Over the years, I have seen many poor quality duplicate slides with this view, looking to the northwest, with a Garfield Park “L” train crossing the Met bridge over the Chicago River, with Union Station in the background. However, this was scanned from an original red border Kodachrome slide, circa 1955-58. The name of the photographer is not known. This must be a Garfield train, and the results are stunning. Douglas cars were re-routed over the Lake Street “L” in 1954. Logan Square trains began running via the Milwaukee-Dearborn Subway in 1951.
Here we have another bevy of classic traction photos for your enjoyment. All are from our collections, and nearly all were scanned from the original slides and negatives. Then, they were painstakingly worked over in Photoshop to make them look their best.
These views shine a light on the past, but also help illuminate our present and our future. We chose these images because we think they are important. They show some things that still exist, and other things that don’t.
By studying the past, we can learn from it, and the lessons we learn will help us make the decisions that will determine what gets preserved and improved in the future– and what goes by the wayside, into the dustbin of history.
When faced with the darkness of the present times, we could all use more light.
We have an exciting new Compact Disc available now, with audio recorded on the last Chicago Streetcar in 1958. There is additional information about this towards the end of this post, and also in our Online Store.
Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.
Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.
A North Shore Line Electroliner stops on a curve during the early 1950s, while a woman wearing a long skirt and heels departs. This looks like North Chicago Junction.
Don’s Rail Photos: (Caboose) “1003 was built by American Car & Foundry Co in 1926. It was rebuilt without a cupola but restored when it was acquired IRM.” Here is how part of it looked in the early 1950s.
One of the two ex-North Shore Line Electroliners is shown in Philadelphia in December 1963, prior to being repainted as a Red Arrow Liberty Liner.
Although this was scanned from a duplicate slide, this is an excellent and well known shot, showing the last day fantrip on the North Shore Line’s Shore Line Route in July 1955. The location is Kenilworth, and we are looking mainly to the south, and a bit towards the west. The town’s famous fountain, paid for by the Chicago and Milwaukee Electric, the NSL’s predecessor, is at left. It was designed by noted architect George W. Maher (1864-1926), who lived in the area. The Chicago and North Western’s tracks are at right (now Union Pacific).
A northbound Electroliner, just outside of Milwaukee in July 1962. (Jim Martin Photo)
Car 170 is an NSL Lake Bluff local at the east end of the line on December 23, 1962. The tracks going off to the right connected to what was left of the old Shore Line Route. After the 1955 abandonment, a single track was retained for freight and for access to the Highwood Shops. (Jim Martin Photo)
Once the NSL abandonment was formally approved, in May 1962, there was a flurry of fantrip activity soon after. In June 1962, this trip was popular enough that two trains were used. Here they are on the Mundelein branch, posed side by side. One of the Liners made a rare appearance here. (Jim Martin Photo)
An Electroliner has gone past the east end of the Mundelein branch on a June 1962 fantrip, and is now on the single remaining track of the old Shore Line Route, which continued to Highwood (and ended in Highland Park). (Jim Martin Photo)
A three-car North Shore Line train in Lake Bluff on a snowy day on December 23, 1962. (Jim Martin Photo)
North Shore Line car 714, freshly painted, is at the Milwaukee Terminal on June 16, 1962. (Richard H. Young Photo)
The North Shore Line’s Mundelein Terminal on September 7, 1959.
David A. Myers recently sent me this picture, which shows him making an audio recording during the last run of the North Shore Line, in the early morning hours of January 21, 1963. He still has the tape and I hope someday he will have it digitized.
No information came with this black and white negative, but the location is Highwood. Diners 415 and 419 are present. 419 was out of service by 1949, and 415 was converted to a Silverliner the following year, so that helps date the picture. Car 150, built in 1915, is at the right, along with a Merchandise Despatch car. This picture could be from 1947 or even earlier.
Jim Martin caught this meet between both Electroliners at North Chicago Junction in May 1962.
An Electroliner in Lake Bluff in January 1963. This and the following image were consecutive shots taken by the same (unknown) photographer.
