Arcadia Publishing

The Old School

David Sadowski 22 Comments
CSL 5249 appears to be heading southbound on Larrabee, just north of Chicago Avenue. To the left, you see the Montgomery Ward complex, which has since been turned into residential. 5249 is signed to go to Vincennes and 88th, which probably makes this a Halsted car. (Joe L. Diaz Photo) M. E. writes: "The barn at 88th and Vincennes was originally the barn for the Kanakakee cars that ran from the Englewood L station at 63rd Place and Halsted, south on Halsted, southwest on Summit (a short street connecting Halsted with Vincennes), and Vincennes. When that service folded, the Chicago Surface Lines took over the barn. That barn closed early in my lifetime."

CSL 5249 appears to be heading southbound on Larrabee, just north of Chicago Avenue. To the left, you see the Montgomery Ward complex, which has since been turned into residential. 5249 is signed to go to Vincennes and 88th, which probably makes this a Halsted car. (Joe L. Diaz Photo) M. E. writes: “The barn at 88th and Vincennes was originally the barn for the Kanakakee cars that ran from the Englewood L station at 63rd Place and Halsted, south on Halsted, southwest on Summit (a short street connecting Halsted with Vincennes), and Vincennes. When that service folded, the Chicago Surface Lines took over the barn. That barn closed early in my lifetime.”

Today’s post features many “old school” railfan photos, all from the collections of William Shapotkin. In the 1930s and 40s, photographers such as Joe L. Diaz and Edward Frank, Jr. wandered all over Chicagoland, taking black and white photos of streetcars, “L” cars, and interurbans, which they printed up and sold at railfan meetings.

They were still selling these photos into the 1980s and 90s. Years ago, I met both of these gentlemen, who are sadly no longer with us. Perhaps the late Malcolm D. McCarter was the last of this breed. He started selling photos around 1942, and continued to do so for the next 75 years or so. He was also the last living original member of the Illinois Railway Museum.

Unfortunately, these photos often did not come with any documentation as to when, or where, these pictures were taken. We have written captions that include whatever we could determine. But I know that our highly informed, eagle-eyed readers will help us fill in some of the missing details.

When referring to individual photos, please use the file name (i.e. shapotkin262), which you can get by hovering your mouse over the image, instead of saying “the sixth photo down” or some such. We thank you in advance for helping us with these, and let’s thank Bill Shapotkin again for graciously sharing them with us.

You also might want to consider a trip to Indianapolis to attend this year’s Hoosier Traction Meet, which Mr. Shapotkin runs. You can view a flyer (in PDF form) with all the relevant information here.

-David Sadowski

PS- At the end of this post, you will also find a blurb for our upcoming book Chicago’s Lost “L”s, to be released on July 12 from Arcadia Publishing. So far, we have received orders for more than 70 copies, for which we are very grateful.

FYI, we also have a Facebook auxiliary for the Trolley Dodger, which currently has 368 members.

From the Collections of William Shapotkin

CSL Pullman 172. Daniel Joseph has identified this as the intersection of Ogden, Cermak, and Springfield.

CSL Pullman 172. Daniel Joseph has identified this as the intersection of Ogden, Cermak, and Springfield.

north destination Navy Pier. I'd like to add that I see so many trolley poles on the cars, going in both directions, that I think this place was the south terminal which was just north of 93rd St. South of 93rd St., the tracks were used for only a short distance by 93rd/95th St. cars."

CSL 5638, signed for Navy Pier, may be running on the Stony Island route. M. E. writes, “The caption is undoubtedly correct that these are Stony Island cars that had the
north destination Navy Pier. I’d like to add that I see so many trolley poles on the cars, going in both directions, that I think this place was the south terminal which was just north of 93rd St. South of 93rd St., the tracks were used for only a short distance by 93rd/95th St. cars.”

CSL 2803 is southbound on Ashland. (Joe L. Diaz Photo)

CSL 2803 is southbound on Ashland. (Joe L. Diaz Photo)

This picture, taken on April 12, 1915, shows some window damage to CSL car 6063.

This picture, taken on April 12, 1915, shows some window damage to CSL car 6063.

CSL 6101, signed for 35th Street. Chris Cole says this "appears to be taken at the Cottage Grove car barn at 38th Street. The Ida B Welles public housing project 2 story buildings are in the background. The Wells Homes ran from Cottage Grove to King Drive and 35th to Pershing Rd (39th). I also note that there are a number of overhead lines that would be present on the driveway to the barn. I believe that the 35th streetcar used the Cottage Grove barn from 1946 to 1951."

CSL 6101, signed for 35th Street. Chris Cole says this “appears to be taken at the Cottage Grove car barn at 38th Street. The Ida B Welles public housing project 2 story buildings are in the background. The Wells Homes ran from Cottage Grove to King Drive and 35th to Pershing Rd (39th). I also note that there are a number of overhead lines that would be present on the driveway to the barn. I believe that the 35th streetcar used the Cottage Grove barn from 1946 to 1951.”

CSL 2601 on the 111th Street line. (Joe L. Diaz Photo)

CSL 2601 on the 111th Street line. (Joe L. Diaz Photo)

CSL 1455. (Joe L. Diaz Photo)

CSL 1455. (Joe L. Diaz Photo)

CSL 2745. (Joe L. Diaz Photo) Andre Kristopans says this is "looking W down Wrightwood from Lincoln on Lincoln Carhouse leads - car is pulling out to do a Riverview-Larrabee run." Daniel Joseph adds, "Possibly at Wrightwood, Lincoln & Sheffield at car barn."

CSL 2745. (Joe L. Diaz Photo) Andre Kristopans says this is “looking W down Wrightwood from Lincoln on Lincoln Carhouse leads – car is pulling out to do a Riverview-Larrabee run.” Daniel Joseph adds, “Possibly at Wrightwood, Lincoln & Sheffield at car barn.”

CSL 2599 on the Brandon-Brainard line. (Joe L. Diaz Photo)

CSL 2599 on the Brandon-Brainard line. (Joe L. Diaz Photo)

CSL 419 at the east end of the Chicago Avenue line on December 27, 1946.

CSL 419 at the east end of the Chicago Avenue line on December 27, 1946.

CSL 5653, signed for Ashland. (Joe L. Diaz Photo)

CSL 5653, signed for Ashland. (Joe L. Diaz Photo)

CSL 2730 and 2728. (Joe L. Diaz Photo) Andre Kristopans: "Open yard on west side of Lincoln carhouse looking south."

CSL 2730 and 2728. (Joe L. Diaz Photo) Andre Kristopans: “Open yard on west side of Lincoln carhouse looking south.”

CSL 2731 and 1346. (Joe L. Diaz Photo) Andre Kristopans: "Open yard on west side of Lincoln carhouse looking south."

CSL 2731 and 1346. (Joe L. Diaz Photo) Andre Kristopans: “Open yard on west side of Lincoln carhouse looking south.”

CSL 3315 on the 67-69-71 route.

CSL 3315 on the 67-69-71 route.

CSL 5154.

CSL 5154.

CSL 5702, signed for 93rd and Stony Island. Our resident south side expert M. E. writes: "I'm going to hazard a guess as to where this picture was taken. But first, I present my case. The destination sign on the first car says "Stony Island-93rd"; the sign on the second car says (I think) "Stony Island-Downtown" -- yet both cars are on the same track, heading in the same direction. Why would that happen? It might happen if these were special fan trips, one car following the other, oblivious to their destination signs. Or it might simply be two Stony Island cars heading to 93rd St., but the sign on the second car is wrong. Another factor to consider is that the tracks on Stony Island ran in the street south to 69th St., but south of 69th, they had their own right-of-way between the north- and south-bound auto traffic lanes. In this picture, I believe I see a separation between the tracks and the car lane. Therefore this picture was taken south of 69th St. But the best clue, by far, is the round sign in the distance: "Ruby OK used cars." The dealership was Ruby Chevrolet. I went to Google and looked up "ruby chevrolet used car location south side chicago". Up came a link to a Tribune obituary about Richard Ruby, car dealer and attorney, dated 8 December 2014. In that obituary, it says Ruby's lot was at 72nd and Stony Island. Next, consider the railroad crossing sign. It is a dinky sign with no flashing lights. That would indicate a crossing that was lightly used by trains. I submit that this is the trackage used by the Baltimore and Ohio railroad that started at about 71st and Dorchester (as an offshoot from the Illinois Central main line), then ran southeast, along the ground, through South Shore and to the South Chicago neighborhood. In Google maps, if you enter "73rd and Stony Island Chicago", you will see the path used by that trackage. It crossed Stony Island just south of 73rd. (This railroad trackage lasted a long time, because the B&O did not want to give it up. So, every day at 3 p.m., they ran a diesel engine and caboose -- maybe a few freight cars too -- down that track. Motorists mostly ignored the rail crossing signs, so the train had to proceed very slowly and blow its horn constantly.) So, I think this photo's location is the southeast corner of 73rd and Stony Island, looking north. North of 73rd, Stony Island tracks also carried South Deering cars, which ran from the Jackson Park L at 63rd and Dorchester, south to 64th, east to Stony Island, south to 73rd, then east on 73rd. In the photo, South Deering cars made the turn to the right, whereas Stony Island cars continued straight ahead. Gee, that was much fun to deduce!" Andre Kristopans concurs: "Looking north on Stony at 73rd. RR crossing just out of picture to left was the old B&O Brookdale line, once the main line into Chicago." Mitch Markovitz adds: "That's my old neighborhood. Both cars southbound at 73rd and Stony with the tracks for South Deering branching off. It doesn't really matter what the destination sign reads on the second car. Changing the sign won't make the car stray off to distant lines. Either a pull out, a pull in, or someone futzing and changing the sign."

CSL 5702, signed for 93rd and Stony Island. Our resident south side expert M. E. writes: “I’m going to hazard a guess as to where this picture was taken. But first, I present my case. The destination sign on the first car says “Stony Island-93rd”; the sign on the second car says (I think) “Stony Island-Downtown” — yet both cars are on the same track, heading in the same direction. Why would that happen? It might happen if these were special fan trips, one car following the other, oblivious to their destination signs. Or it might simply be two Stony Island cars heading to 93rd St., but the sign on the second car is wrong. Another factor to consider is that the tracks on Stony Island ran in the street
south to 69th St., but south of 69th, they had their own right-of-way between the north- and south-bound auto traffic lanes. In this picture, I believe I see a separation between the tracks and the car lane. Therefore this picture was taken south of 69th St. But the best clue, by far, is the round sign in the distance: “Ruby OK used cars.” The dealership was Ruby Chevrolet. I went to Google and looked up “ruby chevrolet used car location south side chicago”. Up came a link to a Tribune obituary about Richard Ruby, car dealer and attorney, dated 8 December 2014. In that obituary, it says Ruby’s lot was at 72nd and Stony Island. Next, consider the railroad crossing sign. It is a dinky sign with no flashing lights. That would indicate a crossing that was lightly used by trains. I submit that this is the trackage used by the Baltimore and Ohio railroad that started at about 71st and Dorchester (as an offshoot from the Illinois Central main line), then ran southeast, along the ground, through South Shore and to the South Chicago neighborhood. In Google maps, if you enter “73rd and Stony Island Chicago”, you will see the path used by that trackage. It crossed Stony Island just south of 73rd. (This railroad trackage lasted a long time, because the B&O did not want to give it up. So, every day at 3 p.m., they ran a diesel engine and caboose — maybe a few freight cars too — down that track. Motorists mostly ignored the rail crossing signs, so the train had to proceed very slowly and blow its horn constantly.) So, I think this photo’s location is the southeast corner of 73rd and Stony Island, looking north. North of 73rd, Stony Island tracks also carried South Deering cars, which ran from the Jackson Park L at 63rd and Dorchester, south to 64th, east to Stony Island, south to 73rd, then east on 73rd. In the photo, South Deering cars made the turn to the right, whereas Stony Island cars continued straight ahead. Gee, that was much fun to deduce!”
Andre Kristopans concurs: “Looking north on Stony at 73rd. RR crossing just out of picture to left was the old B&O Brookdale line, once the main line into Chicago.” Mitch Markovitz adds: “That’s my old neighborhood. Both cars southbound at 73rd and Stony with the tracks for South Deering branching off. It doesn’t really matter what the destination sign reads on the second car. Changing the sign won’t make the car stray off to distant lines. Either a pull out, a pull in, or someone futzing and changing the sign.”

CSL 5171.

CSL 5171.

CSL 5909 on Route 47.

CSL 5909 on Route 47.

CSL 1868. I can't make out the destination sign. (Joe L. Diaz Photo) Michael Franklin: "This is the 5200 block of Harrison St, Chicago. Buildings are still there."

CSL 1868. I can’t make out the destination sign. (Joe L. Diaz Photo) Michael Franklin: “This is the 5200 block of Harrison St, Chicago. Buildings are still there.”

CSL 419, at the east end of the Chicago Avenue line on December 27, 1946.

CSL 419, at the east end of the Chicago Avenue line on December 27, 1946.

CSL snow sweeper E1. Don's Rail Photos: "E1, sweeper, was built by Lewis and Fowler in 1895 as Chicago Rys 2. It was renumbered E1 in 1913 and became CSL E1 in 1914. It was retired on November 24, 1950." (Joe L. Diaz Photo)

CSL snow sweeper E1. Don’s Rail Photos: “E1, sweeper, was built by Lewis and Fowler in 1895 as Chicago Rys 2. It was renumbered E1 in 1913 and became CSL E1 in 1914. It was retired on November 24, 1950.” (Joe L. Diaz Photo)

Not sure which CTA snow plow this is. (Joe L. Diaz Photo) Bill Wasik says this "shows an eastbound snowplow on 92nd St. as it approaches Baltimore Avenue. Can't identify the plow, but two buildings of note in this photo are still standing. These include the glass-bricked neo-Romanesque banquet hall at the far right. This is an 1891 corner block at the northwest corner of Baltimore Ave. Also visible one block to the west is a bank building that once was the headquarters of the Steel City National Bank, a facility mired in scandal during the early 1970s."

