shore Line train at North Chicago Junction on January 20, 1963, the last full day of service before abandonment.

The Aurora and Elgin station in Wheaton on June 14, 1960, nearly three years after passenger service ended, and a year after the last freight train ran.

The CA&E station at Lakewood on June 14, 1960. The line had been abandoned, but was still largely intact, yet could not be saved.

One of the two former North Shore Line Electroliners, just after it had been delivered to the Red Arrow’s Philadelphia & Western line at the 69th Street terminal. The slide was processed in January 1964, but by then, the two trainsets had been repainted and reconfigured into Liberty Liners and were put into service on the 13-mile line to Norristown. So this was taken a few months earlier. Notice the North Shore Line emblem on the front of the train has been removed.

The interior of Milwaukee streetcar 918 on September 5, 1954. (William C. Hoffman Photo)

Milwaukee County Stadium on October 6, 1957, during Game 4 of the World Series between the Milwaukee Braves and New York Yankees. The Braves came from behind to win the game 7-5 in the bottom of the 10th inning, via what we now call a “walk off” home run by Eddie Mathews. Warren Spahn was the winning pitcher, and the Braves went on to win the series, four games to three. The same two teams faced off in the 1958 series, which was won by the Yankees in seven games. Attendance at this game was 45,804 and the park was still served by streetcars in 1957 (but not the following year). (William C. Hoffman Photo)

According to the slide mount, this shows an expansion joint in the streetcar tracks near County Stadium in Milwaukee, where several streetcars are parked during the fourth game of the World Series between the Milwaukee Braves and the New York Yankees on October 6, 1957. (William C. Hoffman Photo) Larry Sakar adds: “Great picture aaa732 of streetcars on the stadium spur in Calvary Cemetery cut. The cut was started in 1926 as part of Phase III of the Rapid Transit Line construction project officially known as the “Fairview Ave. Grade Separation Project.” This phase was completed in late 1928, and construction on Phase IV The City of Milwaukee Rapid Transit Line between 8th & Hibernia Streets and 40th Street was started. It would take until 9-22-30 for it to be completed. As you know, Phase V, the subway to the Public Service Building had some preliminary work done but was never completed. Looking at the photo of the spur, I feel that the spur was a bit more to the south then when the Rapid Transit was running. The eastbound Rapid Transit track would have been next to the fence to the left but there doesn’t look like there was enough room for a fourth track in this photo. The cut still exists but it is so overgrown with weeds and brush that it is barely recognizable. I have a photo taken by Mr. Dan Lee of the Milwaukee Public library Humanities Dept. in 2016 which I’ll send you and you’ll see what I mean about it being overgrown.”

A Milwaukee trolley bus is on National Avenue on May 30, 1963. We are looking north on 6th Street, where North Shore Line interurban trains had run until January 21, 1963. The last Milwaukee trolley bus operated in 1965. (William C. Hoffman Photo)

Fans pushing bus 255 at the Cold Springs Shops at 35th and McKinley on November 4, 1962. (William C. Hoffman Photo)

“Streetliner” bus 886 at the National Railway Museum in Green Bay, WI on September 22, 1963. (William C. Hoffman Photo)

The art glass window of the Flint and Pere Marquette Railroad at Fowler and Plankinton in Milwaukee on May 30, 1963. (William C. Hoffman Photo)

On December 4, 1949, Milwaukee Electric car 1121 was operated on the North Shore Line for a fantrip. Here it is at the Oklahoma stop on an embankment in Milwaukee, WI.
(William C. Hoffman Photo)

Speedrail car 66 at West Junction on June 14, 1951, not long before the entire interurban line was abandoned.

Speedrail car 66 in Milwaukee on June 14, 1951. Larry Sakar adds, “car 66 is westbound about to cross the 8th Street bridge. Once across it will go down the ramp to the start of the private right of way.”

Speedrail car 66 at the Hales Corners loop on June 14, 1951. Larry Sakar: “It’s hard to distinguish in this photo of car 66 rounding Hales Corners Hillcrest loop but in the right side background was the Hales Corners Speedway where they held car races well into the 70’s and ’80’s. Today a Menards occupies the site of the HC loop.”

Milwaukee Electric cars 979 and 914 on private right-of-way on the west side of Milwaukee on May 16, 1953. (William C. Hoffman Photo)

Wisconsin Electric Power Company loco L-9 at the Lakeside power plant on June 12, 1955.
(William C. Hoffman Photo)

Milwaukee Rapid Transit and Speedrail articulated car 50 on Everett Street at the Milwaukee terminal on June 17, 1951.
(William C. Hoffman Photo)

Speedrail heavyweight cars 1193 and 1192 at the Milwaukee terminal on July 4, 1950.
1192 was wrecked less than two months later. The heavyweight cars were only used during rush hours. (William C. Hoffman Photo)

The old interurban and rapid transit terminal at 2nd and Michigan Streets in Milwaukee on August 27, 1961. (William C. Hoffman Photo) Larry Sakar: “Great shot of the Public Service Building a decade after the Rapid Transit had been abandoned. I think you should say this is the southeast corner of N. 3rd & W. Michigan Streets. The caption gives the impression that it’s 2nd Street. Greyhound would occupy the building for four more years before moving to its new terminal on the northeast corner of N. 7th & W. Michigan Streets in early February 1965. I don’t know what’s in there now. Greyhound moved to the new Intermodal station on the west end of the Amtrak station at 5th & St. Paul around 2006. Three years later Badger Coach which was directly across N. 7th Street. moved there in 2009. It is now the sole bus terminal in Milwaukee.”

Double-pole streetcar 801 is at the Fond Du Lac station in Milwaukee on May 4, 1958. (William C. Hoffman Photo)

On August 2, 1964, Milwaukee streetcar 978 is on static display at the Mid-Continent Railway Museum in North Freedom, WI. After moving around to several places after its 1958 retirement, car 978 is now at the East Troy Electric Railroad. (William C. Hoffman Photo)

The view west along the old Milwaukee Electric right-of-way over the North Shore Line in south Milwaukee on September 9, 1962. (William C. Hoffman Photo)

Speedrail snow plow U-5 is at the Milwaukee terminal on June 17. 1951. (William C. Hoffman Photo)

Old heavyweight Milwaukee Electric steel car 1115, later operated under Speedrail, is shown at the Everett Street terminal in Milwaukee on June 17, 1951. (William C. Hoffman Photo)

On July 4, 1950, several Speedrail cars are shown at the Milwaukee terminal. Car 1192, at right, was involved in a head-on collision on September 2, 1950. (William C. Hoffman Photo)

Milwaukee Electric (aka Speedrail) car 1115 is at the Waukesha loop on July 16, 1950. Larry Sakar: “Car 1115 seen on the Waukesha loop on 7-16-50 was part two of a four-part fan trip. I do not know who sponsored it. The morning trip to Waukesha used lightweight duplex 31-32 to Waukesha. At Waukesha loop the fans boarded ex TM now Speedrail car 1115 for the return trip to Milwaukee. There are a number of pictures of it at West Junction, including that one I think I shared with you long ago where Speedrail VP of operations Ed Tennyson appears to be chewing out the conductor. The afternoon trip to Hales Corners Hillcrest loop used curved side car 65 to Hales Corners and ex AE&FR, ex SHRT 301 for the return to Milwaukee. While backing across the Honey Creek Parkway bridge for a photo run-by, the trolley pole came off the wire and struck the catenary arm, bending it like a pretzel. Those cars did not carry a spare pole. In fact, I’m not aware if TM or any of its successors ever did. They moved the front pole around and it got them back to the Public Service Building.”

On June 14, 1951, Speedrail car 66 is at the Waukesha loop. Refurbishing this curved-sided car, originally built by the Cincinnati Car Company and purchased used from Lehigh Valley Transit, was a last-ditch effort to save the line. Unfortunately, this car only ran in Milwaukee for a few weeks before the line quit. Larry Sakar: “The caption says that car 66 operated for “just a few weeks” before the end of Speedrail on 6-30-51. The 66 made its debut on a fan trip on the Waukesha line on March 31, 1951. It operated in regular service over both the Waukesha and Hales Corners lines through the very last day. I have a color print from a slide of it stopping at Waukesha East Limits on 6-30-51. It is credited to the late George Krambles.”

Speedrail car 1192, which was heavily damaged in a horrific head-on collision, as it appeared in September 1951.

Speedrail car 62 leaves the Milwaukee terminal on June 14, 1951.

Milwaukee Electric 801 is on the Wells Street trestle on May 6, 1950.

Milwaukee Electric car 801, equipped with two trolley poles, is at the Fond Du Lac barns on September 5, 1954.

