The Photography of Roger Puta

December 16, 2020May 27, 2024David Sadowski 11 Comments

A Christmas Present
While I was scanning some slides of Roger Puta’s the other evening, I came upon this one. I fell in love with it immediately. It sure isn’t one of your run-of-the-mill train pictures. Roger took it in November 1978 at the Lackawanna RR station in Newark, NJ.
In thinking about it, I feel my high school buddy and railfan friend has sent me a Christmas present across the miles and the 25 years he has been gone. So I’m sharing his present with you.
Enjoy,
Marty Bernard (2015)

We have lots of gifts for you under the Trolley Dodger tree this season. Most feature the exceptional photography of the late, but very prolific Roger Puta (1944-1990). His friend Marty Bernard has scanned many of these and has generously uploaded them to a Flickr album that has, at last count, 929 public domain images.

Here is what Marty Bernard has written about Roger Puta:

Who Was Roger Puta? (2016)

I am asked that question often. Here is a short bio.

Roger and I went to High School together. He was a good friend and railfan buddy. We grew up in nearby towns along the CB&Q in the Chicago western suburbs. We railfanned together through college, often with our railfan friends from the Chicago area. He worked for the Santa Fe and Western Pacific and lived in the Washington DC area and San Francisco in the 1970s and 80s. He was a rare mileage freak, a prolific and darn good train photographer, and focused considerable attention on passenger trains. He traveled widely in the U.S., Canada, and Mexico to meet those interests. If it ran on rails, or was related to something that ran on rails, he photographed it. Thus his collection of thousands of slides includes many of streetcars, depots, and railroad graphics. He was known for his slides shows, some of which were at Winter Rail. In 1990 he caught a train to the Pearly Gates.

I am now scanning and posting his slides. I continue to be surprised how many railfans knew him and respond to my posts of his slides. He did many railfan trips of multiple days with one or more of his fellow foamers.

We have selected over 100 of these images for today’s post, following our usual Recent Finds. I believe it is important to pay tribute to those fans who have gone before us, for we are truly “standing on the shoulders of giants.”

Happy Holidays!

-David Sadowski

PS- The Trolley Dodger is now on Facebook too.

Recent Finds

July 30, 1953: “North Shore Line northbound train leaving Randolph St. station on Wabash, from Marshall Field’s window.” (Glenn S. Moe Photo)

A close-up view of the previous picture.

CTA 1024 and work car S-340 were used on a fantrip for the Illinois Electric Railway Museum on April 20, 1958. The location is the old Church Street freight yard near Northwestern University. After the fantrip, car 1024 went to the museum’s location in North Chicago under its own power. It has since been restored to its as-delivered appearance as car 24. Don’s Rail Photos: “1024 was built by Pullman in 1899 as NWERy 24. It was renumbered 1024 in 1913 and became CRT 1024 in 1923. It was rebuilt as 1st S-111 on March 19, 1955, and sold to Illinois Railway Museum as 1024 in 1958. S-340 was rebuilt from a 1700 series car.” In this case, the “rebuilding” appears limited to a new coat of yellow paint. Information from Andre Kristopans shows that S-340 was originally car 1815, retired on January 9, 1958. It lasted into the mid-1960s.

CTA work car S-340, taken at the same location, and on the same IERM fantrip, as the previous picture. The date is April 20, 1958.

CTA gate car 390 is part of a two-car Central Electric Railfans’ Association fantrip train at the Ravenswood terminal at Kimball and Lawrence in April 1957. Note the original station entrance, then nearly 50 years old, which had a green roof at this time. Sean Hunnicutt: “That is 6062 on the left.”

This is the same fantrip train as in the picture taken at Kimball and Lawrence. Two wooden “L” CTA cars, including 390, are posed for a photo stop at Sedgwick in April 1957. The occasion was a Central Electric Railfans’ Association fantrip. Many of these trips took place on Sundays, when Ravenswood trains did not run on this part of the “L”, so there could be leisurely photo stops. At night and on Sundays, the Rave operated as a shuttle, starting in 1949, going only as far as Armitage. In 1963, after the North Shore Line quit, the Ravenswood shuttle ended at Belmont. The shuttle operation ended in 2000, as ridership on the renamed Brown Line had greatly increased. Now all Brown Line trains go to the Loop.

A six-car North Shore Line special train. This picture may date to the 1930s. I am not sure of the location, but this may also be where many of the cars were lined up for scrapping after the interurban was abandoned in 1963.

Chicago Aurora & Elgin 459 is westbound at Lakewood station on August 8, 1954, during a fantrip for the Central Electric Railfans’ Association. (Bob Selle Photo)

This photo was taken by Steve Carter sometime during the last year of operation of the CA&E (1957), at the intersection of York Road and Vallette Street (Elmhurst), looking north.

CTA PCC 4113, a product of the Pullman company, heads west on a shoo-fly at Madison and Wacker Drive on March 30, 1950. This was during construction of Lower Wacker Drive, which began in 1949 and moved south at the rate of about one block per year.

CTA PCC 4169 (a Pullman) is eastbound at 119th Street, near the south end of Route 36 – Broadway-State, as it crosses over the Pennsylvania Railroad’s “Panhandle” route.

Chicago Rapid Transit car 4293 at University on the Jackson Park “L”. If not for the sign on the platform, I would’ve hard a difficult time identifying this location. The car is flying American flags, which may mean this picture was taken on July 4th or some other holiday.

The City of Chicago hired professional photographers to shoot various scenes of the new State Street Subway around the time it opened in 1943. Some of these were issued in a series of postcards. Here, we see the new north portal, just south of Armitage.

A close-up view of the previous picture.

There must be a story behind this picture, showing an observation car on a mainline railroad. There were a number of lines that had a Chicago Limited.

The observation car pictured above does bear some resemblance to ones used on the North Shore Line:

North Shore Line observation parlor car 420.

CTA PCC 7180 is at South Shops on February 12, 1956, near work cars E-208 and F-29. Don’s Rail Photos: “E208, sweeper, was built by McGuire in 1895 as CCRys E8. It was renumbered E208 in 1913 and became CSL E208 in 1914. It was retired on September 27, 1956. F29, plow, was built by McGuire-Cummings in 1924. It was retired on December 14, 1956.”

A four-car Evanston Shopper’s Special. The front car is 1269. Don’s Rail Photos: “1269 was a trailer built by American Car & Foundry in 1907, #5098, as NWERy 269. It was renumbered 269 in 1913 and became CRT 1269 in 1923.” This picture was taken on August 6, 1937 by Otto C. Perry. A version with less cropping is on Don’s Rail Photos.

Aurora, Elgin & Fox River Electric car 49 in South Elgin, IL on August 6, 1944.

The Photography of Roger Puta

The earliest photos here date to about 1962, when Roger Puta was 18 years old. By then, the CA&E had stopped running, but the rolling stock was still awaiting final disposition in Wheaton. That was also the last full year of service for the North Shore Line.

There are many pictures of the Chicago Transit Authority, including the western end of the Lake Street “L”, still running at ground level until the end of October 1962. The Evanston branch still used overhead wire until 1973, operating 4000-series “L” cars as well as 6000s and the 1-50 single car units. The new high-speed Skokie Swift began running in April 1964, just over a year after the demise of the North Shore Line.

The South Shore Line continued operating 1920s-era cars until the early 1980s, as the last surviving Chicago interurban. Those venerable orange interurban cars ran on South Bend streets until 1970. We have also included some pictures from the Erie Lackawanna’s Gladstone branch, which also used equipment of the same vintage, and seems very interurban-ish even though for some reason, it is not usually classified as one.

Midwest traction is well represented by photos from the Southern Iowa Railway and Iowa Terminal, including former Waterloo, Cedar Falls & Northern car 100, newly repainted just prior to being tragically destroyed in a 1967 fire.

To round out our feature of classic railcars, there are some pictures of Bullet cars on the former Red Arrow line between Philadelphia and Norristown, aka the Philadelphia & Western, now operated by SEPTA.

The captions are by Marty Bernard. I corrected a few minor typos.

1 of 2 Photos. On the slide mount Roger wrote, “CTA Lake St. B-train racing C&NW freight near Laramie Ave., Chicago, IL in May 1967.”
Before October 28, 1962 the Lake St. “L” ran at street level next to the C&NW’s elevated embankment through far western Chicago and Oak Park after it dismounted its “L” structure above Lake Street. It was slow running with lots of grade crossings. On that date the trains shifted to new tracks up on the embankment. Roger’s photo shows the results. At the right you can see the structure over Lake Street and see the tracks shift to the left (north) on to the C&NW embankment. And I really like this photo. Why? It’s the pigeons. Four of them.