Not sure which CTA snow plow this is. (Joe L. Diaz Photo) Bill Wasik says this “shows an eastbound snowplow on 92nd St. as it approaches Baltimore Avenue. Can’t identify the plow, but two buildings of note in this photo are still standing. These include the glass-bricked neo-Romanesque banquet hall at the far right. This is an 1891 corner block at the northwest corner of Baltimore Ave. Also visible one block to the west is a bank building that once was the headquarters of the Steel City National Bank, a facility mired in scandal during the early 1970s.”

CSL/CTA salt car AA10. Don's Rail Photos: "AA10, salt car, was built by CUT in 1899 as CUT 4492. It was rebuilt as 1445 in 1911 and became CSL 1445 in 1914. It was rebuilt as (a) salt car in 1930 and renumbered AA10 on October 1, 1941. It was retired on February 18, 1955."

CSL/CTA salt car AA10. Don’s Rail Photos: “AA10, salt car, was built by CUT in 1899 as CUT 4492. It was rebuilt as 1445 in 1911 and became CSL 1445 in 1914. It was rebuilt as (a) salt car in 1930 and renumbered AA10 on October 1, 1941. It was retired on February 18, 1955.”

CSL 3307 is westbound on Montrose, about to cross under the Chicago & North Western railroad at about 1800 West.

CSL 3307 is westbound on Montrose, about to cross under the Chicago & North Western railroad at about 1800 West.

The Chicago Surface Lines tracks were extended to the site of A Century of Progress in 1933. This could be from that year, as a shelter is under construction. We are looking south.

The Chicago Surface Lines tracks were extended to the site of A Century of Progress in 1933. This could be from that year, as a shelter is under construction. We are looking south.

CSL 840 under the "L". (Joe L. Diaz Photo)

CSL 840 under the “L”. (Joe L. Diaz Photo)

CSL 5621, signed to go to Belmont and Clybourn. This picture seems to date to the mid-1930s.

CSL 5621, signed to go to Belmont and Clybourn. This picture seems to date to the mid-1930s.

CSL 204. (Joe L. Diaz Photo)

CSL 204. (Joe L. Diaz Photo)

A Chicago Surface Lines trolley bus on Route 86 - Narragansett. This route used trolley buses from 1930 to 1953.

A Chicago Surface Lines trolley bus on Route 86 – Narragansett. This route used trolley buses from 1930 to 1953.

Chicago Motor Coach Company double-decker bus 500, built in 1923.

Chicago Motor Coach Company double-decker bus 500, built in 1923.

Andre Kritsopans: "Looking west towards east end of "east house" at 77th, basically where Wentworth south of 77th would be. 77th until 1970s had two separate buildings, with an open area between them, until the open area was roofed over. The pile of junk in front is 77th scrap pile, looks like mostly boilers and other building parts."

Andre Kritsopans: “Looking west towards east end of “east house” at 77th, basically where Wentworth south of 77th would be. 77th until 1970s had two separate buildings, with an open area between them, until the open area was roofed over. The pile of junk in front is 77th scrap pile, looks like mostly boilers and other building parts.”

CSL 3286. Might this be Kedzie Station (car house)? (Joe L. Diaz Photo)

CSL 3286. Might this be Kedzie Station (car house)? (Joe L. Diaz Photo)

On April 16, 1946, Mrs. Edith Sands and her family were living in the body of former CSL streetcar 1384. There was a housing shortage once WWII ended. There is a different picture of the interior of this makeshift home in our book Chicago Trolleys.

On April 16, 1946, Mrs. Edith Sands and her family were living in the body of former CSL streetcar 1384. There was a housing shortage once WWII ended. There is a different picture of the interior of this makeshift home in our book Chicago Trolleys.

CSL 3296 is on Montrose. Could this be westbound at Welles Park? Note the Packard at left.

CSL 3296 is on Montrose. Could this be westbound at Welles Park? Note the Packard at left.

CSL 1415 is on Racine at Belden on July 9, 1946.

CSL 1415 is on Racine at Belden on July 9, 1946.

While researching the above photo, I ran across another one, taken at the same location but from the opposite direction:

CSL 1415, built originally in 1906, is at work on Racine at Belden on the WEBSTER RACINE route. The photographer is unknown. An original Kodachrome from February 1942. (John F. Bromley Collection)

CSL 1415, built originally in 1906, is at work on Racine at Belden on the WEBSTER RACINE route. The photographer is unknown. An original Kodachrome from February 1942. (John F. Bromley Collection)

CSL 5241 is southbound on Through Route 8, Halsted. Bill Shapotkin adds, "The car (signed for destination of 111/Sacramento and probably a school tripper for Morgan Park High School) is standing W/B in 111th St JUST EAST of Vincennes Ave. That house with the distinctive roof (left) still-stands today. View looks east."

CSL 5241 is southbound on Through Route 8, Halsted. Bill Shapotkin adds, “The car (signed for destination of 111/Sacramento and probably a school tripper for Morgan Park High School) is standing W/B in 111th St JUST EAST of Vincennes Ave. That house with the distinctive roof (left) still-stands today. View looks east.”

CSL 5436 is westbound on 79th Street at Ashland on June 11, 1948.

CSL 5436 is westbound on 79th Street at Ashland on June 11, 1948.

CSL 5635 at Navy Pier.

CSL 5635 at Navy Pier.

CTA 310.

CTA 310.

I assume that CTA PCC 4300 is turning from Archer onto Clark, running a northbound trip on Route 42 - Halsted-Downtown, and that we are looking to the southwest. Note the Rock Island train in the background. Metra Rock Island District trains still use these tracks.

I assume that CTA PCC 4300 is turning from Archer onto Clark, running a northbound trip on Route 42 – Halsted-Downtown, and that we are looking to the southwest. Note the Rock Island train in the background. Metra Rock Island District trains still use these tracks.

The same location today.

The same location today.

Postwar PCC 4233 being delivered from Pullman.

Postwar PCC 4233 being delivered from Pullman.

Miles Beitler writes: "I searched the listings for the auto service garage on the right side of the photo. I found a listing for "Ragalie Bros. Auto Service" with a location of 3939 West 5th Avenue, a diagonal street. 3939 is at the intersection of 5th Avenue and Harrison Street. When I checked the 1932 telephone book I found (a) listing for Micheli Restaurant. That location -- 3953 West Harrison -- is also near the intersection of Harrison and 5th Avenue and it does seem to fit the photo. Moreover, I believe there was a streetcar line on 5th Avenue which ended at Harrison. Of course, the expressway was not there in 1932. Also note the horse drawn Bowman Dairy wagon on the right. I believe that Bowman Dairy used horse drawn delivery wagons well into the 1920s."

Miles Beitler writes: “I searched the listings for the auto service garage on the right side of the photo. I found a listing for “Ragalie Bros. Auto Service” with a location of 3939 West 5th Avenue, a diagonal street. 3939 is at the intersection of 5th Avenue and Harrison Street. When I checked the 1932 telephone book I found (a) listing for Micheli Restaurant. That location — 3953 West Harrison — is also near the intersection of Harrison and 5th Avenue and it does seem to fit the photo. Moreover, I believe there was a streetcar line on 5th Avenue which ended at Harrison. Of course, the expressway was not there in 1932. Also note the horse drawn Bowman Dairy wagon on the right. I believe that Bowman Dairy used horse drawn delivery wagons well into the 1920s.”

A note re: the picture above. The addresses of the businesses and locations of buildings would seem to confirm that this is Fifth Avenue, just east of Pulaski Road, with Harrison Street as the cross-street in the background. The tracks that end in the middle of the street were for the Madison-Fifth line. When CSL introduced the new single-ended Peter Witts in 1929, they were used on Madison, and a loop was apparently devised for Madison-Fifth by extending these tracks around the block, via Pulaski and Harrison, to form a triangular-shaped loop. The new northbound track on Pulaski was separate from the existing streetcar tracks, so as not to interfere with Pulaski service. In late 1936, CSL put PCC cars on Madison, and these were also used on Madison-Fifth.

This branch line was discontinued on February 22, 1954, when construction of the nearby Congress Expressway reached this area, just to the north. Fifth Avenue was not a major street and would have required a complicated bridge over the highway, crossing at an angle. So it was decided to truncate Fifth instead.

The Garfield Park “L” ran east and west at this point, just south of the alley mid-block between Harrison and Flournoy Streets. The “L” would have been just out of view to the right of this picture. It intersected with Fifth Avenue at Pulaski Road, just behind the photographer.

In this zoomed-in view of the previous picture, the building in the distance matches the building in the next picture, taken in 1953.

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct. (Robert Selle Photo)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct. (Robert Selle Photo)

In addition, this photo, taken from the Pulaski Road station on the Garfield Park “L” station, shows buildings on the north side of Fifth Avenue that match up with those in the shapotkin308 image above. Note it’s the same exact fire escape:

On Sunday, September 13, 1953, CTA one-man shuttle car 3175 is on Fifth Avenue at Pulaski (Crawford), the west end of the Fifth Avenue line. This had been a branch line from route 20 - Madison. From this point, the cars looped via Pulaski and Harrison before going back NE on Fifth. The photographer was on the Garfield Park "L" at Pulaski. The "L" was heading east and west at this point, just south of where the Eisenhower expressway is today. This "L" station remained in use until June 1958. Streetcar service on Fifth Avenue continued into early 1954. The Fifth Avenue line used gauntlet track on Pulaski, so as not to interfere with Pulaski streetcars. This is confirmed by studying the 1948 supervisor's track map. Danny Joseph adds, "As a child I lived near this triangle when both Pulaski and Fifth still operated street cars and Harrison did not. I was very fascinated by the gauntlet on Pulaski which was the first time I saw such construction." (Bob Selle Photo)

On Sunday, September 13, 1953, CTA one-man shuttle car 3175 is on Fifth Avenue at Pulaski (Crawford), the west end of the Fifth Avenue line. This had been a branch line from route 20 – Madison. From this point, the cars looped via Pulaski and Harrison before going back NE on Fifth. The photographer was on the Garfield Park “L” at Pulaski. The “L” was heading east and west at this point, just south of where the Eisenhower expressway is today. This “L” station remained in use until June 1958. Streetcar service on Fifth Avenue continued into early 1954. The Fifth Avenue line used gauntlet track on Pulaski, so as not to interfere with Pulaski streetcars. This is confirmed by studying the 1948 supervisor’s track map. Danny Joseph adds, “As a child I lived near this triangle when both Pulaski and Fifth still operated street cars and Harrison did not. I was very fascinated by the gauntlet on Pulaski which was the first time I saw such construction.” (Bob Selle Photo)

The gas stations on the triangular-shaped corner of Harrison and Fifth also match, between the late 1920s photo and this one from 1950:

This birds-eye view of CTA 1744 was taken from the Pulaski Road "L" station on the Garfield Park branch in April 1950. However, what we are looking at may actually be a Madison-Fifth car at the west end of its route, ready to loop back via Pulaski and Harrison. Bill Shapotkin adds, "This image is looking E-N/E on Fifth Ave from the Garfield Pk 'L'...no question about it. The intersection behind the streetcar is Harrison."

This birds-eye view of CTA 1744 was taken from the Pulaski Road “L” station on the Garfield Park branch in April 1950. However, what we are looking at may actually be a Madison-Fifth car at the west end of its route, ready to loop back via Pulaski and Harrison. Bill Shapotkin adds, “This image is looking E-N/E on Fifth Ave from the Garfield Pk ‘L’…no question about it. The intersection behind the streetcar is Harrison.”

Now that we have determined where shapotkin308 was taken, it’s the presence of a late 1920s Franklin automobile that pins the date down to circa 1926-28. In 1929, the streetcar tracks on Fifth Avenue were extended around the block. Interestingly, the Franklin used an air-cooled engine, and the radiator grill on the car was simply for show. After the Franklin firm failed in 1934, it was succeeded by Aircooled Motors, which was later purchased by Preston Tucker, and provided the engines (water-cooled) for the short-lived 1948 Tucker Torpedo. Aircooled Motors survived Tucker and continued in operation until 1975, providing engines for many small airplanes and helicoptors.

CTA 6002 is southbound on Kedzie on June 22, 1950, having just passed the Garfield Park "L". Service at this station continued until June, 1958, since it was not in the path of the Congress Expressway.

CTA 6002 is southbound on Kedzie on June 22, 1950, having just passed the Garfield Park “L”. Service at this station continued until June, 1958, since it was not in the path of the Congress Expressway.

The same location today.

The same location today.

CSL 5656.

CSL 5656.

This could be the west end of the 75th Street route. CSL Pullmans 122, 126, and 392 are visible. (Joe L. Diaz Photo)

This could be the west end of the 75th Street route. CSL Pullmans 122, 126, and 392 are visible. (Joe L. Diaz Photo)

This photo has a lot of scratches, but it does show CSL 2510 at 75th and the lakefront. Presumably the negative was scratched from being printed many times. (M. D. McCarter Photo)

This photo has a lot of scratches, but it does show CSL 2510 at 75th and the lakefront. Presumably the negative was scratched from being printed many times. (M. D. McCarter Photo)

CSL 5993, on the 31st Street route, is running direct to the World's Fair (A Century of Progress), so this must be 1933-34. (Edward Frank, Jr. Photo)

CSL 5993, on the 31st Street route, is running direct to the World’s Fair (A Century of Progress), so this must be 1933-34. (Edward Frank, Jr. Photo)

CSL 6103 is running on Through Route 17 - Kedzie. (Edward Frank, Jr. Photo) Daniel Joseph: "Probably Kedzie & 30th St looking north at grade crossing."

CSL 6103 is running on Through Route 17 – Kedzie. (Edward Frank, Jr. Photo) Daniel Joseph: “Probably Kedzie & 30th St looking north at grade crossing.”

CSL 1942 is signed for Chicago Avenue. (Joe L. Diaz Photo)

CSL 1942 is signed for Chicago Avenue. (Joe L. Diaz Photo)

CSL 1466. This may be one of the cars that was usually used to train crews in the Van Buren Street tunnel under the Chicago River. (Joe L. Diaz Photo) Daniel Joseph says, "I believe this is at 18th St, Canalport & Normal."