The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”
CTA 53 (originally 5003), seen here at Skokie Shops in July 1971, was one of four such articulated sets ordered by the Chicago Rapid Transit Company and delivered in 1947-48. They were the first tangible evidence of the postwar modernization yet to come, under the management of the new Chicago Transit Authority. They were important cars, as the bridge between the 4000 and 6000 series, but were not that successful operationally on their own, even though they were the first Chicago “L” cars to utilize PCC technology. As it turned out, articulation was more of a dead end than a new beginning here, but these cars did pave the way for further refinements that were realized in the 6000s. As oddball equipment, they were eventually relegated to the Skokie Swift, where they lived out their lives until their mid-1980s retirement.
CTA trolleybus 9510 heads west on Roosevelt Road at Ogden Avenue at 6:50 pm on June 16, 1966.
CTA trolleybus 9499 is southbound on Kedzie at 59th Street on September 10, 1963.
CTA 3311, a one-man car, is at the east end of one of the south side routes in the early 1950s. Andre Kristopans: “3311 is at 67th and South Shore on 67th/69th route.”
A CTA single car unit heads north at Isabella Avenue in Evanston in September 1965. This station, closed in 1973, was a short distance from the end of the Evanston branch (Linden Avenue, Wilmette).
CTA PCC 7101, a product of the St. Louis Car Company, on September 2, 1955. Not sure of the exact location. Our resident south side expert M.E. adds: “As for where this location is, I can more likely tell you where it isn’t. It isn’t on route 49, Western Ave., which was built up everywhere. It isn’t on route 22, Clark-Wentworth, which was also built up everywhere. I thought it might be on route 4, Cottage Grove, just south of 95th, where the streetcar tracks ran in the street for a few blocks before entering private right-of-way. However, I see no sign of the Illinois Central railroad embankment that ran next to Cottage Grove Ave. So that leaves one possibility: Route 36, Broadway-State. Some of that route ran through sparse areas, particularly along 119th St. between Michigan Ave. and Morgan St. My best guess is that this view is on 119th St., looking east from east of Halsted St. Notice the building shadow at the bottom, which means the sun was behind the building, to the south. Ergo, the streetcar is going east. Another reason I think this is 119th St. is the presence of exactly one motor vehicle. 119th St. was far out in those days; buildings were few in number, not just along 119th St. but also route 8A South Halsted (bus). The only “bustling” area that far out was around 119th and Halsted (and west to Morgan), where there were industries like foundries, mills, etc. In fact, I think the only reasons the streetcar line continued to run that far south were (1) to accommodate the people who worked in those industries, and (2) to service the Roseland business district at 111th and Michigan.”
CTA “L” car #1 is at the west end of the Green Line in Oak Park, probably in the 1990s. This car is now on display at the Chicago History Museum.
CTA PCC 4385 is southbound on Clark Street at North Water Street in May 1958, running on Route 22A – Wentworth. (Jeffrey L. Wien Photo)
A northbound CTA Englewood-Howard “A” train, made up of curved-door 6000-series “L” cars, heads into the State Street Subway at the south portal in August 1982.
A southbound CTA Ravenswood “B” train, made up of wooden “L” cars, approaches the Sedgwick station on April 10, 1957.
A two-car mid-day CTA Evanston Express “L” train, made up of single-car units 39 and 47, heads east on Van Buren between LaSalle and State on August 14, 1964. During this period, Loop trains all ran counter-clockwise and there was a continuous platform running from LaSalle to State. The platform sections between stations were removed in 1968.
A northbound CTA Evanston Express train, made up of 4000s, is north of Lawrence Avenue on July 22, 1968. Miles Beitler: “In photo aad017a, the Evanston Express is northbound on the local track between Rosemont Avenue and Sheridan Road (around 6300-6400 north). Granville tower is visible in the distance. PM northbound Evanston Express trains switched to the local track at Granville in order to serve Loyola and Morse stations. (AM trains did not do this.) I believe that sometime in the 1980s or 1990s, to speed up service, Loyola and Morse were no longer served by Evanston Expresses, and the trains remained on the outside express track all the way to Howard.” Andre Kristopans adds, “For years after AM rush until noon Evanston trains used local tracks all the way as Granville tower only manned AM rush. Also AM rush expresses usually crossed over NB as express track was used to lay up trains midday south of Howard. SB expresses always used local tracks to Granville as SB express track did not have 3rd rail north of Granville until 1970s sometime.” Miles Beitler replies, “That is not correct. Third rail was installed on the southbound express track between Howard and Granville at least by 1964, and even before that the expresses ran on that portion using overhead wire.”