2 of 2 Photos. Roger wrote on the slide mount, “CTA eastbound Lake St. “L” taking down trolley pole at the station near N. Parkside Ave. and W. Lake St. in Chicago on August 14, 1962.”
At street level the trains drew their power from the trolley wire overhead — on the “L” structure from a third rail. This is the last station before this eastbound train mounts the “L” structure. Above the old station, up on the embankment, is the nearly completed new station.
The elimination of trolley pole running on the western end of the Lake Street “L” allowed the CTA to modernize its fleet without the cost of trolley poles.

CTA Eastbound Lake St. “L” going past the pedestrian-only grade crossing at Elmwood Ave in Oak Park, IL on August 14, 1962

CTA Lake Street “L” trains meeting near N. Long Ave and W. Lake Street in Chicago, Il. on August 14, 1962

CTA Westbound Lake Street L approaching the Oak Park Ave. station while crossing the Euclid Ave. grade crossing in Oak Park, IL on August 14, 1962

CTA Westbound Lake Street L in Oak Park, IL on August 14, 1962

CTA Lake Street L coming down to street level off elevated track at N. Long Ave and W. Lake St. in Chicago, IL on August 14, 1962

CTA Ravenswood B train on outer loop at Randolph and Wells station, Chicago, IL on June 13, 1968

CTA L cars in storage at Logan Square terminal, Chicago, IL on April 5, 1969. Sean Hunnicutt adds, “6629-30 on the outside corner. Funny note about this: my ex-girlfriend was born in Manila on this day.”

CTA interlocking tower at Logan Square Terminal, Chicago, IL on April 9, 1966
Roger Puta photograph
Roger wrote, “The last mechanical interlocking on the CTA and will be replaced with a new tower.”

CTA Logan Square Terminal and Yards Before the Kennedy Extension, 5 Photos
The Logan Square station served the CTA as the terminal of the Milwaukee (Ave.) “L” until February 1, 1970 when the Kennedy Extension to Jefferson Park (and later to O’Hare) opened. But on May 30, 1966, a new all-electric interlocking was placed in service at Logan Square tower. Roger Puta and Rick Burn had just visited Logan Square the month before and took these photos. These are Roger Puta’s photos except for Photo 2.
5. Yard at Logan Square from the unfinished tower. Sean Hunnicutt notes, “2153-54 (resting up for a long career) and 6615.”

CTA Logan Square Terminal and Yards Before the Kennedy Extension, 5 Photos
The Logan Square station served the CTA as the terminal of the Milwaukee (Ave.) “L” until February 1, 1970 when the Kennedy Extension to Jefferson Park (and later to O’Hare) opened. But on May 30, 1966, a new all-electric interlocking was placed in service at Logan Square tower. Roger Puta and Rick Burn had just visited Logan Square the month before and took these photos. These are Roger Puta’s photos except for Photo 2.
3. A Congress-Milwaukee A Train going through Logan Square Yard taken from Douglas-Milwaukee B train.

CTA Logan Square Terminal and Yards Before the Kennedy Extension, 5 Photos
The Logan Square station served the CTA as the terminal of the Milwaukee (Ave.) “L” until February 1, 1970 when the Kennedy Extension to Jefferson Park (and later to O’Hare) opened. But on May 30, 1966, a new all-electric interlocking was placed in service at Logan Square tower. Roger Puta and Rick Burn had just visited Logan Square the month before and took these photos. These are Roger Puta’s photos except for Photo 2.
1. Control panel in the unfinished tower at Logan Square on April 9. 1966.

CTA Logan Square Terminal and Yards Before the Kennedy Extension, 5 Photos
The Logan Square station served the CTA as the terminal of the Milwaukee (Ave.) “L” until February 1, 1970 when the Kennedy Extension to Jefferson Park (and later to O’Hare) opened. But on May 30, 1966, a new all-electric interlocking was placed in service at Logan Square tower. Roger Puta and Rick Burn had just visited Logan Square the month before and took these photos. These are Roger Puta’s photos except for Photo 2.
4. A Douglas Park bound B train crossing over just outside Logan Square terminal while Congress-Milwaukee A train waits. Taken from unfinished tower. Sean Hunnicutt adds, “2153-54 still on break at the right.”

CTA Logan Square Terminal and Yards Before the Kennedy Extension, 5 Photos
The Logan Square station served the CTA as the terminal of the Milwaukee (Ave.) “L” until February 1, 1970 when the Kennedy Extension to Jefferson Park (and later to O’Hare) opened. But on May 30, 1966, a new all-electric interlocking was placed in service at Logan Square tower. Roger Puta and Rick Burn had just visited Logan Square the month before and took these photos. These are Roger Puta’s photos except for Photo 2.
2. The old and new tower (correct me if I’m wrong). Rick’s photo. Sean Hunnicutt: “6587-88.”

CTA 6000s, Ravenswood Train, July 1965
These were early 6000 series cars with double headlights and a top center rollsign. The 6000s were rebuilt PCC streetcars. Roger’s photo show them holding down a Ravenswood run in July, 1965. For more on these cars see: http://www.chicago-l.org/trains/roster/6000.html

Chicago Transit Authority’s Evanston Shuttle at Isabella station in Evanston, IL on May 26, 1962

CTA Skokie Swift, Skokie, IL May 1964

Chicago Transit Authority “jitterbug” Skokie Swift car northbound on curve south of Oakton St., Skokie, IL on April 12, 1966

Chicago Transit Authority 4000s as an Evanston Express (signed Evanston-Wilmette) leaving Isabella Station in Evanston, IL, April 12, 1966. Sean Hunnicutt adds, “4447.”

Chicago Transit Authority southbound Skokie Swift car south of Oakton St. in Skokie, IL on ex-CNS&M track on April 12, 1966

CTA 2240 at Laramie on the Douglas Line in April 1985

CTA O’Hare Station, April 1985

CTA Laramie stop on the Douglas (Pink) Line in April 1985

CTA 2292 at Laramie on the Douglas (Pink) Line in April 1985

CTA 6-car 4000 series Ravenswood A train near Grand Ave. Station, Chicago, IL om February 2, 1968

CTA 2-car train approaching Belmont Ave. Station on April 9, 1966
Roger Puta photograph
Roger wrote, “Note doors and windows signify early L car.” Sean Hunnicutt: “6057-58.”

Chicago Transit Authority Evanston Express with 4000 series cars at Clark Junction near the Belmont Station, Chicago, IL on February 2, 1968.

CTA Evanston Express near Wellington station, Chicago, IL in February, 1968

CTA B Douglas-Milwaukee and A Congress-Milwaukee trains at end of track, Logan Square Terminal on April 9, 1966

These articulated cars were called “jitterbugs”.
There were only 4. Roger’s photo is of CTA 54 as southbound Skokie Swift train south of Oakton St. in Skokie, IL on ex-CNS&M trackage on April 12, 1966. For more on these cars see: http://www.chicago-l.org/trains/roster/5000.html

CTA (left to right) at Belmont Ave. Station, Ravenswood 2-car SB, B Jackson Park – Howard 6 car NB, A Englewood – Howard 6 car NB, in distance 2-car NB Ravenswood on April 9, 1966

CTA 4-car Evanston Express approaching Isabella Ave. station with 4 trolley poles up, Evanston, IL, North Shore Channel bridge in background on April 12, 1966
These are single man cars used individually as shuttles on the Evanston Line during off hours.

CTA Howard – Englewood A Train southbound at Addison, Chicago, IL on August 25, 1962

CTA A train Englewood – Howard L approaching Belmont Ave. station on Saturday evening rush hour, Chicago, IL on April 9, 1966. Sean Hunnicutt: “6286.”

CTA 4-car Evanston Express approaching Isabella Ave. station, Evanston, IL, April 12, 1966

CTA Skokie Swift, Skokie, IL in May 1964 Crawford looking east

CTA 8127 Evanston Express on Outer Loop at Randolph and Wells
Note only one pair of poles — permanently coupled cars. June 13, 1968

CTA 4-car Evanston Express leaving Isabella Ave. station, Wilmette, IL on April 12, 1966

CTA Evanston Express train approaching the Merchandise Mart station, Chicago, IL on June 13, 1968

The Skokie Swift Over the North Shore Cannel
Roger Puta took this photo in May of 1964 in Skokie. (This appears to be the uncropped version of this photo.)