CSL 1466. This may be one of the cars that was usually used to train crews in the Van Buren Street tunnel under the Chicago River. (Joe L. Diaz Photo) Daniel Joseph says, “I believe this is at 18th St, Canalport & Normal.”

CSL 3216 is signed for 51st and Central Park. M. E. writes: "Given that the destination sign reads "51 - Central Park", then this picture was taken from the northwest corner of 51st and Cottage Grove Ave., looking south. The 51st St. line's eastern terminal was actually at 55th St. and the Illinois Central railroad at Lake Park Ave. From there, the route headed west on 55th to Cottage Grove Ave., north to 51st St., and west on 51st St. So the car in this picture is making the turn from northbound Cottage Grove to westbound 51st." On the other hand, Graham Garfield writes, "Note the sign on the light pole that says “4A”. Illinois route 4A was a state highway from Joliet to downtown Chicago via Archer Ave. until 1967. Based on buildings in the background that are still extant, the angled street here is Archer and the car is deadheading from Archer carbarn (where the #51 was out of) to 51st St to start its run. We are looking northeast at Archer/Kedzie."

CSL 3216 is signed for 51st and Central Park. M. E. writes: “Given that the destination sign reads “51 – Central Park”, then this picture was taken from the northwest corner of 51st and Cottage Grove Ave., looking south. The 51st St. line’s eastern terminal was actually at 55th St. and the Illinois Central railroad at Lake Park Ave. From there, the route headed west on 55th to Cottage Grove Ave., north to 51st St., and west on 51st St. So the car in this picture is making the turn from northbound Cottage Grove to westbound 51st.” On the other hand, Graham Garfield writes, “Note the sign on the light pole that says “4A”. Illinois route 4A was a state highway from Joliet to downtown Chicago via Archer Ave. until 1967. Based on buildings in the background that are still extant, the angled street here is Archer and the car is deadheading from Archer carbarn (where the #51 was out of) to 51st St to start its run. We are looking northeast at Archer/Kedzie.”

CTA 5444 is one of two cars at Racine and 87th Street. (Joe L. Diaz Photo)

CTA 5444 is one of two cars at Racine and 87th Street. (Joe L. Diaz Photo)

CSL 3091 is signed for Elston and Lawrence. (Edward Frank, Jr. Photo)

CSL 3091 is signed for Elston and Lawrence. (Edward Frank, Jr. Photo)

CSL 3319, southbound on Damen. (Joe L. Diaz Photo) Daniel Joseph writes, "Probably Damen & 59th looking north at viaduct on the 5800 block."

CSL 3319, southbound on Damen. (Joe L. Diaz Photo) Daniel Joseph writes, “Probably Damen & 59th looking north at viaduct on the 5800 block.”

CSL 133 is signed for 75th and Lake Park. (Joe L. Diaz Photo) Daniel Joseph adds, "Probably 75th & Constance at the now abandoned B & O crossing."

CSL 133 is signed for 75th and Lake Park. (Joe L. Diaz Photo) Daniel Joseph adds, “Probably 75th & Constance at the now abandoned B & O crossing.”

CSL 3010 is signed for Elston-Downtown. Bill Wasik adds, "Shapotkin 294 shows the 4700 block of Elston Ave. looking north toward Lawrence Ave. The photo likely was taken in 1946-47. The large three-story commercial building seen in the distance behind the Drewrys billboard was part of the Bankers Life complex. Demolished in the 1990s, it was replaced by an apartment complex for seniors. Most of the other buildings in this scene are still standing."

CSL 3010 is signed for Elston-Downtown. Bill Wasik adds, “Shapotkin 294 shows the 4700 block of Elston Ave. looking north toward Lawrence Ave. The photo likely was taken in 1946-47. The large three-story commercial building seen in the distance behind the Drewrys billboard was part of the Bankers Life complex. Demolished in the 1990s, it was replaced by an apartment complex for seniors. Most of the other buildings in this scene are still standing.”

CSL 2619 is on the Brandon-Brainard line on the far reaches of Chicago's south side. (Joe L. Diaz Photo)

CSL 2619 is on the Brandon-Brainard line on the far reaches of Chicago’s south side. (Joe L. Diaz Photo)

CSL 3303 is eastbound on Montrose, having just crossed under the Chicago & North Western and the Ravenswood "L".

CSL 3303 is eastbound on Montrose, having just crossed under the Chicago & North Western and the Ravenswood “L”.

CSL 498 and 3085. I am unable to see the route signs, but at least we can tell this picture was taken in the 34th Ward. 498 is signed to go to North Western Station, which was a sign used on Milwaukee Avenue cars. Michael Franklin says we are "looking at the NW corner of Armitage & California."

CSL 498 and 3085. I am unable to see the route signs, but at least we can tell this picture was taken in the 34th Ward. 498 is signed to go to North Western Station, which was a sign used on Milwaukee Avenue cars. Michael Franklin says we are “looking at the NW corner of Armitage & California.”

CSL 5505 is on Through Route 8, (Halsted) signed to run to Vincennes and 88th. (Joe L. Diaz Photo) Bill Shapotkin adds: "Car #5505, working a S/B trip on Chicago Surface Lines (CSL -- a CTA predecessor) Rt #8 -- HALSTED is seen turning from E/B Division into S/B Crosby St on Chicago's North Side in this undated photo. View looks N/W. Normally cars would operate in Halsted all the way from Waveland Ave (3700 North) south to 86th St (as the south end-of-line was until December 4, 1949, 111th/Sacramento). Over the years, the moveable bridge over the North Branch of the Chicago River was out-of-service for repairs. Any time that happened, HALSTED cars (and later buses) detoured around the out-of-service bridge by operating E/B Division-S/B Crosby-Larrabee-W/B Chicago (or the reverse for N/B cars or buses). This car is taking that long-standing detour. The matter of the cantankerous bridge was finally resolved when it was replaced by a fixed (i.e.: non-moveable) bridge -- believe in the 1990s. My sincerest thanks to Andre Kristopans, who assisted in identifying the photo location."

CSL 5505 is on Through Route 8, (Halsted) signed to run to Vincennes and 88th. (Joe L. Diaz Photo) Bill Shapotkin adds: “Car #5505, working a S/B trip on Chicago Surface Lines (CSL — a CTA predecessor) Rt #8 — HALSTED is seen turning from E/B Division into S/B Crosby St on Chicago’s North Side in this undated photo. View looks N/W. Normally cars would operate in Halsted all the way from Waveland Ave (3700 North) south to 86th St (as the south end-of-line was until December 4, 1949, 111th/Sacramento). Over the years, the moveable bridge over the North Branch of the Chicago River was out-of-service for repairs. Any time that happened, HALSTED cars (and later buses) detoured around the out-of-service bridge by operating E/B Division-S/B Crosby-Larrabee-W/B Chicago (or the reverse for N/B cars or buses). This car is taking that long-standing detour. The matter of the cantankerous bridge was finally resolved when it was replaced by a fixed (i.e.: non-moveable) bridge — believe in the 1990s. My sincerest thanks to Andre Kristopans, who assisted in identifying the photo location.”

CSL 2595 is on the 87th Street route, possibly prior to the extension of this line in 1937, which was the final streetcar extension in Chicago.

CSL 2595 is on the 87th Street route, possibly prior to the extension of this line in 1937, which was the final streetcar extension in Chicago.

CSL 5083 is signed for Pitney and Archer. (Joe L. Diaz Photo)

CSL 5083 is signed for Pitney and Archer. (Joe L. Diaz Photo)

CSL 5130, signed for 31st and Lake Park, appears to be eastbound on 31st, having just passed the South Side "L". (Joe L. Diaz Photo)

CSL 5130, signed for 31st and Lake Park, appears to be eastbound on 31st, having just passed the South Side “L”. (Joe L. Diaz Photo)

CSL 927.

CSL 927.

CSL 1145. (Robert W. Gibson Photo)

CSL 1145. (Robert W. Gibson Photo)

CTA snow plow E-207. (Joe L. Diaz Photo)

CTA snow plow E-207. (Joe L. Diaz Photo)

This is actually a picture of CTA 225 at Dearborn and Kinzie, on a December 18, 1955 fantrip, where it was disguised as 144 with a piece of oilcloth. The story goes that Maury Klebolt, who organized this trip, had advertised that car 144 would be used, and for some reason, it was not available that day. 225 was later sold to the Seashore Trolley Museum, where it remains today, while 144 is at the Illinois Railway Museum.

This is actually a picture of CTA 225 at Dearborn and Kinzie, on a December 18, 1955 fantrip, where it was disguised as 144 with a piece of oilcloth. The story goes that Maury Klebolt, who organized this trip, had advertised that car 144 would be used, and for some reason, it was not available that day. 225 was later sold to the Seashore Trolley Museum, where it remains today, while 144 is at the Illinois Railway Museum.

CTA 225 at Clark and Cermak on a February 16, 1957 Central Electric Railfans' Association fantrip.

CTA 225 at Clark and Cermak on a February 16, 1957 Central Electric Railfans’ Association fantrip.

CTA 144 at 81st and Emerald on the final Chicago streetcar fantrip on June 15, 1958.

CTA 144 at 81st and Emerald on the final Chicago streetcar fantrip on June 15, 1958.

Chicao Aurora &Elgin wood car 318. Don's Rail Photos: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Railway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." (Joe L. Diaz Photo)

Chicago Aurora & Elgin wood car 318. Don’s Rail Photos: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Railway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” (Joe L. Diaz Photo)

CA&E 10. Don's Rail Photos: "10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped." (Joe L. Diaz Photo)

CA&E 10. Don’s Rail Photos: “10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped.” (Joe L. Diaz Photo)

CA&E 455 at the front of a Chicago Limited. Not sure what the workers at left are doing.

CA&E 455 at the front of a Chicago Limited. Not sure what the workers at left are doing.

CA&E electric loco 2002 is at left. I can't make out the numbers on the steel cars at left.

CA&E electric loco 2002 is at left. I can’t make out the numbers on the steel cars at left.

CA&E 48 at left, with 315 at right. Can this be Wheaton? Don's Rail Photos: "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962." (Joe L. Diaz Photo)

CA&E 48 at left, with 315 at right. Can this be Wheaton? Don’s Rail Photos: “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.” (Joe L. Diaz Photo)

CA&E 320 at an unknown location. (Joe L. Diaz Photo)

CA&E 320 at an unknown location. (Joe L. Diaz Photo)

CA&E 410 heads up a two-car train in Wheaton.

CA&E 410 heads up a two-car train in Wheaton.

CA&E 409 at the Wheaton Shops.

CA&E 409 at the Wheaton Shops.

CA&E 452 leads an Aurora-Batavia Limited.

CA&E 452 leads an Aurora-Batavia Limited.

Not sure where this is. Could it be Wheaton? Dann Chamberlin: "Yes, it is. The Wheaton yard and shops are to the rear of the photographer. The photo looks east towards downtown Wheaton. Note the tower of the DuPage County courthouse in the right-rear of the photo."

Not sure where this is. Could it be Wheaton? Dann Chamberlin: “Yes, it is. The Wheaton yard and shops are to the rear of the photographer. The photo looks east towards downtown Wheaton. Note the tower of the DuPage County courthouse in the right-rear of the photo.”

CA&E 458 heads up a Wheaton local. Not sure where this is. Dann Chamberlin: "The train has just left the Main Street Glen Ellyn stop headed west towards Wheaton. The Main Street gate tower can be seen in the left-rear of the photo. To the right of 458 one can make out the tower of today's Glen Ellyn Civic Center. I attended junior high school in that building!"

CA&E 458 heads up a Wheaton local. Not sure where this is. Dann Chamberlin: “The train has just left the Main Street Glen Ellyn stop headed west towards Wheaton. The Main Street gate tower can be seen in the left-rear of the photo. To the right of 458 one can make out the tower of today’s Glen Ellyn Civic Center. I attended junior high school in that building!”

CA&E 459 at the front of a two-car train. Could this be Wheaton? Dann Chamberlin: "Again, yes it is. The photo looks like it could have been taken from the dispatcher's tower. That's the ever-present DuPage County courthouse tower in the background."

CA&E 459 at the front of a two-car train. Could this be Wheaton? Dann Chamberlin: “Again, yes it is. The photo looks like it could have been taken from the dispatcher’s tower. That’s the ever-present DuPage County courthouse tower in the background.”

A CA&E train of woods, headed up by car 26, at an undetermined location.

A CA&E train of woods, headed up by car 26, at an undetermined location.

A CA&E freight train is on a siding while a regular train passes.

A CA&E freight train is on a siding while a regular train passes.

CA&E 460 heads up a two-car train in (I think) Maywood.

CA&E 460 heads up a two-car train in (I think) Maywood.

CA&E 427 is westbound at ground-level "L" station at Oak Park Avenue. The view looks northeast.

CA&E 427 is westbound at ground-level “L” station at Oak Park Avenue. The view looks northeast.

CA&E 452 and 454 at the DesPlaines Avenue terminal in Forest Park, between 1953 and 1957.

CA&E 452 and 454 at the DesPlaines Avenue terminal in Forest Park, between 1953 and 1957.

CA&E 411 heads up a westbound train on the Garfield Park "L".

CA&E 411 heads up a westbound train on the Garfield Park “L”.

We previously ran a different version of this photo of CA&E 315 in a different post, where it was credited to Joe L. Diaz. The location appears to be somewhere between Western and Paulina on the Garfield Park "L".

We previously ran a different version of this photo of CA&E 315 in a different post, where it was credited to Joe L. Diaz. The location appears to be somewhere between Western and Paulina on the Garfield Park “L”.

CA&E 317. (Heier Industrial Photo)

CA&E 317. (Heier Industrial Photo)

Our Latest Book, Now Available for Pre-Order:

Chicago’s Lost “L”s

Arcadia Publishing will release our new book Chicago’s Lost “L”s on July 12, 2021. Reserve your copy today!

