Two Chicago Aurora and Elgin cars (both from the 450-series) cross the Chicago River on the Metropolitan West Side Elevated in 1949.

CA&E 432, seen here in Wheaton, was built by the Cincinnati Car Company in 1927, part of an order for 15 cars. 431 and 434 were the only cars saved by museums. (William C. Janssen Photo)

CA&E car 404 seems a bit lonely in this picture taken on June 13, 1957 at St. Andrews, on the line between Wheaton and Elgin. You can see how much of this branch did not have (and in many places, still do not have) large population centers. This was only about three weeks before the end of passenger service.

This picture, looking west at the CTA’s Forest Park Terminal, was taken on July 5, 1957, just two days after the interurban abruptly stopped running passenger service in mid-day, stranding thousands of commuters. Note the neon CA&E sign still hanging at right, which had once been downtown in front of the Wells Street Terminal. An inbound Garfield Park “L” train, made up of 4000-series cars, is at left. This terminal was reconfigured in 1959, while the Congress (now Eisenhower) expressway was under construction just south of here.

The Chicago Great Western Railway ran parallel to the Chicago Aurora and Elgin for several miles west of First Avenue in Maywood. Here, we see an eastbound freight train in Maywood (possibly near 11th or 9th Avenue) on March 14, 1957, when the CA&E still ran passenger service. Locomotive 111C was an F3 diesel, built by the Electro-Motive Division in March 1948. The Chicago and North Wesern, a CGW competitor, purchased the railroad in 1968. C&NW retained any long-haul lines CGW had, and abandoned all the short-haul ones such as this, as they were not profitable. Parts of the CGW right-of-way have become the Great Western Trail, much as the CA&E is now the Illinois Prairie Path.

CA&E steel cars 415 and 407 make up part of a five-car train at Wheaton.

After the CA&E officially went defunct as a railroad in 1961, its fleet of cars were put up for sale. The ten 450-series cars almost went to Cleveland for use on a planned rapid transit extension to an airport. But the project was delayed for several years, and the line finally opened in 1969 with the new Airporter cars seen here. Ultimately, only four of the ten cars were saved.

From 1908 until 1922, the Forest Park Amusement Park operated between the Aurora Elgin and Chicago (predecessor of the CA&E) tracks and the Waldheim cemetery. This real photo postcard view looks to the southwest. This was a major operation, with what was said to be the largest roller coaster in the US at that time, plus other rides including a Chute-the-Chutes. It was a major traffic generator for the interurban and the Garfield Park “L”, which also ran here. After Prohibition went into effect in 1920, the park could not make money and soon closed. The Eisenhower expressway runs through here now.

This advertisement, which appeared in the August 17, 1910 edition of the Chicago Evening American, shows how the AE&C used promotions to try and drum up business on the interurban. People worked a six day week then, and there was a need for more ridership on Sundays.

By 1906, the Aurora, Elgin and Chicago (predecessor of the CA&E) operated local service in Aurora and Elgin as well as an interurban along the Fox River connecting the two cities. Here, we see some local streetcars at Fountain Square in Elgin, circa 1907.

The AE&C station in Elgin was adjacent to a theater. Cars were boarded behind the building, as the interurban to Chicago did not have any street running in Elgin.

The CA&E’s end of the line in Elgin ran along the Fox River, rather than the street running it had in Aurora until 1939. The tracks here were directly behind the buildings seen in the previous picture.

AE&C car 202, built in 1906 by the Niles Car Company, is running in Elgin, on the interurban that connected Carpentersville on the north and Yorkville on the south. Following the AE&C bankruptcy in 1919, the Fox River line was reorganized into the Aurora Elgin and Fox River Electric. Passenger service ended in 1935.

The AE&C station in Aurora was located in this building, from 1915 to 1935. The Traction Terminal building, now the Hotel Arthur, still stands. Until the end of 1939, riders boarded in the street in Aurora.

A street scene in Aurora in the early 1900s.

Fox River Park, originally called Riverview, was located south of Aurora and was a major generator of traffic for the Aurora Elgin and Fox River Electric until it closed in 1925. It had to change its name after Riverview Park in Chicago became popular.

The AE&FRE interurban ran right to the entrance of Fox River Park.

After the AE&FRE ended passenger service in 1935, freight continued on a small portion of trackage in South Elgin, serving the State Hospital there.

The AE&FRE ran electric freight until 1946, when it purchased this small General Electric diesel engine #5. Here, it is seen running freight at the State Hospital in South Elgin in November 1972, shortly before that location stopped using coal, which ended the need for freight. The freight operation had shared trackage for a few years, starting in the mid-1960s with a trolley museum, originally called RELIC. That is now the Fox River Trolley Museum. Diesel engine #5 remains in their collection. The AE&FRE may still exist as a corporate entity. (Mike Schafer Photo)

Railroads typically gave passes to certain employees of other railroads, as seen here.