The Skokie Swift Over the North Shore Cannel
Roger Puta took this photo in May of 1964 in Skokie. He didn’t have a telephoto lens at that time. So I cropped the photo much tighter just to see what it would look like. This allowed me to eliminate much of the uninteresting sky and get the photo closer to obeying the Rule of Thirds. It also shows that the car is slightly burred which does not show in the original size photo.

CA&E 427 stored at Wheaton, IL Shops, April 25, 1962

CA&E 429 stored at Wheaton, IL shops, April 25, 1962

3 More About Electroliners from Roger Puta’s Camera
CNS&M herald on the Electroliner at station in Milwaukee, WI on October 21, 1962.

North Shore Facilities in Milwaukee — 4 Photos
These are scans of Roger Puta’s slides taken October 12, 1962 in Milwaukee, WI.
CNS&M Passenger Terminal at 6th St. and W. Clybourn Ave.

North Shore Facilities in Milwaukee — 4 Photos
These are scans of Roger Puta’s slides taken October 12, 1962 in Milwaukee, WI.
Lower yard east of the Terminal on W. Clybourn St. down toward the Milwaukee Road Passenger Station. (I once knew what that second car in was. Please remind me.) Sean Hunnicutt: “The first car is 170.”

An Electroliner on the Milwaukee Streets — 4 Photos
I don’t know how Roger Puta did it, but he photographed the same northbound Electroliner both on 5th and 6th Streets on October 21, 1962 only a couple blocks apart. Here are his captions.
1. CNS&M Train 805, The Electroliner on S. 5th St. approaching W. Orchard St.
2. CNS&M Train 805, The Electroliner on S. 5th St. near W. Orchard St.
3. CNS&M Train 805, The Electroliner coming out of private right-of-way onto S. 6th St. at W. Scott Ave. [Look who has the railfan seats. I don’t remember. Are they looking at a blank wall?]

An Electroliner on the Milwaukee Streets — 4 Photos
I don’t know how Roger Puta did it, but he photographed the same northbound Electroliner both on 5th and 6th Streets on October 21, 1962 only a couple blocks apart. Here are his captions.
CNS&M Train 805, The Electroliner coming out of private right-of-way onto S. 6th St. at W. Scott Ave. [Look who has the railfan seats. I don’t remember. Are they looking at a blank wall?]

3 More About Electroliners from Roger Puta’s Camera
The last CNS&M Tavern – Lounge car on the substitute Electroliner that day. See previous photo.

North Shore Facilities in Milwaukee — 4 Photos
These are scans of Roger Puta’s slides taken October 12, 1962 in Milwaukee, WI.
CNS&M Yards and Shops at Harrison Street.

CNS&M Train 415 starting to move on W. National Ave. on S. 6th St. in Milwaukee, WI on October 12, 1962

CNS&M Train 422 on S. 5th St. at W. Rogers Ave. in Milwaukee, WI on October 21, 1962

3 More About Electroliners from Roger Puta’s Camera
Each of the two Electroliner had a day off each week for maintenance and repair. So on every Tuesday and Thursday the substitute Electroliner would run. Roger caught the substitute in this photo. Here is his caption: CNS&M NB Train 803, The Electriliner, consisting of Silverliner 769, Tavern – Lounge 415 (upper window sash and trailer trucks), and Silverliner 76? stopped at the Racine, WI depot on October 21, 1962.

North Shore Facilities in Milwaukee — 4 Photos
These are scans of Roger Puta’s slides taken October 12, 1962 in Milwaukee, WI.
I blew up the sign on the roof of the canopy.

A Surprise South Shore Shot
Roger Puta and I railfanned the South Shore a lot during College (Christmas, semester, and Easter break). As I was scanning his South Shore slides yesterday I was surprised by this one. I have near duplicates of most of his South Shore slides because I was standing next to him. Not this one. It looks like it may have been a grab shot.
Here is his caption: CSS&SB going down grade from Pennsylvania – Wabash Bridge in Gary, Indiana on February 10, 1963.

CNS&M Glenayre passenger station in Glenview, Illinois. This slide was taken on January 24, 1963 three days after the North Shore abandoned service. It is one of nine Mediterranean Revival Style built by Samuel Insull. Only two still exist: Beverly Shores on the South Shore Line and Briergate on the North Shore Line.

CNS&M Train 409 northbound south of the Northbrook, Illinois station on the Skokie Valley Route on May 26, 1962.

CNS&M southbound Train 216 from Waukeegan, IL approaching the former Asbury Ave. station in Skokie, Ill. CERA Railfan Special in Car 720 was first train to stop at Asbury Ave since 1941, August 25, 1962.

CNS&M way freight on the team track between Northfield and Northbrook, Illinois on May 26, 1962.

Just an Electroliner
I don’t remember ever seeing a photo of an Electroliner from the Ridge Ave. (called Ridge Blvd. in Chicago) Bridge in Evanston, IL. But my friend Roger Puta took one on November 3, 1962, a little over 2 1/2 months before they ceased to run because the North Shore ended operations. Here is his caption on the slide mount, “CNS&M Train 802, the Electroliner taken from Ridge Blvd. bridge in Evanston, IL. Ridge Blvd. had been a stop on the old Skokie “L” and the station is still standing.”
The 3rd rails are have a slight layer of rust.
Both Electroliners were saved. The one at the Illinois Ry Museum at Union, IL is being fully renovated. The one at Rockhill Trolley Museum, Rockhill Furnace, PA is in SEPTA (Red Arrow) colors.

CSS&SD 105 at Gary, IN on January 27, 1964
Chicago South Shore and South Bend

CSS&SB 801 in Hegewisch (Burnham Yard) in Chicago on January 27, 1964.

CSS&SB 106 at the Kensington stop in Chicago, IL in September 1963. This is where the South Shore diverts on to its own track and heads east.

I posted the second photo a while back. Thought it was neat. Today I found the one Roger Puta took a few seconds earlier while the train was on the bridge. And he managed to avoid getting the headight hidden behind a structure member! This is a CSS&SB eastbound (to Chicago) going over Pennsylvania – Wabash RR bridge in Gary, Ind. on February 10, 1963.

CSS&SB 11 at Gary, Ind. in July, 1979. That hand railing at the left is 802’s.

CSS&SB 802 in the double track pocket at Gary, Ind. in July, 1979.

CSS&SB 109 going up grade to Pennsylvania – Wabash bridge in Gary, Ind. on February 10, 1963.

CSS&SB 107 eastbound at the Hegewisch stop in Chicago, IL on December 31, 1965. (That’s my wonderful Plymouth. Roger and I were in our senior year of college.)

CSS&SB 801 in January 1964, location not recorded.

Two CSS&SB 700s (ex-NYC) on a caboose hop approaching the Gary, Ind. depot in January 1964.

Chicago South Shore & South Bend 707 in Burnham Yard, January 1972

Chicago South Shore & South Bend 705 coming westbound into Hammond. The Indiana Toll Road is in the background in February 1972.

Chicago South Shore & south Bend 702 Burnham Yard, January 1972

CSS&SB 32 in Hammond, IN on January 27, 1964

CSS&SB 106 in South Bend, Ind. on January 27, 1964 02

CSS&SB Train 320 boarding passengers in street at South Bend, Indiana station on April 9, 1966. Rick Burn and Steve Sumner at right

CSS&SB 104 in Michigan City, IN on January 27, 1964

Roger Puta found CSS&SB 106 being loaded in South Bend, Ind. on January 27, 1964

Erie-Lackawanna EMUs in Orange, NJ on November 1978

Erie-Lackawanna EMUs at Hoboken Terminal, December 1978

EL EMU Train on the Gladstone Branch from Pill Hill Road in November 1978

EL Montclair Station Depot in November 1978 R24
Building exists. Tracks gone.

From the end of a platform in the Erie-Lackwanna Terminal at Hoboken, NJ in November 1978

Erie Lackwanna Montclair Depot in November 1978 — 3 Photos
Building exists. Tracks gone.

