Traction Valentines

I believe this photo postcard of Chicago Surface Lines 5812 was taken at the 72nd and Cottage Grove loop. Don's Rail Photos says, "5712 was built by Brill Car Co in 1912, #18322. It was rebuilt as one man/two man service in 1933 and retired on August 25, 1947." This picture appears to date between 1914 and 1933.

I believe this photo postcard of Chicago Surface Lines 5812 was taken at the 72nd and Cottage Grove loop. Don’s Rail Photos says, “5712 was built by Brill Car Co in 1912, #18322. It was rebuilt as one man/two man service in 1933 and retired on August 25, 1947.” This picture appears to date between 1914 and 1933.

Valentine’s Day is fast approaching, and here we have some tasty traction Valentines for your consideration. First, we have some recent finds of our own, followed by many generously shared from the collections of William Shapotkin. We finish this post with an important find from J. J. Sedelmaier.

-David Sadowski

Recent Finds

LVT 812 in front of the Easton car barn on a June 30, 1947 fantrip. (James Maloney, Jr. Photo)

LVT 812 in front of the Easton car barn on a June 30, 1947 fantrip. (James Maloney, Jr. Photo)

LVT 710 at Philadelphia, PA on August 19, 1945. (James Maloney, Jr. Photo)

LVT 710 at Philadelphia, PA on August 19, 1945. (James Maloney, Jr. Photo)

LVT 1000 is on an ERA fantrip, "at the east end of the Ham Street Bridge," in Allentown on October 29, 1950. (James Maloney, Jr. Photo)

LVT 1000 is on an ERA fantrip, “at the east end of the Ham Street Bridge,” in Allentown on October 29, 1950. (James Maloney, Jr. Photo)

LVT 1003 is at the Allentown car barn in September, 1940. (James Maloney, Jr. Photo)

LVT 1003 is at the Allentown car barn in September, 1940. (James Maloney, Jr. Photo)

LVT 1004 in Allentown, October 1939. (James Maloney, Jr. Photo)

LVT 1004 in Allentown, October 1939. (James Maloney, Jr. Photo)

LT 1006 at Allentown on January 23, 1943. (James Maloney, Jr. Photo)

LT 1006 at Allentown on January 23, 1943. (James Maloney, Jr. Photo)

LVT 803, in dead storage awaiting scrapping in Allentown, on November 8, 1939. (James Maloney, Jr. Photo)

LVT 803, in dead storage awaiting scrapping in Allentown, on November 8, 1939. (James Maloney, Jr. Photo)

A single-car CTA Skokie Swift train leaves Howard Street in June 1977.

A single-car CTA Skokie Swift train leaves Howard Street in June 1977.

An artist's rendering of the high-level us subway the CTA envisioned for Washington Street between Canal and Michigan, 1961.

An artist’s rendering of the high-level us subway the CTA envisioned for Washington Street between Canal and Michigan, 1961.

Indiana Railroad #1150 is southbound at Springport station on the New Castle line on January 1, 1941 in the waning days of that storied Hoosier interurban. (Eugene Van Dusen Photo)

Indiana Railroad #1150 is southbound at Springport station on the New Castle line on January 1, 1941 in the waning days of that storied Hoosier interurban. (Eugene Van Dusen Photo)

SF Muni cable car 524 is at Powell and Market at 1 am on September 2, 1956.

SF Muni cable car 524 is at Powell and Market at 1 am on September 2, 1956.

SF Muni cable car 503 at Washington and Octavia on September 1, 1956.

SF Muni cable car 503 at Washington and Octavia on September 1, 1956.

Cable car track work at Powell and California on October 31, 1957.

Cable car track work at Powell and California on October 31, 1957.

Red Arrow Lines Brilliner #7 is running on the street, presumably on the Sharon Hill branch, on November 27, 1960.

Red Arrow Lines Brilliner #7 is running on the street, presumably on the Sharon Hill branch, on November 27, 1960.

On June 3, 1962 Red Arrow car 20 is turning onto a cobblestone street on the Sharon Hill line.

On June 3, 1962 Red Arrow car 20 is turning onto a cobblestone street on the Sharon Hill line.

At first, you might think this lineup of NSL cars in dead storage at Highwood (headed up by 158) is post-abandonment, but apparently not. The slide not only has a 1/20/63 date stamped on it (last full day of operations), the slide was processed by Kodak in January 1963.

At first, you might think this lineup of NSL cars in dead storage at Highwood (headed up by 158) is post-abandonment, but apparently not. The slide not only has a 1/20/63 date stamped on it (last full day of operations), the slide was processed by Kodak in January 1963.

In this April 11, 1964 view, one of the former North Shore Line Electroliners has been rechristened as a Red Arrow Liberty Liner on the Norristown High Speed Line in Philadelphia's suburbs. I would expect that the abandoned right-of-way at left is where the Strafford branch once was.

In this April 11, 1964 view, one of the former North Shore Line Electroliners has been rechristened as a Red Arrow Liberty Liner on the Norristown High Speed Line in Philadelphia’s suburbs. I would expect that the abandoned right-of-way at left is where the Strafford branch once was.

North Shore Line electric loco 456 heads up a short freight train on January 20, 1963-- the last full day of operations prior to abandonment.

North Shore Line electric loco 456 heads up a short freight train on January 20, 1963– the last full day of operations prior to abandonment.

CTA 7108, already signed for its northbound trip on Route 36, is near 120th and Halsted in the 1950s.

CTA 7108, already signed for its northbound trip on Route 36, is near 120th and Halsted in the 1950s.

CTA 4095 is eastbound at Lake and Ashland on June 24, 1961. In the ackground, you can see the old Lake Transfer station, where riders could change (up until February 1951) for Logan Square and Humboldt Park trains.

CTA 4095 is eastbound at Lake and Ashland on June 24, 1961. In the ackground, you can see the old Lake Transfer station, where riders could change (up until February 1951) for Logan Square and Humboldt Park trains.

A CTA two-car Lake Street "L" train heads east in this 1960 photo by Al Holtz.

A CTA two-car Lake Street “L” train heads east in this 1960 photo by Al Holtz.

April 1963.

April 1963.

From the Collections of William Shapotkin

CTA trolley us 9377 is at Irving Park and Neenah. This bus turnaround is no longer in use by CTA, and has now become part of a driveway for a development.

CTA trolley us 9377 is at Irving Park and Neenah. This bus turnaround is no longer in use by CTA, and has now become part of a driveway for a development.

At right, 2411-2412 are on the same fantrip mentioned in the revious photo. At left, a southbound Howard-Dan Ryan train passes the Diversey station on the Ravenswood "L". William Shapotkin took this picture on December 13, 1998.

At right, 2411-2412 are on the same fantrip mentioned in the revious photo. At left, a southbound Howard-Dan Ryan train passes the Diversey station on the Ravenswood “L”. William Shapotkin took this picture on December 13, 1998.

At right, CTA cars 2411-2412 are on an NRHS (National Railway Historical Society) fantrip. At left, a southbound Howard-Dan Ryan train blasts by the Armitage station on the Ravenswood "L". William Shapotkin took this photo on December 13, 1998.

At right, CTA cars 2411-2412 are on an NRHS (National Railway Historical Society) fantrip. At left, a southbound Howard-Dan Ryan train blasts by the Armitage station on the Ravenswood “L”. William Shapotkin took this photo on December 13, 1998.

CTA 2177 heads up an Evanston Express train at Armitage on July 10, 1989.

CTA 2177 heads up an Evanston Express train at Armitage on July 10, 1989.

CTA bus 8413 is southbound on Broadway at Lawrence in October 1973, running on Route 36. (Ronald J. Sullivan Photo)

CTA bus 8413 is southbound on Broadway at Lawrence in October 1973, running on Route 36. (Ronald J. Sullivan Photo)

CTA 3140, working a southbound trip on CTA Route 38 - Indiana, heads southbound on Wabash Avenue, crossing Roosevelt Road. Visible above the red car at right is the one-time Union Bus Deport. The view looks north.

CTA 3140, working a southbound trip on CTA Route 38 – Indiana, heads southbound on Wabash Avenue, crossing Roosevelt Road. Visible above the red car at right is the one-time Union Bus Deport. The view looks north.

CTA trolley bus 9537, working Route 12 - Roosevelt Road, departs its east end terminal at Roosevelt Road east of Wabash Avenue. the view looks north.

CTA trolley bus 9537, working Route 12 – Roosevelt Road, departs its east end terminal at Roosevelt Road east of Wabash Avenue. the view looks north.

CSL 5925 heads southbound on Wabash Avenue and crosses Roosevelt Road. The Union Bus Depot is on the northeast corner. The view looks northeast.

CSL 5925 heads southbound on Wabash Avenue and crosses Roosevelt Road. The Union Bus Depot is on the northeast corner. The view looks northeast.

CTA trolley bus 9453, working a westbound trip on Route 12 - Roosevelt Road, has just crossed Wabash Avenue. (The building on the northeast corner is the one-time Union Bus Depot.) The view looks northeast on May 27, 1967, taken from the CTA Roosevelt Road station.) Jeffrey L. Wien Photo, Wien-Criss Archive)

CTA trolley bus 9453, working a westbound trip on Route 12 – Roosevelt Road, has just crossed Wabash Avenue. (The building on the northeast corner is the one-time Union Bus Depot.) The view looks northeast on May 27, 1967, taken from the CTA Roosevelt Road station.) Jeffrey L. Wien Photo, Wien-Criss Archive)

A northbound Lake-Englewood "A" train of 2000-series cars approaches the "L" station at 40th and Indiana in September 1993. (Myron Lane Photo)

A northbound Lake-Englewood “A” train of 2000-series cars approaches the “L” station at 40th and Indiana in September 1993. (Myron Lane Photo)

A northbound CTA train approaches the Indiana "L" station on the south side of Chicago on June 28, 1992. The occasion was a Central Electric Railfans' Association fantrip, celebrating a century of rapid transit. (Jim Arvites Photo)

A northbound CTA train approaches the Indiana “L” station on the south side of Chicago on June 28, 1992. The occasion was a Central Electric Railfans’ Association fantrip, celebrating a century of rapid transit. (Jim Arvites Photo)

CTA 2821, a wooden Met car running northbound on the Kenwood shuttle circa 1956-57. These were the last type of cars used for that service, which ended in 1957.

CTA 2821, a wooden Met car running northbound on the Kenwood shuttle circa 1956-57. These were the last type of cars used for that service, which ended in 1957.

We are looking east off the CTA's Indiana Avenue "L" station in the early 1950s. At left, a Kenwood train has just departed en route to 42nd Place. At right, two 200-series cars (used as equipment on the Kenwood line) are in storage on what once had been the northbound local track of the South Side "L".

We are looking east off the CTA’s Indiana Avenue “L” station in the early 1950s. At left, a Kenwood train has just departed en route to 42nd Place. At right, two 200-series cars (used as equipment on the Kenwood line) are in storage on what once had been the northbound local track of the South Side “L”.

CTA gate car 268 at the Indiana Avenue station "pocket."

CTA gate car 268 at the Indiana Avenue station “pocket.”

CTA 268 is a Kenwood local, at the Indiana Avenue station.

CTA 268 is a Kenwood local, at the Indiana Avenue station.

A two-car train, including #227, is being stored for Kenwood service, on what had once been the northbound local track on the South Side "L", in the early 1950s.

A two-car train, including #227, is being stored for Kenwood service, on what had once been the northbound local track on the South Side “L”, in the early 1950s.

CTA 385 is at the Indiana Avenue station in July 1948, signed as a Wilson Avenue local via the elevated (instead of the State Street subway, which opened in 1943). The following year, the CTA introduced A/B "skip stop" service to North- South and the Kenwood and Stockyards ranches became shuttles.

CTA 385 is at the Indiana Avenue station in July 1948, signed as a Wilson Avenue local via the elevated (instead of the State Street subway, which opened in 1943). The following year, the CTA introduced A/B “skip stop” service to North-
South and the Kenwood and Stockyards ranches became shuttles.

CTA car #273, working the Kenwood "L" shuttle, is seen at the 40th and Indiana Avenue station. The view looks northeast.

CTA car #273, working the Kenwood “L” shuttle, is seen at the 40th and Indiana Avenue station. The view looks northeast.

Once the Kenwood and Stockyards ranch lines became full-time shuttle operations, the CTA station at 40th and Indiana Avenue was reconfigured. Here is a Kenwood car in the "pocket."

Once the Kenwood and Stockyards ranch lines became full-time shuttle operations, the CTA station at 40th and Indiana Avenue was reconfigured. Here is a Kenwood car in the “pocket.”

Looking west from the west end of the Indiana Avenue "L" station, 4000-series "L" cars are laying over on the Stockyards "L". 4000s were used on this branch during the 1952 and 1956 political conventions held at the International Amphitheater. (Joseph N. Canfield Photo)

Looking west from the west end of the Indiana Avenue “L” station, 4000-series “L” cars are laying over on the Stockyards “L”. 4000s were used on this branch during the 1952 and 1956 political conventions held at the International Amphitheater. (Joseph N. Canfield Photo)

The Indiana Avenue station on the South Side "L" circa 1956. A northbound Englewood-Howard train departs the station, while a Stockyards shuttle train awaits departure time. The view looks east. (Joseph N. Canfield Photo)

The Indiana Avenue station on the South Side “L” circa 1956. A northbound Englewood-Howard train departs the station, while a Stockyards shuttle train awaits departure time. The view looks east. (Joseph N. Canfield Photo)

Looking east (timetable south) into 63rd and Cottage Grove station on the Jackson Park "L" on May 12, 1996. (William Shapotkin Photo)

Looking east (timetable south) into 63rd and Cottage Grove station on the Jackson Park “L” on May 12, 1996. (William Shapotkin Photo)

A Lake-Jackson Park train approaching 63rd and Cottage Grove on May 12, 1996. The train has crossed over to the northbound track and is arriving at the station. (William Shapotkin Photo)

A Lake-Jackson Park train approaching 63rd and Cottage Grove on May 12, 1996. The train has crossed over to the northbound track and is arriving at the station. (William Shapotkin Photo)

A southbound Jackson Park train approaches 63rd and Cottage Grove on May 12, 1996. The train is about to cross over and arrive at the station. The view looks west (timetable north) from the north platform. (William Shapotkin Photo)

A southbound Jackson Park train approaches 63rd and Cottage Grove on May 12, 1996. The train is about to cross over and arrive at the station. The view looks west (timetable north) from the north platform. (William Shapotkin Photo)

Chicago, IL. Looking westbound on O'Neil Street (now 23rd Place) from Halsted Street. Well into the 1900s, this was an important terminal/transfer point. Note cable slots-- the West Chicago Street Railroad Company's Halsted-Van Buren cable line terminated in the carbarn at left. This was also the south terminal of Chicago Union Traction's Halsted line. CUT car #4171 (Pullman 1898) prepares for its northward journey. (Fred J. Borchert Photo)

Chicago, IL. Looking westbound on O’Neil Street (now 23rd Place) from Halsted Street. Well into the 1900s, this was an important terminal/transfer point. Note cable slots– the West Chicago Street Railroad Company’s Halsted-Van Buren cable line terminated in the carbarn at left. This was also the south terminal of Chicago Union Traction’s Halsted line. CUT car #4171 (Pullman 1898) prepares for its northward journey. (Fred J. Borchert Photo)

Chicago, IL. Looking westbound on 23rd (O'Neil) Street from Halsted Street, once a busy street-- once a busy streetcar/cable car terminal (with a carbarn). The rails (along with a crossover) are still intact and visible in this July 30, 2004 photo by William Shapotkin.

Chicago, IL. Looking westbound on 23rd (O’Neil) Street from Halsted Street, once a busy street– once a busy streetcar/cable car terminal (with a carbarn). The rails (along with a crossover) are still intact and visible in this July 30, 2004 photo by William Shapotkin.