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

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NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

Keep those cards and letters coming in, folks!

-David Sadowski

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Outtakes From Chicago’s Lost “L”s (Part One)

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A northbound midday express train passes the 18th Street "L" station, just prior to the October 1943 opening the State Street Subway. The new signals that controlled access to the subway are already in place. A wooden Pullman-built trailer, built around the turn of the century, is being pushed by two early 1920s 4000-series cars. Once the subway opened, all 455 steel-bodied cars were needed there, and mixed consists such as these became a thing of the past. When the Chicago Transit Authority made a major revision of north-south service in 1949, the third track here was taken out of service, and was eventually removed. (Chicago Transit Authority Historical Collection)

A northbound midday express train passes the 18th Street “L” station, just prior to the October 1943 opening the State Street Subway. The new signals that controlled access to the subway are already in place. A wooden Pullman-built trailer, built around the turn of the century, is being pushed by two early 1920s 4000-series cars. Once the subway opened, all 455 steel-bodied cars were needed there, and mixed consists such as these became a thing of the past. When the Chicago Transit Authority made a major revision of north-south service in 1949, the third track here was taken out of service, and was eventually removed. (Chicago Transit Authority Historical Collection)

We are pleased to report that our new book Chicago’s Lost “L”s is now 100% finished, and will be released by Arcadia Publishing on July 12, 2021.  The final proofing process took several days, as there were a number of changes I wanted to make.

We have already received pre-orders for more than 60 copies, better than either of our two previous books.  You will find ordering information at the end of this post, and also on our Online Store.

How does a book like this get made? I am sure the process varies for every author, but for me, it starts out with an idea. I wanted to do a book about the “L”, but I also wanted it to be different than any of the others that are out there.

Once I had settled on my theme, and had determined the chapter titles, I started looking at images, lots of them. I have a collection of perhaps 30,000 digitized images, and I went through all of them– three times. I put the 500 or so images that I considered “possibles” into a folder, and from this, I continued the winnowing down process, until I had a more reasonable number (there are usually around 230 images or so in this type of book).

But this was just the start of the work. I had to put the images into an order that made sense, and then try to write captions for them.

In the process of doing this, it became clear to me that each and every image in the book had to have a clear purpose for being there, and couldn’t just be a place holder. If I couldn’t come up with an interesting and informative caption, there was really no point in including that particular photo.

That’s when the narrative of the book starts to become clear, and you eventually figure out what the story is you are trying to tell. You see what’s missing, and have to seek out the missing images that will help you fill the holes in your narrative.  Often, these have to be purchased outright, and many of the images in the book are taken from original negatives and slides in our own collections, all made possible by your purchases and donations.

Over the course of many months, nearly half the images in my lineup got replaced by others. It’s always the oldest pictures that are the hardest to find. This process took longer for Chicago’s Lost “L”s because of the delays caused by the pandemic.

A book such as this is a partnership between the author and the publisher. They have requirements and standards of their own, and once a book is written and submitted, things go back and forth between author and editor several times, until everyone is happy with the results.

Every effort has been made to make this the best and most comprehensive book on this subject, and we sincerely hope you will enjoy reading it!

In today’s post, (part one of two) we feature some of the images that ultimately were not selected for the book. But they are still interesting in their own right, and we hope they will whet your appetite for Chicago’s Lost “L”s. We’ll see you nexdt time with another batch of outtakes.

-David Sadowski

PS- FYI, we have a Facebook auxiliary for the Trolley Dodger, which currently has 354 members.

This is how the end of the Jackson Park "L" looked for many years at 63rd Street and Stony Island Avenue. The "L" had gone about a block further east during the 1893 World's Columbian Exposition to connect to the experimental Columbian Intramural Railway. In this early 1950s view, a CTA 63rd Street bus has turned the corner onto Stoney Island, as this was the end of the line. Behind the "L" station, we can see a sign advertising the Tower Theater, open from 1926 to 1956, built by the Lubliner and Trinz chain. (Chicago Transit Authority Historical Collection)

This is how the end of the Jackson Park “L” looked for many years at 63rd Street and Stony Island Avenue. The “L” had gone about a block further east during the 1893 World’s Columbian Exposition to connect to the experimental Columbian Intramural Railway. In this early 1950s view, a CTA 63rd Street bus has turned the corner onto Stoney Island, as this was the end of the line. Behind the “L” station, we can see a sign advertising the Tower Theater, open from 1926 to 1956, built by the Lubliner and Trinz chain. (Chicago Transit Authority Historical Collection)

Inventor Frank Julian Sprague was hired by the South Side "L" to equip their cars with electricity (powered by third rail) and multiple unit operation, his latest invention. Here, "L" car 139 is being tested on Harrison Curve on April 16, 1898. (Chicago Transit Authority Historical Collection)

Inventor Frank Julian Sprague was hired by the South Side “L” to equip their cars with electricity (powered by third rail) and multiple unit operation, his latest invention. Here, “L” car 139 is being tested on Harrison Curve on April 16, 1898. (Chicago Transit Authority Historical Collection)

Service on the South Side "L" began under steam power, as seen here in this 1893 view of a train on 63rd Street just west of Cottage Grove. Locomotive #41 was built by Baldwin. Steam was replaced by electricity in the late 1890s. (Chicago Transit Authority Historical Collection)

Service on the South Side “L” began under steam power, as seen here in this 1893 view of a train on 63rd Street just west of Cottage Grove. Locomotive #41 was built by Baldwin. Steam was replaced by electricity in the late 1890s. (Chicago Transit Authority Historical Collection)

The Normal Park "L" was the shortest branch on the rapid transit system. Here we see the end of the line at 69th Street, looking east in 1949. The terminal here was designed for extension, but this did not come to pass. This branch closed in 1954. The sign on the train indicates it is a Ravenswood Express. (Chicago Transit Authority Historical Collection)

The Normal Park “L” was the shortest branch on the rapid transit system. Here we see the end of the line at 69th Street, looking east in 1949. The terminal here was designed for extension, but this did not come to pass. This branch closed in 1954. The sign on the train indicates it is a Ravenswood Express. (Chicago Transit Authority Historical Collection)

Shortly before the Stock Yards branch was discontinued in 1957, a single-car wooden train heads west towards the Exchange station. (Chicago Transit Authority Historical Collection)

Shortly before the Stock Yards branch was discontinued in 1957, a single-car wooden train heads west towards the Exchange station. (Chicago Transit Authority Historical Collection)

In this view at Adams and Wabash station circa 1939, we see the rears of two "L" cars that are both heading away from us, as both Loop tracks then ran in a counter-clockwise direction. The train at left is a Lake Street "L", while the one at right may have been working in north-south service. (Chicago Transit Authority Historical Collection)

In this view at Adams and Wabash station circa 1939, we see the rears of two “L” cars that are both heading away from us, as both Loop tracks then ran in a counter-clockwise direction. The train at left is a Lake Street “L”, while the one at right may have been working in north-south service. (Chicago Transit Authority Historical Collection)

This circa 1910 view of Indiana Junction on the South Side "L" looks to the southwest. Once branch lines were opened here, going to Kenwood and the Stock Yards, this became a busy transfer point. The "L" tracks here ran parallel to 40th Street and were adjacent to the Chicago Junction Railway's freight line, seen at right. A southbound Jackson Park Express train runs on the middle track, turning south, with its next stop at 43rd Street. (Chicago Transit Authority Historical Collection)

This circa 1910 view of Indiana Junction on the South Side “L” looks to the southwest. Once branch lines were opened here, going to Kenwood and the Stock Yards, this became a busy transfer point. The “L” tracks here ran parallel to 40th Street and were adjacent to the Chicago Junction Railway’s freight line, seen at right. A southbound Jackson Park Express train runs on the middle track, turning south, with its next stop at 43rd Street. (Chicago Transit Authority Historical Collection)

The South Side "L" was Chicago's first, and was also known as the Alley "L". On September 5, 1890, a connecting span is raised at what became the 35th Street station. Service began in 1892. (Chicago Transit Authority Historical Collection)

The South Side “L” was Chicago’s first, and was also known as the Alley “L”. On September 5, 1890, a connecting span is raised at what became the 35th Street station. Service began in 1892. (Chicago Transit Authority Historical Collection)

Frank Lloyd Wright designed the triangular Stohr Arcade Building at Wilson Avenue and Broadway in 1909, part of which was underneath the Northwestern "L" structure. Within a decade of its construction, "L" service led to rapid development of the Uptown neighborhood, and the Stohr Arcade was replaced by Arthur U. Gerber's Uptown Union Station in 1923. (Krambles-Peterson Archive)

Frank Lloyd Wright designed the triangular Stohr Arcade Building at Wilson Avenue and Broadway in 1909, part of which was underneath the Northwestern “L” structure. Within a decade of its construction, “L” service led to rapid development of the Uptown neighborhood, and the Stohr Arcade was replaced by Arthur U. Gerber’s Uptown Union Station in 1923. (Krambles-Peterson Archive)

The view looking north from the Wilson Avenue Lower Terminal between 1909 and 1922, showing the Stohr Arcade Building at the intersection of Wilson and Broadway. (Krambles-Peterson Archive)

The view looking north from the Wilson Avenue Lower Terminal between 1909 and 1922, showing the Stohr Arcade Building at the intersection of Wilson and Broadway. (Krambles-Peterson Archive)

We are looking east from Exchange on the Stock Yards branch. The time is circa 1949.

We are looking east from Exchange on the Stock Yards branch. The time is circa 1949.

The stations on the Stock Yards loop had but one side platform, as there was only a single track. This is the Armour station,

The stations on the Stock Yards loop had but one side platform, as there was only a single track. This is the Armour station,

A two-car train of wooden "L" cars on the single-track Stock Yards branch in 1946. This photo has been attributed to Charles Keevil.

A two-car train of wooden “L” cars on the single-track Stock Yards branch in 1946. This photo has been attributed to Charles Keevil.

CTA 1780 heads up an "A" train at Marion Street in Oak Park. The ground-level portion of the Lake Street "L" was relocated onto the nearby C&NW embankment in 1962. This picture was probably taken between 1948 and 1955.

CTA 1780 heads up an “A” train at Marion Street in Oak Park. The ground-level portion of the Lake Street “L” was relocated onto the nearby C&NW embankment in 1962. This picture was probably taken between 1948 and 1955.

Service to Wilson Avenue via the "L" commenced in 1900, but the lower-level station did not open until March 5, 1907, with this modest station house designed by Arthur U. Gerber. In the book, I chose to use a different image, taken on opening day, that shows the other side of this building and the lower level tracks.

Service to Wilson Avenue via the “L” commenced in 1900, but the lower-level station did not open until March 5, 1907, with this modest station house designed by Arthur U. Gerber. In the book, I chose to use a different image, taken on opening day, that shows the other side of this building and the lower level tracks.

A 1908 view of the Argyle station on the Northwestern "L", shortly after service was extended between Uptown and Evanston at ground level. The "L" took over tracks belonging to the Milwaukee Road via a lease arrangement. By 1915, the "L' was gradually being elevated here onto a new embankment, which is now itself in the process of being rebuilt after a century of use. (Chicago Transit Authority Historical Collection)

A 1908 view of the Argyle station on the Northwestern “L”, shortly after service was extended between Uptown and Evanston at ground level. The “L” took over tracks belonging to the Milwaukee Road via a lease arrangement. By 1915, the “L’ was gradually being elevated here onto a new embankment, which is now itself in the process of being rebuilt after a century of use. (Chicago Transit Authority Historical Collection)

This circa 1952 shot of CTA 6097-6098 was taken from the LaSalle and Van Buren platform, looking west towards the junction at Wells and Van Buren. In the distance, you can see the Franklin Street station, used by Metropolitan "L" trains. It was not on the Loop itself. (George Trapp Collection)

This circa 1952 shot of CTA 6097-6098 was taken from the LaSalle and Van Buren platform, looking west towards the junction at Wells and Van Buren. In the distance, you can see the Franklin Street station, used by Metropolitan “L” trains. It was not on the Loop itself. (George Trapp Collection)

The façade of Wells Street Terminal, after it was renovated in the late 1920s, with the addition of two levels. It was designed by Chicago Rapid Transit Company staff architect Arthur U. Gerber. (Jack Bejna Collection)

The façade of Wells Street Terminal, after it was renovated in the late 1920s, with the addition of two levels. It was designed by Chicago Rapid Transit Company staff architect Arthur U. Gerber. (Jack Bejna Collection)

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new “L” structure, occupying the area where the building at left once was.

The old Cermak Road station on the south Side "L". Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

The old Cermak Road station on the south Side “L”. Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: "pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track. Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track. One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don't recall any Englewood or Jackson Park trains running express on the middle track along this stretch. By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball)."

A train of 4000s, signed for Jackson Park via the Subway, in 1947. If I am reading the sign correctly, this is 31st Street, a station the CTA closed in 1949. There was also apparently a Chicago White Sox home game when this picture was taken. M. E. writes: “pict673.jpg features a Jackson Park train at 31st St. Notice three tracks. The middle track was used, although I am unsure under what circumstances. One possibility that comes to mind is that the Kenwood line (until it became a shuttle out of Indiana Ave.) ran on this trackage into the Loop and up to Wilson. The Kenwood was a local. The Englewood and Jackson Park trains sometimes bypassed the Kenwood locals using the middle track. There were switches up and down the line to enable moving to and from the middle track.
Another possibility is that at one point the North Shore ran trains south as far as 63rd and Dorchester (1400 East) on the Jackson Park line. Perhaps some CNS&M trains used the middle track.
One impossibility is that the Englewood and Jackson Park trains used the middle track the whole way from south of Indiana Ave. to the Loop. I say this was not possible because all the stations on this line were on the outer sides of the outside tracks. I don’t recall any Englewood or Jackson Park trains running express on the middle track along this stretch.
By the way, prior to the 1949 changes, only the Jackson Park line ran north to Howard. The Englewood ran to Ravenswood (to Lawrence and Kimball).”

61st Street on the South Side "L", looking north on November 13, 1944.

61st Street on the South Side “L”, looking north on November 13, 1944.