Lackawanna Railroad Freight House at Morristown NJ on Morristown Line former M&E Division of Lackawanna RR in November 1978 R26

ex-DL&W Tower located eastbound side at Orange NJ station on Morristown Line in November 1978

EL Signal P389 on Gladstone Branch. P is for Passaic & Delaware, former name of Gladstone Branch. Signal is west of Far Hills, NJ in November 1978

EL Chatham NJ station on former DL&W Morris & Essex, later EL Morristown Line in November 1978 B22

EL EMU Train on the Gladstone Branch from Pill Hill Road in November 1978

EL EMU interior in November 1978

EL EMUs at Hoboken in November 1978

EL EMU westbound to Gladstone, NJ MU train on Gladstone branch… note parlor car in consist. Eastbound train # was 412 Gladstone to Hoboken weekdays only in November 1978

Iowa Terminal Railroad Car 101 at Charles City
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad Car 100 on MILW interchange tracks Mason City
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad Car 100 at Emery Shops
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad Car 100 at West Mason City
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Roger Puta took these August 12 and 13 of 1967.
Freight Motors 80 and 81 at the shops, Emery, IA

Iowa Terminal Railroad Car 101 near Oakwood
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad shops and substation at Emery
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad Car 100 at shops at Emery
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Southern Iowa Railway Freight Motor 101 — 3 Photos
Roger Puta took these during a railfan weekend in June 1963.
Near Maine, IA

Roger Puta took these August 12 and 13 of 1967.
Box Motor 31 (ex-Chicago, North Shore & Milwaukee) and Passenger Car 100 (ex-Waterloo, Cedar Falls and Northern Railway) near Mason City.

Southern Iowa Railway Freight Motor 101 — 3 Photos
Roger Puta took these during a railfan weekend in June 1963.
At the Moravia, IA depot.

Iowa Terminal Railroad Car 101 near Roseville Siding
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad right of way just east of Emery taken from Box Motor with Passenger Car 100 ahead
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Iowa Terminal Railroad Car 100 near Clear Lake
Photograph taken by Roger Puta the weekend of August 12th and 13th, 1967 in Iowa.

Southern Iowa Railway Freight Motor 101 — 3 Photos
Roger Puta took these during a railfan weekend in June 1963.
South of the Moravia Iowa depot. Iowa Southern Utilities (former owner of the railroad) substation at left.

Some Iowa Terminal Railroad Freight Motors — 4 Photos
Roger Puta took these August 12 and 13 of 1967.
Steeple Cab 30 in yards at Charles City, IA

Some Iowa Terminal Railroad Freight Motors — 4 Photos
Roger Puta took these August 12 and 13 of 1967.
Freight Motor 61 at the shops, Emery, IA

6 Brill Bullet Photos
Roger Puta took these six photos of SEPTA Brill Bullet 200 at 69th Street Terminal in Upper Darby, PA in May 1983. I rode these cars and stupidly never took interior shots. Thanks Roger for helping me remember.
Note: Brill made transit cars.

Roger Puta took these six photos of SEPTA Brill Bullet 200 at 69th Street Terminal in Upper Darby, PA in May 1983. I rode these cars and stupidly never took interior shots. Thanks Roger for helping me remember.
Note: Brill made transit cars.
And yes, that’s Roger Puta.

FYI, a Google search brought up additional info on the life of Roger Puta here.

Keep those cards and letters coming in, folks!

-David Sadowski

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75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

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

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

This is our 260th 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 704,000 page views, for which we are very grateful.
You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”
We thank you for your support.
DONATIONS
In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.
Your financial contributions help make this web site better, and are greatly appreciated.

October Surprises

October 12, 2020February 14, 2021David Sadowski 33 Comments

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

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

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

-David Sadowski

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

Facebook Auxiliary Group

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

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

More That Got Away

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

North Shore Line observation parlor car 420.

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

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

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

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

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

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

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

Old and new control towers at Logan Square in 1966.

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

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

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

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

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

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

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

The same location today.

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

The same location today.

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

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

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

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

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

Logan Square yard in 1966.

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

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

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

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

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

The same location today.

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

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

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

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

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

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

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

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

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

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

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

A Des Moines, Iowa streetcar in the 1940s.

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

From the Collections of William Shapotkin:

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

CSL 106 in May 1947.

CTA 123 at Kedzie and Van Buren in December 1948.

CSL 135.

CSL 204 in December 1946.

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

CSL 6013 at Kedzie and Bryn Mawr in 1946.

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

CSL 1994 at Division and Lavergne in May 1943.

CTA 6148.

CSL 1825 at West Shops.

CTA 3315.

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

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

CSL 401 at Cicero and Belden in May 1946.

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

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

CTA 6050 on Route 55 just south of Lake Street.

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

CTA 4401 at Skokie Shops in 1972, after retirement.

CSL 2919 at 26th and Halsted in 1946.

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

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

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

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

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

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

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

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

CTA sprinkler D-203.

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

Recent Correspondence

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

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

Jeff Marinoff writes:

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

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

Andre Kristopans adds:

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

Sandy Terman adds:

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

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

Bren Sheriff writes:

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

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

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

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

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

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

Craig Allen Cleve replies:

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

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

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

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

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

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

Cordially,

Craig Cleve

Jon Roma writes:

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

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

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

Wally Weart writes:

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

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

-David Sadowski

New Steam Audio CD:

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

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
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As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 45:49

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

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

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

Help Support The Trolley Dodger

This is our 257th 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 679,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

New Directions

October 1, 2020February 14, 2021David Sadowski 12 Comments

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Enjoy.

-David Sadowski

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

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

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

Thanks.

From Harper’s Weekly, April 20, 1895:

1913 “L” Brochure:

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

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

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

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The same view today.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

CRT 2704 at Skokie Shops.

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

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

Recent Correspondence

Bill Myers writes:

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

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

Miles Beitler writes:

Great photos as usual!

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

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

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

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

Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

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Hard Work

June 25, 2020August 19, 2025David Sadowski 14 Comments

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

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

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

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

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

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

Enjoy!

-David Sadowski

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

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Gate car 2324 at Skokie Shops.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Recent Correspondence

Wooje Song writes:

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

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

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

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

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

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

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

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

Hope this helps.

From Our Resident South Side Expert M.E.:

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

Now, on to my commentary for today.

https://thetrolleydodger.com/wp-content/uploads/2020/06/rbk335.jpg
I have a lot to say about this photo.

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

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

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

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

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

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

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

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

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

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

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

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

Thanks very much as always for your insightful comments.

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

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

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

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

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

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

-David Sadowski

Product News

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

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

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

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available On Compact Disc

RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99
Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]

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

Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:
Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03

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

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May Day

May 1, 2020August 16, 2020David Sadowski 14 Comments

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

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

-David Sadowski

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

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The same location today.

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

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

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

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

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

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

North Shore Line car 712.

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

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

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

CA&E 400.

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

CA&E 451. (Railway Negative Exchange Photo)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The same location today.

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

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

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

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

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

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

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

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

A close-up of the previous picture.

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

A northbound North Shore Line train at Howard Street.

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

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

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

Recent Correspondence

Carl Oberfranc writes:

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

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

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

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

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

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

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

CA&E 10.

CA&E 30.

CA&E 302 in Wheaton, 1940.

CA&E 312.

CA&E 318 on an early fantrip.

CA&E 318.

CA&E 459.

A CA&E Chicago Express in Berkeley.

Ron Geppert writes:

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

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

Keep those cards and letters coming in, folks!

-David Sadowski

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

Help Support The Trolley Dodger

This is our 249th 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 618,000 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.

Ones That Got Away

March 25, 2020March 27, 2020David Sadowski 19 Comments

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

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

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

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

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

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

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

Stay safe.

-David Sadowski

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

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

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

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

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

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

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

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

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

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

What streetcar or interurban ran to Chicago Heights?

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

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

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

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

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

An IC Electric station.

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

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

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

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

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

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

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

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

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

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

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

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

Illinois Terminal interurban car 284 at an unknown location.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Rochester (NY) Subway, 1956.

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

Recent Correspondence

Our resident South side expert M. E. writes:

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

https://thetrolleydodger.com/wp-content/uploads/2020/03/52.jpg
The sign says Ravenswood. The maximum length of Ravenswood trains was 6 cars.

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

Tricia Parker writes:

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

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

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

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

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

Vernon Glover writes:

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

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

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

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

Todd Liebenauer writes:

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

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

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

Attached is a picture of the model I have.

Thanks for any help you might be able to provide.

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

Allen Zagel writes:

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

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

Would there be any info or photos or drawings around?

Hopefully you might be able to help?

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

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99
Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]

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

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

Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:
Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03

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

Help Support The Trolley Dodger

This is our 248th 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 605,000 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.

Progress

February 5, 2020February 9, 2020David Sadowski 18 Comments

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

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

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

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

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

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

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

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

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

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

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

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

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

Enjoy!

-David Sadowski

Annual Fundraiser

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

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

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

Recent Finds:

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

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

This could be the type of tower.

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

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

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

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

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

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

From the Collections of William Shapotkin:

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

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

CSL trolley bus 198. (William Shapotkin Collection)

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

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

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

The same location today.