(William Shapotkin Photo)

(William Shapotkin Photo)

Bus stop sign at the northwest corner of 23rd (O'Neil) Street and Halsted Street. The view looks northeast on July 30, 2004. (William Shapotkin Photo)

Bus stop sign at the northwest corner of 23rd (O’Neil) Street and Halsted Street. The view looks northeast on July 30, 2004. (William Shapotkin Photo)

Chicago, IL. Looking eastbound on 3rd (O'Neil) Street towards Halsted Street, once a busy streetcar/cable car terminal. Both sets of rails (which head onto northbound Halsted) are still visible (as of July 30, 2004) lo these many years since the discontinuance of streetcar service. (William Shapotkin Photo)

Chicago, IL. Looking eastbound on 3rd (O’Neil) Street towards Halsted Street, once a busy streetcar/cable car terminal. Both sets of rails (which head onto northbound Halsted) are still visible (as of July 30, 2004) lo these many years since the discontinuance of streetcar service. (William Shapotkin Photo)

Indiana Avenue station on the South Side "L". Left-- a northbound Kenwood train arrives, while at right, a westbound Howard train also arrives. The view looks east off the overhead transfer ridge in 1950. (Joseph N. Canfield Photo)

Indiana Avenue station on the South Side “L”. Left– a northbound Kenwood train arrives, while at right, a westbound Howard train also arrives. The view looks east off the overhead transfer ridge in 1950. (Joseph N. Canfield Photo)



Another North Shore Line Poster

Following up on our previous post Anniversaries (January 24, 2019), here is an interesting find, courtesy of our friend J. J. Sedelmaier.

Looking north on Chicago's Michigan Avenue at Ohio Street circa mid-late 1920s. BTW - the billboard on the right was originally produced in 1925 as a South Shore Line one-sheet poster. (J. J. Sedelmaier Collection)

Looking north on Chicago’s Michigan Avenue at Ohio Street circa mid-late 1920s. BTW – the billboard on the right was originally produced in 1925 as a South Shore Line one-sheet poster. (J. J. Sedelmaier Collection)

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)

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

gh1

This is our 227th 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 488,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Our 225th Post

A Ravenswood "L" train at State and Lake in April 1964. Trains ran counter-clockwise around the Loop in one direction until the opening of the Dan Ryan line in 1969. Fritzel's restaurant is at left. At right, you can just make out one of those "praying mantis" street lights, installed in 1959. Stee Felsenthal adds, "Ravenswood trains switched to the inner track after stopping on the outer track at Randolph & Wells except during weekdays rush hours during the CTA era from sometime in the early to mid 50s until 1969 when the direction of the inner loop track was reversed."

A Ravenswood “L” train at State and Lake in April 1964. Trains ran counter-clockwise around the Loop in one direction until the opening of the Dan Ryan line in 1969. Fritzel’s restaurant is at left. At right, you can just make out one of those “praying mantis” street lights, installed in 1959. Stee Felsenthal adds, “Ravenswood trains switched to the inner track after stopping on the outer track at Randolph & Wells except during weekdays rush hours during the CTA era from sometime in the early to mid 50s until 1969 when the direction of the inner loop track was reversed.”

Happy New Year! We begin 2019 with classic traction photos for our 225th post. William Shapotkin has generously shared more with us, and we have some recent finds of our own to round things out.

It costs real money to bring you these fine images, and soon the bill will come due for maintaining this site. It’s the time of year for our annual fundraiser, and our goal is to raise $436, to keep the Trolley Dodger blog around for another year. Can you help us?

We thank you in advance for your generosity in helping to keep this site going and free of advertising.  If you wish to contribute, there are links at the end of this post.

We finished 2018 with 122,358 page views from 38,469 visitors.  Page views increased by nearly 3% from the year before, making this our second-best year to date.  We had about 10% more visitors than the year before, and in that category, it was our best year yet.

January 21 marks our fourth anniversary, and we will have another new post for you then.

During 2018, we made 22 posts in all. While this was less than in previous years, several of these posts had more than 100 images apiece (as does this one). With 225 posts, we have achieved our initial goal of creating an online archive and resource for people who are interested in vintage transit images. Our current goal is to keep the quality high while avoiding repeating ourselves.

We also published Building Chicago’s Subways, our second book in two years. Information on that book can be found at the end of this post.

Enjoy!

-David Sadowski

From the William Shapotkin Collection

Classic South Shore Line Photos

Here are 49 great South Shore Line images, all from the William Shapotkin Collection. We are very grateful to Mr. Shapotkin for his generosity in sharing these photos with our readers and the railfan community.

#8 heads up train #511 at Miller on May 30, 1988. (Gordon E. Lloyd Photo)

#8 heads up train #511 at Miller on May 30, 1988. (Gordon E. Lloyd Photo)

#44 at Dune Park, headquarters of the Northern Indiana Commuter Transit District that funded the electric operation and the new cars. This was a charter train. (Walter Veilbaum Photo)

#44 at Dune Park, headquarters of the Northern Indiana Commuter Transit District that funded the electric operation and the new cars. This was a charter train. (Walter Veilbaum Photo)

#3 at Michigan City in 1938. (C. V. Hess Photo)

#3 at Michigan City in 1938. (C. V. Hess Photo)

#4 at Gary on June 16, 1946. (Gordon E. Lloyd Photo)

#4 at Gary on June 16, 1946. (Gordon E. Lloyd Photo)

#6 at Michigan City in 1938. (C. V. Hess Photo)

#6 at Michigan City in 1938. (C. V. Hess Photo)

#12 at Michigan City in 1939. (C. V. Hess Photo)

#12 at Michigan City in 1939. (C. V. Hess Photo)

#22 in East Chicago, Indiana in 1953. (Richard Brown Photo)

#22 in East Chicago, Indiana in 1953. (Richard Brown Photo)

#26 in Gary on October 29, 1949. (Gordon E. Lloyd Photo)

#26 in Gary on October 29, 1949. (Gordon E. Lloyd Photo)

#30 at South Bend in August 1938. (C. V. Hess Photo)

#30 at South Bend in August 1938. (C. V. Hess Photo)

#30 at Tremont on May 17, 1941. (Charles Savage Photo)

#30 at Tremont on May 17, 1941. (Charles Savage Photo)

#32 at South Bend on September 15, 1948. (Paul Stringham Photo)

#32 at South Bend on September 15, 1948. (Paul Stringham Photo)

#34 at Michigan City in September 1953. That's the note that came with the photo... on the other hand, Spence Ziegler says, "Looks more like CSS&SB Car #34 is in the South Bend coach yard." (Richard Brown Photo)

#34 at Michigan City in September 1953. That’s the note that came with the photo… on the other hand, Spence Ziegler says, “Looks more like CSS&SB Car #34 is in the South Bend coach yard.” (Richard Brown Photo)

#100 at Chicago on February 8, 1944. The only patriotic car of CSS&SB. (Gordon E. Lloyd Photo) (Editor's note: there is a different picture of car 100 in this paint scheme in my book Chicago Trolleys.)

#100 at Chicago on February 8, 1944. The only patriotic car of CSS&SB. (Gordon E. Lloyd Photo) (Editor’s note: there is a different picture of car 100 in this paint scheme in my book Chicago Trolleys.)

#100 at South Bend, apparently in the 1940s. (Charles Savage Photo)

#100 at South Bend, apparently in the 1940s. (Charles Savage Photo)

Another photo of #100 at South Bend, but not taken at the same time. Note how the windows have been changed, with the installation of air conditioning. This photo appears to date to the early 1950s. (Charles Savage Photo)

Another photo of #100 at South Bend, but not taken at the same time. Note how the windows have been changed, with the installation of air conditioning. This photo appears to date to the early 1950s. (Charles Savage Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#103 on September 20, 1942. (Paul Stringham Photo)

#103 on September 20, 1942. (Paul Stringham Photo)

#106A at Chicago on August 22, 1968. (Will Whittaker Photo)

#106A at Chicago on August 22, 1968. (Will Whittaker Photo)

#102 at South Bend on July 8, 1947. At right, the auto appears to be a 1947 Studebaker, known as the "which way is it going" model. (Charles Savage Photo)

#102 at South Bend on July 8, 1947. At right, the auto appears to be a 1947 Studebaker, known as the “which way is it going” model. (Charles Savage Photo)

#201 at Michigan City in September 1953. (Richard Brown Photo)

#201 at Michigan City in September 1953. (Richard Brown Photo)

Trailer #203 at South Bend in October 1938. (C. V. Hess Photo)

Trailer #203 at South Bend in October 1938. (C. V. Hess Photo)

Dining car #301 in 1939. (Photo by A. Q.)

Dining car #301 in 1939. (Photo by A. Q.)

Parlor car #352 at Lydick, Indiana on September 20, 1942. It appears to have been rebuilt later and gone to the Canada Gulf & Terminal Railway. See their car 504 for comparison. (Paul Stringham Photo)

Parlor car #352 at Lydick, Indiana on September 20, 1942. It appears to have been rebuilt later and gone to the Canada Gulf & Terminal Railway. See their car 504 for comparison. (Paul Stringham Photo)

#354 was built by Pullman in 1927 as a parlor car trailer, and rebuilt as a passenger car trailer in 1939.

#354 was built by Pullman in 1927 as a parlor car trailer, and rebuilt as a passenger car trailer in 1939.

Loco #802 at Fremont, Indiana in June 1956. (Will Whittaker Photo)

Loco #802 at Fremont, Indiana in June 1956. (Will Whittaker Photo)

Loco #701 at Michigan City on August 22, 1968. (Gordon E. Lloyd Photo)

Loco #701 at Michigan City on August 22, 1968. (Gordon E. Lloyd Photo)

Loco 702, lettered for South Shore RR.

Loco 702, lettered for South Shore RR.

Loco #900. (R. Biermann Photo)

Loco #900. (R. Biermann Photo)

Loco #903 (ex-IC), and #503 (ex-Indiana Railroad #375.

Loco #903 (ex-IC), and #503 (ex-Indiana Railroad #375.

Loco #1005 at Michigan City in April 1940.

Loco #1005 at Michigan City in April 1940.

Locos #1009 and 1004 at Michigan City in June 1939. (Birney Miller Photo)

Locos #1009 and 1004 at Michigan City in June 1939. (Birney Miller Photo)

Loco #1013 at Michigan City. (Gordon E. Lloyd Photo)

Loco #1013 at Michigan City. (Gordon E. Lloyd Photo)

Loco #1014 at Michigan City. (C. V. Hess Photo)

Loco #1014 at Michigan City. (C. V. Hess Photo)

Line car #1100. (Gus Wilson Photo)

Line car #1100. (Gus Wilson Photo)

Line car #1100 at Chicago on June 28, 1986 (for a fantrip, which I also attended). (Gordon E. Lloyd Photo)

Line car #1100 at Chicago on June 28, 1986 (for a fantrip, which I also attended). (Gordon E. Lloyd Photo)

#1100 in Chicago on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 in Chicago on June 28, 1986. (Gordon E. Lloyd Photo)

Don's Rail Photos says, "73 was built by Niles in 1908. 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. There were delays when Bob had a heart attack. There is a recent report on June 17, 2017."

Don’s Rail Photos says, “73 was built by Niles in 1908. 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. There were delays when Bob had a heart attack. There is a recent report on June 17, 2017.”

#1100 at Hudson Lake on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Hudson Lake on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Dune Park on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Dune Park on June 28, 1986. (Gordon E. Lloyd Photo)

Loco #1014A at New Carlisle, Indiana on August 7, 1938, during an Illinois Central excursion. (Eugene Van Dusen Photo)

Loco #1014A at New Carlisle, Indiana on August 7, 1938, during an Illinois Central excursion. (Eugene Van Dusen Photo)

Line car #1101, formerly a passenger car, at Michigan City in April 1940. (Eugene Van Dusen Photo)

Line car #1101, formerly a passenger car, at Michigan City in April 1940. (Eugene Van Dusen Photo)

#1126 in August 1938. (Photo by R. S.)

#1126 in August 1938. (Photo by R. S.)

CSS&SB combo, used by railfans at South Bend on March 22, 1938.

CSS&SB combo, used by railfans at South Bend on March 22, 1938.

An 8-car train at Lake Park in Fall 1940.

An 8-car train at Lake Park in Fall 1940.

RTA loco #126 heads a leased 10-car train, which supplemented electric service for a time due to a car shortage. It made one round-trip a day out of Michigan City.

RTA loco #126 heads a leased 10-car train, which supplemented electric service for a time due to a car shortage. It made one round-trip a day out of Michigan City.

Loco #2000 at Michigan City in May 1988. (Walter H. Vielbaum Photo)

Loco #2000 at Michigan City in May 1988. (Walter H. Vielbaum Photo)

#2004 and caboose #003 at Michigan City in May 1988. (Walter H. Veilbaum Photo)

#2004 and caboose #003 at Michigan City in May 1988. (Walter H. Veilbaum Photo)

Misc. Photos From the Shapotkin Collection

On July 25, 1943 several railfans posed on the northbound platform of the as-yet unopened State Street Subway station at North and Clybourn. From left to right, we have John Goehst, O. Scheer, George Krambles, N. Strodte, John R. Williams, J. E. Merriken Jr., R. Burns, J. Hughes, and R. E. Geis. (William Shapotkin Collection)

On July 25, 1943 several railfans posed on the northbound platform of the as-yet unopened State Street Subway station at North and Clybourn. From left to right, we have J. Goehst, O. Scheer, George Krambles, N. Strodte, John R. Williams, J. E. Merriken Jr., R. Burns, J. Hughes, and R. E. Geis. (William Shapotkin Collection)

A train station at an unidentified location in February 1970. (William Shapotkin Collection)

A train station at an unidentified location in February 1970. (William Shapotkin Collection)

This is car #202 of the Chippewa Valley Electric in Eau Claire, Wisconsin. (William Shapotkin Collection)

This is car #202 of the Chippewa Valley Electric in Eau Claire, Wisconsin. (William Shapotkin Collection)

Grand River Railway (Canada) baggage car 622. (William Shapotkin Collection)

Grand River Railway (Canada) baggage car 622. (William Shapotkin Collection)

Yakima (Washington) trolley #1776 in 1976. (William Shapotkin Collection)

Yakima (Washington) trolley #1776 in 1976. (William Shapotkin Collection)

Two CTA 4000-series "L" cars in Sylvania, Ohio in August 1976. (William Shapotkin Collection)

Two CTA 4000-series “L” cars in Sylvania, Ohio in August 1976. (William Shapotkin Collection)

Recent Finds

We have a picture of South Shore Line car 100 of our own. This one was taken on October 15, 1967 at the shops in Michigan City.

We have a picture of South Shore Line car 100 of our own. This one was taken on October 15, 1967 at the shops in Michigan City.

This picture shows CTA trolleybus 234 (prior to the renumbering, where a "9" was added before all TB #s) running on the 51st-55th line. Perhaps the machine at left is removing streetcar track. Presumably this is the early 1950s. (William Hoffman Photo, Wien-Criss Archive)

This picture shows CTA trolleybus 234 (prior to the renumbering, where a “9” was added before all TB #s) running on the 51st-55th line. Perhaps the machine at left is removing streetcar track. Presumably this is the early 1950s. (William Hoffman Photo, Wien-Criss Archive)

CTA trolleybus 9672 and red Pullman 685 are near the Montgomery Wards complex at Chicago and Larrabee. This would be a Halsted streetcar, running on diversion trackage via Division to Crosby and Larrabee, then Chicago to Halsted, when work was being done on the Halsted Street bridge over the Chicago River. That dates the picture to 1953-- after Marmon trolleybuses were delivered, but before streetcars stopped running on Halsted in 1954. (William Hoffman Photo, Wien-Criss Archive)

CTA trolleybus 9672 and red Pullman 685 are near the Montgomery Wards complex at Chicago and Larrabee. This would be a Halsted streetcar, running on diversion trackage via Division to Crosby and Larrabee, then Chicago to Halsted, when work was being done on the Halsted Street bridge over the Chicago River. That dates the picture to 1953– after Marmon trolleybuses were delivered, but before streetcars stopped running on Halsted in 1954. (William Hoffman Photo, Wien-Criss Archive)

Chicago's Initial System of Subways originally had parcel lockers for public use. This picture helps explain why they were eliminated. In this April 17, 1962 photo, bomb squad detectives are carefully removing some hand grenades that were found in just such a locker at State and Randolph, along with machine gun ammunition.

Chicago’s Initial System of Subways originally had parcel lockers for public use. This picture helps explain why they were eliminated. In this April 17, 1962 photo, bomb squad detectives are carefully removing some hand grenades that were found in just such a locker at State and Randolph, along with machine gun ammunition.

Jim Huffman: Pix #564 & 565 (below) are SB Cottages returning from Grand and State on Wabash. The #38 Indiana north terminal was Navy Pier via Wabash and Grand, when it ended as a route, the #4 Cottage took its place north to Grand on State & south on Wabash, for awhile.

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

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

CTA 7013 running on Route 4 - Cottage Grove in 1953.