On May 22, 1955, Milwaukee Electric loco L10 and some hopper cars are on the #10 route. Larry Sakar: “This is not the Route 10 line. No freight service ever crossed the Wells Street viaduct which I’m guessing is what whoever wrote the caption thought this was. It is actually the Lakeside Belt Line crossing South 60th Street, a short distance north of where I live. Today, you’d never know it was there!”

On May 16, 1953, Milwaukee Electric 921 is on the long trestle on the line to Wauwatosa.

Milwaukee Electric 994 is on the Howell line in Milwaukee on August 12, 1955.

Milwaukee streetcar 962 is on the West Allis route on September 14, 1953.

Chicago Aurora and Elgin car 407 at Green Valley in Lombard at Brewster Avenue.

CA&E car 411 heads up a train in Wheaton.

CTA 2891 is heading west, crossing First Avenue in suburban Maywood in November 1951. The Refiner’s Pride gas station at rear was run by “Montana Charlie” Reid. He operated a chain of such stations in the western suburbs here. He also owned Montana Charlie’s Chuck Wagon, a restaurant in Villa Park. Although Charlie himself is long gone (he died in the early 1980s), his name is still used on a flea market in Bolingbrook, Montana Charlie’s Little America. (Truman Hefner Photo)

The Refiner’s Pride gas station on first Avenue in Maywood was part of a chain that included this location in Forest Park, and included a small convenience store. The Forest Park location is still in business as Refiners Citgo. (Forest Park Review Photo)

From the Chicago Tribune, September 19, 2004: “As for the real Montana Charlie, he is described as an exciting character with a colorful, almost improbable background. Montana Charlie Reid “was born and raised on the North Side of Chicago but while in his early teens, during the previous turn of the century [19th to the 20th], he yearned to be a cowboy,” Donahue says. “So he got on his horse and rode it all the way to Montana, where he got a job on a ranch.
“He learned trick riding and became involved with traveling carnivals and circus acts. As he went through life, he tried his hand at various other things — including chauffeuring an oil tycoon. When his employer died, he left his estate to Montana Charlie.”

CTA 2920 at the ground level Harrison Street station on the Westchester route in May 1951.
(Truman Hefner Photo)

CTA 2889 heads south into an open cut near the Roosevelt Road station in March 1951, while passing several cars in storage nearby.
(Truman Hefner Photo)

CTA 2863 is at the Roosevelt Road station on the Westchester line in April 1951. (Truman Hefner Photo)

CTA 2721 is eastbound, west of the DesPlaines Avenue station in April 1951. The gas holder at right was a longtime Forest Park landmark. (Truman Hefner Photo)

CTA 2904 approaches the Roosevelt Road station in January 1951. (Truman Hefner Photo)

CTA 2908 is eastbound, having crossed First Avenue in Maywood. The old Refiner’s Pride gas station is in the background. The date given here (June 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2823 is between First Avenue and DesPlaines Avenue, having just crossed over the DesPlaines River. The date given (October 1952) must be wrong, as the Westchester branch quit in December 1951. (Truman Hefner Photo)

CTA 2922 crossing railroad tracks near DesPlaines Avenue. The date given is January 1952. (Truman Hefner Photo)

CTA 2859 and one additional car are southbound, having just stopped at the Roosevelt Road station on the Westchester route. The date given (March 1952) must be incorrect, as service on the Westchester “L” ended the previous December. Notice the two tracks went down to one here, for the rest of the line, which ended at Mannheim Road and 22nd Street. (Truman Hefner Photo)

In April 1951, CTA 2731 heads south, about to cross Madison Street just west of Bellwood Avenue in suburban Bellwood. A black-and-white version of this picture appears in my book Chicago’s Lost “L”s. Just north of here, the Westchester branch merged with the Chicago Aurora & Elgin main line. As far as I know, the house at right is still there.
(Truman Hefner Photo)

CTA 2820 is on the CA&E main line in Bellwood in February 1951. (Truman Hefner Photo)

CTA 2834 is westbound, just west of DesPlaines Avenue, in April 1951. (Truman Hefner Photo)

CTA 2899 is at the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2806 and another car are in an open cut near the Roosevelt Road station in February 1951. (Truman Hefner Photo)

CTA 2814 crosses Harrison Street in April 1951.
(Truman Hefner Photo)

This slide was definitely mislabeled. It was actually taken on the CA&E main line, just west of 25th Avenue. I believe the train is westbound. (Truman Hefner Photo)

CTA 2817 is just east of 25th Avenue, where the Chicago Great Western had a freight yard, on the CA&E main line. The train is eastbound. (Truman Hefner Photo)

Did Not Win

We have to compete with other people to purchase slides, prints, and negatives. As funds are always limited, we do not always win these auctions. Here are some photos that we did not win, but are still worth another look.

Here is a nice view of the Douglas Park yard at 54th Avenue in 1966, showing the old right-of-way that extended west of here until the line was cut back in 1952. The occasion was a fantrip.

Here is an excellent early photo of the Met “L” station at Gunderson, courtesy of LeRoy Blommaert. Gunderson is a side street running north-south in Oak Park, located between East Avenue and Ridgeland. When the “L” came through here, it was a new development, and hence, got its own station. The East Avenue entrance to the Blue Line station at Oak Park Avenue is its nearest contemporary replacement.

This real photo postcard recently sold for $60.99 on eBay. I did not win the auction. It shows a Chicago Union Traction streetcar signed for Evanston. Not sure if this was before or after service terminated at the city limits, so it could actually have terminated in Evanston itself.

Here is a mystery photo for you. Where was this picture of North Shore Line car 420 taken? Zach E.: “The mystery photo of CNS&M 420 was taken at the Seashore Trolley Museum in Kennebunkport, Maine.”

There have been only a few times when “L” trains fell off the structure… this derailment, which happened on December 7, 1966, is one of them, at the curve near 40th and Indiana. David Harrison: “Yes… there were two things important about this incident… the last cars of an 8-car SB derailed. The two cars stayed on the structure for three blocks, after being derailed…. before they finally left the structure. That shows how ‘L’ cars are rather safe thanks to their weigh and low center of gravity, plus guard rails and timber guards. CTA rules at that time did not require to motorman to check his train after an emergency stop. The motorman testified he didn’t feel his train’s performance was different. Perhaps two blocks of running was at a low speed because of the curve at Wabash/40th. CTA rules were changed after this incident.” Caron Stewart adds, “Two people died in this accident. The train was going southbound during the morning rush. If it was going north towards downtown during this time the injuries most likely would have been higher.”

Another slide I did not win. This was one of those fantrips held on the CA&E after passenger service was abandoned. Unfortunately the photographer used “grade Z” film (probably Anscochrome).
Chicago Aurora and Elgin Electric Interurban Coach #453
Original Color Slide Photographer Credit: Unknown
Maywood, Illinois 26 October 1958

Keep those cards and letters coming in, folks.

-David Sadowski

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 279th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 815,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

A Fall Harvest

October 22, 2021June 14, 2025David Sadowski 11 Comments

This picture of the old Met bridge over the Chicago River is undated, but probably dates to circa 1952-55 based on the type of red border Kodachrome mount it is in. But it is certainly after the the other picture in this post, taken at much the same location, since the building at rear, or part of it, was in the process of being torn down. This was not related to expressway construction, since the “L” at this point was north of there. Once the Congress rapid transit line opened in 1958, this section of “L” was taken out of service and by the early 1960s it had been torn down.

Cooler weather has moved into the Chicago area, and along with it, we have a Fall Harvest of classic rail images for you today, including many by three of the greatest railfan photographers of the 1950s– Clark Frazier, Truman Hefner, and William C. Hoffman.

Enjoy!
-David Sadowski

This video features streetcars and elevated trains in Chicago, Milwaukee, and New York City, mostly from the early 1950s– and originally shot on high quality 16mm film:

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 482 members.

Recent Finds

CSL 4001 at South Shops, with 7001 in front of it, probably during the 1950s, when these two experimental cars were being used for storage.

CTA PCC 4371, built by Pullman, is on State Street heading south from Randolph, with the old State-Lake Theater in the background. The film “Lovely To Look At” was released on July 4, 1952, which is probably around when this picture was taken.

North Shore Line 759 heads up a two-car train heading southbound at Harrison Street, leaving street running in favor of private right-of-way in Milwaukee on June 16, 1962. (Richard H. Young Photo)

A two-car CTA Kenwood shuttle train at Indiana Avenue, probably some time around 1949. I assume there must have been stairs leading up to the tower.

A close-up of the previous image.

CTA 6130-6129 are “at speed” near Jarvis “L” station on the north side, operating under wire on the southbound express track as a mid-day Evanston “Shopper’s Special” on December 11, 1955. The picture is slightly blurred because Kodachrome back then was ASA 10 (until the introduction of Kodachrome II in 1961). The unique signage on the train indicates which stations this express train stopped at.