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

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

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

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

From Larry Sakar:

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

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

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

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

The MKE Rapid Transit Line

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Car 66 inbound xing N. 8th St. 1951

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-Larry Sakar

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

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

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

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

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Five Years (Part One)

January 23, 2020January 23, 2020David Sadowski 8 Comments

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

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

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

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

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

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

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

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

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From Electroliner Restoration Update (May 31, 2015):

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

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

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

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

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

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

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

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

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

From Chicago PCC Updates (August 30, 2015):

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

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

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

From More Hoosier Traction (September 2, 2015):

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

From Traction in Milwaukee (September 16, 2015):

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

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

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

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

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

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

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

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

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

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

From Lost and Found (February 12, 2016):

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

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

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

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

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

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

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

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

From Spring Cleaning (May 16, 2016):

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

From Night Beat (June 21, 2016):

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

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

From More Mystery Photos (July 29, 2016):

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From Recent Finds (December 2, 2016):

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

From Under Our Tree (December 27, 2016):

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

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

Help Support The Trolley Dodger

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

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Sweet Home Chicago

August 20, 2019August 23, 2019David Sadowski 16 Comments

In 1938, a visitor to Chicago from the Soviet Union snapped this picture of Chicago PCC 4032 running on route 20 – Madison downtown, and brought it home. Now, more than 80 years later, it has returned to Chicago.

They say you can never go home again. But no matter how far we may wander from home, there is something, almost like an unseen force, that calls us back to the places we lived in, grew up in, or love the most. And while we often feature transit photos from other cities, Chicago remains our home and will always be our favorite. So today, we are featuring Chicago-area streetcars, rapid transit, interurbans, and buses.

We do have a couple examples of things that, improbably, did find their way home. First, a picture of a Chicago PCC streetcar that has come back “from Russia with love.” Second, prints and negatives of Chicago transit, taken in 1952, that have been reunited after who knows how many years.

We also have some recent photo finds of our own, including a news report from Miles Beitler on the new Pulse bus rapid transit operation in Chicago’s northwest suburbs, and more classic photos shared by Bill Shapotkin and Jeff Wien of the Wien-Criss Archive. Finally, there is some correspondence with Andre Kristopans.

We thank all our contributors.

Enjoy!

-David Sadowski

PS- If you have comments on individual photos, and I am sure you will, please refer to them by their image number, which you can find by hovering your mouse over the photo (for example, the picture at the top of this post is img882). That is more helpful to me than just saying something was the seventh photo down, etc. We always appreciate hearing from you if you have useful information to contribute regarding locations and other details. Thanks in advance.

We also should not let the opportunity pass to wish Raymond DeGroote, Jr. a happy belated 89th birthday. Ray is a world traveler, a raconteur, and the Dean of Chicago railfans.

Recent Finds

CSL “Matchbox” 1412 is on the Morgan-Racine-Sangamon route in this photo by Edward Frank, Jr. Don’s Rail Photos adds, “1412 was built by St Louis Car Co in 1906 as CUT 4641. It was renumbered 1412 in 1913 and became CSL 1412 in 1914. It was retired on March 30, 1948… These cars were built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers.” Car 1374 in this series has been lovingly restored to operating condition, at the Illinois Railway Museum.

A two-car Chicago Aurora & Elgin train, headed up by 433, is just west of the Canal Street station on the Metropolitan four-track main line in August 1953, a month before CA&E service was cut back to Forest Park. (John Szwajkart Photo)

CTA 4060 is at the front of a two-car Ravenswood “L” train approaching Kimball and Lawrence in this undated photo (1950s-60s).

CTA Pullman 460 is on either Route 8 – Halsted or 9 – Ashland in the early 1950s, you can’t quite make it out on the roll sign. However, I am leaning towards Halsted, as Ashland got bussed in 1951, and the auto at left looks more like 1953 vintage. This streetcar was saved by the CTA, and is now at the Illinois Railway Museum. It is one of only three red Pullmans saved, the others being 144 (also at IRM) and 225 (at the Seashore Trolley Museum in Maine). Charles F. Amstein adds that 460 is “on Ashland, just north of 95th Street, looking north-northwet. I grew up in this area and spent much of my time at Beverly Bowling Lanes, seen in the distance at right.”

CTA 4374 is southbound on Clark Street, just south of Diversey, on September 6, 1957, the last day for the north half of Route 22 – Clark-Wentworth. Ricketts (no relation to the current Cubs ownership) was a popular restaurant. At left, down the street, you can just make out the marquee of the Parkway Theater. Autos visible include several Chevys, a Studebaker, and (at left) a 1957 Ford. (Charles H. Thorpe Photo) The tracks curving off to the left went into the CTA’s Limits car barn (station), which was located at 2684 N. Clark. It got its name because, a long time earlier, this had been the city limits. There were facilities for cable cars at this location dating back to 1888. Limits car house opened in 1909, and was last used by streetcars in 1954 (the end of the Red Car era). It was used by buses until 1994, and the building was torn down in 1998.

CTA Met car 2907 is at Indiana Avenue, running the Kenwood shuttle on the last day of service, November 30, 1957 (also the last day for regular passenger service for wooden “L” cars).

CTA one-man car 1769 (here painted green, not red) is at Lake and Austin, west end of Route 16. The date of this Bob Selle photo is December 19, 1953, one year to the day before I was born. The Park Theater at right appears to already be closed.

CTA one-man car 1732, in red, heads southwest on Fifth Avenue at Harrison on July 5, 1953. Madison-Fifth was part of Route 20, but as of May 11, 1952, buses were substituted for streetcars on weekends– except for the Fifth Avenue branch, which used streetcars. That must be a Harrison bus in the background. (Robert Selle Photo)

On June 19, 1953 CTA PCC 7070 heads south on Roue 8 – Halsted, passing by the Congress Expressway construction site. PCCs were soon taken off Halsted, which ended streetcar service the following year using older equipment. This photo was taken from the nearby Halsted “L” station, which was not in the expressway footprint. (Robert Selle Photo)

On May 12, 1954, Bob Selle took this picture of CTA Pullman 600, southbound on Route 8 – Halsted. This was less than three weeks before the end of streetcar service on this line. We are just south of the Metropolitan “L” station at Halsted, and crossing over the Congress Expressway construction. That looks like a Studebaker at left.

In this undated (probably late 1960s) photo taken on the Red Arrow Lines in suburban Philadelphia, Brilliner 10 appears to be changing ends. It is signed for the Media route, although this is not the end of that line. Perhaps there was track work going on. Matthew Nawn adds, “The photo of Red Arrow Lines #10 was taken at the Penn Street stop in Clifton Heights, PA. This is a stop on the Sharon Hill Line.”

This is how the interior of Chicago Aurora & Elgin car 301 looked on August 8, 1954, the date of a fantrip for the Central Electric Railfans’ Association. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.” (Robert Selle Photo)

CA&E car 434 at an unidentified terminal. possibly Elgin.

Once CA&E service stopped running to downtown Chicago, less equipment was needed. Here, wooden cars 137 and 141 are on the scrap track at the Wheaton Shops. Bob Selle took this picture on August 8, 1954. These cars were purchased from the North Shore Line in 1946.

CA&E car 701, ex-Washington, Baltimore & Annapolis. Don’s Rail Photos: “701 was built by Cincinnati Car Co in 1913 as WB&A 81. It was sold as CA&E 701 in 1938.”
Don also notes, “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937.”

CA&E 401 at the end of the line in Elgin.

CA&E 452 at either Elgin or Aurora.

CA&E 457 at the front of a two-car train near the end of either the Aurora or Elgin terminals, as it is operating with overhead wire instead of third rail.

CA&E 429 at the head of a two-car train.

CA&E 451 heads up a two-car limited heading towards Chicago.

Speedrail (Milwaukee) car 63, a curved-sided product of Cincinnati Car Company, is operating as a local on the turnback track in Waukesha, on June 28 1951, two days before abandonment. (Photo by R. H. Adams, Jr.)

Six years ago, I purchased a couple strips of 35mm Super-XX black-and-white negatives and ran the photos on the blog I had at that time. There was no way to tell the exact date the pictures were taken, but they did contain various clues that helped narrow down the date. I posted the images, and several people guessed as to when they were shot. The consensus that eventually emerged was they were taken between Fall 1952 and Spring 1953. Well, in an act of serendipity, Jeff Wien (by way of Mr. Edward Springer) donated a set of snapshots to me that were made from these same negatives. They are dated December 1952, which is a better answer than we had before. You can see the rest of the photos here.