CTA 7013 running on Route 4 – Cottage Grove in 1953.

A colorized postcard view of a two-car Lake Street train crossing the Chicago River in the early 1900s. The postcard itself was mailed in 1907.

A colorized postcard view of a two-car Lake Street train crossing the Chicago River in the early 1900s. The postcard itself was mailed in 1907.

This transit worker is wearing a Chicago Union Traction cap, and a Chicago Railways jacket. This may help date the photo, as Chicago Railways acquired Chicago Union Traction in 1908.

This transit worker is wearing a Chicago Union Traction cap, and a Chicago Railways jacket. This may help date the photo, as Chicago Railways acquired Chicago Union Traction in 1908.

CSL 7003 on Madison.

CSL 7003 on Madison.

CSL 4018 in experimental colors, at Kedzie Station circa 1945-46. It's signed for the Madison-Fifth branch line. (Joe L. Diaz Photo)

CSL 4018 in experimental colors, at Kedzie Station circa 1945-46. It’s signed for the Madison-Fifth branch line. (Joe L. Diaz Photo)

CTA 4012 and 4090 at Kedzie Station. Since neither PCC has a logo, this is probably early in the CTA era that started on October 1, 1947. Both cars would have been running on Route 20 - Madison. (Joe L. Diaz Photo)

CTA 4012 and 4090 at Kedzie Station. Since neither PCC has a logo, this is probably early in the CTA era that started on October 1, 1947. Both cars would have been running on Route 20 – Madison. (Joe L. Diaz Photo)

CTA prewar PCC 4047 is running on the 10-cent Madison Shuttle.

CTA prewar PCC 4047 is running on the 10-cent Madison Shuttle.

CSL 7053, 4145, and follower, at the Vincennes and 80th turning loop.

CSL 7053, 4145, and follower, at the Vincennes and 80th turning loop.

CSL 3300 on Montrose. Note the old Divco milk truck at left. Jim Hufman adds that we are "looking west on Montrose from Ashland, the building on the right is on the NW corner." (Joe L. Diaz Photo)

CSL 3300 on Montrose. Note the old Divco milk truck at left. Jim Hufman adds that we are “looking west on Montrose from Ashland, the building on the right is on the NW corner.” (Joe L. Diaz Photo)

CTA prewar PCC 4007 at 63rd Place and Narragansett, west end of Route 63, on September 11, 1948.

CTA prewar PCC 4007 at 63rd Place and Narragansett, west end of Route 63, on September 11, 1948.

CSL 2730 and 2728, among others, at an unknown location. Jim Huffman: "Seems to be a Riverview-Larrabee car, could be Wrightwood car barn." (Joe L. Diaz Photo)

CSL 2730 and 2728, among others, at an unknown location. Jim Huffman: “Seems to be a Riverview-Larrabee car, could be Wrightwood car barn.” (Joe L. Diaz Photo)

CSL 4080, a Pullman PCC newly delivered at South Shops.

CSL 4080, a Pullman PCC newly delivered at South Shops.

CSL 3210 on Montrose at Milwaukee, west end of the line. Streetcars were replaced by buses on July 29, 1946. Trolley buses ran west o here. The entire line was converted to trolley bus on April 19, 1948, and they continued in used until January 13, 1973. Jim Huffman adds, "car #3310 is behind the car waiting to go east. This was always a problem with PM pull-out trippers at the end of line crossovers. The regular cars would have a longer layover/recovery time than the pull-outs would have. Often the tripper would arrive after their follower, hence the follower at the extreme end with its leader squeezed in so as to leave first. If two followers were there first, one would have to take the crossover & back up on the adjacent track. This I learned from observation when I was younger & also from CSL family members. Buses do not have this problem, they just go around." (Joe L. Diaz Photo)

CSL 3210 on Montrose at Milwaukee, west end of the line. Streetcars were replaced by buses on July 29, 1946. Trolley buses ran west o here. The entire line was converted to trolley bus on April 19, 1948, and they continued in used until January 13, 1973. Jim Huffman adds, “car #3310 is behind the car waiting to go east. This was always a problem with PM pull-out trippers at the end of line crossovers. The regular cars would have a longer layover/recovery time than the pull-outs would have. Often the tripper would arrive after their follower, hence the follower at the extreme end with its leader squeezed in so as to leave first. If two followers were there first, one would have to take the crossover & back up on the adjacent track. This I learned from observation when I was younger & also from CSL family members. Buses do not have this problem, they just go around.” (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 5702 on Archer. (Joe L. Diaz Photo)

CSL 5702 on Archer. (Joe L. Diaz Photo)

CSL 5731 on Route 5, South Chicago Avenue. Note two fans on the railroad embankment, taking pictures. (Joe L. Diaz Photo)

CSL 5731 on Route 5, South Chicago Avenue. Note two fans on the railroad embankment, taking pictures. (Joe L. Diaz Photo)

CTA 4036 is turning westbound on 63rd Place at Central. There was a section of nearly a mile of private right-of-way west of here. (Joe L. Diaz Photo)

CTA 4036 is turning westbound on 63rd Place at Central. There was a section of nearly a mile of private right-of-way west of here. (Joe L. Diaz Photo)

CSL 3287 on Montrose near Kedzie. (Joe L. Diaz Photo)

CSL 3287 on Montrose near Kedzie. (Joe L. Diaz Photo)

CSL 3307 on Montrose. (Joe L. Diaz Photo)

CSL 3307 on Montrose. (Joe L. Diaz Photo)

CSL 2616, signed for 115th and Halsted. (Joe L. Diaz Photo)

CSL 2616, signed for 115th and Halsted. (Joe L. Diaz Photo)

CSL 2733, signed for Downtown. Jim Huffman: "Riverview-Larrabee." (Joe L. Diaz Photo)

CSL 2733, signed for Downtown. Jim Huffman: “Riverview-Larrabee.” (Joe L. Diaz Photo)

CSL 5073, signed for Archer and Western. (Joe L. Diaz Photo)

CSL 5073, signed for Archer and Western. (Joe L. Diaz Photo)

CSL 2754 on a wintry day, signed or Roscoe and Western. Andre Kristopans writes, "I strongly suspect (2754 is) northbound on Larrabee at Clybourn on Route 40 Riverview-Larrabee." (Joe L. Diaz Photo)

CSL 2754 on a wintry day, signed or Roscoe and Western. Andre Kristopans writes, “I strongly suspect (2754 is) northbound on Larrabee at Clybourn on Route 40 Riverview-Larrabee.” (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 2816, signed or Cottage Grove and 38th.

CSL 2816, signed or Cottage Grove and 38th.

CTA 4330, a Pullman PCC, heads south on Halsted, crossing a brand-new bridge over the Congress Expressway, then under construction, in 1950. In the background is the Met "L" main line, which remained in use at this location until June 1958. The PCC is signed for Route 42, Halsted-Downtown. M. E. adds, "The streetcar's destination sign reads route 42, but route 42 did not run when and where the picture was taken (Halsted at Congress). At that spot, only route 8 ran. The correct sign would have said 8 Halsted-79." Jim Huffman adds, "The motorman saw the 79th thru the little view window & stopped there."

CTA 4330, a Pullman PCC, heads south on Halsted, crossing a brand-new bridge over the Congress Expressway, then under construction, in 1950. In the background is the Met “L” main line, which remained in use at this location until June 1958. The PCC is signed for Route 42, Halsted-Downtown. M. E. adds, “The streetcar’s destination sign reads route 42, but route 42 did not run when and where the picture was taken (Halsted at Congress). At that spot, only route 8 ran. The correct sign would have said 8 Halsted-79.” Jim Huffman adds, “The motorman saw the 79th thru the little view window & stopped there.”

CTA 282 and 285 at 63rd and Kedzie in August 1953.

CTA 282 and 285 at 63rd and Kedzie in August 1953.

CTA 6101-6102 on the Paulina Connector, crossing the Congress rapid transit line, on April 21, 1991. This trackage is now used by the CTA Pink Line. Ater being stored at the Fox River Trolley Museum for many years, these cars are now back on CTA property as part of their historical collection and it is hoped they will someday run again. (Albert J. Reinschmidt Photo)

CTA 6101-6102 on the Paulina Connector, crossing the Congress rapid transit line, on April 21, 1991. This trackage is now used by the CTA Pink Line. Ater being stored at the Fox River Trolley Museum for many years, these cars are now back on CTA property as part of their historical collection and it is hoped they will someday run again. (Albert J. Reinschmidt Photo)

CTA red Pullman 225 and PCC 4406 on an October 21, 1956 fantrip. M. E. adds, "This picture is at 16th and Clark, facing north. Streetcars had their own private right-of-way west of Clark going under the two railroad viaducts located here."

CTA red Pullman 225 and PCC 4406 on an October 21, 1956 fantrip. M. E. adds, “This picture is at 16th and Clark, facing north. Streetcars had their own private right-of-way west of Clark going under the two railroad viaducts located here.”

CA&E #321 is on the back of an outbound train at Marshfield Junction.

CA&E #321 is on the back of an outbound train at Marshfield Junction.

A train of CA&E woods near Wells Street Terminal in downtown Chicago.

A train of CA&E woods near Wells Street Terminal in downtown Chicago.

CTA 2067-2068 head up a westbound Lake Street train in June 1965.

CTA 2067-2068 head up a westbound Lake Street train in June 1965.

CTA 2175-2176, a northbound Lake-Dan Ryan "B" train, near Adams and Wabash station on August 2, 1974. (Douglas N. Grotjahn Photo)

CTA 2175-2176, a northbound Lake-Dan Ryan “B” train, near Adams and Wabash station on August 2, 1974. (Douglas N. Grotjahn Photo)

Chicago, Aurora & Elgin wood car #30. Don's Rail Photos notes, "These 15 motor cars and 5 trailers were built by Stephenson Car Co. in 1903 and were part of the original stock. 30 was built by Stephenson in 1903. It was retired in 1959."

Chicago, Aurora & Elgin wood car #30. Don’s Rail Photos notes, “These 15 motor cars and 5 trailers were built by Stephenson Car Co. in 1903 and were part of the original stock. 30 was built by Stephenson in 1903. It was retired in 1959.”

North Shore Line city streetcar #354, which once ran on the streets of Milwaukee and Waukegan, at the Illinois Electric Railway Museum in North Chicago, September 15, 1957.

North Shore Line city streetcar #354, which once ran on the streets of Milwaukee and Waukegan, at the Illinois Electric Railway Museum in North Chicago, September 15, 1957.

CTA Pullman PCC 4111 heads west on Monroe Street in 1950, running on Route 20 - Madison.

CTA Pullman PCC 4111 heads west on Monroe Street in 1950, running on Route 20 – Madison.

A two-car train of CTA 6000s heads east on Garfield Park temporary trackage at Paulina on April 3, 1954. The photographer was standing on the platform of the Met "L" station at Marshfield Junction, then still in use or Douglas Park trains.

A two-car train of CTA 6000s heads east on Garfield Park temporary trackage at Paulina on April 3, 1954. The photographer was standing on the platform of the Met “L” station at Marshfield Junction, then still in use or Douglas Park trains.

Red Arrow Brilliner #9 at the end of the Ardmore line in May 1965.

Red Arrow Brilliner #9 at the end of the Ardmore line in May 1965.

Philadelphia Suburban Transportation Co. (aka Red Arrow) #17, a double-ended interurban car built by St. Louis Car Co. in 1949, is at the west end of the long West Chester line, which was bussed in 1954 to facilitate the widening of West Chester Pike.

Philadelphia Suburban Transportation Co. (aka Red Arrow) #17, a double-ended interurban car built by St. Louis Car Co. in 1949, is at the west end of the long West Chester line, which was bussed in 1954 to facilitate the widening of West Chester Pike.

Philadelphia Transportation Co. PCC #2031 is on a section of private right-of-way at the end of Route 6 in the early 1950s. That looks like aa 1953 Cadillac at right. This section of route was eventually cut back due to highway construction. (Walter Broschart Photo)

Philadelphia Transportation Co. PCC #2031 is on a section of private right-of-way at the end of Route 6 in the early 1950s. That looks like aa 1953 Cadillac at right. This section of route was eventually cut back due to highway construction. (Walter Broschart Photo)

Public Service #2695 is inbound on the Hudson line on the old Hoboken elevated near the Summit turnoff at Palisade Avenue.

Public Service #2695 is inbound on the Hudson line on the old Hoboken elevated near the Summit turnoff at Palisade Avenue.

A Brooklyn-Manhattan Transit articulated "Bluebird" set of cars, on its inaugural run in 1939.

A Brooklyn-Manhattan Transit articulated “Bluebird” set of cars, on its inaugural run in 1939.

A set of articulated Brooklyn-Manhattan Transit "Bluebird" cars on Fulton Street at Tompkins Avenue.

A set of articulated Brooklyn-Manhattan Transit “Bluebird” cars on Fulton Street at Tompkins Avenue.

We recently purchased some original plans from the Initial System of Subways, which detail where various utilities were intended to be relocated at the subway station at Grand and State. This just goes to show the incredible level of detail required for a project of this sort. Interestingly, these plans were in London, England and have now been repatriated back to Chicago. They are dated October 1939, and this document was voided out in December of that same year (and no doubt replaced with an updated version, based on the actual locations of utilities).

Recent Correspondence

Ashley Koda writes:

I came across your website while researching the history of my apartment building. I have the attached photo reflecting a Chicago Surface Line Car No. 3098 on the corner of Erie & Bishop. I understand that this line was in operation between 1913-1947. I found a photo on your website of a 3098 car at Erie & Racine which looks identical to the one attached, so I was hoping you could please help me narrow the time frame of this photo or perhaps point me to some resources that may assist.

Thanks for writing.

Your note doesn’t mention which route the streetcar is on, and neither does the caption on the picture you found on my blog. However, it is probably this one, although the dates don’t quite match up with 1913-1947 (information from www.chicagorailfan.com):

23 Morgan-Racine
Horse car route introduced by Chicago Passenger Railway
Streetcar route introduced by West Chicago Street Railroad/Chicago Railways (north of 21st St.)
Streetcar route introduced by Southern Street Railway (21st St. to Archer)
Streetcar route introduced by Chicago City Railway (south of Archer)

1886 – horse car service introduced primarily on Erie between downtown and Ashland
1886 – horse car service introduced on Racine between downtown and 21st St.
1896 – service on Erie and Racine converted to electric streetcar
1898 – Racine streetcar extended south via Throop and Morgan to Union Stockyards
12/1/12 – Through Route streetcar introduced, combining Erie and Racine routes
7/25/48 – streetcar route converted to buses
9/13/81 – discontinued

Through Route operated between Union Stockyards and near northwest side. Segment between 21st St. and Archer actually introduced by Chicago General Railway Co., acquired by Southern Street Railway Co. in 1905.

Midday service discontinued 9/10/61

Car House: Noble (until 8/31/47)
Blue Island (8/31/47-7/25/48)
Bus Garage: Blue Island (7/25/48-1/16/55)
Archer (1/16/55-9/13/81)

As for the streetcar itself, Don’s Rail Photos gives the following information:

3098 was built by CSL in 1922. It was scrapped in 1948.

More pictures of streetcars were taken by fans in the 1940s than in the 1930s, perhaps in part because it was widely known that the older ones would soon be disappearing. So while there may not be much in the picture that can help date it, chances are it is from the period 1940-1948 than anything earlier than that, just due to statistics.

I hope this helps.

-David Sadowski

PS- Here is the other picture of 3098 that we previously ran.

Andre Kristopans: "3098 SB turning off Erie into Racine." (Railway Negative Exchange Photo)

Andre Kristopans: “3098 SB turning off Erie into Racine.” (Railway Negative Exchange Photo)

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)

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

gh1

This is our 225th 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 480,000 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.

Railroad Record Club Treasure Hunt, Part 2

1 Selection of Steventon tapes mostly unreleased

1 Selection of Steventon tapes mostly unreleased

Following up on our recent post William A. Steventon’s Railroad Record Club (September 24, 2018), guest author Kenneth Gear continues with a detailed rundown on his latest discoveries.

I have been interested in historic preservation for a long time, and it’s not every day that anyone comes across original material such as this. Suddenly, out of nowhere it seems, previously unknown, unissued audio recordings have emerged for some long-vanished steam and electric railroads, along with 16mm motion picture film, and various artifacts related to the Railroad Record Club’s 42 issued LPs, in their various forms. It seems like a miracle that somehow, it all survived to be rescued from oblivion.