After the Chicago Aurora and Elgin quit operating freight service in June 1959, there were a few places where other railroads wanted to continue it. Elgin was one such place. This map shows how the Milwaukee Road purchased a short stretch of former CA&E trackage, already connected to it via an interchange, for access to the McGraw Edison plant there. As you can see in this map dated September 28, 1962, they purchased just enough track to service the plant.

In August 1957, an inbound Lake Street “B” train departs from the Marion Street station at South Boulevard. The outer portion of Lake (between Laramie Avenue and Forest Park) ran on the ground until October 28, 1962. Crossing gates were manually operated, and you can see the gateman’s shanty in the foreground (and who is that holding a stop sign?). The area has become much more built up in recent years, as there is nowhere to go but up.

This C. R. Childs real photo postcard, postmarked in 1907, shows the Lake Street “L” running left-handed at ground level. The view looks west along Lake at Central Avenue. The postcard says this is South Boulevard, but that name is used west of Austin (6000 W.) in Oak Park. This picture was taken prior to the construction of the Chicago and North Western’s embankment, located just to the right (north) of the “L”. The Lake and Northwestern elevated lines ran left-handed until the Loop was reconfigured to operated unidirectional (counter-clockwise) in 1913, when the north and south lines were through-routed to increase capacity. This section of Lake Street was renamed to Corcoran Place in the mid-1960s after the local alderman, a close friend of Mayor Richard J. Daley, died suddenly from a heart attack. We ran a colorized version of this photo in a previous blog post.

We are used to seeing pictures of Route 22 – Clark-Wentworth streetcars here at 81st and Halsted taken in the 1950s, when the line was operated with PCC cars. But prior to the arrival of the postwar cars, Clark used 1929-era Peter Witt cars (some call them “Sedans”) such as the 6286 you see here. This picture was taken in either 1940 or 1941, as that’s Chicago Surface Lines car 2802 right behind it. That would date the picture to either June 12, 1940 or July 13, 1941, as the same car was used on both CERA trips. Single-ended streetcars like the Witts and the PCCs had to make a backup move into traffic to proceed north from here, as there never was a turning loop at this location.

John Hallman generously donated this real photo postcard to us, which shows extension of the Grand Avenue streetcar line through the Mont Clare neighborhood in 1911. One of the men in the picture may be Thomas A. Rutherford, who donated land in 1915 that now makes up part of Rutherford Sayre Park. Extension of streetcar service to Grand and Harlem spurred the rapid development of the area. Streetcars were replaced by buses in 1951.

An early view of 43rd Street in Chicago, looking west from Langley Avenue (700 E.). Streetcar 5317 was built by Brill in 1907 for the Chicago City Railway.

This view, probably circa 1907, looks west along 43rd Street at Forrestville Avenue (528 E.). Streetcar 5370 was built by Brill-Kuhlman in 1907 for the Chicago City Railway.

This C. R. Childs real photo postcard view of the back of the Chicago and Milwaukee Electric (later the North Shore Line) station in Lake Forest indicates that this was taken prior to its 1910 completion.

An early view of the Chicago and Milwaukee Electric (later the North Shore Line) station in Zion, Illinois, apparently taken from the back of a moving train.

Chicago and Milwaukee Electric car #25 has stopped at the Chicago and North Western station in Highland Park in this early view. While the interurban (later known as the North Shore Line) attempted to eliminate as much street running as possible on what was eventually known as the Shore Line Route, a few sections remained– including this one.

Chicago Lake Shore and South Bend Railway car #74 was built by the Niles Car Company in 1908. Cars like these were replaced by new all-metal ones when successor company the South Shore Line began operating directly into Chicago in 1926 over the Illinois Central’s tracks. Prior to that, these coaches were hauled partway by steam. Sister car #73 is now owned by Bob Harris, who has already spent $1m of his own money to restore it back as close as possible to original condition.

Perhaps the timetable information from the back of this postcard can help date the photo.

Chicago Railways car #4352 presents a bit of a puzzle, as streetcar rosters only list numbers like this as having been used decades later by PCC cars. But it may be that car #4352 was originally bought by the Chicago Union Traction Company, which Chicago Railways took over in 1908. Some CUT cars were renumbered by CR in 1909, which probably helps date this photo. Chicago Railways became one of the underlying constituent companies of the Chicago Surface Lines in 1914. This car is shown operating on the Blue Island line.

South Chicago City Railway car #321 is parked by the South Side “L” at 63rd Street in the early 1900s. Don’s Rail Photos: “2841 was built by Jewett in 1903, (order) #148, as South Chicago City Ry 321. It became Calumet & South Chicago Ry 826 in 1908 and renumbered 2841 in 1913. It became CSL 2841 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA93 in 1948 and retired on May 17, 1958.” So, this picture was taken between 1903 and 1908. If that’s the Englewood branch of the “L”, at Halsted, that station opened on December 24, 1906. That would suggest this picture dates to around 1907. See additional comments by Frank Hicks below.

There aren’t a lot of pictures from Evanston Railways, as streetcar service ended in 1935. Hence, this real photo postcard view of the car barn must also be considered rare.

