A Tribute to John F. Bromley

The Bromley holiday card from 2017.

The Bromley holiday card from 2017.

As we once again celebrate the holiday season, we all have many reasons to be thankful, including each other. I regret to inform you, if you have not already heard, of the recent passing of noted Canadian railfan historian and photographer John F. Bromley, who died on December 1st after a short illness. I believe he was about 80.

Mr. Bromley was a giant among Canadian railfans, and it is fair to say he was the preeminent historian of Toronto traction, for perhaps the last 50 years.

He authored TTC ’28: The Electric Railway Services of the Toronto Transportation Commission in 1928, published by Upper Canada Railway Society, Toronto (1979), and Fifty Years of Progressive Transit – A History of the Toronto Transit Commission, (with Jack May), published by the Electric Railroaders’ Association (1978). While these are both long out of print, you should have no difficulty in finding them on the used market.

In addition to being a friend of this blog, Mr. Bromley contributed to the various railfan books that I have worked on, including Chicago Streetcar Pictorial: The PCC Car Era, 1936-58 (CERA Bulletin 146), Chicago Trolleys, and Building Chicago’s Subways. Besides his own photographs, which are excellent, he had an extensive collection of many others, including some rare original 1942 Kodachrome slides of the Chicago Surface Lines. Those would be, as far as I know, among the very earliest color CSL images of any kind. Unfortunately, the name of the photographer is not known.

John Bromley specialized in night photography, as you will see in the tribute below, created by Bill Volkmer. This was oriiginally made as a PDF slideshow, and if you want, you can still view it that way here, but since not everyone would be able to see it, I have separated it out into images. We thank Mr. Volkmer for making this tribute, and for sharing it with our readers.

We follow after that with a selection of images from the John F. Bromley Collection that have previously appeared here.

We also have additional contributions from noted Milwaukee historian Larry Sakar, William Shapotkin, and a few recent finds of our own. We thank all our contributors.

Happy Holidays!

-David Sadowski

PS- You can see more pictures by John F. Bromley, or from his collection, here and here. If you ike his style of night shots, we have more in our previous posts Night Beat and Night Beat, Jersey Style.

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4400 southbound on Clark at Arthur, August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop "L", on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 7208 southbound on Clark at Van Buren, a view from the Loop “L”, on August 15, 1956. (John F. Bromley Photo, M. D. McCarter Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 - Broadway-State). (John F. Bromley Collection)

CTA 4218 at State and 95th on April 4, 1948 (route 36 – Broadway-State). (John F. Bromley Collection)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4039 at Madison and Austin on June 30, 1946. (Barney Neuburger Collection, Courtesy of John F. Bromley)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, "The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state." (James J. Buckley Photo, Krambles-Peterson Archive)

CSL 4051 at the Madison and Austin loop on February 22, 1942. This car had previously been modified with an experimental door arrangement later used on the 600 postwar Chicago PCCs. By the time this picture was taken, it had been partially returned to its original configuration. As John Bromley notes, “The car is not yet fully restored after the rear entrance experiment. It’s missing one front door and is thus in a hybrid state.” (James J. Buckley Photo, Krambles-Peterson Archive)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don't believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

CTA 818 by the Park Theatre at Lake and Austin on August 13, 1948. I don’t believe the movie theatre stayed open much later than this. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA "day after abandonment" fantrip. (John F. Bromley Collection)

C&WT 155 on private right-of-way west of the Brookfield Zoo on April 11, 1948, on the CERA “day after abandonment” fantrip. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT at 52nd and 36th on February 28, 1938. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 119 on August 19, 1947. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 138 at the Brookfield Zoo on July 22, 1938, on the busy LaGrange line. The zoo first opened in 1934. Within a year or two, all West Towns streetcars would be repainted blue. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans' Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT 15 on DesPlaines Avenue on April 11, 1948. The occasion was a Central Electric Railfans’ Association fantrip, held the day after West Towns streetcar service came to an end. Note one of the distinctive C&WT shelters at rear. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

C&WT line car 15 at Harlem and Cermak on August 19, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CSL 1933 at Chicago Avenue and Lake Shore Drive on May 12, 1947. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CTA 6034 is at Kedzie and Bryn Mawr, the north end of route 17, on April 16, 1949. (John F. Bromley Collection)

CSL 3217 is on route 73 - Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: "EB passing Mozart Park at Armitage and Avers."

CSL 3217 is on route 73 – Armitage on July 1, 1946. (John F. Bromley Collection) Andre Kristopans: “EB passing Mozart Park at Armitage and Avers.”