Chicago, Aurora & Elgin wood car 28 is at the head of a train in this picture I assume was taken in Wheaton, between 1952-55 (based on the slide mount).

Red Arrow Strafford car 164 is on the high-speed line to Norristown in the early 1950s, perhaps near 69th Street Terminal. Kenneth Achtert adds: “Your picture of Strafford car #164, if the early 1950s date is accurate, was most likely not on a Norristown line trip, but is arriving at 69th St. Terminal likely coming from Strafford. Strafford service was not abandoned until 1956 and was what gave the 160-series cars their common name. The bullet cars could have been called Norristown cars, but they already had an even better name.”

Red Arrow double-ended car 20, which looks like a PCC but technically isn’t, is running outbound on the Ardmore branch in 1953. Not sure what all the track work is about, although the West Chester branch itself was abandoned in favor of buses in 1954, so that West Chester Pike could be widened. I assume this is the intersection of West Chester Pike and Darby Road in Havertown, PA. The Ardmore trolley was replaced by buses at the end of 1966. Both trolley lines here are now SEPTA bus routes. Mark A. Jones adds: “Regarding the Red Arrow trackage on West Chester Pike west of the Ardmore turn-off, it continued in use after the West Chester line became a bus as the Llanerch car barn (which housed the Red Arrow trolleys at the time) was located Darby Rd. and West Chester Pike west of the Ardmore cut-off. That’s my memory of that.”

Red Arrow double-ended St. Louis car 15, built circa 1949, is coming off the Ardmore line towards the 69th Street Terminal in 1953. The West Chester branch might still have been in operation then, as there is a car in the distance on West Chester Pike.

Red Arrow Brilliner 9 is signed for the Media route in the early 1950s.

Red Arrow Brilliner 6 is signed for the Media route in the early 1950s.

On August 3, 1950, an eastbound Garfield Park “L” train approaches Western Avenue station.
(William C. Hoffman Photo)

Deck roofed “L” cars, including 2908, are in Laramie Yard on July 2, 1950. (William C. Hoffman Photo)

An eastbound train of wooden “L” cars (including 3210), with trolley poles up, heads east on the ground-level portion of the Lake Street “L” in Oak Park on October 12, 1953. I believe the location is a few blocks east of Marion Street, where the street (South Boulevard) narrows.

The subway entrance on State Street between Madison and Monroe, as it looked on December 5, 1954. PCCs were still operating on State at that time. (William C. Hoffman Photo)

The view looking south from the 35th Street “L” station on August 23, 1963. A new center island station had opened here in 1961, taking up space formerly occupied by the center express track, which had been unused after 1949. A fire destroyed the new station in October 1962, and temporary facilities were used until the station was rebuilt in 1965. (William C. Hoffman Photo)

An 8-car train of CTA 4000s, still in the old tan color, approaches 35th Street on November 6, 1950. In this somewhat underxposed slide, you can still make out the long walkway at right, which connected to a stairway at the former 33rd Street “L” station, only used as an auxiliary entrance and exit for 35th after 1949. This walkway was closed on September 25, 1961 and removed thereafter. (William C. Hoffman Photo)

The view looking west from the transfer bridge at the CTA station at 40th and Indiana Avenue on July 7, 1953. A southbound train of 6000s heads into the station. (William C. Hoffman Photo)

This slide, taken on Sunday, March 6, 1955, gives a good view of the direction sign on the transfer bridge at 40th and Indiana station. Our resident South Side expert M. E. adds, “Two-car trains were rare on the north/south main line. The destination sign explains why just two cars: It is an “all-stop” sign reading “Howard Street”. Most days of the week, main line service was either “A” or “B”. The only time the CTA ran just two cars on the main line as all-stop trains was on Sunday mornings.” (William C. Hoffman Photo)

The westbound view from the transfer bridge at 40th and Indiana on July 2, 1963 shows CTA 6047 at the rear of a northbound train, fitted with an experimental ventilation system. This was not shot on Kodachrome, which explains the somewhat funky color shift on this slide. (William C. Hoffman Photo)

The view west from the overhead transfer bridge at 40th and Indiana on July 7, 1953, looking west. We see a northbound train of 4000s, an approaching southbound train of 6000s, a Stock Yards shuttle train, and some additional Stock Yards cars being stored on the former express track, unused since 1949.
(William C. Hoffman Photo)

Looking west from the passenger overpass at Indiana Avenue on July 3, 1950, we see an 8-car train of steel cars, and a Stock Yards shuttle train. In the distance, that may be some additional Stock Yards cars being stored on the otherwise unused center track. (William C. Hoffman Photo) Our resident South Side expert M. E. writes: “Your caption needs correction. What you claim to be a Stock Yards shuttle is not on the Stock Yards tracks, which ran directly west from the switch building at the end of the platform. Instead, your “Stock Yards” train is on the main line heading east/south. Apparently the CTA still ran old cars on the main line at that time, although I don’t remember that. Another, more remote, possibility is that this short train is dead-heading east (without passengers) toward the Kenwood line. But in the next photo, you see no track connection from the main line to the Kenwood line. The only way dead-headed cars destined for Kenwood could end up on the Kenwood line would have been to turn south on the main line to 43rd St. and use switches to go from the southbound main line to the northbound main line to the former northbound main line track, which joined the Kenwood shuttle track back at Indiana Ave. — and which (in reverse) provided the only way to move Kenwood cars off the Kenwood tracks.” We were only repeating the information that Mr. Hoffman wrote on the original slide mount, which, of course, could be wrong.

Two “new” and two “old” 6000s enter the CTA station at 40th and Indiana on June 6, 1954. The Kenwood shuttle continued to operate for another three years after this. We are facing east. (William C. Hoffman Photo)

SF Muni 170 on the N Line, entering the Sunset Tunnel in 1957. (Clark Frazier Photo)

SF Muni 130 on Ocean Avenue by Elkton Shops on September 16, 1957. According to the Market Street Railway web site: “Car No. 130 was among the the last ‘Iron Monsters’ to leave passenger service, in 1958. Muni shop foreman Charlie Smallwood saved it from the scrap heap by hiding it in the back of Geneva carhouse while its mates met their fates. He then talked his bosses into making it a ‘wrecker’. Stripped bare and painted yellow, it spent the next 25 years towing its replacements–PCC streetcars–back to the barn when they broke down. It was fully restored by Muni craft workers in 1983 for the Historic Trolley Festival, including original seats, which Charlie had kept all those years in his basement…just in case!” (Clark Frazier Photo)

Key System A Train 130 near Yerba Buena Island on the Bay Bridge on April 18, 1958. (Clark Frazier Photo)

Pittsburgh 1499 on Route 34/21 on Ladoga Street near Ingram in 1959. (Clark Frazier Photo)

Pittsburgh 1486 and 1485 rest at Ingram carhouse in 1959. (Clark Frazier Photo)

SF Muni “Iron Monster” 162 at La Playa (48th), approaching the N Line terminus on December 16, 1956. (Clark Frazier Photo)

The SF Muni Geary car house in 1956. (Clark Frazier Photo)

Dresden 264 007 on Line 4 at Dresdner Schloss on June 3, 1978. At the time, Dresden was located in East Germany. (Clark Frazier Photo)

Key System 167 is an A Train east of Yerba Buena Island on the Bay Bridge on April 18, 1958. (Clark Frazier Photo)

SF Muni “Iron Monster” 178 on a fantrip on the J Line by SF Muni “Iron Monster” 178 on a fantrip on the J Line by Dolores Park in 1958. (Clark Frazier Photo)Park in 1958. (Clark Frazier Photo)

SF Muni “Iron Monster” 114 stops for passengers on the B Line in 1956. (Clark Frazier Photo)

DC Transit 1553 at the Route 20 Plow Pit on February 7, 1959. This was a spot where overhead wire ended (by law) and streetcars changed over to collecting electricity through an underground conduit. (Clark Frazier Photo)

Boston MTA 3276 entering Reservoir Yard on June 5, 1959. (Clark Frazier Photo)

Boston MTA 3216 on Mass Avenue in North Cambridge on August 29, 1958. (Clark Frazier Photo)

Boston MTA 3337 (ex-Dallas) near the Cedar Grove station on the Ashmont-Mattapan line on May 31, 1961. (Clark Frazier Photo)

DC Transit 1543 on Route 20 in Georgetown on June 7, 1959. The Georgetown Theatre was located at 1351 Wisconsin Avenue NW, Washington, DC and opened in 1913. It closed in 1986 and was converted to retail. (Clark Frazier Photo)

DC Transit 1159 at the Calvert Bridge on Route 92 on February 6, 1959. (Clark Frazier Photo)

SF Muni “Iron Monster” 213 on the N Line, west of the Sunset Tunnel, in 1957. (Clark Frazier Photo)