Getting this done involved a tremendous financial sacrifice on Ken’s part, as he is of modest means. I hope that he will be able to recoup at least some of his substantial investment in the future. I am sure he will appreciate any contributions you may be able to offer him, towards the cost of transferring some of these reel-to-reel tapes and 16mm movie films to digital.

You can find Part 1 here: Railroad Record Club Treasure Hunt (July 30, 2017)

-David Sadowski

PS- Our new book Building Chicago’s Subways is now available for immediate shipment.  If you already pre-ordered it, your copy is already on its way to you.  We are excited to have had the opportunity to tell the story of this exciting chapter in Chicago history.  Details on how to order are at the end of this post.

Railroad Record Club Treasure Hunt, Part 2

It’s been over a year since I acquired a large portion of the William Steventon estate. The Railroad Record Club items that I purchased last year have enabled David and I to piece together a fairly complete history of the RRC and to more fully appreciate the time and effort Mr. Steventon put into producing these records. The homemade 78rpm records alone proved to be an invaluable resource. Not only did they provide us with some wonderful recordings, most of which hadn’t been heard in over fifty years, they revealed the pre-history of the club and offered a glimpse into the infancy of railroad field recording.

We were able to hear the very first railroad recording Steventon made– B&O trains at Riverdale, Maryland in 1953. We also finally completed our quest to get a copy of every single released RRC record digitized and put on CDs. We are now only in need of two samplers, the 5th and 6th years. More interesting information was garnered from examining original record jacket artwork and paste up boards, as well as the metal print blocks. We were also able to compile a list of records re-issued on 12″ stock and find out what was necessary for it to happen and the cost of doing it.

Photographs from his personal collection were scanned and published in the Trolley Dodger for all to enjoy. I think the effort that went into keeping all this material from ending up in a dumpster was well worth the time and expense and I’m happy to have been involved.

In spite of this, I knew the job was only half finished. There was much more that needed to be saved and time was running out. Those tapes I wrote about under the heading “what I left behind” in the first treasure hunt story needed to be preserved. There were still a big box of photos, reams of correspondence, the metal master discs for the 12″ reissues and lots and lots of sealed records.

The estate dealer was quite adamant that this stuff had to go…and quickly! I purchased all that I could, but I certainly could not afford to buy anything else and asked for some time to raise the money. As I tried to come up with the extra cash needed, months went by and the emails ceased. For a while it seemed that all this great material would be lost. Still, I squirreled away what money I could when I could and slowly, much too slowly, I approached his asking price. With the funds in hand, I emailed the estate dealer putting in the subject line that I HAD the money for the remaining Steventon estate items. Even as I composed that email I couldn’t be sure that the entire lot wasn’t already in some land fill rotting away. He answered me the next day, but it seemed a lot longer then that to me. His first two sentences were a relief:  

Ken, good to hear from you.  Yes, it is all as we left it a year ago.

There was one complication that needed to be addressed. I could not make the trip up to him in Wisconsin this year as I had done before. All the items would have to be shipped to me in New Jersey.

The estate dealer was agreeable to packing up the items and doing the weighing and making the transportation arrangements, but again there was a complication. This was his busy season and he would be working extensively out of town.  He would not be able to devote much time to this effort for the next few weeks. A little progress was made here and there through the rest of June and I purchased boxes and packing material in July. I was a little apprehensive about shipping old open reel tapes and vinyl records during the hottest part of the summer anyway, so I just had to be patient. In early August progress was made and on the 13th I received the long-awaited email:

The last box is packed.  You’ll have a pallet coming that’s right around 400 pounds, perhaps a touch over.  Nine boxes to be delivered to the YRC terminal. 

Several more delays would still be encountered, not the lest of which was the local hardware store’s forklift needing repairs. The hardware store, for a $20 fee, would be used to lift the pallet onto the truck. At last, in early September, with all hurdles cleared, a newly-repaired forklift placed the shipment on to the truck. Finally, the second half of the Steventon estate’s Railroad Record Club items were on their way to me.

A few days later I heading to the local YRC terminal to receive the long-awaited shipment. After some paperwork in the office, I backed a borrowed ¾-ton pick-up truck to the indicated bay. Soon a forklift lowered the last of the Railroad Record Club items from the Steventon estate into the truck bed. I now had a night of treasure hunting to look forward to!

I had sort of “cherry picked” the first half of the estate, so I knew that a great unexpected find was rather doubtful, but I did come across a few surprises.

THE TAPES

2 Tapes appear to be in good condition

2 Tapes appear to be in good condition

3 Tape with hand written track listing

3 Tape with hand written track listing

4 More unreleased Steventon audio

4 More unreleased Steventon audio

5 Lots of interesting material on these tapes

5 Lots of interesting material on these tapes

6 Still more intersting tapes

6 Still more intersting tapes

7 Unreleased audio this is why I bought the whole lot

7 Unreleased audio this is why I bought the whole lot

8 Steventon tapes

8 Steventon tapes

9 More Stevnton tapes

9 More Stevnton tapes

10 Even more tapes

10 Even more tapes

11 Small reels -the master tapes for the 78rpm records

11 Small reels -the master tapes for the 78rpm records

12 Another view of the Small reels -the master tapes for the 78rpm records

12 Another view of the Small reels -the master tapes for the 78rpm records

13 A box full of the Small reels -the master tapes for the 78rpm records

13 A box full of the Small reels -the master tapes for the 78rpm records

14 Close up of the 78rpm record master tapes

14 Close up of the 78rpm record master tapes

15 Another Close up of the 78rpm record master tapes

15 Another Close up of the 78rpm record master tapes

16 78rpm master tapes showing condition of tapes-not too bad

16 78rpm master tapes showing condition of tapes-not too bad

17 close up of 78rpm master tape showing condition

17 close up of 78rpm master tape showing condition

18 BC Electric and Montreal & South Counties tapes with Steventon letter

18 BC Electric and Montreal & South Counties tapes with Steventon letter

19 Montreal & South Counties tape with Steventon letter

19 Montreal & South Counties tape with Steventon letter

20 BC Electric tape with Steventon letter

20 BC Electric tape with Steventon letter

21 Close up of the BC Electric and Montreal & South Counties tapes

21 Close up of the BC Electric and Montreal & South Counties tapes

22 Railroad Record Club Master tapes

22 Railroad Record Club Master tapes

23 Master tape for record 26

23 Master tape for record 26

24 A stack of 22 Railroad Record Club Master tapes

24 A stack of 22 Railroad Record Club Master tapes

25 master tape Railroad Record Club number 16

25 master tape Railroad Record Club number 16

26 master tape Railroad Record Club number 15

26 master tape Railroad Record Club number 15

27 master tape Railroad Record Club with memo

27 master tape Railroad Record Club with memo

28 master tape Railroad Record Club number 17

28 master tape Railroad Record Club number 17

29 master tape Railroad Record Club number 18

29 master tape Railroad Record Club number 18

30 Note on box containing master tape Railroad Record Club number 18

30 Note on box containing master tape Railroad Record Club number 18

31 Two master tapes for record number 3

31 Two master tapes for record number 3

32 Two master tapes for record number 3 showing condition

32 Two master tapes for record number 3 showing condition

33 master tape Railroad Record Club number 7

33 master tape Railroad Record Club number 7

34 master tapes Railroad Record Club number 10

34 master tapes Railroad Record Club number 10

35 master tape Railroad Record Club number 23 with memo

35 master tape Railroad Record Club number 23 with memo

36 master tape Railroad Record Club number 17

36 master tape Railroad Record Club number 17

The reel to reel tapes that I had left behind last year were the real reason I went to all this trouble and expense to acquire the rest of the estate. I’m sure I did not get any of the tapes that were actually in Steventon’s recorder when he was trackside, but they may no longer exist. Perhaps he transferred these “field tapes” to newer tape stock, in an effort to preserve them and some of these duplicates are what I received. There is at least one recording I know he made that is not among my tapes. In the liner notes of Record Number 20, Steventon writes that the cab ride onboard NYC # 1441 with his father at the throttle was edited down from over two hours of tape. I would have been very happy to find 4 or 5 reels of tape marked “cab ride with Dad” but it was not to be. What I did find, however, is some very good and interesting stuff, most of which has never been released on a Railroad Record Club LP.

One tape that was a bit of a surprise was a 4″ reel of tape marked NYS&W. Of all the railroads in the New York area, why the Susquehanna? If he recorded this tape while in New York to ride and record the Queensboro Bridge trolley, which had to be prior to April 1957 when that line shut down, then why not record PRR K-4s on the New York & Long Branch which lasted until October of that year? Or all those electric locomotives on the NYC and NYNH&H? Perhaps he did record some or all these railroads and I just don’t have the tapes. Anything is possible, but I have found no evidence that he ever did. I’ll just have to wait until I have the NYS&W tape put on CD to find out just what the attraction may have been.

Other interesting finds include three 5″ reels of a fan trip operated by the Northern Pacific Railroad on June 20, 1957. 4-8-4 # 2686 pulled the train from St. Paul, MN to Staples. One tape is labeled “NP 2686-LV MPLS,” the second NP 2686 coal dock stop,” and the last, “NP 2686 LV Staples.” There was also a negative of the NP 2686 at Staples found among the photographs. Other steam and/or diesel tapes are labeled “CPR,” “NKP Ft. Wayne,” “N&W,” and “Soo Line.”

The traction fans among us will be happy to know there is plenty for them. The CNS&M has several tapes devoted to it. One tape is marked “CNS&M switching at Rondout and Mundelein”. There is a cut on Record 26 of locomotive # 459 switching at Rondout, but not at Mundelein. Another North Shore tape is marked “Mundelein Run” and another simply ” Mundelein”. One more CNS&M tape has “Electroliner” written on the box.

There is a tape marked “ITS 202”, apparently Steventon preferred Illinois Traction System to Illinois Terminal. On Record 25 Steventon wrote in the liner notes, “We had just arrived (at Harristown, IL) on interurban No. 202 where we had made an “on train” recording east from Springfield. We alighted and watched the 202 fade into the distance. This was the last sight and sound we had of the Illinois Terminal as an interurban. The “on train” recording of 202 and a streamliner is scheduled for release at a later date.” It never was. I don’t know about the streamliner recording, I may or may not have it, but I will consider it a privilege to be involved with releasing the 202 recording for him.

There are also tapes of the Cedar Rapids & Iowa City (CRANDIC), Charles City Western, Toledo & Eastern, and Capital Transit. Canadian traction fans are not overlooked either. There is a 5″ reel of the Niagara, St. Catharines & Toronto Railway. There are also two 5″ reels, one each, of the BC Electric and the Montreal & Southern Counties. These two tapes were recorded by Eugene Van Dusen, and the accompanying letter to Steventon, plus a copy of it sent to Elwin Purington, were found among some RRC papers I have. Another reel of tape not recorded by Steventon is “Cincinnati Street Railway Car 187 12/13/51.” Finding this was a nice surprise. I don’t know who did record it, but Steventon did not start making recordings until 1953.

Here is the entire list of the tape reels, excluding 21/2″ reels which I’ll list separately, and the master tapes for the LPs,

REEL TO REEL TAPES

INFORMATION MARKED ON TAPE BOXES

4″ reels:

1. NYS&W

5″ reels:

1. CPR-J. Van Brocklin
2. Soo Line
3. T&E NKP Diesel-NKP Ft. Wayne
4. N&W
5. N&W from Salem
6. N&W Billy + Larry on end
7. NP 2686 Lv Mpls-6/20/57
8. NP 2686 coal dock stop
9. NP 2686 Lv Staples
10. B. C. Electric
11. Montreal & Southern Counties
12. Potomac Edison #5
13. Potomac Edison H&F last run radio program
14. CNS&M -switching at Rondout and Mundelein
15. Mundelein Run
16. Capital Transit co 1151
17. ITS car 202
18. Cedar Rapids and Iowa City 5/31/53
19. CCW 5/18/54*
20. CCW CC to Colwell
21. Toledo & Eastern
22. PRR GG-1s

7″ reels:

1. Railroading in Spooner Wisconsin
2. CNS&M Electroliner
3. N. St. C & Toronto
4. Johnstown Traction and Altoona & Logan Valley
5. Cincinnati Street Railway car 187 12/13/51

The next bunch of tapes are smaller reels. These 21/2″ reels are in their original manufacture’s boxes and are marked only with a Railroad name and a catalog number. The catalog numbers correspond with the catalog numbers on the 10″ 78rpm acetate records that I acquired with the first half of the estate. As producing these records was a very time-consuming task, Steventon saved time by making a master tape for each record. The master tape would contain his spoken introductions followed by the train sounds. I bought over sixty of these small master tapes, and a large number have never been put on the regular Railroad Record Club releases. They contain sounds of railroads I was completely unaware Steventon ever recorded, such as L&N, Southern, and Virginian. This collection also contains the Queensboro Bridge trolley, the IND subway, and the Third Avenue EL recordings Steventon made in New York City.

21/2″ reels:

1. Potomac Edison, 4 reels
2. Shenandoah Central, 2 reels
3. Capital Transit, 3 reels
4. Altoona & Logan Valley, 2 reels
5. B&O, 9 reels
6. Shaker Heights RT, 3 reels
7. PRR, 5 reels
8. NKP, 1 reel
9. St. Louis PS, 1 reel
10. Illinois Terminal, 2 reels
11. ICRR 3 reels
12. N&W, 1 reel
13. WM Rwy, 1 reel
14. Baltimore Transit, 2 reels
15. Senate Subway, 1 reel
16. Scranton Transit, 1 reel
17. Rochester Subway, 1 reel
18. CB&Q, 2 reels
19. Niagara, St. C & T, 2 reels
20. Virginian, 2 reels
21. Southern, 2 reels
22. Queensboro Bridge, 2 reels
23. Wabash, 1 reel
24. Third Ave. EL, 2 reels
25. Soo Line, 5 reels
26. L&N, 2 reels
27. St. Elizabeth Hospital, 1 reel (used steam switcher to move coal hoppers)
28. Omaha Road, 1 reel
29. NYC IND Subway, 1 reel
30. Unidentified, 4 reels

This is not a complete set of all the master tapes made for the 78rpm records to be sure, but it’s most of them. I consider it a small miracle that any survive at all! I am not an audio expert, but in my opinion, uninformed as it may be, these tapes appear to be in reasonably good condition. I would think that the tapes would be able to withstand a few more plays, enough to be digitized at least. Neither David nor I have the equipment to attempt this and I think it would be ill advised of us to try anyway. The tapes are old and were not stored in archival conditions. I’m sure the prudent course of action is to entrust any work on them to a professional.

The last batch of tapes are the master tapes made for the released Railroad Record Club LPs. There are different size reels, some tapes are only of one side of the LP while others have both sides on the same reel. Some are in good condition and some are not. Some I have multiple copies of and a few of the LPs I have no tapes for, Rather then make a complete list of every reel I will simply list the few LPs I have NO master tapes for.

No master tapes:

RRC 21
RRC 24
RRC 29
RRC 31
RRC SP-2
RRC SP-4
RRC SP-6

Most of these reels are 7″ with only a few smaller or larger. The most interesting master tapes are the reels for RRC 3 EBT/D&RGW. There are two 7″ reels that most likely have the original release version of the record, the one with William Steventon’s narration. There are also two 5″ reels, one marked “sounds only” and the other labeled “Narrative.” Since Steventon removed his voice from the 12″reissue of the record, the “Narrative” tape must contain just the voice of Elwin Purington doing the new narration.

I’m not sure just what to do with these master tapes. Some are in rough shape and all these sounds are on the released Railroad Record Club LPs. It certainly would be a considerable expense to digitize them all and no new sounds would be gained. For now, I’ll store them in the best possible conditions that I can provide and perhaps one day a clear path of action will present itself.

MOVIE FILMS

1 Steventon Film that should be all trains

1 Steventon Film that should be all trains

2 Capital Transit B&W Night Film

2 Capital Transit B&W Night Film

3 Steventon film

3 Steventon film

4 Pennsy and B&O film

4 Pennsy and B&O film

5 Back of Kodachrome box

5 Back of Kodachrome box

6 Front of kodachrome box

6 Front of kodachrome box

I found several rolls of 16mm movie film within the boxes of audio tapes. Fortunately, Steventon was very good at labeling everything. He inserted little slips of paper into the film boxes listing the contents of the films. Unfortunately, the majority are family home movies. Most are of Steventon’s son Seth. His first day of school, Christmases, and birthday parties. There were six 100-foot reels that should be all trains.