A close-up of the previous image, showing Granville Tower.
CTA PCC 7160 is northbound on Clark Street, approaching the loop at Howard Street, on July 5, 1957. (Edward S. Miller Photo)
The Washington station in the State Street Subway in Chicago on July 6, 1975.
CTA single-car unit 39 is southbound at Isabella on August 13, 1964, operating on the Evanston Shuttle.
CTA red Pullman 281 is heading westbound into the turnaround loop at 63rd Place and Narragansett in early 1953. Towards the end of streetcar service on Route 63, older red cars replaced PCCs, which were shifted over to run on Cottage Grove. This residential neighborhood, sparsely populated then, is now completely built up.
CTA salt car AA101 at South Shops, circa 1955-57. Don’s Rail Photos: “AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.”
The view looking north along Halsted Street at 42nd Street on Chicago’s south side, from a real photo postcard. The message on the back was dated August 24, 1910. Postal postcards were a new thing in the early 1900s and were very popular. Some, like this, were made by contact printing from the original photo negative. The Union Stock Yards were at left, and you can see the Halsted Station on then-new Stock Yards “L” branch (opened in 1908) in the distance. Automobiles were not yet common, and you can spot a man riding a horse to the left of streetcar 5150. This car was built by Brill in 1905, and was modernized in 1908. When this picture was taken, it was operated by the Chicago City Railway, as the Surface Lines did not come into existence until 1914.
A close-up from the previous photo.
This Skokie Swift sign graced the Dempster Street terminal of what is now the CTA Yellow Line for many years. It is now at the Illinois Railway Museum. Here is how it looked in September 1985. The original running time was more like 6 1/2 minutes when the line opened in 1964, but things got slowed down a bit in the interests of safety, since there are several grade crossings.
CTA single-car unit #1 at the Skokie Swift terminal at Dempster on June 11, 1965. It was built by St. Louis Car Company in 1960 and had high-speed motors. It was sent to General Electric in 1974 and used to test equipment. Since 2016 it has been at the Seashore Trolley Museum in Maine, but it would require a lot of work (and parts) to restore.
We are looking east along the Indiana Avenue “L” station around 1955. The wooden “L” car at back is a spare, being stored on what had once been the main line track up until 1949. The Kenwood branch ran east from here until 1957. The Stockyards branch went west from here. (C. Foreman Photo)
We are looking east from the CTA’s Indiana Avenue “L” station on September 2, 1955. A northbound Howard “B” train, made up of new curved-door 6000s, approaches on what had once been the middle express track. This was changed in 1949, when the CTA made a major revamp of north-south service. Numerous little-used stations were closed, and A/B “skip stop” service introduced, in an effort to speed things up. Since the express track was no longer needed, the CTA used part of it here to establish a pocket track for Kenwood branch trains, which became a shuttle operation. Sean Hunnicutt adds, “6405-06 are at the front.” Andre Kristopans adds, “At Indiana the layup track was the old LOCAL track, the middle in use was the express.” Northbound “L” trains switched over to what had been the express track (middle) just south of Indiana Avenue. I should have made that clear in the caption, thanks.
Milwaukee Electric articulated unit 1190 is on Main Street in Waukesha, Wisconsin on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”
Milwaukee Electric heavyweight car 1119 is on Main Street on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”
Milwaukee streetcar 972 at the Harwood Avenue terminal in Wauwatosa, circa 1955-58. (W. H. Higginbotham Photo)
The Public Service Building in downtown Milwaukee, located at 4th and Michigan, had been the former rapid transit terminal until 1951. Here is how it appeared on August 23, 1964. (William C. Hoffman Photo) Larry Sakar: “this is the southeast corner of the PSB at 3rd (not 4th) and Michigan Sts. You are looking southeast. Greyhound would continue using the PSB until February, 1965 when it moved to its own, brand new terminal on the northeast corner of North 7th & W. Michigan Sts. In addition to the 3 story terminal on the Michigan St side (the station had about a dozen angled spaces that the buses pulled into. Spaces 1 and 2 were used solely by Wisconsin Coach Lines buses to Waukesha, Racine & Kenosha and for a short time Port Washington. Atop the bus terminal was (and still is) a 2 story parking garage. On the Wisconsin Avenue side Greyhound constructed a 20 story office building. In 2006 when the Amtrak station was remodeled and a bus area added to the west of it in what had been a freight yard (became) a new bus station (outdoor platforms only). Today the entire complex is the Milwaukee Intermodal station.”