Key System (Oakland) E train 184 to Berkeley leaving 55th Street in 1958. This slide has a processing date of March 1958 stamped on it, one of the earliest I have seen. (Clark Frazier Photo)

SF Muni “Iron Monster” 130 on the M Line by Parkmerced on September 16, 1957. (Clark Frazier Photo)

A Key System E train to San Francisco near Tower 3 in 1958. (Clark Frazier Photo)

DC Transit 1136 on Route 54 at the Navy Yard car barn on September 1, 1958. (Clark Frazier Photo)

In May 1952, a CTA train of flat-door 6000s heads down an incline west of Pulaski Road on the Douglas Park “L”. (Truman Hefner Photo)

A train of CTA 6000s on the Metropolitan main line, looking east from Marshfield Avenue. This probably dates to late 1950, since no work has yet been done building the temporary right-of-way in Van Buren Street to the left, later used by Garfield Park trains. The tag on the train indicates whether it stopped at some part-time stations on Douglas. (Truman Hefner Photo)

A CTA two-car train of 6000s, running on the Douglas Park line, heads east onto the Metropolitan main line at Marshfield Junction. Since a train is visible on the Garfield Park portion, the date cannot be later than September 1953, and is likely a couple years before that. (Truman Hefner Photo)

CTA 6056-6057 crossing East Avenue in Berwyn, where a sign indicates that the crossing guard is off duty. This portion of “L” was abandoned in February 1952. (Truman Hefner Photo)

6053-6054 near Oak Park Avenue on the Douglas Park “L”. The date given here (December 1953) must be wrong, as the line had already been cut back to 54th Avenue by then. It may be December 1950, as Douglas was the first line to use the new 6000s. (Truman Hefner Photo)

CTA 2725 at the Oak Park Avenue terminal of the Douglas Park “L” in December 1950.
The line was cut back to 54th Avenue, nearly two miles east of here, in 1952. This area is now used as a parking lot in Berwyn, often referred to as the “L” strip. (Truman Hefner Photo)

CTA 6087 and train are running on the ground-level portion of the Douglas Park “L” at Kenton Avenue in May 1952. (Truman Hefner Photo)

CTA deck-roofed car 2891 is just south of Roosevelt Road on the Westchester “L” in April 1951. (Truman Hefner Photo)

A train of CTA 6000s (probably 6055-6056) crosses Austin Boulevard in Cicero on the Douglas Park “L” in February 1952, shortly before service was abandoned west of 54th Avenue. (Truman Hefner Photo)

A CTA train of 6000s is turning onto the Metropolitan main line from the Douglas Park “L” on April 3, 1954, while a CTA test train (with car 2276) is on the new, as yet unused connecting track between the Douglas “L” and the old Logan Square branch. Once Douglas trains began using this new “L” connection, they began running downtown via the Lake Street “L”, and portions of the old “L” east of here were torn down for expressway construction. By 1958, there was a new ramp in place, approximately in the same place the 6000s are here, leading down to the Congress rapid transit line in the expressway median. (Truman Hefner Photo)

A CTA train of 6000s is turning from the Metropolitan main line onto the Douglas Park “L” on April 3, 1954, while a CTA test train (with car 2276) is on the new, as yet unused connecting track between the Douglas “L” and the old Logan Square branch. Once Douglas trains began using this new “L” connection, they began running downtown via the Lake Street “L”, and portions of the old “L” east of here were torn down for expressway construction. By 1958, there was a new ramp in place, approximately in the same place the 6000s are here, leading down to the Congress rapid transit line in the expressway median. (Truman Hefner Photo)

In December 1950, CTA open platform, railroad-roofed car 2327 is westbound at Austin Boulevard on the Douglas Park “L”.
Here, the barrier is down. (Truman Hefner Photo)

CTA wooden open platform, railroad-roofed car 2330 is northbound on the Northwestern “L” near Berwyn Avenue, running on the Evanston line in July 1951. (Truman Hefner Photo)

CTA 2256 is part of a four-car Met train, turning from Market Street onto the double bridge over the Chicago River in March 1951.
(Truman Hefner Photo)

CTA railroad roofed, open platform car 2707 under the Belt Railway at Kenton Avenue on the Douglas Park “L”. (Truman Hefner Photo)

CTA arched roof, open-platform car 2281 at 54th Avenue on the Douglas Park “L” in March 1951. (Truman Hefner Photo)

Open platform, railroad roof car 2715 at 54th Avenue in Cicero, on the Douglas Park “L”, in January 1951. (Truman Hefner Photo)

The CTA ground-level station at Austin Boulevard in Cicero, on the Douglas Park “L” in December 1950. Note the unusual raised barrier at the crossing. (Truman Hefner Photo)

CTA open-platform, railroad roof car 2338 at Kenton on the Douglas Park line, where there was a connection to the Belt Railway of Chicago, in December 1950. (Truman Hefner Photo)

CTA open-platform, railroad roof car 2318 at Kenton on the Douglas Park line, where there was a connection to the Belt Railway of Chicago, in December 1950. (Truman Hefner Photo)

CTA PCC 7215, a product of the St. Louis Car Company, is signed to go to 80th and Vincennes, operating on Route 22 – Wentworth in 1958. But was this picture taken at 80th and Vincennes? M. E. writes: “Reason to think this photo was taken at 80th and Vincennes: There was a
single loop track at 80th and Vincennes, and the terminal area was on the east side of a miniature “park” situated east of Vincennes between the terminal trackage and Vincennes Ave. proper. Reasons to think this photo was not taken at 80th and Vincennes: (1) The exit trackage in the photo makes no sense if it were indeed 80th and Vincennes. The exit trackage ran straight out of the loop and onto northbound Vincennes trackage. (2) As I recall, 80th and Vincennes was a residential area with no large buildings. If I had to hazard a guess, I’d say this photo was taken on the property of the 77th/Vincennes carbarn, and the streetcar in the photo had either just returned from 80th and Vincennes or was headed there. This scenario is also likely because there was never a “terminal” on line 22 at 77th St.; the closest was at 80th St. Consequently, streetcars in service coming from the north had to go to at least 80th St. before heading back to the barn at 77th St.”

The Prince Crossing station on the Chicago, Aurora & Elgin, as it appeared on June 14, 1960, after abandonment.

Did Not Win

Try as we might, our resources are always limited and there are photos that our beyond our means to afford. Yet many of them are worth another look anyway:

Chicago, South Shore and South Bend Railroad modernized interurban coach 28 and modernized steel interurban combine 107 at the end of the line station shared with Amtrak. The line was cut back from downtown South Bend in 1970. In 1992 the line would be diverted to the South Bend Airport.
April 26, 1980, W Washington St & W Meade St, South Bend, Indiana. (Clark Frazier Photo)

This original glass plate negative, showing the last New York City horse car line circa 1907, recently sold on eBay for $539(!). The location is Broadway looking north just past Broome Street. The horse car line was abandoned in 1917, by which time it had few passengers as was a “franchise run.”

Angel’s Flight in its original LA Bunker Hill location, probably circa 1969. The funicular opened in 1901, but was dismantled and put into storage for several years not long after this picture was taken, as the hill it climbed was razed. It has since reopened in a different location.

A Hidden Freight Spur

Looking northwest.

I was somewhat surprised a few months ago when it appeared some freight car switching was taking place on the Union Pacific West Line (formerly Chicago & North Western) embankment in Forest Park, just east of Lathrop Avenue. The tracks here were raised around 1910 and not far east of here, the embankment is shared with the Chicago Transit Authority’s Green Line (aka the Lake Street “L”).

There isn’t much light industry left near the railroad in Forest Park, but apparently there is still at least one active customer, and behind a row of town houses, there is an active freight spur, with a ramp leading up to the embankment. I found a lone freight car on the spur. Presumably it will be hauled away prior to the next delivery, whenever that might be.

The freight spur is visible on this map. You can also see how the curved streets in this part of Forest Park got their shape. They once formed a “wye” used to turn trains around. Much of the CTA rail yard west of Harlem Avenue was built onto new embankment in the early 1960s.

I drive by this area nearly every day, but all this is so completely hidden from view that I had no idea any of this still existed. It also sheds some light on the changes made to the “L” and the adjacent commuter rail line in the late 1950s.

When the CTA and C&NW were negotiating the relocation of the Lake Street “L” onto the embankment, at first it was thought that the “L” would run as far west as the DesPlaines River in River Forest. In 1958, the C&NW sought permission to close several commuter rail stations, ceding their close-in ridership to the CTA (and at the same time speeding up service to suburbs that were further out).

Originally, the River Forest station was one of the C&NW petitioned the Illinois Commerce Commission to close, but at some point, plans were changed, and the station is still there, serving riders on what is now the Metra Union Pacific West Line.