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 3212 heads up the line-up at Archer Station (car house) on October 16, 1946. (John F. Bromley Collection)

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: "The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background." Andre Kristopans adds, "something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR." This must be Central Electric Railfans' Association fantrip #35, which used this car on that date.

CSL 2802 is on Anthony Avenue at Commercial Avenue in this July 13, 1941 photo. Note the Pennsylvania Railroad station at rear. (John F. Bromley Collection) Bob Laich: “The building immediately behind CSL 2802 on Anthony Avenue was PRR’s South Chicago freight station, which was built at street level. The platform for the South Chicago passenger station can be seen on the elevation in the right background.” Andre Kristopans adds, “something odd here – note “Special” sign in front window. Appears to be a charter waiting for its party off the PRR.” This must be Central Electric Railfans’ Association fantrip #35, which used this car on that date.

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 3266 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 6236 at 71st and California on the 67-69-71 route on May 29, 1949. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the "pregnant elephant" styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 - Western at right. (John F. Bromley Collection)

CTA 5508 at 79th and Western on May 29, 1949. That looks like a 1948-50 Packard at left, which some have nicknamed the “pregnant elephant” styling. We can catch a glimpse of the nearby CTA turnback loop for route 49 – Western at right. (John F. Bromley Collection)

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: "677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central."

CSL Pullman 677 on the outer end of Milwaukee Avenue on March 4, 1946. (John F. Bromley Collection) Andre Kristopans: “677 – Most likely on Milwaukee north of Central where many cars turned back. Originally turnback point was Gale St, right where Jefferson Park terminal now is, but later was moved to Central.”

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 696 at the Museum Loop in Grant Park in April 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CSL Pullman 431 on Cicero Avenue, February 22, 1940. (John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedan 3377, showing the original door configuration, southbound on Cottage Grove at 95th Street on May 6, 1951. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

CTA Sedans (Peter Witts) 3360 and 3347 are shown here at south Shops in 1952, having been converted to one-man with the removal of some center doors. There were 25 cars so modified, but as far as I know, only one ran in service in this setup. (Robert W. Gibson Photo, John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street "L", which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

Prewar CTA PCC 7020, now converted to one-man operation, is southbound at Western and Maypole in May 1956, about a month before the end of streetcar service on route 49. The prewar cars were used for 364 days on this line. In the back, that is the Lake Street “L”, which, oddly enough, does not have a stop on this busy street. (John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

CTA 4409 and 4390 at the beautifully landscaped Western-Berwyn loop on May 13, 1950. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Pullman-built CTA PCC 4148 southbound at Clark and Thome on May 13, 1950. That is a safety island at right, to protect passengers from errant vehicles. (John D. Koschwanez Photo, John F. Bromley Collection)

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines Brill car 6072 at Kedzie Station on January 28, 1942. (John F. Bromley Collection) I believe this car was built in 1914. You can see part of a Sedan in the background. These were used for fill-in service on Madison along with the prewar PCCs.

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to www.chicagrailfan.com, "Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses." (John F. Bromley Collection) Our resident South Side expert M. E. adds, "The caption begins: "Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947." Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in '60643 post office'.) As for the photo, I'd say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street."

Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947. The sign on the front of the car indicates this was on through route 8. According to http://www.chicagrailfan.com, “Various Through Route combinations existed throughout the early history of this route. Original Through Route operated between Grace/Halsted and 63rd/Stony Island via Halsted and 63rd St. Beginning in 1912, some Halsted service, mainly route 42 Halsted-Downtown service, began operating south of 79th St. via Vincennes and 111th St. to Sacramento, over what now is the 112 route. While for most of through service continuing north on Halsted, the south terminal remained 79th St. Effective 5/24/31, the through Halsted service generally turned around at 111th/Sacramento, with the downtown service generally turning at 79th St. Through service south of 79th St. discontinued 12/4/49, when segment south of 79th St. was converted to buses.” (John F. Bromley Collection) Our resident South Side expert M. E. adds, “The caption begins: “Chicago Surface Lines 5241 on 111th Street near Vincennes on August 3, 1947.” Not quite. 111th St. approaches Vincennes Ave. only from the east. The car line on 111th St. was not route 8. Instead, route 8 was on Vincennes. Vincennes Ave. continued south of 111th one block to Monterey Ave., whereupon route 8 cars turned right onto Monterey, then about three blocks later, onto 111th St. heading west. (To see all this on a map, use maps.google.com and plug in ‘60643 post office’.) As for the photo, I’d say this car is on Vincennes, heading south, anywhere between 109th and Monterey. I say 109th because route 8 left its private right-of-way (which started at 89th St.) at 107th St. and ran south from 107th on the street.”