16mm movies;

1. 100-foot reel but only about 50 feet of film. Labeled “Pennsy Fan Trip and B&O near Riverdale.”
2. 100-foot reel, full, labeled “Canada Term”. I’m not sure what that is supposed to indicate. I unspooled a few feet of film and the first few frames are without a doubt a steeple cab locomotive.
3. 100-foot reel, full, B&W, labeled “Cap Transit Night Film.”
4. 100-foot reel, full, labeled “EBT Reel 1.”
5. 100-foot reel, full, labeled “EBT Reel 2.”
6. 100-foot reel, full, labeled “Negative 1R Freight” Also written on box “bad footage.”

PRINT BLOCKS

1 Selection of print blocks

1 Selection of print blocks

2 More print blocks

2 More print blocks

3 Still more print blocks

3 Still more print blocks

4. Print block for very early RRC traction logo

4. Print block for very early RRC traction logo

5. Railroad Record Club logo print block

5. Railroad Record Club logo print block

6 Another style Railroad Record Club logo print block

6 Another style Railroad Record Club logo print block

7 Interurban car fron LP Sound Scrapbook-Traction

7 Interurban car fron LP Sound Scrapbook-Traction

8 Interurban car fron LP Sound Scrapbook-Traction in two sizes

8 Interurban car fron LP Sound Scrapbook-Traction in two sizes

9 PRR steamer from 1st edition of RRC 10 in two sizes

9 PRR steamer from 1st edition of RRC 10 in two sizes

10 D&RGW locomotive from the 1st edition of the LP the Siverton Train

10 D&RGW locomotive from the 1st edition of the LP the Siverton Train

11A Print block for NKP LP

11A Print block for NKP LP

12 Ad for RRC 25

12 Ad for RRC 25

13 Ad for RRC 25 reversed

13 Ad for RRC 25 reversed

14 Print block for large ad

14 Print block for large ad

15 Print block for large ad reversed

15 Print block for large ad reversed

16 Ad for traction watch fobs

16 Ad for traction watch fobs

17 Ad for steam LPs

17 Ad for steam LPs

18 Ad for steam LPs reversed

18 Ad for steam LPs reversed

19 Strange RRC ad

19 Strange RRC ad

20 Strange RRC ad printed version

20 Strange RRC ad printed version

I also acquired a good number of print blocks, which are mostly quite small and were used in the RRC advertisements.  I have a bunch of print blocks of the LP covers, all about the size of a postage stamp. They were used in ads and in the catalogs. There are a few complete ads that mostly feature a single record release. One large ad of interest is a very 1960’s, almost psychedelic illustration of a steam locomotive looming over a record player. Smoke is shooting from it’s stack and entwined within the billows of smoke are such things as a whistle blowing, a box cab electric locomotive, and a steam train. LPs are seen flying through the air and the words “steam and electric recordings” in twisted snake-like lettering fills the upper portion. Wild and unexpected. I would certainly like to know if this ad ever appeared anywhere in print.

I did not make a list of these small print blocks, there are just too many. I did photograph a representative selection of them. These photos will give a good idea of what is in the collection.

RECORDS

1 41 copies of RRC 3

1 41 copies of RRC 3

2 18 copies of RRC 5

2 18 copies of RRC 5

3 RCA test pressing for Sound Scrapbook Steam showing notation on upper left of sleeve

3 RCA test pressing for Sound Scrapbook Steam showing notation on upper left of sleeve

4 RCA test pressing for Illinois Terminal one of only 3 good discs

4 RCA test pressing for Illinois Terminal one of only 3 good discs

5 Back of RCA test pressing for Illinois Terminal

5 Back of RCA test pressing for Illinois Terminal

6 Close up of RCA test pressing for Illinois Terminal

6 Close up of RCA test pressing for Illinois Terminal

7 Close up of RCA test pressing for NKP

7 Close up of RCA test pressing for NKP

8 RCA test pressing for CN showing damage

8 RCA test pressing for CN showing damage

9 Metal press stamp

9 Metal press stamp

10 Metal press stamp with cardboard sleeve

10 Metal press stamp with cardboard sleeve

11 RRC Nashville Metal press stamp

11 RRC Nashville Metal press stamp

12 Metal press stamps in cardboard sleeves for RRC4 B&O

12 Metal press stamps in cardboard sleeves for RRC4 B&O

13 3 RRC Nashville Metal press stamps

13 3 RRC Nashville Metal press stamps

14 Metal press stamp for RRC LP

14 Metal press stamp for RRC LP

15 Railroad Record Club SP-4 boxes and sleeves

15 Railroad Record Club SP-4 boxes and sleeves

16 Record jackets for each of the 3 records in the SP-4 set

16 Record jackets for each of the 3 records in the SP-4 set

17 Label for 1st edition of record 1 side 1 of RRC-SP4

17 Label for 1st edition of record 1 side 1 of RRC-SP4

18 Label for 2nd edition of record 1 side 1 of RRC-SP4

18 Label for 2nd edition of record 1 side 1 of RRC-SP4

19 Label for 3rd edition of record 1 side 1 of RRC-SP4

19 Label for 3rd edition of record 1 side 1 of RRC-SP4

Since the estate dealer would only sell me the tapes unless I bought the entire lot, including the remainder of the RRC LP stock, I had no choice but to buy them. I’ll admit I would not have wanted to see all these mint condition, still sealed LPs go in the trash, but what am I going to do with them and where am I going to store them? These questions I’m still contemplating. However, these concerns are secondary to preserving and digitizing the tapes. I have a few options, I can rent a table at a few railroadiania swap meets, contact a few local hobby stores and see if they are willing to sell some, and David and I have been thinking of making them available through the blog.

I’ll have to carefully consider my options. It would be nice to make a little of my money back and put it towards digitizing tapes. For the record, here is a list of the 12″ remasters. They are all still sealed and, for the most part, in mint condition. A few may have a bend or crease in the jackets and a few copies of RRC 20 have brown water stains in the lower right corner.

12″ remaster LPs:

41 copies of RRC 3, EBT/D&RGW
18 copies of RRC 5, D7rgw
36 copies of RRC 8 CN
29 copies of RRC 3 15, CB&Q
34 copies of RRC 16, Westside Lumber
25 copies of RRC 20, NYC/C&IM (6 copies have water damage)
15 copies of RRC 26, CNS&M Freight
22 copies of RRC 29, NKP 779

Included with the unsold record stock were several mint copies of the original 10″ LPs:

10″ LPs:
1 copy RRC 2, WCF&N
1 copy RRC 4, B&O
2 copies of RRC 5, D&RGW
1 copy RRC 7, N&W
1 copy RRC 8, CN
1 copy RRC 10, PRR
1 copy RRC 16, Westside Lumber
1 copy RRC 17, Soo Line
1 copy RRC 19, DM&IR
1 copy RRC 20, NYC/C&IM
8 copies of RRC 28, Charles City Western
1 copy RRC 29, NKP 779
1 copy RRC SP-2 NP 2626

Twenty-four RCA test pressing were included in the sale, ten 12″ pressings and fourteen 10″. All these pressings are stamped on one side only and on the paper sleeve of two of the 12″ pressings there is a hand-written note: “Masters will be 12 inch”. This is the one rather disheartening part of the story. All but three of these test pressings are in very poor condition. The accrete has flaked off in large chips. When I removed the disc from the paper sleeve to determine its condition, a black snowfall often resulted. I’m not sure what to do with these, they are really just trash now. I will photograph the label of each one for my archive but after that, I just don’t know. The three good discs are two 12″ pressings for both sides of RRC 15, CB&Q. It’s lucky that the only undamaged 12″ RCA test pressings are for the two sides of the same record. The one good 10″ disc is for side 2 of RRC 25, Illinois Terminal.

The metal stamping plates vary in condition. I was able to inspect these plates while at the dealer’s property last July, so I knew what to expect. I turned them down last year to save my money for what I considered the good stuff, the artwork and 78rpm records. All the original RCA stamp plates were lost in 1973, necessitating the 12″ remaster program. These plates are the Nashville-made stamps made in the late 1970s and throughout the 1980s. As I remember it, all 17 master plates were in the dealer’s warehouse. I only looked at them briefly but the top few were scratched and dented. Now, if I wanted the tapes, I had to buy them. Here I did a little dealing. Since these plates were a bit heavier than the records and I was paying for shipment by the pound, I convinced the dealer to choose a few of the stamps that were in the best condition. Those in poor condition he would not charge me for and he could discard them. The archivist in me wanted to save them all, but compromises must occasionally be made.

In all I got twelve of these stamps, five are 14″ and 7 are 12″.

I ended up with a bunch of returned records as well. Numbering somewhere around fifteen or twenty, these records were returned by buyers dissatisfied with them.  Most of them have a note attached with the buyer’s name and his complaint. Things such as scratches, surface noise, and various clicks and pops were the most often cited reasons for the return.

An interesting find was various copies of the records that comprise the three-record set of SP-4. I was able to put together a set of each of the three pressings this set had. A surprise was a set of these records not in the display box that they came in, but in three separate record jackets. Each jacket had the same drawing of CSS&SB MU #108 that appeared on the box lid. Perhaps this was some sort of test printing or the original idea for the jackets. I may never know but I’m sure it is a unique set.

PHOTOGRAPHS

NP 4-8-4 2686

NP 4-8-4 2686

CA&E Elgin train on street in Aurora IL 1931

CA&E Elgin train on street in Aurora IL 1931

Capital Transit PCC and bus Catholic University

Capital Transit PCC and bus Catholic University

D&RGW 476 locomotive featured on SP-1

D&RGW 476 locomotive featured on SP-1

D&RGW 481

D&RGW 481

Des Moines & Central Iowa car 1710

Des Moines & Central Iowa car 1710

EBT 15 on a rainy day very likely while record 3 was being recorded

EBT 15 on a rainy day very likely while record 3 was being recorded

Evansville & Ohio Valley car 134

Evansville & Ohio Valley car 134

Ill Terminal car 285

Ill Terminal car 285

Ill Terminal local on Caldwell Hill East Pearia about 1936

Ill Terminal local on Caldwell Hill East Pearia about 1936

Indiana box car 550

Indiana box car 550

Indiana RR 752 waiting for loads at mine scale

Indiana RR 752 waiting for loads at mine scale

Indiana RR car 64

Indiana RR car 64

Indiana RR car 93 at Anderson IN September 4 1938

Indiana RR car 93 at Anderson IN September 4 1938

Indiana RR Vigo with rails ripped out.

Indiana RR Vigo with rails ripped out.

Interstate car 711 ex-IPSC 427 September 3 1939

Interstate car 711 ex-IPSC 427 September 3 1939

Interstate car 711 on shop siding west of Greencastle June 3 1939

Interstate car 711 on shop siding west of Greencastle June 3 1939

Interurban car 44 and REA truck Rosslyn VA

Interurban car 44 and REA truck Rosslyn VA

MC&CL RR car 34

MC&CL RR car 34

MC&CL Steeple cab 52

MC&CL Steeple cab 52

Nice right of way photo but no info other than date March 31 1936

Nice right of way photo but no info other than date March 31 1936

S T F Co RR 54 Farmington MO

S T F Co RR 54 Farmington MO

Unidentified car and person

Unidentified car and person

Unidentified steeple cab locomotive

Unidentified steeple cab locomotive

Unidentified steeple cab locomotive photo 2

Unidentified steeple cab locomotive photo 2

Waterloo Cedar Falls & Northern car 100 this car is featured on RRC 2

Waterloo Cedar Falls & Northern car 100 this car is featured on RRC 2

Here again I had to do a little dealing. I went quickly through the box of Steventon photos last year, choosing about 20 photos to purchase. The box contained a mix of railroad photos and family snap shots. The family photos outnumbered the trains. Again, I did not want to pay for, or have the added weight of photos that were just going to be tossed away. Steventon’s son was the one who sold all this family history in the first place, so I saw no reason to try and get it back to him. The dealer agreed to sort the photos and sell and ship only railroad photos. He would discard the unwanted photos.

In all there are 135 photos of railroad equipment, mostly traction subjects. Some have complete caption information, and some have nothing. There are 23 photos of active traction right-of-ways but no caption information. 24 photos of abandoned traction right-of-ways have no captions. I cannot be sure if it is a “before” and “after” series of 27 photos. I also received 11 steam negatives, the aforementioned NP 4-8-4 # 2686 (two almost identical shots at Staples, MN) and several D&RGW narrow gauge roster photos. There is one EBT negative and a shot of a steam tractor.  I haven’t had time to scan all of these photos yet, but they will appear in the Trolley Dodger as I do. For now, here are a few scans to whet your appetite.

DOCUMENTS

Stack of prints of Soo 2715

Stack of prints of Soo 2715

VHS VIDEO TAPES 

There was one last surprise waiting for me. There are eight VHS video tapes in the estate lot, seven of which were professionally produced programs of traction subjects, several of which Steventon provided audio for. One tape on a store-bought blank was labeled simply “Railroad Programs”. I thought it was most likely a tape of TV shows about trains, but I popped it in the player just to see. It turned out to be a recording of a presentation that Steventon made to a local historical society. The video quality is bad, but you can hear everything he says perfectly.

It’s all really basic stuff, what you would expect him to present to a general audience. Such things as the appeal of a steam locomotive, the nicknames of various railroad job positions like “Hogger” for engineer etc.  He then gets into the “sound portion” of his talk. He has a reel to reel tape player with him, and he explains the use of whistle signals and then plays a cut of a B&O EM-1 from Record number 4, noting the “two longs-a short-and another long” signal for a road crossing. He then goes into how a steam locomotive gains traction. Here he plays the sequence of SOO Line 2718 backing off the wye track from the intro record. He stops the tape at places to note the change in the locomotive’s sound and what that indicates to the engineer. Next, he talks about the use of torpedoes as a signaling device and plays a cut from Record number 8. He never says that these sounds are from his records. In fact, he never mentions that he ever sold records and the Railroad Record Club is not once referenced.

He eventually brings out a chart of steam locomotive wheel arrangements.  He walks out of frame with it, but you can still hear what he is saying. At some point someone thinks to pan the camera around, but the view is only the back of the chart!

By the time he finishes with the chart, the program has gone on for about 40 minutes. Now he introduces “Whistle ‘Round the Bend” and plays the entire record, all 30 minutes. While the camera never moves during this, and Steventon just sits there listening, it’s a bit of a poignant moment. The video quality, as I said, is poor, and he is in the center of a wide shot, but it’s still possible to see that he is moved by the words and sounds he his hearing.

While little information is given about how, where, or when the sounds he played were recorded a little more personal stuff is revealed. He tells of the day in 1936 that his mother died. His father was at work and needed to get home. The NYC put every opposing train on the siding and he had green signals the whole way. He also tells us that he was a sickly child and his father took him onboard the locomotive with him, even against the rules, because he wanted to spend time with him, and make William happy, as the doctors said he may not survive into adulthood.  With this video I was able to “know” William Steventon just a little bit better.

As I have these tapes put on to CD, they will be offered for sale in the online store. I bought these tapes not to just save them from destruction, but to have them made available to everyone who may be interested. I think that is perhaps the best way to ensure these historic sounds are preserved. Not just as a tribute to the people who recorded them who are now gone, but to ensure these sounds will endure to instruct and entertain future railfans long after we are gone too.

-Kenneth Gear

New Steam Audio CD:

FTS
Farewell To Steam
Mister D’s Machine
# of Discs – 1
Price: $14.99

Farewell To Steam
On February 6, 1955 the Santa Fe Railway ran a railfan train from Los Angeles to Barstow and back for the Railway Club of Southern California. This was Santa Fe’s last run powered by a steam locomotive over this route. The engine was a 4-8-4, #3759. We have used the original, rare 1955 mono version of this recording, and not the later 1958 reissue that had a bunch of echo added to create a fake stereo effect.

Mister D’s Machine
When diesel locomotives replaced steam in the 1950s, they offered a multitude of different sounds. This original 1963 stereo recording showcases the many sounds of diesels on the San Joaquin and Los Angeles Divisions of the Southern Pacific, including the Tahachappi Loop, an engineering feat that made modern railroading famous.

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

Total time – 72:56

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today!  All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

gh1

This is our 221st 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 446,000 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.