This early real photo postcard view shows Chicago streetcar #1293, running on the Ashland Avenue route. This would be a sister car to “Matchbox” car #1374, which has been restored to operating condition at the Illinois Railway Museum. Don’s Rail Photos says that the cars in series 1101-1423 were “built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers.”

Chicago Union Traction car #4911 is on Clark Street in this early real photo postcard. The address here, 4362 North Clark, threw me off for a bit until I recalled that Chicago’s street numbers were changed at some point. The Chicago History Museum notes, “In 1909, street numbers changed, with a general rule of thumb that odd numbers became even and vice-versa. Madison was used as the baseline for numbering north and south while State was used as the baseline for numbering east and west.” So, 4362 N. Clark became 6335 N. Clark in 1909, some time after this picture was taken. That makes more sense, as the Devon Car House was located just north of 6400 N. Clark. Another version of this image appeared in one of our earlier posts in 2021, courtesy of Jeff Marinoff, but now we have an original in our collection. This car was later renumbered to 1382, making it a sister car to the Matchbox at IRM (if my math is correct).

This picture was labelled Baltimore, since there is a sign for the Baltimore and Ohio railroad. But it’s actually Chicago, and that’s the Travel and Transportation building at the 1933-34 Chicago World’s Fair (A Century of Progress).

This view of a CTA Stock Yards shuttle looks east from the Exchange Avenue station, and was taken between 1955 and 1957. This type of wooden “L” car was originally used on the Metropolitan West Side Elevated. A similar, although not identical, picture appears in my book Chicago’s Lost “L”s.

Chicago street railway RPO (railway post office) car #8 is shown in 1908. There is a similar car, now numbered 6, at the Fox River Trolley Museum, but that car may have been renumbered when it was rebuilt in 1942, so there is some possibility this may actually be the same car. Below the caption, you can read what the Fox River Trolley Museum has to say about car #6.

This Ektachrome slide was taken by William C. Hoffman on March 30, 1958, looking north along Wabash Avenue just south of Adams Street in Chicago. The North Shore Line had a station inside a building, with a direct connection to the Adams and Wabash “L” station. Unfortunately, the first version of Ektachrome had unstable dyes, and the dye layers other than red have faded badly. This problem was corrected in 1963 when the film was replaced by a new version. Using modern computer technology, it is sometimes possible to restore the color to a scan of such an image, sometimes not. The next photo shows how I was able to somewhat improve the picture. The only other option is to make a black-and-white version, which follows.

As you can see, parts of the image are too red, and other parts are too cyan. Since those are opposite colors, this is as far as the restoration train will go.

There was a Farewell to the Red Cars fantrip in May 1954, sponsored by the Central Electric Railfans’ Association, held two weeks before buses replaced the older streetcars on several lines. After this, the CTA kept ten such cars for emergency use, and the rest were scrapped. Even so, it was found that ten were too many, and ultimately only 144, 225, and 460 were retained for a time, the latter becoming part of the CTA historical fleet of old equipment. That left but two cars for other uses, and this December 18, 1955 fantrip appears to have been the first in a series of excursions that continued up until the end of PCC service in June 1958. On this particular trip in 1955, I believe that was the one where it was promised it would use 144, and car 225 was used instead, with a piece of cloth that had the number 144 over the actual number. The pictures below are snapshots from that trip that I recently purchased. They are not very good pictures, but they do give a bit of the flavor of the event. A PCC car was typically sent along with in case of a breakdown, and such trips were usually held on a Sunday, when buses were substituted for streetcars on some of the remaining lines.

A westbound train at the 11th Street station in Michigan City.

The facade of the old station (designed by Insull staff architect Arthur U. Gerber) has been incorporated into the new one.

Looking west from the 11th Street station in Michigan City.

The view looking west along the right-of-way.

The Beverly Shores station was designed by Insull staff architect Arthur U. Gerber, and was built in 1929. There was originally one other such station on the South Shore Line (Lake Shore, built in 1927). It was demolished in the 1980s.

Originally, a ticket window would have been here. The rest of the building had living quarters for the station agent.

The current art exhibit.

The waiting room.

Carol Ruzic, the woman pictured here, spearheaded the effort to save the station in the 1980s, when it was threatened with demolition. She died earlier this year at the age of 96.

The nearby Beverly Shores Administration building has a tiled roof, just like the station.

This is how the Lake Shore station looked in November 1966. Unfortunately, it was not saved.

North Shore Line electric loco #455 is about to pass the Northbrook station on March 11, 1960. This was one of nine such “Insull Spanish” station on the Skokie Valley Route, all built in 1926. Briergate is the sole survivor.

Geoffrey Baer with retired Kenosha master mechanic Brad Preston.

The Franks Diner started out as a prefabricated structure in 1926, brought here by horsepower. It was later expanded and enclosed in brick.

Here, you can see the original exterior of the diner. This predated the more modern looking streamlined diners that are often seen in the East.