This old photo shows South Side Rapid Transit car 131 at 63rd Street in 1899. Note the wires on the tops of the cars, which were used for current collection via overhead wire in yard areas that did not yet have third rail installed. (George Trapp Collection)

This old photo shows South Side Rapid Transit car 131 at 63rd Street in 1899. Note the wires on the tops of the cars, which were used for current collection via overhead wire in yard areas that did not yet have third rail installed. (George Trapp Collection)

A track map of the Kenwood branch, which ran between Indiana Avenue and 42nd Place. It branched off the South Side "L".

A track map of the Kenwood branch, which ran between Indiana Avenue and 42nd Place. It branched off the South Side “L”.

A track map showing the Stock Yard branch, which operated as a shuttle starting at Indiana Avenue on the South Side "L". It didn't really have an end of the line, since part of the line ran in a single-track loop.

A track map showing the Stock Yard branch, which operated as a shuttle starting at Indiana Avenue on the South Side “L”. It didn’t really have an end of the line, since part of the line ran in a single-track loop.

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.

A two-car train of 4000s is on the Lake Street "L" during construction of the Northwest (now Kennedy) expressway on February 25, 1958. The new highway opened in 1960. Further south, the Garfield Park "L" also crossed the highway footprint and had to be shored up around the same time this photo was taken. But once the new Congress rapid transit line opened on June 22, 1958 the Garfield line was no longer needed and the structure was removed where it crossed the highway, cutting the line off from the rest of the system. The remaining portions of structure west of there were removed in 1959; east of there, parts remained until 1964. The Lake Street "L", on the other hand, rechristened the Green Line, is still here.

A two-car train of 4000s is on the Lake Street “L” during construction of the Northwest (now Kennedy) expressway on February 25, 1958. The new highway opened in 1960. Further south, the Garfield Park “L” also crossed the highway footprint and had to be shored up around the same time this photo was taken. But once the new Congress rapid transit line opened on June 22, 1958 the Garfield line was no longer needed and the structure was removed where it crossed the highway, cutting the line off from the rest of the system. The remaining portions of structure west of there were removed in 1959; east of there, parts remained until 1964. The Lake Street “L”, on the other hand, rechristened the Green Line, is still here.

This is an inspection train at the Lake Street Transfer "L" station, which provided connections between the Lake Street "L", on the lower level, and the Metropolitan above. The higher level station was closed in February 1951, when the Dearborn-Milwaukee subway opened.

This is an inspection train at the Lake Street Transfer “L” station, which provided connections between the Lake Street “L”, on the lower level, and the Metropolitan above. The higher level station was closed in February 1951, when the Dearborn-Milwaukee subway opened.

CTA 3119, signed as a Lake Street local, is being stored on the third track at Hamlin in August 1948. By then, A/B "skip stop" service had been in effect for some months. It's possible this car was no longer being used on the line. Don's Rail Photos: "3119 was built by St. Louis Car in 1902 as LSERR 119. In 1913 it was renumbered 3119 and became CRT 3119 in 1923."

CTA 3119, signed as a Lake Street local, is being stored on the third track at Hamlin in August 1948. By then, A/B “skip stop” service had been in effect for some months. It’s possible this car was no longer being used on the line. Don’s Rail Photos: “3119 was built by St. Louis Car in 1902 as LSERR 119. In 1913 it was renumbered 3119 and became CRT 3119 in 1923.”

CRT S-200 in the Lake and Hamlin yard. Don's Rail Photos says, "S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1923." In this photo, it looks like it is being used to string trolley wire. You can see the ramp leading up to the "L" at right. (George Trapp Collection)

CRT S-200 in the Lake and Hamlin yard. Don’s Rail Photos says, “S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1923.” In this photo, it looks like it is being used to string trolley wire. You can see the ramp leading up to the “L” at right. (George Trapp Collection)

An eastbound Garfield Park train approaches the Loop in the 1940s, crossing over the Chicago River. (Chicago Transit Authority Historical Collection)

An eastbound Garfield Park train approaches the Loop in the 1940s, crossing over the Chicago River. (Chicago Transit Authority Historical Collection)

This may be an "as new" photo showing Metropolitan West Side "L" car 876. Don's Rail Photos: "2873 thru 2887 were built by Pullman in 1906 as M-WSER 873 thru 887. In 1913 they were renumbered 2873 thru 2887 and in 1923 they became CRT 2873 thru 2987." (George Trapp Collection)

This may be an “as new” photo showing Metropolitan West Side “L” car 876. Don’s Rail Photos: “2873 thru 2887 were built by Pullman in 1906 as M-WSER 873 thru 887. In 1913 they were renumbered 2873 thru 2887 and in 1923 they became CRT 2873 thru 2987.” (George Trapp Collection)

A Douglas Park "B" train heads west at Halsted on the Met main line, prior to the removal of two tracks for expressway construction.

A Douglas Park “B” train heads west at Halsted on the Met main line, prior to the removal of two tracks for expressway construction.

A two car CRT "L" train in December 1935, heading west toward the Douglas Pak "L"s end-of-the-line at Oak Park Avenue in Berwyn.

A two car CRT “L” train in December 1935, heading west toward the Douglas Pak “L”s end-of-the-line at Oak Park Avenue in Berwyn.

The Pulaski station on the Douglas Park "L" on May 10, 1958. There was a yard there at the time. This was once the western terminus of Douglas, and the curved track visible here was part of a turning loop. (Lawrence H. Boehuring Photo)

The Pulaski station on the Douglas Park “L” on May 10, 1958. There was a yard there at the time. This was once the western terminus of Douglas, and the curved track visible here was part of a turning loop. (Lawrence H. Boehuring Photo)

Around July 1, 1957, a westbound CTA Garfield Park "L" train is westbound on the Van Buren temporary trackage at California Avenue (2800 W.).

Around July 1, 1957, a westbound CTA Garfield Park “L” train is westbound on the Van Buren temporary trackage at California Avenue (2800 W.).

A night shot of CTA 2810 and 2818 in the Laramie Yards on February 1, 1957. By then, the Congress Expressway was open as far as Laramie and was adjacent to the Garfield Park "L". It was still under construction west of here, and the "L" ran on temporary trackage. (Robert Selle Photo)

A night shot of CTA 2810 and 2818 in the Laramie Yards on February 1, 1957. By then, the Congress Expressway was open as far as Laramie and was adjacent to the Garfield Park “L”. It was still under construction west of here, and the “L” ran on temporary trackage. (Robert Selle Photo)

The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north. (George Trapp Collection)

The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north. (George Trapp Collection)

A track map showing the Metropolitan "L" branches going to Logan Square and Humboldt Park (Lawndale). All four Met lines came together at Marshfield.

A track map showing the Metropolitan “L” branches going to Logan Square and Humboldt Park (Lawndale). All four Met lines came together at Marshfield.

The Logan Square terminal in 1946. "L" service terminated here from 1895 to 1970, when the CTA extended service to the northwest via a new subway. A portion of this building still exists, although considerably altered. (Chicago Transit Authority Historical Collection)

The Logan Square terminal in 1946. “L” service terminated here from 1895 to 1970, when the CTA extended service to the northwest via a new subway. A portion of this building still exists, although considerably altered. (Chicago Transit Authority Historical Collection)

A Metropolitan "L" motorman in the early 1900s.

A Metropolitan “L” motorman in the early 1900s.

The Humboldt Park "L" station at Lawndale Avenue (3700 W), which was the end of the line. There was just the one platform here. Since the Met hoped to eventually extend the line (which never happened), there was no terminal as such, and trains were stored on the other two tracks when not in use.

The Humboldt Park “L” station at Lawndale Avenue (3700 W), which was the end of the line. There was just the one platform here. Since the Met hoped to eventually extend the line (which never happened), there was no terminal as such, and trains were stored on the other two tracks when not in use.

You would be forgiven for not recognizing this location, but that's the Western Avenue station on the Humboldt Park "L", just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957.

You would be forgiven for not recognizing this location, but that’s the Western Avenue station on the Humboldt Park “L”, just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957.

Robert Selle took this photo on June 21, 1958, looking out the front window of a northbound CTA Douglas Park train. We are about to pass the old Met station at Madison Street on the Logan Square-Humboldt Park branch, unused since 1951. From 1954 to 1958, Douglas trains were routed downtown over the Lake Street "L" via a new connection seen off in the distance. This is the current route of the CTA Pink Line, but the day after this picture was taken, Douglas trains began using the Congress-Dearborn-Milwaukee subway instead.

Robert Selle took this photo on June 21, 1958, looking out the front window of a northbound CTA Douglas Park train. We are about to pass the old Met station at Madison Street on the Logan Square-Humboldt Park branch, unused since 1951. From 1954 to 1958, Douglas trains were routed downtown over the Lake Street “L” via a new connection seen off in the distance. This is the current route of the CTA Pink Line, but the day after this picture was taken, Douglas trains began using the Congress-Dearborn-Milwaukee subway instead.

Our Latest Book, Now Available for Pre-Order:

Chicago’s Lost “L”s

Arcadia Publishing will release our new book Chicago’s Lost “L”s on July 12, 2021. Reserve your copy today!

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:

NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

Keep those cards and letters coming in, folks!

-David Sadowski

Help Support The Trolley Dodger

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May Showers

David Sadowski 6 Comments
On October 10, 1952, an eastbound five-car Garfield Park "L" train approaches Western Avenue, where photographer William C. Hoffman was standing. The temporary trackage on Van Buren Street, visible at right, was then under construction.

On October 10, 1952, an eastbound five-car Garfield Park “L” train approaches Western Avenue, where photographer William C. Hoffman was standing. The temporary trackage on Van Buren Street, visible at right, was then under construction.

April showers, as they say, bring May flowers. That kind of fits today’s post, since there is always a lot of preliminary work involved in what we do. In fact, you could say we have been working on this one for a month.

It’s finally taken root, and now you can stop and smell the roses! We have about 100 classic traction photos for you to enjoy.  Most are our own, and some are from the collections of our friend William Shapotkin.

We also have two new products available. You can pre-order our new book Chicago’s Lost “L”s, and also purchase A Tribute to the North Shore Line, a two-hour DVD presentation put together in 2013 by the late Jeffrey L. Wien and Bradley Criss.

-David Sadowski

PS- FYI, we have a Facebook auxiliary for the Trolley Dodger here, which currently has 320 members.

Our Latest Book, Now Available for Pre-Order:

Chicago’s Lost “L”s

Arcadia Publishing will release our new book Chicago’s Lost “L”s on July 12, 2021. Reserve your copy today!

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:

NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

Recent Finds

The LaSalle Street tunnel under the Chicago River, shown prior to when it was rebuilt for use by cable cars in the 1880s. It had opened on July 4, 1871. This is one-half of a stereo photo.

The LaSalle Street tunnel under the Chicago River, shown prior to when it was rebuilt for use by cable cars in the 1880s. It had opened on July 4, 1871. This is one-half of a stereo photo.

A northbound Jackson Park-Howard "B: train descends into the State Street Subway sometime in the 1970s. A Lake-Dan Ryan train, made up of 2000s and 2200s, is on the nearby "L" structure.

A northbound Jackson Park-Howard “B: train descends into the State Street Subway sometime in the 1970s. A Lake-Dan Ryan train, made up of 2000s and 2200s, is on the nearby “L” structure.

An Englewood-Howard "A" train of 6000s in the State Street Subway in the 1970s.

An Englewood-Howard “A” train of 6000s in the State Street Subway in the 1970s.

This photo, showing a South Shore Line train running in the street in East Chicago, Indiana, must have been taken just prior to the relocation of these tracks in 1956. Since then, they have run next to the Indiana Toll Road. The location is on Chicago Street at Magoun Avenue, less than a mile east of the Indiana Toll Road. The train appears to be heading east. That's a 1955 or '56 Buick at left across the street.

This photo, showing a South Shore Line train running in the street in East Chicago, Indiana, must have been taken just prior to the relocation of these tracks in 1956. Since then, they have run next to the Indiana Toll Road. The location is on Chicago Street at Magoun Avenue, less than a mile east of the Indiana Toll Road. The train appears to be heading east. That’s a 1955 or ’56 Buick at left across the street.

The same location today.

The same location today.

J. W. Vigrass took this photo along the Red Arrow's West Chester line on May 29, 1954, just about a week before buses replaced trolleys. This long side-of-the-road interurban fell victim to a project that widened West Chester Pike.

J. W. Vigrass took this photo along the Red Arrow’s West Chester line on May 29, 1954, just about a week before buses replaced trolleys. This long side-of-the-road interurban fell victim to a project that widened West Chester Pike.

This may not be the sharpest picture, but it is an original Ektachrome slide shot by the late George Krambles. It shows North Shore Line 181 approaching Libertyville along the Mundelein branch on February 11, 1962.

This may not be the sharpest picture, but it is an original Ektachrome slide shot by the late George Krambles. It shows North Shore Line 181 approaching Libertyville along the Mundelein branch on February 11, 1962.

A North Shore Line train in North Chicago, sometime in the 1950s. This was an Ektachrome slide that had shifted to red, and I was fortunate to be able to color correct it in Photoshop. (J. W. Vigrass Photo)

A North Shore Line train in North Chicago, sometime in the 1950s. This was an Ektachrome slide that had shifted to red, and I was fortunate to be able to color correct it in Photoshop. (J. W. Vigrass Photo)

This photo did not come with any information, but it is a fantrip held on the Red Arrow's West Chester trolley line on June 6, 1954, when the line was replaced by buses. We previously posted a color image taken at this photo stop, where the location was given as either Milltown or Mill Farm, the handwriting was difficult to make out. Apparently one of the three cars shown here broke down and had to be towed by one of the others.

This photo did not come with any information, but it is a fantrip held on the Red Arrow’s West Chester trolley line on June 6, 1954, when the line was replaced by buses. We previously posted a color image taken at this photo stop, where the location was given as either Milltown or Mill Farm, the handwriting was difficult to make out. Apparently one of the three cars shown here broke down and had to be towed by one of the others.