William A. Steventon’s Railroad Record Club

William Steventon

William Steventon

Today’s post is the first of two by Kenneth Gear, long a friend of this blog. We have great news to report– Ken has finally been able to purchase all the remaining Railroad Record Club items from the dealer that purchased them many years ago from the estate of William A. Steventon, who died 25 years ago.

Ken details all that in another post, Railroad Record Club Treasure Hunt, Part 2. These new discoveries have enabled him to offer what is, to my knowledge, the first-ever comprehensive and factual history of William A. Steventon’s Railroad Record Club.

Thanks in great part to Ken’s dedication and persistence, you can find practically all the RRC’s 10″ and 12″ output, now digitized on compact discs for the 21st century, in our Online Store. We thank him for these efforts, and hope you will too.

-David Sadowski

INTRODUCTION

As regular readers of this blog know, David and I have been gathering bits and pieces of information about the Railroad Record Club and its founder, William A. Steventon. We wanted to get a better understanding of what went into making these records, and to put together a history of the club. David started the ball rolling in April 2015 when he wrote the first Trolley Dodger post about it. As soon as I read that post I jumped aboard having been interested in the subject for some time. Together we finally managed to accumulate enough separate fragments of the story so that when we put it all together, it formed an accurate outline of the events leading up to the formation of the club and offered some insight into its operation. We were also able to build a brief biological sketch of Mr. Steventon.

Separately David and I looked for any resource that might reveal some small bit of new information. We read liner notes, club newsletters, and we looked through back issues of magazines in search of RRC ads. We collected order blanks, and I purchased copies of records I already owned because they had club inserts tucked away in the jackets. I researched the meaning of the matrix codes engraved in the lead out grooves of the LPs to more accurately date them. We studied artwork and found some of Steventon’s personal correspondences.  Everything came together when I purchased a large collection of Railroad Record Club items from Steventon’s estate. Combing through this material finally gave us enough information so that David and I could piece together the Railroad Record Club story you are about to read.

There are still unanswered questions to be sure and there are also missing recordings. We haven’t been able to secure copies of the 5th and 6th year sampler records. We also can only speculate on how, to whom, and at what cost these sampler records were distributed.

If any readers have any RRC material, please contact David. We only ask for a scan of any paper work or leads you may be able to offer as to who might be able to help. Thank you.

I have recently been able to purchase the last of the Steventon estate items I left behind last year (more on that in A Railroad Record Club Treasure Hunt, Part 2) and with luck David and I will be able to put together a few more pieces of the Railroad Record Club puzzle.

WILLIAM STEVENTON & THE RAILROAD RECORD CLUB 

William A. Steventon was born in 1921 in Mount Carmel, Illinois, son of a locomotive engineer on the Big Four Railroad (New York Central). As a child he spent much of his time around the red brick passenger station and wooden freight house across from Main Street. The family eventually moved to Cairo, Illinois and there he would often ride in the locomotive cab with his father. In the liner notes to Record number 20- NYC/C&IM while describing an in-cab recording made with his father at the throttle, Steventon reminisces about his boyhood days spent there:

“It is strange that this recording should remind me of something that I had almost forgotten. If I hadn’t heard my father pull a whistle cord in 50 years, and in the distance I should hear a certain whistle, I would know that it was him. This recording also reminds me of the many times I had waited as a youngster for him to whistle near Cherry switch to let us know he was coming home from a north-end run. It reminds me of the many times I have walked down Washington Street in Cairo and heard him whistling in the yards.”

After serving in World War II Steventon married and took a government job. He and his wife settled in the Washington DC area and it is here that the Railroad Record Club story begins.

It all began when Steventon’s wife gave him a record of Railroad sound effects as a Christmas gift, most likely in 1952. While he was interested in the concept of recorded train sounds, he was very dissatisfied with this record. He was convinced that the sounds were not those of actual trains, that they were train “effects” created in a recording studio.  He wanted sound recordings of REAL trains. He purchased one of the new reel to reel tape recorders that had recently become available and in March 1953, set out to make his first railroad sound recordings.

First recording

First recording

The first recording he made was along the Baltimore & Ohio Railroad at the Riverdale, Maryland passenger station (MP 32.4 on the Washington Branch). As best as can be determined, the first train he recorded was # 523 the “MARYLANDER” powered by an EMD diesel (he did not make note of the locomotive number). His second train was powered by steam but in his haste to hear the recording immediately after making it, he accidently partially erased it! He wrote about his frustration in an article for TRACTION & MODELS Magazine:

“When we made our very first recording in 1953 we took the equipment to Riverdale, Maryland and recorded a steamer thundering past the B&O station. When it was gone we stopped the recorder, rewound the tape and played it back. Nothing happened-the tape was silent. we waited thinking that the steamer wasn’t within “hearing distance” as yet, but when it became evident that we should be hearing the sound, we investigated.  In our enthusiasm to “get recording” we had failed to become familiar with our equipment. Instead of pushing the playback key, we had pushed the record key and were erasing the sound we had just recorded.”

That partially erased recording, as well as the others he made that night, were discovered on a 78rpm acetate record in his estate. It is included on the Trolley Dodger Railroad Record Club Rarities Steam & Diesel CD.

During the next few years, Steventon made numerous railroad sound recordings, both in and around Washington DC and on trips to visit family in Illinois. Near Washington DC he recorded the streetcars of the Capital Transit Company, steam & diesels on the B&O, and Pennsy GG-1s. He even recorded the sounds of the Senate Subway. He made trips to Maryland to record the Western Maryland, the Hagerstown & Frederick interurban cars and freight box motors, and he rode and recorded the Baltimore streetcars. In Pennsylvania he recorded mainline steam on the PRR, revenue steam on the East Broad Top, and made extensive recordings of the Johnstown Traction Company and the Altoona & Logan Valley. In Illinois he captured the sounds of the New York Central, Chicago & Illinois Midland, Nickel Plate, Illinois Central, and Chicago Burlington & Quincy among others. He did recordings of the passenger and freight operations of the Midwestern electric railways including the Illinois Terminal, Chicago North Shore & Milwaukee, Chicago Aurora & Elgin and even recorded an entire run of Chicago South Shore & South Bend M.U. car # 108 from Chicago to South Bend. In Iowa he added the Waterloo, Cedar Falls & Northern, Southern Iowa, Cedar Rapids & Iowa City and Charles City Western. In his travels he made recordings of the Pacific Electric, Shaker Heights Rapid Transit, Wabash, Soo Line, Denver & Rio Grande Western narrow gauge, and Norfolk & Western. In a 1958 newspaper interview he stated he had traveled to fifteen states to record train sounds. It is quite an extensive output and not all of it has been pressed into vinyl or released on tape or CD.

All this recording did not come easily. Dragging the equipment from home to car and from car to trackside required the help of at least one other person. Steventon wrote about the difficulty of using this bulky equipment in the field:

“We had a 12-volt auto battery for the primary power source, a 12 v.d.c. to 110 v.a.c. rotary converter, a reel to reel recorder plus a satchel of extra equipment, tapes, and assorted material. Two men could struggle with all this equipment, but it required three men to carry everything with any degree of ease and mobility. In addition, we normally carried a battery charger for use with keeping the battery up to par during the night. This could be left in the auto during the day but was a very necessary part of our total equipment requirement.”

It is a wonder anyone was able to record anything, considering the burden it must have been to get all this stuff trackside. It makes one grateful for the ability to record high quality sound and high definition video with just a tiny cell phone as we can do today.

Steventon eventually took a job as manager of the Cream Valley Telephone Company and he and his wife moved to Hawkins, Wisconsin. There he would continue to make railroad sound recordings, start a family. and create the Railroad Record Club.

Doing all this traveling and making these recordings invariably put him in contact with like-minded people. It is safe to assume that they would want to trade and share the recordings they made with each other. In the mid-1950s this was no easy task. Modern home audio systems, as we think of them now, simply did not exist. The problem was made even worse if recordings were to be shared or sold to someone who did not make recordings themselves and therefore did not own a reel to reel tape player/recorder. While most people at the time did not own a tape player, a phonograph could be found in most homes.

Steventon pre-RRC 78rpm records

Steventon pre-RRC 78rpm records

If Steventon wanted to give or sell his recordings to many other people, they would have to be put onto phonograph records. This too, wouldn’t be easy. The solution was to procure a portable disc cutter. These machines became available for home use starting in about 1929 and were most often used to record things off the radio. The standard record format of the time was a disc ten inches in diameter and made of aluminum covered with acetate. The 78rpm playing speed yielded no more than five minutes of content per side. These records had to be made in real time and the record blanks were quite heavy compared to a modern vinyl record. To distill more and varied content on these homemade records, he spliced together all sorts of bits and pieces and recorded brief introductions to tell listeners what they were about to hear. He conceived a catalog numbering system and had rubber stamps made for the most popular titles, the rest having hand-written labels. Steventon produced an extraordinary amount of records this way. Finding a sizable collection of these acetate records in the Steventon estate reveled just how extensive the output was. Although a complete catalog listing of these records can not presently be made, the following partial list is still very impressive.

01. Potomac Edison (aka Hagerstown & Frederick)
02. Shenandoah Central
03. Capital Transit
04. Johnstown Traction
05. Altoona & Logan Valley
06. Baltimore & Ohio
07. Shaker Heights Rapid Transit
08. Claude Mahoney Radio Program about NRHS fantrip (1953)
09. Pennsylvania Railroad
10. Nickel Plate Road
11. St. Louis Public Service
12. Illinois Terminal
13. Illinois Central
16. Norfolk & Western
17. Western Maryland Railway
18. Baltimore Transit
19. Senate Subway (Washington, DC)
21. Rochester Subway
22. East Broad Top
23. Chicago, Burlington & Quincy
24. Chicago & Illinois Midland
25. Niagara, St. Catharines & Toronto
26. Virginian
28. Queensboro Bridge
29. Wabash
30. 3rd Avenue Elevated
31. Minneapolis, St Paul & Sault Ste Marie
32. Louisville & Nashville
34. St Elizabeth’s Hospital (hospital in Washington DC that used a 0-4-0T to move coal from the B&O.)
37. Independent Subway

It is worth noting that this numbering sequence is totally different from the later one adopted for the 10” records issued later.

Things were apparently going well for Steventon’s railroad record enterprise for a while but things were about to change. Long playing 33 1/3 rpm records made of lighter materials and with improved sound were beginning to gain in popularity. Record blanks and parts for the disc cutter would undoubtedly become harder to get. Steventon needed to have his records made by a professional record pressing company to continue selling them. Steventon would have to make new master tapes for each release because the new records, although still 10”, could hold fifteen minutes of sound on each side-a full half-hour altogether. This would be the equivalent of more then five of the old acetates. He would forgo, for the most part, his spoken introductions and provide printed notes on the cardboard record jackets. These notes could be pretty sparse at first, containing little more than the railroad and locomotive number.

RRC intro record

RRC intro record

RRC INTRO old SP5

RRC INTRO old SP5

Bill Steventon recording compressor noise on CNS&M interurban

Bill Steventon recording compressor noise on CNS&M interurban

Eventually he began to write extensive notes on separate sheets of paper that were inserted into the record jackets. In time, the first completed master tape was sent off to the RCA Custom Record facility in Indianapolis, Indiana and soon afterward the first official Railroad Record Club LP came into being. The record was titled simply INTRODUCTORY RECORD and carried no catalog number. Side one contained the sounds of Soo Line 4-6-2 # 2718 powering an August, 1955 fan trip between Minneapolis, Minnesota and Rice Lake, Wisconsin. Illinois Central 0-8-0 # 3509 switching at Centralia, Illinois was featured on the flip side. A look at the first four characters in the matrix code engraved into the lead-out grooves of a first edition of this record, G8OL, gives the following information: First is the date code-G indicates the record was manufactured in 1956, then the label code-8 showing it was a custom job that was re-recorded from the client’s source material. Next is the category code-O meaning it is a phonograph record, and the fourth character-L denoted the size, speed & groove, 10”, mono, & 331/3 rpm. The final numbers 0479 for side one and 0480 on side two were simply sequence numbers. The Introductory Record was therefore available for sale sometime in 1956 or perhaps 1957.

He made the decision to sell these new records not as a regular mail order business, but as a club. The club membership idea may have been the direct result of the expense associated with this new endeavor. He had to have the records pressed by RCA which required metal master plates to be made. Cardboard record jackets had to be purchased and be printed with photographs or drawings. Tape stock had to be bought for the making of the new master tapes. All in all, this must have been a considerable expense. Selling the records through a club meant that the members were required to purchase a set number of records and paying for them in advance, thereby guaranteeing he would get some return on all this investment. The club worked like this: Four records would be offered per year. Members could buy the records at the discounted price of $4 each providing they maintained membership by purchasing at least three of the selections. Membership expired upon the purchase of one year’s group. There were no membership dues, but records were paid for in advance to provide the necessary money to have the metal masters made.  Special pressings could be purchased at club prices but were not counted toward the three-record minimum. Non-members could buy individual LPs at $5.25 each. $4.00 for a LP record sounds like a bargain but remember those $4 in 1958 had the same buying power as $34.72 in 2018! These Records weren’t cheap. According to a 1958 interview he gave to the Milwaukee Sentinel, the club started off very well. The article stated that there were some 200 club members through out the United States and several foreign countries including New Zealand, Australia, England and Canada. It goes on to state he has already sold 1,000 records.

Steventon continued to sell his records through the yearly club membership plan until October 1965 when the club membership requirement was withdrawn. The records would now be sold separately and at the same price to everyone.

From 1957 with the release of the Introductory record until October 1965 when the last regularly scheduled production of a Railroad Record Club release (Record number 32-New York Central) was offered, Steventon produced thirty-two regular club releases and three special pressings. One more release, SP-4-CSS&SB would be released later that year. Afterwards, Steventon released Records Numbers 33-36 and special pressings numbers SP-5 (a reissue of the introductory record) and the last all new Railroad Record Club record in 1983, number SP-6 Milwaukee Road box cab electrics. Each record was simply numbered in the order it was produced.

RAILROAD RECORD CLUB TITLES
0 Soo Line, Illinois Central (Introductory Record)
1 Wabash Railroad, Chicago, St. Paul, Minneapolis & Omaha
2 Waterloo, Cedar Falls & Northern, Southern Iowa Railway
3 Denver, Rio Grande & Western, East Broad Top
4 Baltimore and Ohio
5 Denver & Rio Grande Western
6 Potomac Edison (Hagerstown & Frederick)
7 Norfolk & Western, Illinois Central (Also includes a bit of Illinois Terminal Railroad)
8 Canadian National (aka Canadian Railroading in the Days of Steam)
9 Winston-Salem Southbound
10 Pennsylvania Railroad
11 Shaker Heights Rapid Transit
12 Duluth Missabe & Iron Range
13 Nickel Plate Road
14 Pacific Electric
15 Chicago, Burlington & Quincy
16 Westside Lumber Company
17 Minneapolis & St Paul, Sault Ste Marie Railway
18 Chicago, North Shore & Milwaukee
19 Duluth, Missabe & Iron Range
20 Chicago & Illinois Midland – New York Central
21 Duluth & Northeastern
22 Buffalo Creek & Gauley
23 Pennsylvania Trolleys
24 Canadian Pacific
25 Illinois Terminal Railroad
26 Chicago, North Shore & Milwaukee (freight)
27 Capital Transit Company
28 Charles City Western – Waterloo, Cedar Falls & Northern
29 Nickel Plate Road
30 Sound Scrapbook, Traction
31 Sound Scrapbook, Steam
32 New York Central
33 Chicago, South Shore & South Bend (freight)
34 Chicago, South Shore & South Bend (freight)
35 Milwaukee & Suburban Transport, Chicago, North Shore & Milwaukee
36 Chicago, Aurora & Elgin, Chicago Transit Authority

Special Pressings
SP1 The Silverton Train
SP2 Northern Pacific 2626 Memorial Album
SP3 Whistle ‘Round the Bend
SP4 Chicago, South Shore & South Bend Railroad (passenger)
SP5 Soo Line, Illinois Central
SP6 The Milwaukee Road (electric freight)

He also produced several “sampler” records which contain short snippets of tracks from the LP records.