If the “L” had been extended through this area, it would have made it difficult for the C&NW to continue serving their freight customers in Forest Park with the spur line that is, apparently, still in use.

Looking west.

Looking southeast. Town houses have replaced light industry south of the railroad spur.

Looking northwest.

Recent Correspondence

Larry Sakar writes:

A three-car train in Lake Bluff by William D. Volkmer, 10/8/60.

I was browsing through some of your newest pics on The Trolley Dodger. You have a great picture of a North Shore train NB at Lake Bluff taken by Bill Volkmer on 10/08/60 (5 days after my 10th birthday). They aren’t what I’m concerned with.

In the spring of 1992 I accompanied another NSL fan on a tour of the abandoned NSL from Lake Bluff to Mundelein, probably other spots on the NSL as well but I no longer remember. It may have been this trip, or another time but he was after a whistling post that was still embedded near one of the crossings on the Skokie Valley route. He brought along a sack of tools with which to extricate it. He discovered that it was anchored very deeply by a steel cord of some sort and did not get it.

I took the attached photo at Lake Bluff that day. What I would like to know is where the Lake Bluff station would have been in the 1992 photo and what direction I am facing. As you can obviously tell, it was a damp and foggy day. The second picture was taken at Mundelein. He told me that the NSL station was in the parking lot seen in my photo, which I seem to recall was for an apartment complex.

The individual in the photo was an avid NSL fan, having ridden the last northbound train from Chicago to Racine. He was a high school student at the time. The Racine station agent was a friend of the family. He was in the right place at the right time. The place was the Racine station on the day it was torn down. It was gone by the time he got there but he noticed a pile of items being burned. Among those items was the ticket agent’s rack and rubber stamps which he rescued from the pile.

No rush. I’ve just been wondering. He may have told me that where he was standing was where the trains stopped, but I honestly don’t remember. I ceased all contact with this individual in 2003 when I quit TMER&THS (The Milwaukee Electric Railway & Transit Historical Society).

Thanks.

The site of the former North Shore Line station in Lake Bluff in 1992.

The site of the former North Shore Line station in Mundelein in 1992.

The site (at right) of the former North Shore Line station in Waukegan in 1992.

Perhaps some of our readers can help Larry figure this out, thanks.

Keep those cards and letters coming in, folks.

-David Sadowski

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

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From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

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Photos by John Engleman

September 29, 2021January 6, 2022David Sadowski 4 Comments

Amtrak GG1 entering B&P Tunnel, Baltimore. (John Engleman Photo)

We have recently been assisting John Engleman, an excellent photographer, by scanning 35mm color negatives he took, mainly in the Baltimore area, between 1968 and 1974. These include intercity trains, spanning the era before and after the 1971 Amtrak takeover, and much else.

This is our third post with photos by Mr. Engleman. You will find the others in our previous posts Christmas in July (July 27, 2021) and Chasing Sanborn (Our 275th Post) (August 30, 2021).

All the comments on these photos are by Mr. Engleman. We may yet have more of these to share in future posts.

-David Sadowski

Photos by John Engleman

B&O west end of Mt. Clare “A” Yard, Baltimore under Jackson’s Bridge. By this time I had become a B&O Engineer and could stop and take pictures wherever I liked providing it was safe. I was always fond of the F7s and having two consecutively numbered ones was rare. By the Engineer’s door of the GP30 propped open though, I was running from that end.

Amtrak E60 with standard NY-Washington Amfleet train coming into Odenton, Md.

Metroliner Northbound at Odenton

Texas International DC-9 crossing Amtrak on approach to BWI airport

Fire tower of some BWI tower (I don’t know which) on the glide path to BWI at Stoney Run

Southbound Metroliner at Stoney Run Road crossing

Amtrak GG1 4905 at Baltimore’s Pennsylvania Station

Scenes taken from my switching engine at the east end of B&O’s Bayview Yard.

Northbound Amfleet train with the GG1 that wasn’t, #4939 at Odenton, Md. This engine is now at IRM with it’s correct number, 4927.

Same train going away

Conrail Pope’s Creek coal train waiting to leave CR’s Bayview Yard, Baltimore

B&O’s Bayview fire track

B&O caboose disappearing into the infamous Howard Street tunnel, Baltimore

GG1 popping out of B&P tunnel

The Silver Star leaving Baltimore’s Pennsylvania Station heading into the B&P tunnel

Conrail E33s (Ex-New Haven, exx-Virginian locomotives) passing around Pennsylvania Station

Northern Central branch of Conrail (ex-Pennsy) passing Woodberry Station enroute to Harrisburg. This is now Baltimore’s light rail line, and there is still a Woodberry station, although the handsome old one is no longer with us.

B&O freight trains at NA (North Avenue) tower on the Baltimore Belt Line

A view across two railroads looking at Baltimore Streetcar Museum’s car 1164

Metroliner going into B&P tunnel

Same Metroliner coming out of Pennsylvania Station

Sperry Rail Service Mack PCC railbus in the coach yard at Pennsylvania Station. 623 also shows a Baldwin switcher. At this time Baltimore still had a full time station switcher

At left, a Baldwin switcher. At this time Baltimore still had a full time station switcher.

Amtrak 4905 waiting as a ‘protect’ engine

Conrail hump power, SD9, #6912. Engine was permanently assigned to Bayview

Southbound Amtrak passenger and CR coal train at Bayview, Baltimore.

View of new rail pile at Baltimore Streetcar Museum looking towards Penn Central

Interior of BSM car 1164

Two B&O trains passing at NA Tower, Baltimore

B&O train heading into Howard Street tunnel at Mt. Royal Station

Eastbound B&O at NA, with much missed caboose trailing

PRR (PC) MP54s arriving in Baltimore, way prior to today’s frequent MARC service

Seaboard Coast Line Florida train (probably Silver Star) at Virginia Avenue Tower, Washington DC

Southern Ry. Southern Crescent passing Virginia Avenue Tower

SP freight somewhere in Texas or Arizona from the Sunset Limited

SP Sunset Limited, location ? Update: Ken Briers says the SP shots in the most recent batch look like San Antonio. Makes sense to me, as the train would have laid over here long enough for me to get off and take photos. Ken usually knows what he is talking about.

Penn Central RPO cars in Baltimore. PC still had one or two Baltimore-NY set out mail cars in the late ’60s, of various lineage

Remnants of a C&O train at Virginia Avenue Tower, DC

More RPOs in Baltimore

C&O streamlined 490 “Chessie” engine just after arrival at B&O Museum, 1968.

Penn Central freight from Potomac Yard passing Virginia Avenue Tower

More C&O at Va. Avenue

More RPOs

Southern Ry. Southern Crescent from B&P Tower, Baltimore with two coast to coast Pullman cars

SP Sunset Limited enroute westbound. According to Dave Williams, this is Houston.

According to Dave Williams, this Southern Pacific train is in Houston.

More RPOs

More truncated C&O at Va. Avenue

From vestibule of Southern Crescent somewhere in the “south” (Georgia, Alabama, etc.). No other information remembered

More shots of C&O Chessie 490 at B&O Museum

SP westbound freight somewhere in Arizona from westbound Sunset Limited

Did Not Win

Try as we might, our resources for purchasing vintage images are limited. Here are two that are very much worth seeing, but still escaped our grasp:

FYI, this 35mm slide recently sold for $263.88.
Pittsburgh Railways PCC Electric Streetcar #1470
Original Kodachrome Color Slide Processed by Kodak
McKeesport, Pennsylvania
7 September 1959
Photographer Credit: William D. Volkmer
Bob Sherwood writes, “This photo was taken during a Photo Stop during the NRHS Convention trip. My Dad, W. G. Sherwood, is on the sidewalk to the right walking toward the cameraman.”

FYI, this original slide recently fetched $100.99 on eBay. Chicago Aurora & Elgin 456 and 314 in Wheaton, sometime around 1952-55. We are looking west.

Recent Correspondence

Our resident south side expert M. E. writes:

My brother sent me this video teaser of Chicago streetcars in 1950.

A bit more than half takes place along Lawrence Ave. But the rest is on the far south side, my turf.

Right near the beginning, you see a streetcar crossing railroad tracks. This is at 111th and Hale. The view looks northeast. The train tracks are the Rock Island suburban line (which still runs). The streetcar is heading westbound on Monterey Ave., crossing the tracks, then continuing westbound on 111th St. Notice the awning on the drugstore on the corner. You’ll see it again soon.

Now go past all the north side stuff, and come to what is obviously a streetcar going up a hill. This view is a little more than a block west of the rail crossing view. It shows a streetcar climbing the 111th St. “hill”. The awning I mentioned in the rail crossing scene is noticeable in the distance in this view.

One of my neighbors at that time was a boy who attended Morgan Park Military Academy, a few blocks west of the “hill” on 111th St. He told me once that, during a rain, he and other boys soaped the streetcar tracks to watch the streetcars struggle to get up the hill. Nasty!