Milwaukee streetcar 953 is at the west end of the long Wells Street viaduct (at 44th), circa 1955-58. (W. H. Higginbotham Photo)
A Milwaukee Route 10 streetcar is on the Wells Street viaduct on September 5, 1954. (William C. Hoffman Photo)
A Miller Brewery Company beer wagon at the base of the Wells Street viaduct on September 6, 1954. (William C. Hoffman Photo)
Route 10 streetcar 953 heads east on Wells Street in Milwaukee, having just passed the Pabst theater, on June 25, 1956. (William C. Hoffman Photo)
The same location in 2019.
The caption on this slide says, “M&S body replica at Fond du Lac station, August 4, 1957.”
Two Milwaukee streetcars, including 861, on Howell during a National Railway Historical Society fantrip on September 3, 1955. (Paul Kutta Photo) Larry Sakar: “Photo aad021a is correct. That is Howell Avenue where the streetcar is laying over. More specifically, it is the intersection of South Howell Ave, and East Howard Ave which was the end of the line for Route 11 Vliet-Howell and later just Howell when streetcars came off of Vliet St. For a while in the 40’s streetcars went about a mile farther south on Howell Avenue to the intersection of East Bolivar Ave. Before this became part of the city of Milwaukee this was the Town of Lake. This area was given the name Tippecanoe. If you would turn a bit more east, today on the southeast corner of Howell & Howard there is a branch of the Milwaukee Public Library appropriately called Tippecanoe. Library. MPL calls their branches, “Neighborhood libraries”.”
Milwaukee streetcar 903 is in white and green as the “Stay Alive” car on Route 10 on October 2, 1953. Larry Sakar: “This is car 943 the Milwaukee Safety Commission green and white car. Dave Stanley and some of the other Milwaukee TM fans I know have said that if streetcars had lasted until July of 1975 when the Milwaukee County Transit System took over M&STC this is what they’d have looked like sans the safety message. Here is the great irony involving car 943. It didn’t practice what it preached. It was wrecked in 1955 at 4th & Wells Sts. downtown when it collided with a city of Milwaukee garbage truck. OOPS!”
A Milwaukee Road Hiawatha train in Milwaukee in 1954. Larry Sakar: “aad013a is the original Milwaukee Road station at North 4th & W. Everett Streets. The easternmost part of the trainshed was kiddie-corner from the southwest corner of the Public Service Bldg. but the station building was at 4th St. fAcing the park that is still there.Over the years that park has had lord knows how many different names. Today it is called Zeidler Union Park. However the Zeidler for whom it’s named is not Frank who was Mayor of Milqwaukee from 1948-1960. The park is named for Frank’s older brother, Carl who was Mayor for just two years 1940 to the outbreak of WWII on 12-7-41. He was in the U.S. Naval; Reserve and was called to Active Duty early in 1942. He was killed in action when the ship he was on was torpedoed and sunk by a Japanese submarine. in 1943. Carl was a Democrat. Frank was a Socialist. The site of the Everett St. Milwaukee Road station is now I794. That row of smaller buildings to the right of the train belonged to the Railway Express Agency. After he was no longer employed as a towerman, the late Don Ross went to work for REA. Remember, when express died out on passenger trains they became REA Air Express but they didn’t last.”
A Chicago Aurora & Elgin freight train, led by electric locos 4005 and 4006, is at Lakewood on March 17, 1957. (James J. Buckley Photo)
Pacific Electric blimp car 401 is signed for San Pedro. We have no other information on this original red border Kodachrome slide, but PE service to San Pedro was replaced by bus on January 2, 1949.