THE RAILROAD RECORD CLUB SAMPLERS

1st & 2nd Year Sampler:  (short excerpts from records 1 to 4 on side one & records 5 to 8 on side two)
3rd & 4th Year Sampler: (short excerpts from records 9 to 12 on side one & records 13 to 16 on side two)
5th Year Sampler: (short excerpts from records 17 to 20 recorded on one side only)
6th Year Sampler: (short excerpts from records 21 to 24 recorded on one side only)
7th & 8th Year Sampler: (short excerpts from records 25 to 28 on side one & records 29 to 32 on side two)

Among these forty-two LPs there are some real gems. He certainly started off strong with Record Number one. On side two there is one of his best “sound picture” type recordings. It features Chicago, St. Paul, Minneapolis & Omaha 2-8-0 # 219 switching in the yards at Spooner, Wisconsin on a dark misty night in October of 1955. This was one of his favorite audio sequences and he described it like this in the record’s reissue liner notes:

“Close your eyes and imagine you are in a Pullman berth. Your passenger train has stopped at the station and you are sleepily listening to this nearby switching movement.” And from the notes to the original release: “That night in October of 1955 was very dark, moonless and misting heavily. The sulfuric, yet nostalgic odor of coal smoke drifted sluggishly over the Spooner, Wisconsin yards as the sound of exhausts and squealing brakes seeped through the murky atmosphere. A dim yellow light at the south end of the station platform rocked in the wind, flicking shadows to and fro over the moving cars.” 

If you don’t feel the dampness, smell the coal smoke, or find that you need to shake off a chill while listening to this, you’re just not trying.

There are so many remarkable sound sequences on these LPs that it would be impossible to list them all, Some of the most interesting ones include:  a D&RGW narrow gauge train with a mid-train helper on Cumbres Pass on Record number 3, the B&O EM-1 stopping and starting sequences on Record Number 4, a PRR 4-8-2 on slick rail on Record number 10, the cab rides in CSS&SB freight motors on Record numbers 33 and 34, the list goes on and on.

William Steventon did not exclusively use his own recordings on the Railroad Record Club LPs. In the second year of the club he began to utilize the talents of his friends, and the most notable of the group was Elwin D. Purington. Mr. Purington’s considerable recording talents added greatly to the quality of Steventon’s releases. Three records were entirely comprised of his recordings and they are three of the best. Record number 8-Canadian National (re-released as “Canadian Railroading in The Days Of Steam”) is one of Steventon’s favorites, and SP-2 the Northern Pacific 2626 memorial album Steventon called “a masterpiece.”  He provided the sounds for side one of Record number 12-DM&IR and his recordings of the CMSt.P&P electric freight locomotives are featured on Record SP-6.  He also did the narration on Number 3-East Broad Top and SP-3-Whistle ‘Round the Bend. Thomas A. Hosick recorded the train sounds for Record number 9-Winston-Salem Southbound, and John L. Wise contributed to Record number 10-PRR. Harold O. Lewis did some fine recording work that was used on three LPs, Record number 16-Westside Lumber, number 24-Canadian Pacific, and number 31-Sound Scrapbook-Steam. Eugene Van Dusen made all but the final three cuts for Record Number 32-NYC, and finally A. L. Shade, another top-notch sound recorder of trains, added his talents to Record numbers 13-Nickel Plate, 29-NKP 779 and 22-Buffalo Creek & Gauley.

Excellent HM Pech cover RRC 5

Excellent HM Pech cover RRC 5

Marginal HM Pech cover 1st edition of Record number 8

Marginal HM Pech cover 1st edition of Record number 8

RRC 19

RRC 19

The sounds on these LPs were great right from the start, but it took awhile for the record jackets to evolve into something interesting and appealing. At first the record jackets had little in the way of cover art, nothing more than a small photo or two plus a few paragraphs of text. Eventually sketches of the featured locomotive pulling a train were added, usually draw by an artist who signed his work HM Pech. These drawings could range from excellent (Record number 5) to marginal (1st edition of Record number 8). All mediocrity was removed for good when the cover art for Record number 19 was revealed. The cover of this record is a very nice accomplishment. The drawing of DM&IR 2-8-8-4 # 222 is perfect in every way. This great drawing combined with an appealing layout makes for a wonderful cover. A new visual benchmark for the Railroad Record Club had been reached and there was no going back. The drawing was done by Marshall P. (Pat) McMahon. He worked for the Minneapolis Star Tribune as an illustrator. His drawings of railroad equipment are flawless. The detail is meticulously rendered and drawn with precision and skill. Mr. McMahon would from here on out, be the main artist used by Steventon to illustrate the record jackets. When second editions of previously released records were pressed, McMahon would be called upon to create a new cover drawing. Every one is a vast improvement over what had come before. He also got the call to do new drawings when the records began to be reissued on 12″ discs, and he even did at least one drawing that Steventon sold prints of (Soo Line steamer # 2715). He would go on to do cover illustrations for thirty record jackets for the club! Rounding out the list of artists employed by the Railroad Record Club: Ernie Towler did a fine pencil sketch of a Shay locomotive for the 12″ reissue of Record Number 16-Westside Lumber and he did the cover of the reissue of number 15-CB&Q. Herb Mott did a painting of a boy watching a steam train passing for the cover of SP-3-Whistle ‘Round the Bend. This record has the distinction of being the only one with a full color cover.

RRC 17 Steventon enjoyed being here Hawkins WI Soo station

RRC 17 Steventon enjoyed being here Hawkins WI Soo station

RRC 17 1st edition drawing Hawkins WI Soo station

RRC 17 1st edition drawing Hawkins WI Soo station

RRC 20

RRC 20

Advertising had to be done, and ads were placed in several railroad and modeling magazines including Trains and Model Railroad Craftsman. Such tag lines as “Authentic steam and electric railway recordings,” “Sounds you like to hear steam-traction,” and “Out of the past and into your home” were used. A mailing list was maintained, and announcements and sales information mailed directly to those on it. Records were sold in hobby stores, and Steventon sent LPs  to railroad historical societies that coincided with the group’s interests. He even devised a unique “Audition Set Program”. To audition a set of records a request form had to be filled out. A choice could be made as to which records were wanted but a choice of pre-selected LPs could be made by choosing ” all steam” or “all traction” or both. A “random” selection could be made giving the customer the choice of titles and number of records. A deposit in the following amounts had to be sent: “all steam” consisting of 25 10″ records-$100.00, “all traction” consisting of 15 10″ records-$60.00 and “random” $4.00 each. After listening, the records were to be returned with (hopefully) a purchase order. The money for the purchased records would be deducted from the deposit and the remainder returned with the record order.

Eventually Steventon branched out and began to sell all types of things. His biggest sideline was selling photographs. The photo catalog alone was 40 pages! He sold 16mm, 8mm and super 8 traction movies, books, records from other producers, he even had a line of railroad logo watch fobs! In one sales flyer he was trying to unload his old adding machine, a Sears model No. 871.58251 (he wanted $40 for it postpaid).

After 1965, when The Railroad Record Club stopped functioning as a club, not much else changed. Steventon continued to release records and in fact had plans to release many more. In a 1966 newsletter Steventon makes mention of future planned releases, unfortunately not all of them were produced. He writes: “Future releases will be made on the basis of availability of time and material. At this writing an “on train” recording of the old 1000 series Chicago South Shore & South Bend locomotives is in production. No release date has been set.” (Records number 33 & 34). He continues: “Other material for future work includes many steam and electric lines including the Shenandoah Central (never produced), Baltimore & Ohio (never produced) Chicago Aurora & Elgin (Record Number 36), Chicago Transit Authority (record number 36) Queensboro Bridge (never produced) and others.”

This newsletter also announces the first Railroad Record Club selection ever to be released on 12” discs-Special Pressing number 4.  “On December 21, 1965 a new milestone was established with the release of a set of three 12-inch 33 1/3 rpm recordings of the complete run of interurban No. 108 from Chicago to South Bend. Approximately two hours playing time and conveniently arranged for automatic playing sequence. Prepared and recommended for the devoted traction enthusiast.”

Through the rest of the 1960s and into the 1970s Steventon successfully sold his records. Some of the most popular selections had second and even third editions pressed, and the covers and liner notes continued to evolve, The liner notes were becoming more extensive and contained more information, not just about the equipment recorded, but somewhat personal stuff as well. For example, on record number 17, the entirety of side one contains the sounds of the activities going on inside the Hawkins, Wisconsin Soo Line station. Although Steventon writes in the third person he conveys his pleasure at being there. The sound of the telegraph, talking with the agent, the rumble of trains going past, the whole “atmosphere” he loved. “Plant your feet on the desk” he writes, “lean back in your chair and you’re the agent at this small village station.” He wrote fond boyhood memories in the notes to Record number 20 and revealed in those same notes just how he felt about diesel locomotives. He wrote that while recording a C&IM 0-8-0 switcher going about her chores, he was “dismayed” and “disgusted” when a GM&O RS-1 came onto the scene.  He included the diesel on the record however, noting that the steamer and the diesel sharing the stage made for an interesting recording. As he puts it: “Actually this could be considered as the tug-of-war between two types of motive power as to which will dominate the railroad scene”. At this point, he had to be dismayed to know steam would be the loser. Eventually his negative view of diesels must have softened a bit because in 1988, when he revised the notes to Record number 20, he removed the word “disgusted” although he continued to be “dismayed”. Steventon never released an LP that was entirely diesel sounds. He recorded diesels with some degree of regularity, as his first recording was of one. In his estate there was an open reel tape labeled “Nickel Plate Diesels” and on those acetate records there are plenty of B&O diesels. Perhaps he thought his record buying customers wouldn’t want to spend money to hear those “disgusting” machines. Rarely is the sound of a diesel included on any of the records.

The Railroad Record Club continued steadily along until early in 1973. A situation then developed that could not be easily overcome, in fact, it never would be completely. Early in that year RCA informed Steventon that they would no longer press his records. In club announcements concerning this situation Steventon wrote “In February of 1973 they (RCA) notified us that all of their custom work was being discontinued.” If RCA would not press his records, he would just have to find another company that would. That plan quickly died when another, more devastating difficulty was discovered. RCA had lost or destroyed all the Club’s metal master discs at its Indianapolis plant. Without those master discs new records could not be pressed by anyone. Steventon was stopped cold.  If he wanted to continue selling his previously released records, new master discs would have to be made. By the early 1970s 7” singles and 12” albums were the standards and the old 10” format was on the way out. New master discs would have to be made and they would have to be 12”.  Steventon managed to surmount these obstacles. He found a new company to work with, Nashville Record Productions of Nashville, Tennessee.

Even as the process of remastering and pressing new records progressed, Steventon was cautious with his expectations. He wrote carefully in a flyer about the remastering: “Due to a shortage of raw material record pressings may become difficult to obtain. Consequently we have no guarantee that our complete line can be produced, but will re-issue each record as conditions permit.”  Interested parties were mailed a “Railroad Record Club Advance Notice Mailing Card.” On this card selections were to be made as to which records the recipient wanted to be notified of when the 12” reissue was being readied. The recipient could then purchase the record at a pre-production discounted price.  Progress was made, albeit very slowly. The RCA masters were lost in the winter of 1973 but by summer 1976, only two records had been reissued. The first two being number 10-PRR and the second Number 8-CN now titled “Canadian Railroading in The Days Of Steam.” Steventon could not simply reissue the records numerically starting at number one and progressing from there. This was a very expensive undertaking and he needed to release the most popular titles first. At first, he considered having all the records remastered at once and getting a press run of each. This idea was dropped when the cost turned out to be more then $30,000! He decided to go back to his original club plan where he required a set amount of those pre-production advance payments to come in. Once there was sufficient interest shown for a certain record, as calculated from the advance mailing cards, he would announce that it was being readied for remastering. He would only send an order to Nashville when enough of the pre-production money came in to justify it.

In a telling reply to an inquiry from a customer wanting to know why a certain record, number 36, was still unavailable, Steventon spelled it out clearly:

“The program of re-mastering was started in ’73 after RCA lost our metal masters. The pre-production offer is used to generate funds to pay for the re-mastering process. As a rule of thumb it takes about 125 pre-payments to cover these costs. Experience has shown that roughly only 50% of those who ask to be notified on a new selection actually follow through with an order. Thus we need 250 requests to start the program. As of this date (March 29, 1989) only 99 have shown an interest in record 36, CA&E. The pressing firm in TN has just notified us of another increase in production costs. Dollar wise we are now talking $1100 to $1200 to re-master and get the first press run. The RR club is not a profit venture – we only ask to break even. In 1987 we operated at a loss of $444.10. 1988 was better with a modest net income of $119.75. We need EVERY bit of interest shown to keep the program rolling – it is a tough job!”

It was a tough job to be certain and it was also a very slow one. An order blank from November 1984 shows only eight remastered records, Number 4-B&O, 7-N&W/IC, 8-CN, 10-PRR, 19-DM&IR, 29-NKP 779 and SP-5-SOO/IC the ex-intro record. Also for sale at that time was a second pressing of SP-4 the CSS&SB three record set. Also listed on this order blank was a brand new record. Even with the remastering difficulties going on the Railroad Record Club managed to release one last all-new record. This last hurrah was special pressing number 6-The Milwaukee Road- Box Cab Electric Locomotives on the Coast Division, recorded by Elwin Purington in stereo. On the jacket SP-6 is touted as the “30th Anniversary Issue 1953-1983.” Another fine McMahon drawing graced the cover.

As each 12” reissue was produced, Steventon would revise and update the liner notes. If the record had an existing McMahon illustration it was transferred to the new jacket in the same size it appeared on the 10” jacket, but with a wide white border. If a reissue did not have a previously drawn McMahon picture, one would be commissioned. These black and white record jackets were distinctive and attractive. On the reissues the audio content was always identical to the 10” version, since the same master tapes were used. There was one exception, however. Although the railroad sounds were exactly the same, on the original release of Record number 3-EBT/D&RGW, Steventon had recorded spoken introductions to each of the EBT tracks, just as he had done for the old 78 acetate records in fact, they are exactly the same.  Steventon wanted these introductions removed to correct a mistake and instead of simply taking them off and writing the information into the liner notes, he had Elwin Purington re-record them.

The long and expensive remastering project continued into 1990. A test pressing for Record number 16-Westside Lumber had a memo attached that read: “Record No. 16, Westside Lumber Co. Record pressing approved if “blips” at approximately 3 min, 36 seconds into side one and continuing for about 6 or 7 seconds were corrected. Card returned 1/10/90.”  Not all of the surviving test pressings have dates on the jackets, but it is obvious that this one had to be among the last. By the early 1990s’ compact discs were already poised to topple vinyl records as the standard audio format. Steventon simply choose not to upgrade to yet another new format. Record number 16 being reissued in 1990, proves that Steventon worked at remastering the records almost to the end of his life. He died in 1993, just three years after the test pressing date for Record number 16. The long, expensive, and difficult remastering program started in 1973 and continued into at least 1990. In all only 17 of the 40 10” records were reissued on 12″ discs.

RAILROAD RECORD CLUB RECORDS REISSUED IN 12″ FORMAT
#1-WABASH (10″ 3rd Edition Cover Art)
#3-D&RGW/EBT (New Cover Art)
#4-B&O (New Cover Art)
#5-D&RGW
#7-N&W/IC (New Cover Art)
#8-CN (New Cover Art) Title changed to “Canadian Railroading In The Days Of Steam”
#10-PRR (10″ 2nd Edition Cover Art)
#15-CB&Q (New Cover Art)
#16-Westside Lumber (New Cover Art) Cover changed from a photograph to a pencil sketch
#17-Soo (New Cover Art)
#18-CNS&M (10″ 2nd Edition Cover Art)
#19-DM&IR
#20-C&IM/NYC
#26-CNS&M (Freight)
#29-NKP 779
#SP-2-NP 2626 (Same photo used on both 10″ & 12″ record covers but reproduced smaller on the reissue)
#SP-4-CSS&SB (passenger) 3 record set was only released on 12″ stock in display box
#SP-5-Soo/IC Formally the introductory record (New Cover Art)
#SP-6-MILW Box Cabs (Only released in 12″ format)
17 records reissued from 10″ to 12″
2 records only released on 12″

The Railroad Record Club didn’t completely die with William Steventon. His son Seth revived the club some years after his father’s death by putting the entire line of records on cassette tapes. By this time, however, CDs were the favored format and the effort was shelved.

Because of William A. Steventon’s commitment to recording the vanishing sounds of a passing era on American railroads, and just as importantly, making those recordings available to all who were interested, we can today hear the sounds of a Hagerstown & Frederick interurban car speeding past a lonely country crossing. We can experience the sonic thunder of a New York Central 4-6-4 blasting out of Mount Carmel, Illinois with a whistle full of water. We can ride along in the cab of a CSS&SB freight motor on its trip out of Michigan city, and we can enjoy the work of the other talented railroad recordists whose work Steventon put on his records. We can even listen to that whining rotary converter in Harristown, Illinois.