At the bottom of the hill is a traffic signal for Longwood Drive. Longwood Drive runs north and south along the bottom of the geological Blue Island, which is atop the hill. The road runs from 91st St. (just west of a Rock Island suburban line station) all the way to 119th St. (the city limit) and into the city of Blue Island. Along Longwood Dr. on the hilly side are many huge houses, some maybe even considered mansions. One of those houses is a Frank Lloyd Wright house, between 99th and 100th Sts. on Longwood.

After the hill scene are a few more shots taken at 111th and Hale, showing that a conductor has to get off the streetcar, walk to the railroad tracks, look both ways, then signal the motorman to cross the tracks. Many of the streetcar lines on the south side, even those that carried few passengers, required conductors because there were so many ground-level railroad crossings along those streetcar lines.

The final set of shots is taken at the west terminal of the streetcar line, at 111th and Sacramento. There, on both sides of 111th, you see cemeteries. The cemeteries are the reason the streetcar line was built that far out. Just outside the view to the left is the main line of the Grand Trunk railroad, which crosses 111th. This streetcar line was the Halsted/Vincennes/111th St. line, which at that time was route 8.

My brother also sent me this video.

It is a thorough presentation of the North Shore line in 1945, back when movies were rare and expensive.

One nice touch was the system map from Howard St. to just north of Waukegan. And the video nicely explained all the traffic patterns around North Chicago.

I couldn’t help but notice how busy the northbound trains were. The video shows lots of people waiting at stations to board the train. But consider: This video was shot just when World War II ended. Not many people had cars then.

Shore Line stations were much busier than Skokie Valley stations. It was sad that the CNS&M had to stop its Shore Line service in 1955. That was a very picturesque and interesting route. And, along the Skokie Valley route, there was no outdoor entertainment park at Ravinia at that time.

With all the shots of the Electroliners, it would be easy to think that there were a lot more than just two of them.

One observation: At every station there were signs indicating how far to Chicago and how far to Milwaukee. Along the Skokie Valley route, those signs were aligned properly — I mean, the Milwaukee distance was on the north side of the sign and the Chicago distance was on the south side of the sign. But along the Shore Line route, Chicago was north, Milwaukee was south. Tsk tsk.

Thanks very much! The 1945 video was shot by the late Charles Keevil. His nephew Walter worked for the CTA for many years and he has also been active in various railfan organizations.

Keep those cards and letters coming in, folks.

-David Sadowski

Dr. Harold E. Cox – In Memoriam

Sad news… prolific author and historian Dr. Harold E. Cox has passed away, aged 90. He was the author of PCC Cars of North America (1963) and The Fairmount Park Trolley: A Unique Philadelphia Experiment (1970), among many others.

Former Wilkes U. history professor Harold Cox dead at 90

Post Script

M. E. adds:

Comment about your Engleman posting:

See
https://ggwash.org/view/2733/washingtons-rails-part-1-the-network
which contains a nice map at this link:
https://www.flickr.com/photos/39017545@N02/3866497418/sizes/l/in/set-72157621837169293/ .
This article and map give you everything you ever wanted to know about the rail network in Washington DC. (The article also has a similar map of Baltimore.)

There is no electrification south of Washington DC Union Station, so through passenger trains had to switch between electric and diesel engines at the station.

But freight trains changed engines in Virginia. Pennsy electrification crossed the Potomac River into Virginia. Alongside US 1 through what is now Crystal City and south from there another few miles, there was a long freight yard called Potomac Yard. That is where the engine switch took place. Consequently, one could see GG1s in Potomac Yard.

I’ll bet not a whole lot of people know that GG1s ran south of the Potomac River
into Virginia.

Also, the Pennsylvania Railroad reached almost to Norfolk, in southeastern Virginia, via a route south from Wilmington, Delaware, through Delaware, eastern Maryland and the eastern shore of Virginia. If I remember correctly, the train cars were put on ferries to reach Norfolk. (Question: Which railroad’s engines handled the train cars at the Norfolk end?)

M E

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 277th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 805,000 page views, for which we are very grateful.

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Chasing Sanborn (Our 275th Post)

August 30, 2021September 21, 2021David Sadowski 13 Comments

This 1953 view looks to the northwest and shows the old Canal Street station on the Metropolitan “L”, which was near Union Station. They were connected by a walkway nicknamed “Frustration Walk,” since many people would miss their train in the time it took to make the journey. The “L” here closed in 1958 and was demolished soon after. (Jon R. Roma Collection)

This is our 275th Trolley Dodger blog post, so we thought we would make this one extra special for you.

Recently, Jon R. Roma sent us some Sanborn insurance maps that were made in 1906 and 1917, mainly to show sections of the old Garfield Park “L” in greater detail. This was in response to some of our previous posts, where we discussed just where it used to run, before it was replaced by the Congress rapid transit line in 1958.

Learning from history is a process, and as historians, we are continually reaching out to the past, studying the historical record, looking for clues that will inform us today and further our understanding. Photographs, of course, are invaluable, but so are the kind of detailed maps that were made for insurance purposes long ago. They detail pretty much every structure and many of the businesses that once existed.

As an example of what you can learn from these maps, consider the one below showing the layout of old West Side Park, where the Chicago Cubs played through the 1915 season.

A story has gone around in recent years, that supposedly the expression “from out of left field” originated at West Side Park. Cook County Hospital was just north of the park, and the story goes that mental patients there would yell things out during Cubs games, which gave birth to the expression, which has taken on a meaning of something completely unexpected.

Unfortunately, there is no record of “from out of left field” being used in print with this meaning prior to the 1940s, by which time the Cubs had been in Wrigley Field for 25 years. But if you look at the Sanborn map of West Side Park, there was apparently an open area just north of the grandstands, so the hospital would have been some further distance away. I am not sure how much of the field would have been visible from the hospital anyway, so after looking at the map, the story seems unlikely.

What is more likely is how the expression could have evolved just generally from baseball lore. Occasionally, the left fielder will make a throw all the way to home plate during a game. Such a throw, coming “from out of left field,” tends to be unexpected, and it may be that over time, it took on this other meaning colloquially.

In addition, we have more electric traction, steam, and diesel photos taken around 1970 by John Engleman, some recent new photo finds of our own, and correspondence with Larry Sakar.

I guess we will always be “chasing Sanborn,” and other things like it.

We are very grateful to all our contributors. Sanborn fire insurance maps provided courtesy of the Map Library at the University of Illinois at Urbana-Champaign.

Enjoy!

-David Sadowski

PS- If you enjoy reading these posts, you might consider joining our Trolley Dodger Facebook Group as well. We currently have 429 members.

Sanborn Maps from 1917:

The area covered by this volume.

This includes the Met “L” line heading to Humboldt Park and Logan Square. There was a station at Madison Street, opened in 1895, which is not delineated on this 1917 map. It closed in 1951. This section of “L” has since been rebuilt, and is now part of the CTA Pink Line.

The Met “L” branch leading to Humboldt Park and Logan Square made a bit of a jog near Ogden Avenue, an angle street. This is the section just north of Marshfield Junction.

This section of map shows the Garfield Park “L” and includes the station at Western Avenue, which was open from 1895 to 1953. When Western was widened in the 1930s, the front of the station was removed and a new Art Deco front replaced it. The same thing was done to three other “L” stations on Western. This station closed in September 1953, due to construction of the Congress Expressway, and we have featured pictures of its quick demolition in previous posts.

A close-up of the Western Avenue “L” station. I suppose the area marked “iron” refers to the station canopy.

This map includes a section of the Garfield Park “L”.

This map includes a section of the Garfield Park “L”, including part of the station at Hoyne Avenue, which was open from 1895 to 1953. The area between Van Buren and Congress is now occupied by the Eisenhower expressway. The CTA Blue Line tracks are in approximately the same location as the former Garfield Park “L”, but in the depressed highway.

This map shows part of the Garfield Park “L”, including the station at Hoyne Avenue.

This includes the old Garfield Park “L”.

This includes the Garfield Park “L”, including the station at Ogden Avenue, which was open between 1895 and 1953.

A close-up of the Garfield Park “L” station at Ogden Avenue.

The map shows the section of the Met “L” lines just west of Marshfield Junction, where all the various branch lines came together.

The Met “L” branches ran over a building that housed the Dreamland roller skating rink. When the Congress Expressway was built, a new section of “L” was built running north-south to connect the Douglas Park “L” to the tracks formerly used by the Humboldt Park and Logan Square lines prior to 1951. This became part of a new routing for Douglas that brought its trains to the Loop via the Lake Street “L”, where another new connection was built. This is the path that the CTA Pink Line follows today. Douglas trains were connected to the new Congress rapid transit line via a ramp that followed the old Douglas path starting in 1958.