Another photo of the South Shore Line in East Chicago in 1956. My guess is, this is the same location as the other photo, just looking the other way.

Another photo of the South Shore Line in East Chicago in 1956. My guess is, this is the same location as the other photo, just looking the other way.

We recently posted a color image, similar to this and taken at the same location, shot in 1955 by William C. Hoffman. This is most likely from the same general time period, as prewar PCC 7003 is running on Western Avenue. The prewar cars ran here from 1955-56 after they had been on the Cottage Grove line, converted to one-man operation. The "L" train is running on the Garfield Park temporary trackage in Van Buren Street, which was used from 1953-58.

We recently posted a color image, similar to this and taken at the same location, shot in 1955 by William C. Hoffman. This is most likely from the same general time period, as prewar PCC 7003 is running on Western Avenue. The prewar cars ran here from 1955-56 after they had been on the Cottage Grove line, converted to one-man operation. The “L” train is running on the Garfield Park temporary trackage in Van Buren Street, which was used from 1953-58.

A view looking west along the Lake Street "L" sometime during the 1950s. The "L" ran in one direction then (counter-clockwise), so both the "L" train and North Shore Line train are heading west, away from the photographer. That's Tower 18 behind the train of 4000s, before it was replaced in 1969.

A view looking west along the Lake Street “L” sometime during the 1950s. The “L” ran in one direction then (counter-clockwise), so both the “L” train and North Shore Line train are heading west, away from the photographer. That’s Tower 18 behind the train of 4000s, before it was replaced in 1969.

Another photo taken at the same location in East Chicago in 1956. Here, we see a westbound train on Chicago Street at Magoun Avenue.

Another photo taken at the same location in East Chicago in 1956. Here, we see a westbound train on Chicago Street at Magoun Avenue.

The view looking west along Lake Street from the front window of a North Shore Line train in July 1960. This was during the period when the Loop "L" ran in one direction, so the train we see near Tower 18 was also heading west. Soon, this North Shore Line train would turn north. (J. W. Vigrass Photo)

The view looking west along Lake Street from the front window of a North Shore Line train in July 1960. This was during the period when the Loop “L” ran in one direction, so the train we see near Tower 18 was also heading west. Soon, this North Shore Line train would turn north. (J. W. Vigrass Photo)

J. W. Vigrass took this picture looking out the front window of a northbound North Shore Line train approaching Armitage in July 1960, near the north portal to the State Street Subway.

J. W. Vigrass took this picture looking out the front window of a northbound North Shore Line train approaching Armitage in July 1960, near the north portal to the State Street Subway.

J. W. Vigrass shot this photo of the Red Arrow operating along West Chester Pike on May 29, 1954. Much of the line was single track, and here we are at a passing siding.

J. W. Vigrass shot this photo of the Red Arrow operating along West Chester Pike on May 29, 1954. Much of the line was single track, and here we are at a passing siding.

On August 4, 1955, a westbound Garfield Park "L" train of 4000s ascends the ramp up to the "L" near Van Buren and Mozart (just west of California Avenue). East of here, the Garfield Park temporary trackage ran in the south half of Van Buren. Here, you can see the streetcar tracks in Van Buren, last used in 1951. (William C. Hoffman Photo)

On August 4, 1955, a westbound Garfield Park “L” train of 4000s ascends the ramp up to the “L” near Van Buren and Mozart (just west of California Avenue). East of here, the Garfield Park temporary trackage ran in the south half of Van Buren. Here, you can see the streetcar tracks in Van Buren, last used in 1951. (William C. Hoffman Photo)

The same location today.

The same location today.

This started out as an Anscocolor slide, but there was so little color left in it that I had no choice but to convert it to black-and-white. This is the view looking west from the Racine "L" station, on the Met main line, on February 26, 1954, showing a three-point switch leading to the Throop Street Shops, which would be demolished within a few months. While Garfield Park trains no longer took this path, Douglas Park trains still did, until April 1954, when that line was re-routed downtown via the Lake Street "L". (William C. Hoffman Photo)

This started out as an Anscocolor slide, but there was so little color left in it that I had no choice but to convert it to black-and-white. This is the view looking west from the Racine “L” station, on the Met main line, on February 26, 1954, showing a three-point switch leading to the Throop Street Shops, which would be demolished within a few months. While Garfield Park trains no longer took this path, Douglas Park trains still did, until April 1954, when that line was re-routed downtown via the Lake Street “L”. (William C. Hoffman Photo)

William C. Hoffman took this photo of what was then a new illuminated sign in the State Street Subway on March 6, 1955.

William C. Hoffman took this photo of what was then a new illuminated sign in the State Street Subway on March 6, 1955.

This Clark Frazier photo of San Francisco Muni "Iron Monster" 207 was processed in March 1958, which is about when Kodak started date-stamping slide mounts. This is surely among the last photos of this car in service. 207 has just changed ends in a then-new wye at the end of the M line.

This Clark Frazier photo of San Francisco Muni “Iron Monster” 207 was processed in March 1958, which is about when Kodak started date-stamping slide mounts. This is surely among the last photos of this car in service. 207 has just changed ends in a then-new wye at the end of the M line.

A two-car CTA Garfield Park "L" train stops at Tripp Avenue on March 11, 1956. This was one of the stations that was not in the way of expressway construction, and continued in service until June 21, 1958, when the new Congress rapid transit line opened. These cars were part of the first group of 4000s built by the Cincinnati Car Company circa 1915. The center doors were never used in service and were blocked off. The head car is 4238. (William C. Hoffman Photo)

A two-car CTA Garfield Park “L” train stops at Tripp Avenue on March 11, 1956. This was one of the stations that was not in the way of expressway construction, and continued in service until June 21, 1958, when the new Congress rapid transit line opened. These cars were part of the first group of 4000s built by the Cincinnati Car Company circa 1915. The center doors were never used in service and were blocked off. The head car is 4238. (William C. Hoffman Photo)

A Chicago Surface Lines bus stop sign in Chicago's Loop on July 18, 1951. Interestingly, the late Jeff Wien had just such a sign in his collection. Not sure if it is an original or a copy, though.

A Chicago Surface Lines bus stop sign in Chicago’s Loop on July 18, 1951. Interestingly, the late Jeff Wien had just such a sign in his collection. Not sure if it is an original or a copy, though.

I assume this is Altoona & Logan Valley car 62 in the early 1950s. Not sure what the two former railroad coaches are at left, repurposed after their retirement.

I assume this is Altoona & Logan Valley car 62 in the early 1950s. Not sure what the two former railroad coaches are at left, repurposed after their retirement.

Again, I assume this is Altoona & Logan Valley. Cars 70 and 72 meet, and both are Osgood Bradley "Electromobiles" from 1930. Hardly any of these types of cars have survived.

Again, I assume this is Altoona & Logan Valley. Cars 70 and 72 meet, and both are Osgood Bradley “Electromobiles” from 1930. Hardly any of these types of cars have survived.

Altoona & Logan Valley 72 at an unknown location.

Altoona & Logan Valley 72 at an unknown location.

Here, CTA 4000s are heading west on Van Buren Street temporary trackage on April 14, 1957. We are looking to the northwest, and the photographer was riding in a Douglas Park "L" train along Paulina. Douglas trains ran here from 1954-58, and do so now, as part of the rechristened CTA Pink Line.

Here, CTA 4000s are heading west on Van Buren Street temporary trackage on April 14, 1957. We are looking to the northwest, and the photographer was riding in a Douglas Park “L” train along Paulina. Douglas trains ran here from 1954-58, and do so now, as part of the rechristened CTA Pink Line.

While not the sharpest picture, this does show one of the two Liberty Liners (former North Shore Line Electroliners) on the Norristown line on January 26, 1964, their debut just one year after the demise of the Chicago North Shore & Milwaukee. The bridge crosses the Schuylkill River.

While not the sharpest picture, this does show one of the two Liberty Liners (former North Shore Line Electroliners) on the Norristown line on January 26, 1964, their debut just one year after the demise of the Chicago North Shore & Milwaukee. The bridge crosses the Schuylkill River.

Another Red Arrow photo along West Chester Pike, taken on May 29, 1954 by J. W. Vigrass.

Another Red Arrow photo along West Chester Pike, taken on May 29, 1954 by J. W. Vigrass.

A southbound Bullet car at Bryn Mawr station in August 1961, on the Norristown line. (G. H. Landau Photo)

A southbound Bullet car at Bryn Mawr station in August 1961, on the Norristown line. (G. H. Landau Photo)

The entrance to the high point of the Angel's Flight Railway, a funicular on the side of a hill in Los Angeles, prior to when this operation was closed in 1969, dismantled, and put into storage for many years. It has since been relocated and reopened. This hill was a victim of a redevelopment project.

The entrance to the high point of the Angel’s Flight Railway, a funicular on the side of a hill in Los Angeles, prior to when this operation was closed in 1969, dismantled, and put into storage for many years. It has since been relocated and reopened. This hill was a victim of a redevelopment project.

This undated photo of North Shore Line train 172 in Waukegan must have been taken prior to this line's abandonment in July 1955.

This undated photo of North Shore Line train 172 in Waukegan must have been taken prior to this line’s abandonment in July 1955.

The view looking west from the Western Avenue "L" station on the Garfield Park "L" on August 19, 1953. (William C. Hoffman Photo)

The view looking west from the Western Avenue “L” station on the Garfield Park “L” on August 19, 1953. (William C. Hoffman Photo)

On August 19, 1953, an eastbound five-car Garfield Park "L" train approaches the Western Avenue station, just out of view to the right. The area had been cleared for construction of the Congress Expressway. The excavated area has filled up with rain. (William C. Hoffman Photo)

On August 19, 1953, an eastbound five-car Garfield Park “L” train approaches the Western Avenue station, just out of view to the right. The area had been cleared for construction of the Congress Expressway. The excavated area has filled up with rain. (William C. Hoffman Photo)

On July 2, 1950, a westbound single-car Garfield Park "L" train is near California Avenue. Soon this entire area would be cleared out to make way for the Congress Expressway. (William C. Hoffman Photo)

On July 2, 1950, a westbound single-car Garfield Park “L” train is near California Avenue. Soon this entire area would be cleared out to make way for the Congress Expressway. (William C. Hoffman Photo)

It's October 20, 1953, and we are looking west from the Marshfield station on the Metropolitan main line. The Garfield Park "L" tracks west of here are out of service and the tracks have already been removed. The platform at right had been used by the Chicago Aurora & Elgin interurban, and the sign advertising that has been covered up. (William C. Hoffman Photo)

It’s October 20, 1953, and we are looking west from the Marshfield station on the Metropolitan main line. The Garfield Park “L” tracks west of here are out of service and the tracks have already been removed. The platform at right had been used by the Chicago Aurora & Elgin interurban, and the sign advertising that has been covered up. (William C. Hoffman Photo)

On November 10, 1953, this is the view looking west from Marshfield. The Garfield Park "L" structure has already been removed to some extent west of here, due to construction of the Congress Expressway. The Douglas Park "L" was still using the old structure east of here, and would continue to do so until April 1954, when a new connection to the Lake Street "L" was finished. The Douglas Park "L" tracks here go off to the left. The new connection, going north-south, spans the width of the highway and connects to the "L" structure that had been used by Logan Square and Humboldt Park trains until 1951. (William C. Hoffman Photo)

On November 10, 1953, this is the view looking west from Marshfield. The Garfield Park “L” structure has already been removed to some extent west of here, due to construction of the Congress Expressway. The Douglas Park “L” was still using the old structure east of here, and would continue to do so until April 1954, when a new connection to the Lake Street “L” was finished. The Douglas Park “L” tracks here go off to the left. The new connection, going north-south, spans the width of the highway and connects to the “L” structure that had been used by Logan Square and Humboldt Park trains until 1951. (William C. Hoffman Photo)

The view looking west from the former Western Avenue station on the Garfield Park "L" on October 16, 1953. The "L" tracks have already been removed and demolition of the station would follow shortly. The last train ran on this structure (in one direction) on September 27. (William C. Hoffman Photo)

The view looking west from the former Western Avenue station on the Garfield Park “L” on October 16, 1953. The “L” tracks have already been removed and demolition of the station would follow shortly. The last train ran on this structure (in one direction) on September 27. (William C. Hoffman Photo)

A North Shore Line fantrip train on February 19, 1961. Not sure of the location, or who the conductor is at left.

A North Shore Line fantrip train on February 19, 1961. Not sure of the location, or who the conductor is at left.

This undated photo by the late Mel Bernero was taken at the old CTA Logan Square terminal, looking east.

This undated photo by the late Mel Bernero was taken at the old CTA Logan Square terminal, looking east.

This shows the Garfield Park "L" station at Oak Park Avenue, before the construction of the Congress (now Eisenhower) Expressway. The view looks to the northeast. The buildings just to the north are still there.

This shows the Garfield Park “L” station at Oak Park Avenue, before the construction of the Congress (now Eisenhower) Expressway. The view looks to the northeast. The buildings just to the north are still there.

I found a description of this photo online: "This real photograph postcard was taken on July 4, 1910, near the Methodist Church on Franklin Avenue in Valparaiso, Indiana. This public gathering commemorated the first run of the Valparaiso & Northern Railway interurban on the new line running from Valparaiso northward to Flint Lake. The first interurban left Valparaiso at 9:00 am in charge of Conductor C. C. Metsker. Valparaiso Mayor William F. Spooner, Valparaiso City Clerk Clem Helm, and other local notables were passengers on the inaugural sixteen minute, three mile trip to Flint Lake. An engine operated by Frank Chowdrey, hooked to two flat cars with seats and decked out in flags and bunting, followed the interurban to Flint Lake. A total of 3,500 passengers were transported to Flint Lake that inaugural day for the festivities. Incorporated in August 1908, the Valparaiso & Northern Railway construction was financed by citizens of Valparaiso and outside investors; the railway was to become one of the feeder lines the the Chicago-New York Electric Air Line Railroad. A section between Chesterton and Goodrum, located just north of Woodville, was completed and put into service on February 18, 1911. The section between Flint Lake and Woodville was completed on October 7, 1911; between February and October of 1911, a bus was used to transport passengers between Goodrum and Flint Lake. Complete interurban through service between Chesterton, Valparaiso, and LaPorte was possible after a bridge was constructed over the Baltimore & Ohio Railroad on February 17, 1912. Interurban service to Valparaiso ceased on October 23, 1938, largely due to the increasing use of automobiles, an improved highway system, and the financial depression."