The caption on this September 11, 1977 photo in New York City says, “Jamaica Avenue, 160th Street – Last train.” Bill Wasik writes, “Re the 9/11/1977 NYC photo: Exploring New York City a few months after moving there in 1977, I entered an uptown-bound subway train at a station near the New York Stock Exchange, intending to take a short ride north to Midtown Manhattan. Minutes later, I had to change my plans when the train suddenly emerged in sunlight on the Lower East Side and began to cross the Williamsburg Bridge heading east to Brooklyn. With nothing better to do on a nice late summer afternoon, I decided to take this “J” train to the end of the line, which at the time was near where the car shown in this photo is stopped. The setting here was an ancient elevated structure that ran above the Jamaica Avenue shopping district in Queens, apparently on the day Jamaica Line service (once known as the Broadway Elevated) was cut back from 160th Street west to Queens Boulevard. The structure shown here was demolished around 1980, with bus service and the 1988 opening of the Archer Avenue rapid transit lines eventually replacing portions of the old Broadway El west to 121st Street in Queens.”
Vintage District of Columbia streetcar 303 and trailer 1512 are on a May 1959 fantrip. There are no wires here, as underground conduit was used for power in DC. Don’s Rail Photos: “303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian.”
Boston MTA PCC 3219 is about to descend into the Tremont subway entrance at Pleasant Street on April 23, 1960. This portal was closed on November 19, 1961 and sealed up. It is presently the location of Elliot Norton Park, although there have been proposals to reuse the portal.
The same location in 2020.
Baltimore Transit PCC 7102 is on route 8 – Irvington on November 2, 1963, in a view taken out of the front window of a PCC going the opposite way. Streetcar service in Baltimore ended the next day, but light rail returned to the city in 1992.
One of the two Liberty Liners (ex-North Shore Line Electroliners) on the Red Arrow’s Norristown High-Speed Line in March 1964. (David H. Cope Photo)
A two-car train of Bullets, near the Philadelphia city limits, in this October 26, 1946 photo by David H. Cope.
A Philadelphia and Western Bullet car is near the Norristown terminal on May 14, 1949.
Open car 20 on the Five Mile Beach Electric Railway in Wildwood, New Jersey on August 26, 1934. This car still exists and is now owned by the Liberty Historic Railway. In 2019 the body of car 20 was sent to Gomaco for restoration, in hopes it can operation once again in the future.
New Compact Disc, Now Available:
The Last Chicago Streetcars 1958
# of Discs – 1
Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.
Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.
These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.
As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.
Total time – 74:38
Chicago’s Lost “L”s Online Presentation
We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.
The Trolley Dodger On the Air
We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.
Our Latest Book, Now Available:
Chicago’s Lost “L”s
From the back cover:
Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.
The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.
Title Chicago’s Lost “L”s Images of America Author David Sadowski Edition illustrated Publisher Arcadia Publishing (SC), 2021 ISBN 1467100007, 9781467100007 Length 128 pages
Chapters: 01. The South Side “L” 02. The Lake Street “L” 03. The Metropolitan “L” 04. The Northwestern “L” 05. The Union Loop 06. Lost Equipment 07. Lost Interurbans 08. Lost Terminals 09. Lost… and Found
Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:
For Shipping to Canada:
For Shipping Elsewhere:
Help Support The Trolley Dodger
This is our 291st 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 905,000 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.
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.
In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.
Photographers like Bill Hoffman, Truman Hefner, Joe Diaz, and Edward Frank, Jr. took their cameras with them everywhere back in the 1940s and 1950s. They were able to go to lots of interesting places, many which no longer exist. Today’s post features some of their work, plus that of other railfan shutterbugs. Most are from our own collections, and some have been generously shared by William Shapotkin.
Many of these pictures were taken at the CTA’s South Shops. 1950s streetcar fantrips often included a shops tour, and Hoffman took many pictures of whatever was out on the scrap track at that time. In addition, historic cars that had been saved were trotted out for pictures. This tradition ended after the last Chicago streetcars ran in 1958. In the mid-1980s, the CTA’s collection was parsed out between the Illinois Railway Museum and Fox River Trolley Museum, where these historic vehicles can be appreciated today.
Since 2015, we have offered an ever-expanding catalog of classic out-of-print railroad audio from the 1950s and 60s, remastered to CDs. This includes the entire Railroad Record Club output, some of which has now been remastered from the original source tapes. The proceeds from these sales help underwrite the costs of maintaining the Trolley Dodger blog. Postage costs have gone up by a lot, so as of November 15, 2021, we will have no choice but to raise the prices of our single disc CDs by $1. The price of multi-disc sets, DVDs, and books will be unaffected. Until then, you can still purchase discs through our Online Store and via eBay at current prices.