The same location today.

This map shows Marshfield Junction on the Garfield Park “L”, where all the Met lines came together.

A close-up of the Marshfield Junction track arrangement and station layout. Notice that the Aurora, Elgin & Chicago (later the CA&E) had its own platform here. This station was in use from 1895 to 1954. From September 1953 to April 1954, it was only used by Douglas Park trains, as Garfield trains were re-routed to ground level tracks here in Van Buren Street.

This map includes the Laflin “L” station on the Garfield Park main line.

The Metropolitan “L” main line included a station at Laflin Avenue, which originally had two island platforms. Between 1896 and 1914, it was reconfigured with three platforms so the tracks did not have to make sharp curves around the ends of the platforms. This station was open from 1895 to 1951. Notice the complex track arrangement west of the station, which gave the Met maximum flexibility for routing their trains going downtown.

The Met “L” main line between Loomis and Laflin.

The Met “L” facilities shown here represent somewhat of a mystery. There is a general repair shop on Laflin, including maintenance of way, and “batteries” on Loomis.

When the Met “L” was built in the 1890s, they had to generate their own electric power, which they did via this massive power plant between Loomis and Throop. This map indicates that by 1917, the facility was co-owned by what is now Commonwealth Edison.

A close-up of the previous map. Note the Met had a “store house” east of the 1894 power plant.

The Met’s Throop Street Shops. The Met’s “L” station at Racine is also shown.

The Met’s Throop Street Shops are at left, and the Racine “L” station at right. Like Laflin and Halsted, it originally had two island platforms, and was reconfigured to the four side platforms you see here, in order to straighten out the tracks. This station was open from 1895 to 1954. It remained in use until Douglas Park “L” trains could be re-routed downtown via the Lake Street “L”.

The Met Main Line. From 1953-58, when the Garfield Park “L” ran on temporary trackage in part of Van Buren Street, it reconnected with the existing structure via a ramp near Aberdeen. The tracks you see here would have been at the very north end of the expressway footprint.

This section of the Met Main Line was not directly in the way of the Congress Expressway, although it was reduced from four tracks to two during the construction period. The two tracks to the south were removed. The “L” was very close to the highway at this point, though.

The Met Main Line. From 1953-58, the Garfield Park “L” ran on ground-level trackage in Van Buren Street. Douglas Park trains used the old Met structure until April 1954.

The Met Main Line had four tracks in this area, which were reduced down to two during the period from 1953-58. The Halsted “L” station was open from 1895 to 1958, when the new Congress rapid transit line opened in the adjacent expressway median. Many great photos were taken from the east end of the Halsted station, where you had a great view of a double curve.

Like Racine and Laflin, the Met’s Halsted “L” station originally had two island platforms, which meant there were sharp curves in the track at the ends of those platforms. This slowed down operations, so over a period of time leading up to 1914, those three stations were reconfigured. Halsted then had three platforms and the tracks were straightened. During the construction of the adjacent Congress Expressway in the mid-1950s, the two tracks to the south here were removed along with one of the three platforms. It was that close to the highway. However, the station itself remained in use by Garfield trains until the Congress line opened in 1958.

This map shows the Met’s Douglas Park branch heading south, and includes the Polk Street “L” station.

The Polk Street “L” station on the Douglas Park branch opened in 1896 and remains in use today by the CTA Pink Line. It was rebuilt in 1983.

This is the second West Side Park, home of the Chicago National League Ballclub from 1893 through 1915. They were not officially called the Cubs until the 1907 season. Starting in 1916, the Cubs vacated West Side Park in favor of what had been Weegham Park, which had been home to the Chicago Whales of the short-lived Federal League, now known as Wrigley Field. West Side Park was torn down in 1920. Home plate was located at the northwest corner, and it was 560 feet to center field, where there was a club house, somewhat in the manner of New York’s Polo Grounds and other early stadiums. Oftentimes, in those years, if there was a large crowd, fans stood in part of the outfield, as there were no seats there.

The Met’s Douglas Park “L” ran through this area, and is now the CTA Pink Line.

The Met’s Douglas Park “L” branch and the Roosevelt Road (formerly 12th Street) station.

The Roosevelt Road (formerly 12th Street) “L” station on the Metropolitan’s Douglas Park branch opened in 1896 and closed in 1952. In December 1951, the CTA turned it into a “partial service” station, where there was no ticket agent. You could enter the station by placing a token into a turnstyle. This experiment was short-lived, and the station was closed in May 1952.

This shows the Douglas Park “L”, today’s CTA Pink Line.

Sanborn Maps from 1906:

A key to the areas covered by this 1906 set of maps.

This map shows the Halsted station on the Lake Street “L”. It was open from 1893 until 1994. It closed during the two-year rehabilitation project for what is now the CTA Green Line and was eventually replaced by a new station at Morgan Street, which opened in 2012.

A close-up of the Halsted “L” station on the Lake Street line.

The Lake Street “L”.

The Lake Street “L” station at Canal. The “L” crosses the Chicago River here, and in 1906, there was a swing bridge which was eventually replaced. Swing bridges were a hazard to navigation.

The Canal Street “L” station on the Lake Street line opened in 1893 and was replaced by the Clinton station one block west in 1909.

The Lake Street “L” station at Canal.

North is to the left on this map, which shows a curve on the old Metropolitan “L” main line west of the Chicago River. This was part of a double curve east of Halsted Street.

The Met “L” Main Line.

The Met “L” Main Line near Clinton Street. Chicago renumbered many streets after this map was made in 1906. In 1911, the Chicago, Burlington and Quincy railroad built its headquarters at 547 W. Jackson, just to the north of the “L”. While the “L” here closed in 1958 and was removed soon after, that building remains and its shape was partially determined by the “L”. Note the Chicago Union Traction cable power house.

The Met “L” station at Canal Street. A new Union Station was built nearby and opened in 1925. The “L” station had a direct enclosed walkway to it, which was used by thousands of people each day.

The Met “L” station at Canal Street opened in 1895 and was rebuilt after a fire in 1922. The platform configuration remained the same, but a new headhouse was built, designed by Arthur U. Gerber. This station closed in 1958 when the new Congress rapid transit line opened nearby, which connected to the Milwaukee-Dearborn-Congress Subway.

The Met “L” crossed the tracks leading to Union Station at an angle, and also crossed the Chicago River this way.

North is to the left on this map, which shows the Met “L” curving a bit towards the north, just east of the Halsted station. Once the buildings surrounding the “L” were cleared away in the early 1950s, for construction of what is now the Kennedy Expressway, this became a favorite site for photographers looking to the east from the “L” station.

Recent Finds

For a minute, I thought this might be Chicago, but apparently not. There was a streetcar #6093 in Chicago, but not until 1914 and the beginnings of the CSL era. That’s not a CSL logo on the side of the car. And Route 9 here was Ashland, not something going to Exchange Depot, whatever that was. It might possibly be Philadelphia, as they had cars like these in a 6000-series (later converted to Peter Witts with the addition of a center door), and they were an early adopter of numbered routes. But there is also a strange logo on the side of the car that I do not recognize. Frank Hicks: “This is International Railway Company in Buffalo. It’s part of a series of 200 Nearside cars built for them by Kuhlman in 1912, a follow-on to their original order for Nearside cars from Brill in 1911.”

A close-up of the unusual logo on the side of the car.

An eastbound single-car Douglas Park train passes by the old Met “L” powerhouse and shops at Throop Street, built in 1894. William C. Hoffman took this picture on October 29, 1950. Work was already underway clearing buildings for construction of the Congress Expressway, today’s I-290 (aka the Eisenhower). The discoloration of the brick was caused by some sort of chemical leaching process.

A close-up of the previous picture, showing the 1894 construction date for the massive Met power house. The “L” opened the following year. The blue line through the date is actually a scratch on the original slide.

The view looking northwest from Congress and Racine on May 14, 1950, showing the old Met “L” power house, the Throop Street Shops, and a bit of the Racine station. (William C. Hoffman Photo)

The old Marshfield “L” station, or at least, the CA&E platform at that station, circa 1951. The red Pullman streetcar is running on Route 9 – Ashland, but here, is on Paulina one block west of Ashland. Streetcars could not run on boulevards, and Ashland was a boulevard between Lake Street and Roosevelt Road. Hence the diversion. A sign advertises the late Carol Channing in the stage version of Gentlemen Prefer Blondes. The curving tracks are for the Douglas Park branch. This is where all the various Met “L”s diverged from each other, heading to the west, south, and north from here.