I found a description of this photo online: “This real photograph postcard was taken on July 4, 1910, near the Methodist Church on Franklin Avenue in Valparaiso, Indiana. This public gathering commemorated the first run of the Valparaiso & Northern Railway interurban on the new line running from Valparaiso northward to Flint Lake. The first interurban left Valparaiso at 9:00 am in charge of Conductor C. C. Metsker. Valparaiso Mayor William F. Spooner, Valparaiso City Clerk Clem Helm, and other local notables were passengers on the inaugural sixteen minute, three mile trip to Flint Lake. An engine operated by Frank Chowdrey, hooked to two flat cars with seats and decked out in flags and bunting, followed the interurban to Flint Lake. A total of 3,500 passengers were transported to Flint Lake that inaugural day for the festivities. Incorporated in August 1908, the Valparaiso & Northern Railway construction was financed by citizens of Valparaiso and outside investors; the railway was to become one of the feeder lines the the Chicago-New York Electric Air Line Railroad. A section between Chesterton and Goodrum, located just north of Woodville, was completed and put into service on February 18, 1911. The section between Flint Lake and Woodville was completed on October 7, 1911; between February and October of 1911, a bus was used to transport passengers between Goodrum and Flint Lake. Complete interurban through service between Chesterton, Valparaiso, and LaPorte was possible after a bridge was constructed over the Baltimore & Ohio Railroad on February 17, 1912. Interurban service to Valparaiso ceased on October 23, 1938, largely due to the increasing use of automobiles, an improved highway system, and the financial depression.”

This is a nice picture of the South Shore illustration that became a rallying cry in the mid-to-late 1970s, when the interurban was threatened with extinction.

This is a nice picture of the South Shore illustration that became a rallying cry in the mid-to-late 1970s, when the interurban was threatened with extinction.

I think this slide, taken in October 1953, is misidentified. It shows car 2851 at the head of a Garfield Park “L” train, but identifies the location as Laramie. There was no such wooden or steel “L” structure there. What seems more likely is, this is an eastbound train going down the ramp just west of California Avenue, approaching the temporary ground-level trackage that Garfield used from 1953-58. There is no expressway at left because it hadn’t been built yet.

CTA 6574-6573 at the DesPlaines Avenue terminal in Forest Park on August 14, 1964. The tracks are in the same location today, but the terminal was replaced in the 1980s and the area around it was dug out. We are looking to the northwest. Those silos at rear are long gone.

CTA 6574-6573 at the DesPlaines Avenue terminal in Forest Park on August 14, 1964. The tracks are in the same location today, but the terminal was replaced in the 1980s and the area around it was dug out. We are looking to the northwest. Those silos at rear are long gone.

SEPTA car 18, signed for Media, is at the 69th Street Terminal on a snowy night in February 1973.

SEPTA car 18, signed for Media, is at the 69th Street Terminal on a snowy night in February 1973.

North Shore Line 712 and train on the Mundelein branch on July 29, 1962, signed for Chicago. That must be 775 behind 712.

North Shore Line 712 and train on the Mundelein branch on July 29, 1962, signed for Chicago. That must be 775 behind 712.

This photo came without any identification, but it shows the CTA off-street loop at Halsted near 79th Street, some time after buses replaced streetcars on Route 8 in 1954. Andre Kristopans: "Bus at 79th Halsted terminal is a 42B South Halsted, arriving from 127th Street. The bus facing other direction is an 8 or a 42 northbound." Route 42 was discontinued in 1993, upon the opening of the new Orange Line rapid transit route.

This photo came without any identification, but it shows the CTA off-street loop at Halsted near 79th Street, some time after buses replaced streetcars on Route 8 in 1954. Andre Kristopans: “Bus at 79th Halsted terminal is a 42B South Halsted, arriving from 127th Street. The bus facing other direction is an 8 or a 42 northbound.” Route 42 was discontinued in 1993, upon the opening of the new Orange Line rapid transit route.

North Shore Line car 732 at the Mundelein terminal at an apparently early date, considering how few buildings are present. Don's Rail Photos: "732 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939."

North Shore Line car 732 at the Mundelein terminal at an apparently early date, considering how few buildings are present. Don’s Rail Photos: “732 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939.”

Toonerville Trolley Celebration in Pelham, NY

There was an actual railfan comic strip in the daily papers during the first half of the 20th Century– Fontaine Fox’s Toonerville Trolley.

It was inspired by an actual trolley in Pelham, NY. Author Blake A. Bell was until recently the Pelham town historian, and has written extensively about the cartoon’s connections to that area in suburban New York City.

The Toonerville Trolley met all the trains, and its inspiration ran to the New Haven Railroad station. It is said that the cartoon “Skipper” was inspired by longtime Pelham trolley operator James Bailey.

On July 31, 1937, Fox staged an event, attended by hundreds of people, to commemorate the end of trolley service in Pelham. The local streetcars did not resemble the cartoon one enough, so a small Birney car was brought over from another property to serve as the “Toonerville Trolley” for this occasion.

We recently acquired several photos from this event. The nattily dressed man in one picture is Fontaine Fox himself.

Cartoonist Fontaine Fox (1884-1964) in 1911.

Cartoonist Fontaine Fox (1884-1964) in 1911.

From the Collections of William Shapotkin

CTA 5532 is southbound on Paulina, running on Route 9 - Ashland. In the background, we see the Marshfield "L" station on the Metropolitan main line. This was where all the Met lines diverged, going to Logan Square, Humboldt Park, Garfield Park, and Douglas Park. There was also a platform for the Chicago Aurora & Elgin interurban, seen at rear. As you can see at right, some clearing has already been done for the Congress Expressway. (William Shapotkin Collection)

CTA 5532 is southbound on Paulina, running on Route 9 – Ashland. In the background, we see the Marshfield “L” station on the Metropolitan main line. This was where all the Met lines diverged, going to Logan Square, Humboldt Park, Garfield Park, and Douglas Park. There was also a platform for the Chicago Aurora & Elgin interurban, seen at rear. As you can see at right, some clearing has already been done for the Congress Expressway. (William Shapotkin Collection)

CTA work car W-205 at 77th and Vincennes in January 1951. (William Shapotkin Collection)

CTA work car W-205 at 77th and Vincennes in January 1951. (William Shapotkin Collection)

While the caption on this photo erroneously says it is Gary, Indiana, it is actually East Chicago instead. The date given is October 1953. The location is much the same as in some of the other South Shore black-and-white photos in this post (Chicago Street near Magoun Avenue). Note the same stores across the street. (William Shapotkin Collection)

While the caption on this photo erroneously says it is Gary, Indiana, it is actually East Chicago instead. The date given is October 1953. The location is much the same as in some of the other South Shore black-and-white photos in this post (Chicago Street near Magoun Avenue). Note the same stores across the street. (William Shapotkin Collection)

CTA trolley bus 9588 is southbound on Pulaski at Grand Avenue on March 12, 1973, not long before the end of electric bus service. Jimmy's Red Hots is at left. (William Shapotkin Collection)

CTA trolley bus 9588 is southbound on Pulaski at Grand Avenue on March 12, 1973, not long before the end of electric bus service. Jimmy’s Red Hots is at left. (William Shapotkin Collection)

Brand new CTA 2414 is at Rockville (MD?) on March 19, 1977. It's part of the 2400-series, built by Boeing-Vertol. (R. Anastasio Photo, William Shapotkin Collection)

Brand new CTA 2414 is at Rockville (MD?) on March 19, 1977. It’s part of the 2400-series, built by Boeing-Vertol. (R. Anastasio Photo, William Shapotkin Collection)

CTA 6027 is at Kedzie and 33rd in April 1949. (William Shapotkin Collection)

CTA 6027 is at Kedzie and 33rd in April 1949. (William Shapotkin Collection)

Chicago Surface Lines 2821 and 2818 at 111th and Halsted in 1944. (William Shapotkin Collection)

Chicago Surface Lines 2821 and 2818 at 111th and Halsted in 1944. (William Shapotkin Collection)

CTA one-man streetcar 3220 is at 67th and South Shore Drive in June 1952, running on Route 67. (William Shapotkin Collection)

CTA one-man streetcar 3220 is at 67th and South Shore Drive in June 1952, running on Route 67. (William Shapotkin Collection)

CTA 3238 at 67th and Lake Shore Drive (also known as South Shore Drive here) in May 1950. Note the same ice cream stand as in shapotkin116. (William Shapotkin Collection)

CTA 3238 at 67th and Lake Shore Drive (also known as South Shore Drive here) in May 1950. Note the same ice cream stand as in shapotkin116. (William Shapotkin Collection)

CTA 6207 is at an unknown location, while a postwar PCC turns in the background. The red car is signed for Route 93. Jon Habermaas says the "location is 95th Street west of State Street showing the west end of the 93/95 route. PCC in background is a Broadway-State car turning north on to State after a short jog on 95th from Michigan Ave route segment from 119th Street." (William Shapotkin Collection)

CTA 6207 is at an unknown location, while a postwar PCC turns in the background. The red car is signed for Route 93. Jon Habermaas says the “location is 95th Street west of State Street showing the west end of the 93/95 route. PCC in background is a Broadway-State car turning north on to State after a short jog on 95th from Michigan Ave route segment from 119th Street.” (William Shapotkin Collection)

CTA 6182 at Lawrence and Clark in March 1950. (William Shapotkin Collection)

CTA 6182 at Lawrence and Clark in March 1950. (William Shapotkin Collection)

CTA 653, signed to head south on Route 8 - Halsted. (William Shapotkin Collection)

CTA 653, signed to head south on Route 8 – Halsted. (William Shapotkin Collection)

CTA 6031, with no route sign visible. (William Shapotkin Collection)

CTA 6031, with no route sign visible. (William Shapotkin Collection)

CTA 551. Michael Franklin writes, "This is looking south on State Street from Roosevelt Road. (The) building with round arches is still standing." (William Shapotkin Collection)

CTA 551. Michael Franklin writes, “This is looking south on State Street from Roosevelt Road. (The) building with round arches is still standing.” (William Shapotkin Collection)

The info on the slide mount says this is CTA 6153 at 47th and Indiana in June 1949. However, the car is signed for Route 28. Kevin Doerksen says this is "actually 47th and Cottage Grove, NE corner. The old bank building is still there." (William Shapotkin Collection)

The info on the slide mount says this is CTA 6153 at 47th and Indiana in June 1949. However, the car is signed for Route 28. Kevin Doerksen says this is “actually 47th and Cottage Grove, NE corner. The old bank building is still there.” (William Shapotkin Collection)

It's not clear to me just where this picture was taken, but at least I can say that it is Ashland Car Works slide #820. (William Shapotkin Collection)

It’s not clear to me just where this picture was taken, but at least I can say that it is Ashland Car Works slide #820. (William Shapotkin Collection)

This is slide #814 from Ashland Car Works, and shows wooden "L" cars running along Van Buren street downtown. The photographer was most likely standing on the platform at Franklin and Van Buren. The view looks east, and that's Tower 12 at right. The tracks and structure west of Van Buren and Wells were replaced in 1955 by a new connection, running through the former Well Street Terminal, just north of here. The tower, "L" structure, and the Franklin Street station were all removed shortly thereafter. (William Shapotkin Collection)

This is slide #814 from Ashland Car Works, and shows wooden “L” cars running along Van Buren street downtown. The photographer was most likely standing on the platform at Franklin and Van Buren. The view looks east, and that’s Tower 12 at right. The tracks and structure west of Van Buren and Wells were replaced in 1955 by a new connection, running through the former Well Street Terminal, just north of here. The tower, “L” structure, and the Franklin Street station were all removed shortly thereafter. (William Shapotkin Collection)

This is an image we have most likely run before, but it never hurts to see it again. It shows one of the original 5000-series "L" trains, which were numbered 5001-5004, heading west along the Metropolitan main line just west of the Chicago River. The train is passing over the south train platforms at Union Station. This is slide #812 from Ashland Car Works (put out by the late Jack Bailey) if that helps. (William Shapotkin Collection)

This is an image we have most likely run before, but it never hurts to see it again. It shows one of the original 5000-series “L” trains, which were numbered 5001-5004, heading west along the Metropolitan main line just west of the Chicago River. The train is passing over the south train platforms at Union Station. This is slide #812 from Ashland Car Works (put out by the late Jack Bailey) if that helps. (William Shapotkin Collection)

1973 Trolley Bus Fantrip

These images, also from Bill Shapotkin‘s collection, are from a CTA trolley bus fantrip at night, that took place on March 31, 1973.

Keep those cards and letters coming in, folks!

-David Sadowski

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

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

David Sadowski 20 Comments
The conductor on this gate car, on a westbound Douglas Park train at Western Avenue, is waiting to receive the bell signal from the next car, so he can pass it along. Before "L" trains had door control wired up between cars, this is how the system worked. There were many more conductors-- a three car train of wooden "L" cars had two conductors, plus the motorman. The date was February 9, 1954. (William C. Hoffman Photo) Andre Kristopans: "One detail - each train had one motorman and one conductor. Conductor worked between first two cars (or in only car if there was only one). The rest of the men were classified as "guards" and had a slightly lower pay rate. Motorman and conductor stayed together all day, guards worked dependent on train length that trip. They were apparently mostly part timers that only worked the longer rush trains, though for instance on North-South where trains were four cars midday at least one guard worked all day."