According to the information I received with this slide, this Jackson Park “L” train is going to the Metropolitan “L” Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South “L”. Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: “The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line.”
This is the view looking east from out of the back of a westbound Stock Yards “L” train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here– two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)
CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)
CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date– there were two major conventions in July 1952, so that’s a possibility. I’m also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)
On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street “L”, about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the “L” being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)
Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)
Don’s Rail Photos: “W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955.” Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)
CTA supply car S201 at South Shops on July 2, 1949. Don’s Rail Photos: “S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)
The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman’s lens, shows CTA salt cars AA103 and AA89. Don’s Rail Photos: “AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954.” And: “AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954.”
Salt cars and snow plows at South Shops on June 15, 1958. Don’s Rail Photos: “E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959.” (William C. Hoffman Photo)
CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don’s Rail Photos: “Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)
Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)
The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called “PCC Conversion Program” whereby some parts were used in new 6000-series rapid transit cars. Here’s what Don’s Rail Photos has to say about work car AA104, seen at front: “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.
North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.
North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.
The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)
I’m not sure who the Swift is in this picture, but it isn’t the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)
Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” (William Shapotkin Collection)
CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2564 – Torrence Shuttle south of CWI crossing at 112th looking ne.”
CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: “CSL 2773 is northbound on Lake Park Ave at 55th St.” And our resident South Side expert M.E. chimes in: “The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north.” Andre Kristopans: “2773 – Lake Park/56th looking SE.”
FYI, the picture above seems to be a better match to 55th than 115th. Compare with this picture, from one of our previous posts:
CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.
This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: “The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that “new” trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I’m not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city’s boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC’s 59th – 60th St. station.”
CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: “CSL 5074 is southbound on Canal St at 24th St.” Our resident South Side expert M.E. adds, “As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th.” Andre Kristopans: “5074 – Canal/24th looking n.”
CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2512 – 106th/Indianapolis looking E.”
CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “2518 – Calumet Western crossing about 129th looking N.”
Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: “HWEC 76 – most likely Indianapolis and Exchange at end of line in East Chicago.”
Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)
Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “HWEC 74 – further study suggests Hohman near Michigan looking S – note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad.” Mike Franklin writes: “Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there).”
CSL 2594. Don’s Rail Photos notes that this car, nicknamed a Robertson, was “built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2594 – 106th crossing BRC and PRR 106th east of Torrence looking E.”
Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)
CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street “L”) has shared space there since 1962. (William Shapotkin Collection)
The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.
Chicago Surface Lines one-man car 3205. I can’t make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “3205 – 51st west of Stewart – sign “55th-LAKE PARK” looking W.”
Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad’s 30th Street Station. (William Shapotkin Collection) Michael Greene writes: “The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged.”
A Chicago & North Western train on the Northwest Line at Mayfair on Chicago’s northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: “CNW on shoofly – Addison looking N.” (Mayfair is a neighborhood located within Albany Park on Chicago’s northwest side.) Richmond Bates: “The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can’t identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks.”
I don’t know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of ’79. (William Shapotkin Collection)
This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA “L” station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)
CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don’s Rail Photos: “3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936.” (William C. Hoffman Photo)
West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World’s Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)
The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)
North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a “replica,” which is incorrect.
The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)
The Humboldt Park “L” crossing Humboldt Boulevard in 1949. Where the “L” crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)
The Humboldt Park “L” at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)
The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.
A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park “L”, possibly circa 1949. The view looks east. (William Shapotkin Collection)
Bill Hoffman’s attempt to get a shot of bot a CTA “L” car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: “This picture shows the Van Buren temporary tracks used by the Garfield Park ‘L’ from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as ‘two shades of mud’.” It’s worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park “L” between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.
For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park “L” right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the “L” on Paulina was just west of here, but was not then in use. “L” cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street “L” starting in April 1954– a connection used now by Pink Line trains. The streetcar is running on Route 9 – Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.
The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)
This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That’s a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)
CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)
Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.
CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)
The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)
CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: “PCC 7200 – Vincennes at 81st looking NE.”
We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)