This duplicate slide did not come with any information, but I am wondering if this was taken from the old Met “L” looking to the north, which would mean the streetcar is on Van Buren. The Van Buren line was converted to bus in 1951 and the Garfield Park “L” was re-routed via temporary ground level tracks on Van Buren starting in 1953. Since the buildings around the “L” have been cleared away, that is further evidence that this is the Congress Expressway construction area. Michael Franklin has identified now this as Van Buren and Marshfield.

The same location today.

CTA 6025-6026 is ascending the ramp that brings the Ravenswood “L” up from ground level between Rockwell and Western Avenue. The date is September 30, 1951.

This picture looks north towards Tower 18 on the Loop “L” at Lake and Wells. Since a Douglas Park train is making a turn here, it must have been taken between 1954 and 1958, when that line ran downtown via the Lake Street “L”. As the Loop was uni-directional then, running counterclockwise, the train is coming towards us.

This is the Deerpath Avenue station on the North Shore Line’s Skokie Valley Route.

This is Glencoe on the North Shore Line’s Shore Line Route. The circular white sign would indicate this was a Central Electric Railfans’ Association fantrip, possibly just prior to the 1955 abandonment.

This is the Franklin Avenue station on the NYCTA-BMT Myrtle Avenue elevated in Brooklyn on June 14, 1958, with trolley bus 3039 running on Route 48 – Lorimer Street. Trolley buses were replaced by diesels in 1960, and the Myrtle Avenue El was closed on October 4, 1969. It was the last place on the New York system that used wooden cars. this was nearly 12 years after they were last used in Chicago. The El here opened in 1885, but the station you see here is not the original, but a more modern (and cheaply built) replacement. NY decided that upgrading this El would be too costly, so they got rid of it without replacement. Note the cool 1950s two-toned cars.

This is a view of the same location today. The building at left replaced the one shown in the 1958 picture some time after 2013. The other three buildings appear to be the same, with modifications.

The first photo shows the length of the ramp that connected the Lake Street “L” to the ground level portion west of Laramie. The cross street is Long Avenue (5400 W.), which means the incline ramp was exactly two blocks long. A current view of the same location follows. Streetcars ran on Lake Street until May 30, 1954 when they were replaced by buses. For a few blocks, they ran parallel to the ground level “L”, which was also powered by overhead wire. We are looking east.

The Racine “L” station on the Englewood branch on January 10, 1956.

This picture was taken on January 10, 1956, and shows the ground-level portion of the Lake Street “L” in Oak Park, just east of the Marion Street station. It was relocated to the Chicago & North Western embankment in 1962.

This would seem to be a view of the Quincy and Wells “L” station on the Loop on January 10,l 1956, looking north.

This is a view of the North Shore Line’s Harrison Street Shops in Milwaukee in the late 1950s, taken from an early Ektachrome slide that has unfortunately shifted to red. I did what I could to improve the color. Not sure which express motor car that is.

A colorized view of the old Loop “L” station at State and Van Buren, sometime prior to the end of cable car service in 1906, looking north. There is a picture of this station in 1959 in my book Chicago’s Lost “L”s. It closed in 1973 and by 1975 nearly all of it had been removed, except for a short segment of the platform. A new station opened here in 1997 to serve the new Harold Washington Library.

This view, looking north from the old Loop “L” station at State and Van Buren, dates to between 1952 and 1955. That seems to be prewar PCC 4051, painted in the new CTA colors, heading north. From 1955-56, the prewar cars ran on Western Avenue, but in this time frame, they were used on Route 4 – Cottage Grove.

Another slide I did not win… this one has a real small town feel. Johnstown Traction Electric Streetcar #356 Original Kodachrome Slide Processed by Kodak Oakhurst, Pennsylvania 27 July 1958 Photographer Credit: William D. Volkmer Bob Bresse-Rodenkirk adds: “356 is now at the Shore Line Trolley Museum in East Haven, CT along with Johnstown 357.”

Here is a slide I did not win. It shows two interurban cars on the Iowa Terminal in August 1967. Waterloo & Cedar Falls Northern 100 had just been restored, but unfortunately was destroyed in a fire a few months later. The fate of the North Shore Line box express motor car is less clear. The number seems to be 31, which was also destroyed in the same fire.

The Ravenswood terminal at Kimball and Lawrence in the mid-1950s. The occasion was probably a Sunday fantrip on wooden “L” cars. Since the Ravenswood only ran to Armitage on Sundays in those days (that was changed to Belmont after the North Shore Line quit), there were lots of opportunities to have leisurely photo stops, without interfering with regular service trains. There was also a much more lax attitude back then about having people near the 600 volt third rail.

Photos by John Engleman, Circa 1970

Work car M-454 in Pittsburgh. After it was taken out of regular service in the mid-1950s, it operated as a utility car for Pittsburgh Railways and was also used on some late 1960s fantrips. By 1973 it was sitting derelict on a siding and in sad shape, with its windows smashed, so I assume it has not survived. John Engleman: “The orange car is Pittsburgh Railways M454 on a fantrip somewhere on Pittsburgh’s North Side.” Larry Lovejoy adds: “Work car M454 on a fantrip in Pittsburgh in the early-1960s, inbound at the corner of California Avenue and Brighton Place. After it was taken out of regular passenger service in 1940, “highfloor” car 4115 it was converted into snowplow M454 by Pittsburgh Railways and was routinely used on fantrips during the 1960s. In derelict condition by the early 1970s, it was acquired by Pennsylvania Trolley Museum and scrapped for parts. M454 is survived by sister cars 4145 (nee snowplow M459) and tow-car M200 (nee snowplow M458, nee passenger car 4140), both in PTM’s collection.”

John Engleman: “The GG1 photos, judging by the time of day, are pulling the southbound Silver Star out of Baltimore’s Pennsylvania Station passing B&P Tower on its’ way to Washington. I was an operator at this tower (my favorite one) thus these are non-trespassing photos. I transferred to the B&O in May, 1971, so the GG1s at B&P Jct. were taken prior to that, sometime in 1970. Unfortunately no vegetation around to denote the season though.”

John Engleman: “The Metroliner is southbound at Middle River, Maryland, just east of Baltimore.”

John Engleman: “The single unit diesel and coach is all that was left of the Northern Central service at the time. It was a Washington-Harrisburg coach that reversed direction and changed locomotives in Baltimore, connecting to NY-Chicago and St. Louis trains at Harrisburg. We called it The Afternoon Ridiculous.”

John Engleman: “The 759 photos (without train) were taken in the Western Maryland Ry.’s Port Covington yard, currently being totally gentrified at the present time.”

John Engleman: “The Nickel Plate 759 photos (with train) were taken at Westport, an inner south Baltimore suburb. The MTA light rail line currently operates crossways where I was standing. The power station is BG&E’s Spring Garden substation. Looking forward along the train in the direction it is going one can see the Spring Garden Street trestle bridge, still in place but fire damaged and abandoned. The B&O South Baltimore Branch crosses the WM Ry. at grade looking in the direction the train (obviously a fantrip) is coming from. “

This photo is from one of the annual New Years Eve fantrips that used to take place on the Philadelphia streetcar system. John Engleman: “The SEPTA car is at Richmond & Westmoreland loop of the 15 & 60 lines.”

John Engleman: “The Baltimore Streetcar Museum photos appear to be taken on BSM’s opening day judging by the location of the streetcars. This was the first “end of the line”. The bus is Baltimore Transit 1096, the very first GM branded transit bus built (in 1945) and it is now in the BSM collection, although very unappreciated, and currently in quite unprotected storage pending a major amount of work eventually. The two gentlemen in the picture inside BSM’s carhouse are John Thomsen (L) and Henry Wells (R). This photo shows BSM’s first gift shop.”

Recent Correspondence

Larry Sakar writes:

I just found a great “Then and Now” of the The Milwaukee Electric Rapid Transit line at 35th St. The “Then” photo was taken by Don Ross (Don’s Depot) whom I know you know as do I and the “Now” photo was taken by me having not seen his. The “Then” picture shows a two-car train of 1100’s accelerating away from the 35th St. stop and going under the viaduct. That beam in Don’s photo is probably one of the railings from the steps that lead from the viaduct to the station down below. The steps are long gone but the abandoned right of way is still there.

When I first began photographing the abandoned r.o.w. ln Milwaukee in 1968 I thought it would be “cool” to snap a picture or two showing where the Rapid Transit line went beneath the 35th St. viaduct, so I took a chance and found a way to get down there. I made sure there were no WEPCO employees anywhere in the vicinity.

Don Ross worked for the Railway Express Agency, after working as a towerman for both the Milwaukee Road and the Chicago & North Western. When he worked for the C&NW, one of the towers he worked was Chase Avenue, situated within sight of Harrison St, shops. He said that when he worked a night shift he would see the sparks from the poles of the NSL interurbans. He also founded the National Railway Historical Society’s Milwaukee chapter.

Keep those cards and letters coming in, folks!

-David Sadowski

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 275th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 796,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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