The conductor on this gate car, on a westbound Douglas Park train at Western Avenue, is waiting to receive the bell signal from the next car, so he can pass it along. Before “L” trains had door control wired up between cars, this is how the system worked. There were many more conductors– a three car train of wooden “L” cars had two conductors, plus the motorman. The date was February 9, 1954. (William C. Hoffman Photo) Andre Kristopans: “One detail – each train had one motorman and one conductor. Conductor worked between first two cars (or in only car if there was only one). The rest of the men were classified as “guards” and had a slightly lower pay rate. Motorman and conductor stayed together all day, guards worked dependent on train length that trip. They were apparently mostly part timers that only worked the longer rush trains, though for instance on North-South where trains were four cars midday at least one guard worked all day.”

Spring is finally here, and the temps are gradually getting warmer. But here at the Trolley Dodger, we feel we’re getting warmer in other ways as well– in the sense that we’re on to something.

After more than six years, we’re getting closer to what I hoped this site could be when it started. Maybe we’re finally realizing some of our true potential, I don’t know. I will leave such determinations to our readers.

But when I started my first transit blog (this is actually the second), someone opined it was long on potential, and short on execution. And I had to agree that this was so. Hey, nobody knows everything about a subject, and we learn as we go along.

And in six plus years, I feel we have improved both the content of this site (our image library) and the information that we provide. And it does seem to fill a need that was out there. I base that on how often our own articles and pictures come up when I do Internet searches on subjects, and the number of times we see our own pictures re-shared on Facebook.

When folks do share our images on Facebook, though, there are a few things that I would ask. First, do not crop out the watermark on our images that identifies them as having come from here. Second, please provide the correct caption information. Too many times, I have seen either partial, or sometimes even incorrect captions placed on our photos when shared.

Finally, please credit the original photographer, when the name of that person is known.

Today, we have a large number of outstanding classic photos for your consideration. Even better, all of them are from our own collections. Some we purchased, and others are scans of original 35mm slides taken by the late William C. Hoffman.

We recently received the Hoffman collection as part of an overall gift of photographs collected and shot by the late Jeffrey L. Wein, a friend for over 40 years. We thank him for his generosity.

You may have seen duplicate slides over the years from some of these Hoffman shots. Bill Hoffman was an avid photographer, and while not always the best from a technical standpoint, he got many shots that are unique and were either missed, or overlooked, by others.

Bill Hoffman’s strong suit was in documenting things that were fast disappearing, those scenes of everyday life that others took for granted. While many of his pictures are not tack-sharp, at least here, we are working with the “best evidence,” the original slides themselves, and not duplicates.

I don’t know what kind of camera equipment he used back in the day, but after he passed away in the late 1980s, a friend gave me Bill Hoffman’s last camera, which was a screw-mount Leica IIIg, a model from 1957.

Meanwhile, after taking a pause due to the pandemic, work will soon resume on our next book Chicago’s Lost “L”s, scheduled to appear on July 12. It has now reached the proofing stage, and there are still a few changes that need to be made.

Arcadia Publishing has priced this at $23.99, and we are doing our best to make sure that you, the reader, will get an excellent value for your money. We will begin our pre-sale at the beginning of June, and each copy purchased from our Online Store will also include a bonus item, as well as being autographed.

Enjoy!

-David Sadowski

PS- If you want to see even more transit-related content than we can share here, check out our Trolley Dodger Facebook group, which currently has 242 members.

Recent Finds

CTA 3156, seen here on the Stock Yards branch in the early 1950s, was built by Brill in 1909 for the Lake Street "L". After it was no longer needed there, it was used on this shuttle operation in the early-to-mid 1950s, still sporting at least one trolley pole. I am not sure of the exact location here, but it is nearby Agar's Meats and on a section of "L" that was double-tracked. The men in the foreground were either on the roof of a nearby building, or perhaps on the Chicago Junction Railway embankment, if that was close by. (Wendell E. Grove Photo)

CTA 3156, seen here on the Stock Yards branch in the early 1950s, was built by Brill in 1909 for the Lake Street “L”. After it was no longer needed there, it was used on this shuttle operation in the early-to-mid 1950s, still sporting at least one trolley pole. I am not sure of the exact location here, but it is nearby Agar’s Meats and on a section of “L” that was double-tracked. The men in the foreground were either on the roof of a nearby building, or perhaps on the Chicago Junction Railway embankment, if that was close by. (Wendell E. Grove Photo)

On June 6, 1954, the National Railway Historical Society held a fantrip to say goodbye to trolley service on the Red Arrow interurban to West Chester, PA. Cars 14, 20, and 68 were used, and after 20 broke down, it was towed by 68. This was a photo stop, and the slide identifies the location as either "Milltown" or "Mill farm," the handwriting is hard to make out.

On June 6, 1954, the National Railway Historical Society held a fantrip to say goodbye to trolley service on the Red Arrow interurban to West Chester, PA. Cars 14, 20, and 68 were used, and after 20 broke down, it was towed by 68. This was a photo stop, and the slide identifies the location as either “Milltown” or “Mill farm,” the handwriting is hard to make out.

We actually ran another picture from the same photo stop in a previous post:

Cars 14, 20 and 68 at a photo stop along the West Chester line on the June 6, 1954 NRHS fantrip.

Cars 14, 20 and 68 at a photo stop along the West Chester line on the June 6, 1954 NRHS fantrip.

Red Arrow Brill-built "Master Unit" 77, signed for the Sharon Hill line, in the early 1950s. This car, built in 1932, has been preserved, but the last report I have is that it is stored inoperable by the Middletown and Hummelstown Railroad.

Red Arrow Brill-built “Master Unit” 77, signed for the Sharon Hill line, in the early 1950s. This car, built in 1932, has been preserved, but the last report I have is that it is stored inoperable by the Middletown and Hummelstown Railroad.

Ardmore junction was a favorite spot for photographers on the Red Arrow Lines, as the Norristown High-Speed Line crossed over the trolley line to Ardmore. Many photos such as this were posed on fantrips, up until the end of 1966, when buses replaced rail on the Ardmore branch. The date and circumstances of this photo are not known, other than that it was taken in 1961. Car 66 was built by Brill in 1927, and has been preserved at the Pennsylvania Trolley Museum since 1970.

Ardmore junction was a favorite spot for photographers on the Red Arrow Lines, as the Norristown High-Speed Line crossed over the trolley line to Ardmore. Many photos such as this were posed on fantrips, up until the end of 1966, when buses replaced rail on the Ardmore branch. The date and circumstances of this photo are not known, other than that it was taken in 1961. Car 66 was built by Brill in 1927, and has been preserved at the Pennsylvania Trolley Museum since 1970.

Over the years, Boston has phased out nearly all the street running on its Green Line trolley system, except for a bit of the E line, which now terminates at Heath. Here, on October 30, 1982, Clark Frazier captured this view of MBTA "picture window" PCC 3314, built by Pullman-Standard in 1951, on Huntington Avenue, going by Mission Park on its way to Arborway as part of a two-car train. Although service on the E line was truncated to Heath, trolleys still run at this location today.

Over the years, Boston has phased out nearly all the street running on its Green Line trolley system, except for a bit of the E line, which now terminates at Heath. Here, on October 30, 1982, Clark Frazier captured this view of MBTA “picture window” PCC 3314, built by Pullman-Standard in 1951, on Huntington Avenue, going by Mission Park on its way to Arborway as part of a two-car train. Although service on the E line was truncated to Heath, trolleys still run at this location today.

Here is a view of the Lake Street "L" looking north from Garfield Park in September 1963. This was a time between the elevation of the west portion of the line in 1962, and the arrival of the new 2000-series "L" cars in 1964. The line was operated using 4000s, which by then had their trolley poles removed, as Lake was now operated with third rail only. These cars are in mid-day storage on a third track. The following year, a new yard opened in Forest Park, making this kind of storage unnecessary.

Here is a view of the Lake Street “L” looking north from Garfield Park in September 1963. This was a time between the elevation of the west portion of the line in 1962, and the arrival of the new 2000-series “L” cars in 1964. The line was operated using 4000s, which by then had their trolley poles removed, as Lake was now operated with third rail only. These cars are in mid-day storage on a third track. The following year, a new yard opened in Forest Park, making this kind of storage unnecessary.

Johnstown, PA was the smallest city to operate PCC cars, and was a favorite of photographers, but I don't recall seeing a lot of winter pictures. Here, Johnstown Traction 412, with its distinctive Pepsi bottlecap advertising on the front, is at the Roxbury Loop on March 14, 1959. Streetcar service ended the following year. (Bill Volkmer Photo)

Johnstown, PA was the smallest city to operate PCC cars, and was a favorite of photographers, but I don’t recall seeing a lot of winter pictures. Here, Johnstown Traction 412, with its distinctive Pepsi bottlecap advertising on the front, is at the Roxbury Loop on March 14, 1959. Streetcar service ended the following year. (Bill Volkmer Photo)

Officials from Skokie and the CTA cut the ribbon at Dempster Street on April 20, 1964, inaugurating Skokie Swift service on file miles of trackage formerly owned by the North Shore Line interurban, which had quit service just over a year before. This is today's Yellow Line and is now operated using third rail power rather than overhead wire.

Officials from Skokie and the CTA cut the ribbon at Dempster Street on April 20, 1964, inaugurating Skokie Swift service on file miles of trackage formerly owned by the North Shore Line interurban, which had quit service just over a year before. This is today’s Yellow Line and is now operated using third rail power rather than overhead wire.

We ran a different picture from this event in a previous post:

On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a "demonstration" service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton. (Richard Hofer Photo, David Stanley Collection)

On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton. (Richard Hofer Photo, David Stanley Collection)

A two-car South Shore Line train, made up of cars 103 and 24, has made it to downtown Chicago during a blizzard in January 1979.

A two-car South Shore Line train, made up of cars 103 and 24, has made it to downtown Chicago during a blizzard in January 1979.

This is the back end of a westbound two-car train of 2000s on the Douglas Park "L" in July 1966, approaching the Laramie Avenue station in Cicero. Laramie was closed in 1992, but was reopened in 2002-2003, while the nearby 54th Avenue station was being redone. The station house at Laramie has been declared historic and is the last remaining one of its type, and has been preserved, although no longer used.

This is the back end of a westbound two-car train of 2000s on the Douglas Park “L” in July 1966, approaching the Laramie Avenue station in Cicero. Laramie was closed in 1992, but was reopened in 2002-2003, while the nearby 54th Avenue station was being redone. The station house at Laramie has been declared historic and is the last remaining one of its type, and has been preserved, although no longer used.

A close-up of the previous picture, giving a better view of the Laramie Avenue station, with 54th Avenue off in the distance.

A close-up of the previous picture, giving a better view of the Laramie Avenue station, with 54th Avenue off in the distance.

A remnant of the Laramie station, as it looks today.

A remnant of the Laramie station, as it looks today.

Pittsburgh PCC 1646 on Arlington Avenue in Pittsburgh on April 25, 1974. This trackage serves as a bypass route for a nearby transit tunnel, and I actually have rode on it twice-- the first time was in 1985, when for a short time, it became an actual route, and then again in 2014, on a fantrip. (Joseph Saitta Photo)

Pittsburgh PCC 1646 on Arlington Avenue in Pittsburgh on April 25, 1974. This trackage serves as a bypass route for a nearby transit tunnel, and I actually have rode on it twice– the first time was in 1985, when for a short time, it became an actual route, and then again in 2014, on a fantrip. (Joseph Saitta Photo)

North Shore Line combine car 255 on June 1, 1962. Note the variations in paint color on this car, ranging from a dark green to a bluish green. That should be enough to drive would-be modelers crazy in their quest for authenticity. Don's Rail Photos: "255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors' baggage from Great Lakes."

North Shore Line combine car 255 on June 1, 1962. Note the variations in paint color on this car, ranging from a dark green to a bluish green. That should be enough to drive would-be modelers crazy in their quest for authenticity. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.”

A train of CTA 2000s on the then-new Dan Ryan line in November 1969 at 79th Street. (Rick Burn Photo)

A train of CTA 2000s on the then-new Dan Ryan line in November 1969 at 79th Street. (Rick Burn Photo)

A South Shore Line train at 130th and the under construction Calumet Superhighway in April 1952. (James P. Shuman Photo)

A South Shore Line train at 130th and the under construction Calumet Superhighway in April 1952. (James P. Shuman Photo)

Since this shows a Logan Square "L" train on the Met main line, just west of the Loop, it must have been taken between August 1950 (when the 6000s were introduced) and February 1951 (when the Dearborn-Milwaukee Subway opened).

Since this shows a Logan Square “L” train on the Met main line, just west of the Loop, it must have been taken between August 1950 (when the 6000s were introduced) and February 1951 (when the Dearborn-Milwaukee Subway opened).

This June 1975 photo of a pair of derelict CTA 4000s was, and remains, somewhat of a mystery. The location is marked as "Forest Glen Yard," which is actually the name of a bus yard on Chicago's northwest side. I posted this to our Facebook group, in hopes someone might help identify the location. Three possibilities were suggested: CTA Skokie Shops, Michigan City on the South Shore Line, and Joliet. The nearby freight yard and the orange caboose are clues. According to Andre Kristopans, that's Chuck Tauscher at right. In his prime, he was an excellent photographer. (S. Downey Photo)

This June 1975 photo of a pair of derelict CTA 4000s was, and remains, somewhat of a mystery. The location is marked as “Forest Glen Yard,” which is actually the name of a bus yard on Chicago’s northwest side. I posted this to our Facebook group, in hopes someone might help identify the location. Three possibilities were suggested: CTA Skokie Shops, Michigan City on the South Shore Line, and Joliet. The nearby freight yard and the orange caboose are clues. According to Andre Kristopans, that’s Chuck Tauscher at right. In his prime, he was an excellent photographer. (S. Downey Photo)

A close-up of the late Charles Tauscher, from the previous photo.

A close-up of the late Charles Tauscher, from the previous photo.

I really have no information about this photo, other than that it might be Mexico City. If I had to guess a date, I would say the early 1960s. What attracted me to it is that you don't see a lot of photos showing a streetcar and a trolley bus together.

I really have no information about this photo, other than that it might be Mexico City. If I had to guess a date, I would say the early 1960s. What attracted me to it is that you don’t see a lot of photos showing a streetcar and a trolley bus together.