Pulse Bus Rapid Transit Celebration

Pace launched its Pulse bus rapid transit this week with the Pulse Milwaukee line which runs between Golf Mill in Niles and the Jefferson Park transit center in Chicago. Pace held a celebration event earlier today (August 15th) at Milwaukee and Touhy in Niles featuring speeches by various politicians, agency bureaucrats, and public transit advocates. A new Pulse bus was parked at the event and was available for public inspection, as well as a Pulse bus station with its passenger amenities.
Since you include bus photos on your blog, I have attached several photos of the event. Feel free to post any or all of them. The Pace website has detailed information about the Pulse service.
Ironically, Richmond (VA) has operated a bus rapid transit line for over a year which is very similar, and it’s also called “Pulse”. I don’t know if this is just a coincidence or if there is some connection between them. However, the Richmond line has dedicated bus-only lanes for part of its length, while our line runs in mixed traffic along Milwaukee Avenue.
-Miles Beitler

From the Collections of William Shapotkin:

On June 21, 1958 an eastbound CTA train is in the station at Pulaski Road on the new Congress rapid transit line, then also known as the West Side Subway. Notice how little fencing there was separating the right-of-way from the highway. Eventually, this was replaced by concrete Jersey barriers after numerous vehicle crashes that impacted the “L”. That way, when something hits the fence, it can take a “Jersey bounce.”

On June 21, 1958 a woman enters the new CTA rapid transit station at Pulaski Road on the Congress line, which replaced the Garfield Park “L” the following day. On this day, free rides were given out between Halsted and Cicero Avenues. The fiberglass panels on the sides of the entrance ramp were eventually cut down to allow for better visibility from outside.

A North Shore Line Electroliner on December 28, 1962, less than a month before the end of the line for this interurban.

A new 2000-series CTA train at (I am guessing) the Douglas Park yards at 54th Avenue in Cicero on October 25, 1964.

What I presume is the Douglas Park yard on October 25, 1964.

CTA articulated car set 51 (formerly 5001) found new life on the Skokie Swift after being oddball equipment on other lines, along with its three mates. Here, they are seen on the Swift on October 25, 1964, where they helped provide much-needed capacity in the face of unexpectedly large ridership several months after the new branch line began service.

The date stamped on this slide is April 18, 1964, when demonstration rides were given out on the new CTA Skokie Swift branch line. However, that date may be incorrect, as my understanding is on that day, single car units 1-4 were coupled together and operated as a unit to provide demonstration rides, Regular service began on April 20, 1964. So either the units were uncoupled, or the date is wrong. Here, one of the high-speed cars is lowering its pan trolley, at the point where the line changed from overhead wire to third rail “on the fly.”

On October 25, 1964 a pair of 4000-series “L” cars are seen at the Dempster terminal on the Skokie Swift, presumably on a fantrip.

This picture of the Dempster terminal is dated April 18, 1964, which would have been the very first day people could ride the Skokie Swift.

Line car S-606 at the Dempster terminal on October 25, 1964. Don’s Rail Photos adds, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” Since the museum was evicted from its home, whatever portion of the car that survives has been taken on by another preservation group, in hopes that it can eventually be rebuilt or restored.

The following South Shore Line photos, again courtesy of William Shapotkin, are all dated October 1965 and are from a fantrip.

Here are some classic postcard views, again from the collections of William Shapotkin:

From Jeff Wien and the Wien-Criss Archive:

These pictures of the Illinois Terminal Railroad were taken on July 4, 1950:

Don’s Rail Photos: “1565, Class B, was built at Decatur in 1910. It was sold to Illinois Power & Light Co at Campaign on April 10, 1955. It was acquired by Illinois Railway Museum in 1960.”

IT 270.

IT 273.

Don’s Rail Photos: “276 was built by St Louis Car in 1913. It was air conditioned and the arch windows were covered. It was sold for scrap to Compressed Steel Co on March 13, 1956.”

IT 281.

IT 284.

Don’s Rail Photos: “1201 was built by McGuire-Cummings in 1910 as an express motor with 20 seats at the rear. In 1919 it was rebuilt with a small baggage section at the front and the trucks were changed from Curtis to Baldwin.”

IT 052. This looks like a sleeping car or bunk car and is unpowered.

Again from the Wien-Criss Archive, here are a series of photos taken at the Chicago Aurora & Elgin’s Wheaton Yards, in August 1959 after the line had stopped running even freight service. Several cars were sold to museum interests and moved off the property in early 1962. Everything else was scrapped. It’s possible that these pictures may have been taken by the late Joseph Saitta of New York.

Looking somewhat worse for wear, here is CA&E car 321 as it looked at the Illinois Electric Railway Museum in North Chicago on June 9, 1962. This and the other cars that were saved from the line had been stored outdoors for a few years, and exposure to the elements took their toll. The museum, now just IRM, moved to Union in 1964. (Wien-Criss Archive Photo)

The following pictures, also from the Wien-Criss Archive, are not very sharp, but do show Chicago transit vehicles in September 1953 and May 1954. There are several shots of the temporary ground-level trackage used from 1953 to 1958 by the Garfield Park “L”, during construction of the Congress Expressway. Those pictures were taken at Van Buren and Western. Some of the PCC photos were snapped in the vicinity of Roosevelt Road, which is also where the Greyhound bus picture was probably taken.

Recent Correspondence

We recently asked Andre Kristopans about which Chicago streetcars, including PCCs, were converted to one-man operation in the CTA era. Here’s what he reports:

In 1951, all 83 prewar PCCs to OMC on AFE S14000. At same time, 21 Sedans to OMC (3325,3347-3349,3351-3352,3354-3355,3357,3360-3363,3368,3372,3378-3379,6303,6305,6310,6319) on AFE S14001

However almost immediately 20 postwars 4052-4061,7035-7044 to OMC on S14011

155 older cars 1721-1785,3119-3178,6155-6198 to convertible OMC 1948 on S11381

Some additional info. Of the 169 cars in the three groups listed for one-manning, the following were already gone when the plan was announced:

6 under CSL 1945-47 1738,1754,1770,3133,3170,3176
8 under CTA 1948 1727,1763,3130,3150,3152,3155,3159,6197

169 minus above 14 leaves 155 for conversion in 1949

Me: Thanks… and none of the Peter Witts were used in one-man service, right?

Andre: Redone then scrapped replaced by postwars?

Me: Didn’t this have to do with the decision not to one-man 63rd Street? Or was it simply that mixing the Sedans with PCCs would have slowed things down?

Andre: Supposedly one of the aldermen along 63rd pitched a bitch about the sedans after he saw one. Thought they would be “unsafe”. Not sure on what grounds, suspect had to do with center door arrangement. But plan was dropped and sedans scrapped.

Me: Thanks!

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

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

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

Help Support The Trolley Dodger

This is our 236th 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 539,000 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.

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Richard Hofer’s Chicago “L” Pictures

May 27, 2019June 11, 2024David Sadowski 20 Comments

It’s July 1969, and the original Tower 18 at Lake and Wells is being demolished to permit a new track connection to be put in on the Loop “L”. This was necessary so the CTA Lake Street “L” could be through-routed with the new Dan Ryan line that opened on September 28 of that year. The new tower is at left and has itself since been replaced. Prior to this, trains ran counter-clockwise in the same direction on both sets of Loop tracks. Henceforth, they became bi-directional. This is a Richard Hofer photo, from the David Stanley collection. The view looks north, and that is a southbound Ravenswood (today’s Brown Line) train at left.

I recently traveled to Milwaukee and visited David Stanley, and while I was there, he generously allowed me to scan some of his extensive collection of traction slides. Today we are featuring a small part of that collection, some classic photos of the Chicago “L” system, taken by the late Richard R. Hofer (1941-2010). Many of you may recall him from railfan meetings in years past. These pictures show he was an excellent photographer.

You can read Mr. Hofer’s obituary here, and you will note he was a proud Navy veteran. There are also some pictures of him on his Find-A-Grave page.

Scanning a photo, negative, or slide is just the starting point in obtaining the best possible version of that image. Each of these images represents my interpretation of the original source material, which often exhibits a lot of fading or color shift. For many of these images, we are also posting the uncorrected versions, just to show the substantial amount of work that goes into “making things look right.”

In addition, we have some recent photo finds of our own, as well as picture from our Milwaukee sojourn. As always, of you can provide any additional information on what you see in these pictures, do not hesitate to drop us a line.

We also have a new CD collection of rare traction audio from a variety of cities. These were recently digitized from original master tapes from the collections of William A. Steventon, of the Railroad Record Club of Hawkins, WI. You will find more information about that towards the end of our post.