-Kenneth Gear

New Steam Audio CD:

FTS
Farewell To Steam
Mister D’s Machine
# of Discs – 1
Price: $14.99

Farewell To Steam
On February 6, 1955 the Santa Fe Railway ran a railfan train from Los Angeles to Barstow and back for the Railway Club of Southern California. This was Santa Fe’s last run powered by a steam locomotive over this route. The engine was a 4-8-4, #3759. We have used the original, rare 1955 mono version of this recording, and not the later 1958 reissue that had a bunch of echo added to create a fake stereo effect.

Mister D’s Machine
When diesel locomotives replaced steam in the 1950s, they offered a multitude of different sounds. This original 1963 stereo recording showcases the many sounds of diesels on the San Joaquin and Los Angeles Divisions of the Southern Pacific, including the Tahachappi Loop, an engineering feat that made modern railroading famous.

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

Total time – 72:56

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year 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 will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

gh1

This is our 220th 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 446,000 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.

The Magic of Jack Bejna

CA&E Car 52 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

Some of you have a device called a Magic Jack to make telephone calls using your home computer. But as many of our readers know, this blog also has a “Magic Jack” all of its own.

Today’s post features the work of Jack Bejna, whose pictures have been featured here many times previously. He loves finding old photographs and works his own brand of magic on them, making them look better using Photoshop.

We thank him for sharing these great images with our readers. The comments that follow, in this section, are Jack’s. Just to keep a hand in, we also have a few additional photos of our own that follow.

Enjoy!

-David Sadowski

Chicago Aurora & Elgin at Laramie Avenue

Here are a few shots of the yard at Laramie Avenue. The first shows the yard looking east with the freight shed at the right, and at the left a CTA train heads west. The second shot features a CA&E train heading west (not sure but looks like a motorman in the front window). The third shot is at the freight house looking west. The tracks in the foreground were used to store CA&E trains when not needed, and many photographs of CA&E cars were taken at this location through the years. The fourth shot shows a CA&E freight at Flournoy Street heading west. In the background can be seen the mid-day storage tracks for CA&E cars.

CA&E Lockwood Yard at Laramie.

CA&E Lockwood Yard at Laramie.

CA&E Laramie Yard overview.

CA&E Laramie Yard overview.

CA&E Laramie Ave freight house.

CA&E Laramie Ave freight house.

CA&E 7 at Flournoy Street, Laramie Yard.

CA&E 7 at Flournoy Street, Laramie Yard.

Chicago Aurora & Elgin Wheaton Yards

CA&E car 18 (Niles 1902), plus cars 44 and 423.

CA&E car 18 (Niles 1902), plus cars 44 and 423.

CA&E car 24 (Niles 1902).

CA&E car 24 (Niles 1902).

CA&E car 26 (Niles 1902).

CA&E car 26 (Niles 1902).

CA&E car 28 (Niles 1902).

CA&E car 28 (Niles 1902).

CA&E Car 34 end view (Stephenson, 1902).

CA&E Car 34 end view (Stephenson, 1902).

CA&E Car 34 (Stephenson, 1902).

CA&E Car 34 (Stephenson, 1902).

CA&E Car 36 (Stephenson, 1902).

CA&E Car 36 (Stephenson, 1902).

CA&E Car 48 (Stephenson, 1902).

CA&E Car 48 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

CA&E Car 52 (Stephenson, 1902).

Detroit Jackson & Chicago

I believe that all of these pictures were taken in or near Jackson, Michigan. The Jackson depot is lettered Michigan United Railways in one picture, Michigan United Traction Comapny in another, and the cars are lettered Michigan Railway Lines, all as a result of several changes of ownership of the Detroit Jackson and Chicago lines. Also included is a map of downtown Jackson.

Jackson Interurban Station postcard.

Jackson Interurban Station postcard.

Jackson Interurban Station.

Jackson Interurban Station.

Jackson, Michigan Traction Map.

Jackson, Michigan Traction Map.

Michigan Railway Lines - Car 1.

Michigan Railway Lines – Car 1.

Michigan Railway Lines - Car 2.

Michigan Railway Lines – Car 2.

Michigan Railway Lines - Car 3.

Michigan Railway Lines – Car 3.

Michigan Railway Lines - Car 16.

Michigan Railway Lines – Car 16.

Michigan Railway Lines - Cars 27 and 64.

Michigan Railway Lines – Cars 27 and 64.

Michigan Railway Lines - Car 65.

Michigan Railway Lines – Car 65.

Michigan Railway Lines - Car 85.

Michigan Railway Lines – Car 85.

Michigan Railway Lines - Car 647.

Michigan Railway Lines – Car 647.

Detroit United Railway

Some years ago a friend of mine told me that her uncle had died and left a lot of railroadiana behind, and I could have a look and take anything I wanted. Most of the stuff was not worth anything but I did come across two small (4”x 6”) two ring binders that were full of Detroit United Railways and Michigan Interurban equipment photos. The DUR photos had in-depth tech specs on the photo back for the particular car pictured. The pre-printed tech spec info form was dated: Rep cost 10-1-1921. I believe these photos were part of an audit for an upcoming fare increase request. I therefore believe that the photos were taken circa 1921.

I kept the binders and several years ago I started scanning them and Photoshopping them when I had time to spare. The quality of the pictures (i.e., exposure, lighting, etc.) varies but there are a number that are fine following a lot of Photoshop work.

Most of the photos don’t include the location where the photo were taken, and, since I’m not familiar with Michigan towns and cities, I don’t have any idea where the pictures were taken, with some exceptions.

I hope that readers of your fine blog may help to identify locations of some of the photographs.

DUR Car 1026

DUR Car 1026

DUR Car 1857

DUR Car 1857

DUR Car 1939

DUR Car 1939

DUR Car 2004

DUR Car 2004

DUR Car 2046

DUR Car 2046

DUR Car 2105

DUR Car 2105

DUR Car 5200

DUR Car 5200

DUR Car 5623

DUR Car 5623

DUR Car 7001

DUR Car 7001

DUR Car 7051

DUR Car 7051

DUR Car 13

DUR Car 13

DUR Car 1861

DUR Car 1861

DUR Car 7053.

DUR Car 7053.

DUR Car 7067.

DUR Car 7067.

DUR Car 7081.

DUR Car 7081.

DUR Car 7103.

DUR Car 7103.

DUR Car 7105.

DUR Car 7105.

DUR Car 7256.

DUR Car 7256.

DUR Car 7263.

DUR Car 7263.

DUR Car 7272.

DUR Car 7272.

DUR Car 7288.

DUR Car 7288.

DUR Car 7292.

DUR Car 7292.

DUR Car 7312.

DUR Car 7312.

Recent Finds

CTA wooden "L" car 1024 at the Illinois Electric Railway Museum in North Chicago, February 1960. The original museum location was at the Chicago Hardware Foundry Company, adjacent to the North Shore Line tracks. Some of the wooden "L" cars were operated under their own power to North Chicago. This car, originally built by Pullman in 1898 as Northwestern Elevated Railroad 24, has since been restored to its original condition at IRM in Union.

CTA wooden “L” car 1024 at the Illinois Electric Railway Museum in North Chicago, February 1960. The original museum location was at the Chicago Hardware Foundry Company, adjacent to the North Shore Line tracks. Some of the wooden “L” cars were operated under their own power to North Chicago. This car, originally built by Pullman in 1898 as Northwestern Elevated Railroad 24, has since been restored to its original condition at IRM in Union.

Illinois Terminal Railroad line car 1702, built by that operator in 1922, at North Chicago in February 1960.

Illinois Terminal Railroad line car 1702, built by that operator in 1922, at North Chicago in February 1960.

Illinois Terminal car 101 at IERM in North Chicago in February 1960. Don's Rail Photos: "101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL." This car ran between St. Louis and Alton.

Illinois Terminal car 101 at IERM in North Chicago in February 1960. Don’s Rail Photos: “101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL.” This car ran between St. Louis and Alton.

Don's Rail Photos says, (North Shore Line) "213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964." Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Don’s Rail Photos says, (North Shore Line) “213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Chicago Aurora & Elgin car 419 is eastbound west of DesPlaines Avenue in Forest Park in November 1951. The gas holder, at right, was a local landmark for many years.

Chicago Aurora & Elgin car 419 is eastbound west of DesPlaines Avenue in Forest Park in November 1951. The gas holder, at right, was a local landmark for many years.

This photo appears to have been taken on Clark Street across from Lincoln Park during one of those late 1950s Chicago streetcar fantrips (possibly October 21, 1956). I thought this one was intersesting, since the man at left may very well be noted railfan William Hoffman, whose films and slides are now part of the Wien-Criss Archive.

This photo appears to have been taken on Clark Street across from Lincoln Park during one of those late 1950s Chicago streetcar fantrips (possibly October 21, 1956). I thought this one was interesting, since the man at left may very well be noted railfan William C. Hoffman, whose films and slides are now part of the Wien-Criss Archive.

I realize this is not the greatest quality picture, but it does appear to show the late Bill Hoffman shooting film using a tripod to steady his camera.

I realize this is not the greatest quality picture, but it does appear to show the late Bill Hoffman shooting film using a tripod to steady his camera.

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

More about the Hoffmans from Jeff Wien:

Dorothy and Bill were twins. They were born on May 15, 1910. Bill was 78 when he died (July 5, 1988) and Dorothy was 88 when she died. Dorothy died on May 10, 1999, five days short of her 89th birthday.

Dorothy was a wonderful person. Very generous in her donations to the Illinois Railway Museum in Bill’s memory. She funded the Hoffman Garage and other motor bus related projects. Dorothy donated over $800,000 to IRM, mostly motor bus related.

The Chicago Transit Authority, whose operating area covers most of Cook County, added the words "Metropolitan Transit" to its logo around 1958. This image was made from an original Kodalith originally in the collections of the late Robert Selle. My guess is he obtained it from the CTA back in the late 1950s. A Kodalith uses graphic arts film, and was likely made from the original logo artwork. Graphic arts film renders things in either black or white, and does not include gray tones as would conventional film. This image was not made by taking a picture of a logo on the side of a bus or "L" car. (Wien-Criss Archive)

The Chicago Transit Authority, whose operating area covers most of Cook County, added the words “Metropolitan Transit” to its logo around 1958. This image was made from an original Kodalith originally in the collections of the late Robert Selle. My guess is he obtained it from the CTA back in the late 1950s. A Kodalith uses graphic arts film, and was likely made from the original logo artwork. Graphic arts film renders things in either black or white, and does not include gray tones as would conventional film. This image was not made by taking a picture of a logo on the side of a bus or “L” car. (Wien-Criss Archive)

Don's Rail Photos says that North Shore Line car 231 "was built by Cincinnati in May 1924, #2720, as a merchandise despatch car. It was rebuilt as a plow in 1949." That's the configuration we see it in here. It does not appear to have been saved.

Don’s Rail Photos says that North Shore Line car 231 “was built by Cincinnati in May 1924, #2720, as a merchandise despatch car. It was rebuilt as a plow in 1949.” That’s the configuration we see it in here. It does not appear to have been saved.

This interesting scene shows North Shore Line car 413 (and train) turning off street running on Greenleaf Avenue in Wilmette on the Shore Line Route, which uit in 1955. The building at right is still standing.

This interesting scene shows North Shore Line car 413 (and train) turning off street running on Greenleaf Avenue in Wilmette on the Shore Line Route, which uit in 1955. The building at right is still standing.

The same location today. We are looking east. North Shore Line cars turned into what is now the parking lot at left, before running north parallel to the Chicago & North Western tracks.

The same location today. We are looking east. North Shore Line cars turned into what is now the parking lot at left, before running north parallel to the Chicago & North Western tracks.

Lehigh Valley Transit 812 is shown running a special at Souderton PA on May 14, 1951. Service on the Liberty Bell interurban ended in September 1951, and unfortunately, this car was not saved.

Lehigh Valley Transit 812 is shown running a special at Souderton PA on May 14, 1951. Service on the Liberty Bell interurban ended in September 1951, and unfortunately, this car was not saved.

Baltimore Transit Company "Peter Witt" car 6076 is on Route 8 on Fayette. Don's Rail Photos adds, "6051 thru 6100 were built by Cincinnati in 1930 and retired in 1955." I thought of this since the body of a similar 1930s Peter Witt car from Indianapolis was being stored at the ill-fated Indiana Transportation Museum in Noblesville. Hopefully, it can be saved. (Walter Broschart Photo)

Baltimore Transit Company “Peter Witt” car 6076 is on Route 8 on Fayette. Don’s Rail Photos adds, “6051 thru 6100 were built by Cincinnati in 1930 and retired in 1955.” I thought of this since the body of a similar 1930s Peter Witt car from Indianapolis was being stored at the ill-fated Indiana Transportation Museum in Noblesville. Hopefully, it can be saved. (Walter Broschart Photo)

Chicago Aurora & Elgin wood car 301 at the Wheaton Yards on July 8, 1955. Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940." As part of this modernization, the car's stained glass windows were covered up. Unfortunately, this car was not saved.

Chicago Aurora & Elgin wood car 301 at the Wheaton Yards on July 8, 1955. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.” As part of this modernization, the car’s stained glass windows were covered up. Unfortunately, this car was not saved.

Chicago Aurora & Elgin 138 at Laramie Yards on May 17, 1948. Don's Rail Photos: "138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date." Starting in 1936, the CA&E leased several wood cars from the North Shore Line, including this one. They were returned to the NSL in 1945 and operated there briefly before being purchased by CA&E the following year. These cars were no longer needed after the September 1953 cutback in service to Forest Park and were scrapped. I believe we are looking to the west. (Richard J. Anderson Photo)

Chicago Aurora & Elgin 138 at Laramie Yards on May 17, 1948. Don’s Rail Photos: “138 was built by American Car Co in March 1910, #844, as C&ME 138. It was rebuilt in 1914 and no retired date.” Starting in 1936, the CA&E leased several wood cars from the North Shore Line, including this one. They were returned to the NSL in 1945 and operated there briefly before being purchased by CA&E the following year. These cars were no longer needed after the September 1953 cutback in service to Forest Park and were scrapped. I believe we are looking to the west. (Richard J. Anderson Photo)

This three-car train of Chicago Transit Authority 4000-series "L" cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, "Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station. Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don't recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo. When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at https://www.chicago-l.org/operations/lines/kenwood.html . Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no "married pairs" of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings. Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.) And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant "proceed". One ding meant "hold". The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman's compartment, his signal to go. The longer the train, the longer it took to leave the station."

This three-car train of Chicago Transit Authority 4000-series “L” cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, “Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station.
Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don’t recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo.
When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at
https://www.chicago-l.org/operations/lines/kenwood.html .
Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no “married pairs” of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings.
Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.)
And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant “proceed”. One ding meant “hold”. The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman’s compartment, his signal to go. The longer the train, the longer it took to leave the station.”

The late photographer Robert Selle writes, "CTA one-man car 6180 turning north onto State Street from 43rd Street (43rd Street line), August 1, 1953."

The late photographer Robert Selle writes, “CTA one-man car 6180 turning north onto State Street from 43rd Street (43rd Street line), August 1, 1953.”

The Chicago Surface Lines decorated several of its streetcars for patriotic purposes during World War II, but here we see 1741 postwar on March 19, 1946, promoting the American Red Cross. I believe this southbound Broadway-State car is operating on Wabash just north of the Chicago River, as the new State Street bridge did not open until 1949.

The Chicago Surface Lines decorated several of its streetcars for patriotic purposes during World War II, but here we see 1741 postwar on March 19, 1946, promoting the American Red Cross. I believe this southbound Broadway-State car is operating on Wabash just north of the Chicago River, as the new State Street bridge did not open until 1949.

Bob Selle: "CTA car 115 northbound on Kedzie Street line at 35th and Kedzie, July 23, 1953." Daniel Joseph adds, "I do not believe this photo is at Kedzie & 35th Street. 35th Street never went to Kedzie and 36th Street had street car tracks."

Bob Selle: “CTA car 115 northbound on Kedzie Street line at 35th and Kedzie, July 23, 1953.” Daniel Joseph adds, “I do not believe this photo is at Kedzie & 35th Street. 35th Street never went to Kedzie and 36th Street had street car tracks.”