Enjoy!

-David Sadowski

Richard R. Hofer Photos From the David Stanley Collection:

On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton.

The Skokie Swift on April 20, 1964.

The Skokie Swift on April 20, 1964. Note the old tower at right near Dempster, which had been used when “L” service ran on the Niles Center branch here from 1925-48. This tower remained standing for many years.

The Swift on opening day, April 20, 1964.

The Swift strikes a dramatic post on May 10, 1965. The slide identifies this as Main Street.

This car sports an experimental pantograph in October 1966.

A 5000-series articulated train, renumbered into the 51-54 series, at Dempster in October 1966.

In October 1966, we see one of the four articulated 5000s (this was the original 5000-series, circa 1947-48) at Dempster, after having been retrofitted for Swift service, where they continued to run for another 20 years or so.

The Skokie Swift in September 1964.

From 1925 until 1948, the Niles Center line provided local “L” service between Howard and Dempster on tracks owned by the North Shore Line. There were several stations along the way, and here we see one of them, as it appeared in September 1964 before it was removed to improve visibility at this grade crossing. I would have to check to see just which station this was, and whether the third track at left was simply a siding, or went to Skokie Shops. Miles Beitler says this is the “Kostner station looking east. The third track on the left was simply a siding, a remnant of North Shore Line freight service.”

Here is a nice view of the relatively spartan facilities at Dempster terminal on the Skokie Swift in September 1964. Service had been running for five months. This has since been improved and upgraded.

In October 1966, a southbound Howard train has just left Howard terminal, and a single-car Evanston shuttle train has taken its place. After its riders depart, it will change ends on a siding just south of the station, and then head north after picking up passengers at the opposite platform.

A Skokie Swift single-car unit at Howard in December 1968.

An Evanston train of 4000s at Howard in December 1968.

Two Swift trains at Howard, December 1968.

At left, a northbound Skokie Swift car, and at right, a southbound Howard “A” train at the Howard terminal in October 1966.

Two single car units in October 1966, both equipped for overhead wire, but for different purposes. In the foreground, an Evanston shuttle car has trolley poles, while the Skokie Swift car at rear uses pantographs. Evanston was converted to third rail in 1973, and the Swift about 30 years after that.

Same as the previous picture, this overhead shot from the transfer bridge, taken in October 1966, shows the difference in current collection on two of the CTA’s 50 single car units.

A southbound Evanston shuttle train approaches the Howard terminal. Third rail was banned in Evanston by local ordinance until 1973.

In September 1964, a four-car Evanston Express train approaches (I think) the old station at State and Van Buren. All four cars are single car units equipped with trolley poles, for use in Evanston where local laws did not permit use of third rail for current collection. In the early 1970s, this station was closed and removed, but was eventually put back, to serve the Harold Washington Library. This leg of the Loop “L” had a continuous platform for some time, which is visible here. George Trapp: “The September 1964 photo of four single unit cars 25-28, 39-50 on the Evanston Express are at Madison & Wells not State & Van Buren. Note crossover at Washington where non rush Ravenswood and late AM Evanston Expresses crossed over to the Inner Loop after stopping at Randolph & Wells on the Outer Loop. There was also a long continuous platform from Randolph to Madison.”

In September 1964, at a time when the Loop “L” had uni-directional service (counter-clockwise), a Ravenswood “A” train approaches Clark and Lake. On the other hand, George Trapp says we are “at Madison & Wells, notice the clocktower for Grand Central Station with B&O in distance. At that time many more cars is series 6001-6130 still had their original headlight arrangement.”

Logan Square yard in December 1966.

The tail end of a Congress-Milwaukee “A” train at the Logan Square terminal in September 1964. As you can see, space here was at a premium. George Trapp adds, “Tail end of freshly painted 6592-6591 at Logan Square in Sept. 1964. This set was in builder’s photos by St. Louis Car around June 1957. When new were originally assigned to North-South route as were all high 6000’s until mid 1960, although some 6600’s were on Ravenswood in 1959-60. I always though the old Logan Square terminal was neat, certainly had more character than present one.”

A southbound Howard “A” train is on the center track. and served stations that either had a center platform or (like Wilson) had two sets of platforms. “B” trains (and the Evanston Express) used the outer tracks and served stations with side platforms. This picture was taken in May 1968. Note the southbound outer track has overhead wire in addition to third rail, for use by freight trains that ran at night until 1973. George Trapp: “Southbound Howard to Englewood “A” train has two cars of 6511-6550 series on head end. This series was split between the North-South and West-Northwest in the 1960’s with cars up to 6550 and 6551-6558 from next series being on North-South in winter months. Note that track 4 was being redone at that time and is missing.”

In August 1963, a four-car Douglas-Milwaukee “B” train prepares to leave Logan Square terminal. Until 1970, this was as far into the northwest side of the city that “L” service went. By 1984, the “L” had been extended all the way to O’Hare airport. This train sports a fire extinguisher on its front, a practice that did not last, apparently because some of them were stolen. While this elevated station was replaced by a nearby subway, the building underneath the “L” actually still exists, although it has been so heavily modified that you would never know it is the same structure. The Logan Square terminal was always my favorite “L” station when I was a kid.

Workers are removing the old Tower 18 structure in this July 1969 view. When service on the Loop “L” was made bi-directional, due to the through-routing of the Lake Street “L” and the new Dan Ryan line, the old tower was in the way of new tracks that needed to be installed.

The same basic scene as the last photo, from July 1969. We can tell that this picture was taken prior to the opening of the Dan Ryan line (September 28, 1969) because the train making the turn here is simply signed for Lake. Prior to the through-routing, Lake Street trains went around the Loop, and all traffic went counter-clockwise. The new track connection that allowed bi-directional operation had not yet been installed here.

A Lake-Dan Ryan train in October 1969, and what appears to be left-hand running.

It’s October 1969, and this westbound Lake-Dan Ryan train appears to be running on the “wrong” track, perhaps due to weekend track work on the Loop. This train has just left State and Lake and is heading towards Clark and Lake. Through-routing Lake and the new Dan Ryan line, which happened in September 1969, meant the end of unidirectional operations on the Loop.

Track work near Tower 18, July 1969. A work train of 4000-series “L” cars is most likely parked here.

This picture was taken in April 1973 at one of the Howard line stations near the north end of the line. The two outer tracks are used for express trains, and the inner tracks for locals.

The southbound express track on the northern portion of the Howard line had overhead wire equipped, for use by freight trains that the CTA was obliged to operate for customers along this line north of Irving Park Road. This was a holdover of service that originally had been offered by the Milwaukee Road, which leased this line to the Chicago Rapid Transit Company. The Chicago Transit Authority purchased it in the early 1950s, and freight service ended right around the time this picture was taken.

Wilson Avenue, April 1973.

An Englewood-Howard train at Wilson Avenue in April 1973. This station has since been completely redone.

In the late 1950s, a fourth track was added to a small portion of the Howard line that previously only had three tracks. This platform was added at that time, and was used by southbound North Shore Line trains. I was actually on a southbound Howard train one day when it unexpectedly stopped here, so I got off and took a look around, just to see what it was like. This has all been removed now, of course. The overhead wire was used by freight trains that ran at night. This picture was taken in April 1973.

The view looking the other way from the platform at Wilson that opened around 1960 (this picture taken in April 1973).

CTA’s Tower 18 at Lake and Wells in July 1971, looking north.

A work train of 4000s is southbound just north of the Loop in July 1971.

Here, we are looking north from the old Randolph and Wells station in May 1971, looking to the junction of Wells and Lake. This station has since been replaced by Washington and Wells.

In May 1971, we see the rear of a northbound Evanston Express train of 4000s, just leaving the old Randolph and Wells station.

If I had to guess the location of this July 1971 picture, taken on Chicago’s north side, it would be between Wilson and Sheridan.

This Howard “A” train is heading southbound in July 1971, under a section that still had overhead wire for use by freight trains that ran at night. The Howard train, of course, used third rail for current collection exclusively. Walton Snowden writes, “I have identified the location of the attached photo from you 5/19 page as Granville. I did so by using Google Maps aerial view. The tall building on the left really stands out in the area.”

This picture was taken at Granville on the Howard line in May 1971.

Again, Granville on the Howard line in May 1971.

The rest of the work train, in July 1971.

This July 1971 photo shows either the Halsted or Racine station on the Congress line. The train is heading west, away from the photographer. In those days, many stations had these “pay on train” signs, and when illuminated, that meant there was no ticket agent on duty, and the conductor would collect your fare on the train. There are no more conductors now, so this practice ended a long time ago. There were large grassy areas on each side of the tracks along portions of the right-of-way, because plans originally called for four tracks here. There had been four tracks when this was part of the Metrolpolitan “L” main line. In the new arrangement, two tracks would have been used by Lake Street “L” trains, which were at one time intended to be re-routed onto the Congress line.

If this is the same location as the last picture, this is the Racine station, this time looking to the east. Again, this is July 1971. This is a westbound Congress-Milwaukee “A” train.

Finally, here is the uncorrected version of the picture at the top of this post.

Milwaukee Trip

Here are some photos I took in Milwaukee on May 3rd. They show the new Milwaukee streetcar circulator line, which began service last November, and memorabilia from the Dave Stanley collection. On the way up, I stopped in Kenosha and snapped a few pictures of the tourist PCC line there.

Recent Finds

Two CTA “L” trains pass each other at Wabash and Lake in April 1975. At left, we see a Loop Shuttle made up of 6000s; at right, a Lake-Dan Ryan set of 2000s. The Loop Shuttle was intended to make it easier to get from one downtown station to another, but was not really necessary and was eventually discontinued. It originally came about in the wake of the 1969 changes, whereby the Loop was made bi-directional. At rear we see the old Sun-Times/Daily News building, which stood at 401 N. Wabash from 1958 until 2005. It is now the site of the Trump International Hotel and Tower. Just over two years after this picture was taken, part of an “L” train fell off the structure at this curve.

On March 2, 1980, photographer Arthur H. Peterson snapped this picture of CTA Historic Cars 4271-4272 at the Dempster terminal in Skokie. The occasion was a fantrip.

In February 1977, a two-car CTA Ravenswood train of “flat door” 6000s is about to stop at the old Clark and Lake station in the Loop, on its way towards Kimball and Lawrence on Chicago’s northwest side. This station has since been replaced by a more modern one, with entrances connected to nearby buildings.

Chicago & North Western steam locomotive 511, a 4-6-2, is northbound at the EJ&E (Elgin Joliet & Eastern Railway) overpass in North Chicago, IL on the afternoon of July 13, 1955. In the foreground, we see the tracks of the Chicago North Shore & Milwaukee, the North Shore Line. North Chicago was also the original home of the Illinois Electric Railway Museum, which relocated to Union in the early 1960s. (Robert Selle Photo)

Recent Correspondence:

Miles Beitler writes:

This may be of interest to the history buffs — just before the opening day of Skokie Swift revenue service in 1964, the CTA ran free demonstration rides between Dempster and Howard. I was with a group of people on the Chicago Avenue bridge watching the trains coming in and out of Howard. I overheard a conversation among several of them, possibly CTA officials or workers, to the effect that the CRT/North Shore had originally planned for the tracks to run under Chicago Avenue and the C&NW but then to immediately rise and pass through the rest of Evanston on an embankment. However, this would have required the closing of Custer Avenue, which the City of Evanston refused to do. So the open cut was continued past Asbury, and the embankment did not begin until just east of Dodge.

Dave, you know much more about the Lake Street line than I do. How was the transition from 3rd rail to trolley poles done on Lake? Did they raise or lower the poles at Laramie, or was it done on the fly between Laramie and Central?

On Lake, the transition point was originally at Laramie, but some time prior to the 1962 changeover to the embankment, this was moved further west, to a point closer to Central, most likely to facilitate construction. This may have been done in 1961. I believe we have posted pictures in the past showing both changeover points.

Miles Beitler, again (in reference to some of the comments at the end of this post):

I want to clarify an earlier comment regarding when the Evanston Express began using track 1 between Howard and Granville. Andre Kristopans claimed that it wasn’t until the late ’60s, but I’m sure it was before that based on my personal knowledge and information from Graham Garfield. I mentioned that in my earlier comment — see the paragraph below — but let me expand on that.

Graham Garfield states on his website “No gauntlet track was needed for third rail clearance on Track 1 between Howard and Granville because there was no third rail there until November 1964, this section instead being solely powered by overhead wire.” Garfield also states that this is when SB afternoon Evanston Express trains began using track 1 out of Howard, but this may only be an assumption.

Why do I say that this may only be an assumption? Because elsewhere on his website, Garfield says:

“The year 1955 brought a new express service. On November 28th, the Shoppers Special service was reinstated on an experimental basis. The service ran Monday through Friday midday to the Loop using 6000-series cars 6123-6130 (specially equipped with trolley poles) and 5000-series cars 5001-5004. The Shoppers Special made all stops between Linden and South Boulevard, then Fullerton, the Merchandise Mart, and the Loop.”

So according to Garfield, these trains came from Evanston with their poles raised, and they breezed right through Howard without stopping. Were the poles quickly lowered while the train was passing Howard on track 2? It would seem more logical for the train to pass Howard on track 1, keeping its poles raised, and lower the poles at Granville instead. But then Garfield mentions that Howard was added as a stop the following year, and he displays a photo of a Shoppers Special stopped at Howard with its poles down. So I just don’t know which track these trains used, and perhaps Garfield isn’t sure either.

One point I’m absolutely clear on: I vividly recall watching from the Chicago Avenue (Evanston) bridge as North Shore trains approached Howard while the conductors or trainmen stood outside the cars and raised the trolley poles. Andre Kristopans confirmed this as well.

Prewar Chicago PCC 7010 is at the western terminal of Route 63 – 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were “tiger stripes,” intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Our resident South side expert M. E. writes:

Regarding
https://thetrolleydodger.com/wp-content/uploads/2019/04/img066-1.jpg
I want to discuss the name of the town. Is it Summit or Argo?

I remember using the names interchangeably. There was, and still is, Argo Community High School. But Amtrak and Metra call their station Summit.If you Google “Summit Illinois”, up comes another possibility: Summit-Argo. If you go to http://www.usps.com/zip4 and enter the address 6400 Archer Av, which is where Corn Products (maker of Argo Starch) is located, up comes “6400 S Archer Rd, Summit Argo IL 60501-1935”. Finally, if you google “Corn Products Illinois”, up comes that same street address, but in Bedford Park.

All of which means the area southwest of 63rd and Archer is sort of in no-man’s-land.

OK, here’s a nit comment about the picture itself. The bus headed for Argo may have said Argo rather than Summit because there is no place to turn around at 63rd and Archer. So the bus probably had to turn left onto Archer and proceed to Corn Products’ parking lot in order to turn around.

There is no town called Argo… the entire area is Summit. The Argo name comes from the factory, which has led locals to nickname it “Summit-Argo.” Here is a map, which shows the area in question is Summit, even though there is an Argo High School:

M. E. replies:

If there is no town called Argo, wherefore cometh the name Summit Argo? Why not just Summit?

The only current pure use of the name Argo is for the high school. But why did that name originate? Might the town have been named Argo when the school began?

Here’s something interesting I just discovered at http://www.usps.com/zip4 . There, you can look up a ZIP code and see which cities have that ZIP code.
For 60501, I see:

Recommended city name
SUMMIT ARGO

Other city names recognized for addresses in this ZIP code
ARGO
BEDFORD PARK
SUMMIT

This tells me some people still use Argo as the town name.

Back to the CTA bus sign 63A ARGO. Why would the CTA do that? They could just as easily have accommodated 63A SUMMIT. I contend they used ARGO because the locals in that area called the town Argo. And I contend the town was called Argo because its largest employer, Corn Products, manufactured Argo Starch.

I have yet another source: A book titled “Train Watcher’s Guide to Chicago”, authored by John Szwajkart, dated 1976. It is accompanied by a map of railroad tracks in the entire Chicago area. The map shows two separate stations: Argo and Summit. The Argo station is south of Summit, around where Corn Products is located.

Finally, I fall back on what I remember calling that area when I was a kid. I called it Argo. Anecdotal, of course.

So it boils down to this: We can agree to disagree.

But isn’t this fun?

M E

The town of Summit was founded in 1890, and the Argo factory was started in 1907 in an unincorporated area to the south of Summit. Summit annexed it in 1911.

The USPS will accept names for areas that are not, strictly speaking, the actual municipal names. I can think of numerous instances of this happening. Sometimes, these are neighborhood nicknames. Such is the case with “Summit Argo.”

Interestingly, there is a film called Argo, which has nothing to do with Summit or Argo in Illinois.

Arrrgh!!!

-David Sadowski

Now Available On Compact Disc

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

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern

$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.

Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30

Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31

Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02

Total time (3 discs) – 215:03

The Trolley Dodger On the Air

We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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