The picture above has sparked some controversy over where it was taken. Here is some additional correspondence from John Habermaas:

Merry Christmas… thanks for posting another treasure trove of Surface Lines photos. I am reasonably sure the photo of the Halsted car shown at 111th and Vincennes is on 111th east of Vincennes. Surface Lines parked trippers on 111th to operate to Sacramento to accommodate (the) rush of students from nearby Morgan Park High’s afternoon dismissal. Since the east 111th route was an early abandonment, I suspect the tracks east of that point were no longer used.

Often saw cars parked on this short section laying over until they were needed…often as trippers intended to run westbound to Sacramento. It was a long time ago so I could wrong about this car. The route on 111th between Cottage Grove and Vincennes was discontinued by the Surface Lines in SEP ’45 very likely because much of it was single track and though (it) had light usage, required a two man crew due the many RR grade crossings.

When I was in elementary school I often went to watch the cars climb the 111th street hill. Once in which awhile a HS prankster would reach out the rear window if was opened and pull the trolley rope to de-wire the pole stalling the car on the hill. Most of the Brills apparently could not restart the ascent up the hill, and would have to back down the hill to Longwood Drive for a fresh start, with I suspect the conductor guarding the window.

David took a closer look at picture, this car is definitely parked on the short section of active track between Vincennes and the Rock Island mainline. If you look closely you can see the gates at the crossing for the Rock Island mainline (not to be confused with the Rock Island suburban branch which the route 8 cars cross Hale… looks much different as the line made a jog from Monterey to W 111th).

Most of M. E.’s comments about the Halsted route are correct, except for his guess about the location of the streetcar. It is on 111th Street east of Vincennes. He may not be aware of the Surfaces Line’s practice using portion of the abandoned 111th Street line as layover point. I do remember seeing streetcars positioned there. The line on Vincennes was originally built by the C&IT (Chicago and Interurban Traction) which had (a) carbarn at 88th and Vincennes. That early traction ordinance made them divest their property within the city. The CSL used the 88th street carbarn for dead storage, until streetcar service on Halsted was abandoned south of 79th. The portion of the line west of Vincennes on Monterey and 111th was a branch line built to serve the cemeteries at 111th and Sacranento.

I am impressed with John Bromley’s photos. You can see, from these blow ups, the quality of his photos and how detailed it is. The one photo shows that the car is just standing with no motorman at the controls. The second shoes the stretch behind the car and you can clearly make out the Rock Island RR crossing gates. The location is definitely 111th east of Vincennes as John captioned it.

Thank you for sharing your excellent insights.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, "I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67." Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, “I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67.” Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

John sent me this picture last year, but I didn’t get around to using it until now.

You might be interested in this, pulled off the Internet. Original caption noted this as ”Bronzeville”. CSL April 1941 47th ST looking west.

Cheers
John

Recent Correspondence

Larry Sakar writes:

Here’s a little bit of a mix of things for The Trolley Dodger if you’re interested. First, in keeping with the season here is a picture taken at the corner of N. 4th St. and W. Wisconsin Ave. ca. Xmas 1927. The photographer is facing northeast. The letters “RA” at the bottom of that large sign across the street (NE corner of 4th & Wisconsin) are the last two in the name “Alhambra”. The Alhambra was a movie theater that stood until about 1960 on the northeast corner of 4th & Wisconsin. Directly across the street as you can see was the Boston Store Dept. store. The building is still there but Boston Store went out of business either late last year or earlier this year. For anyone who ever shopped at Carson’s in Chicago, Boston Store was identical. At one time both were owned by P.A. Bergner Co. Note the TM 600 series car westbound on Wisconsin Ave. running on Rt. 12w – 12th St. Brouwer’s next door to the theater was a shoe company one of many shoe stores in downtown like Thom Mc Cann and Packard-Rellin. To the best of my knowledge they, like the movie theaters are now gone.

We know this has to be 1927 or later because of the movie playing at the Alhambra. “Swim Girl Swim” starring Bebe Daniels (1901-1971) was released in 1927. It was a silent movie. Ms.. Daniels was both a star of silent films and talkies. Her biography says she even made a few television appearances. The “Center” destination on the 600 is a bit curious. Rt. 12 streetcars ran all the way to N. Holton & E. Richards Sts. Perhaps it was short turning for some reason. The decorations atop the Boston Store marquee tell us this is Christmas season. Today, the Henry Reuss Federal Plaza occupies the entire north side of Wisconsin Ave. from N. 3rd to N. 4th Sts. Its blue exterior has earned it the nickname “Blue Whale.”

Now for two photographs I call “Foolers.” They’re not where their destination sign says they are. Both of these were real head-scratchers, until I finally determined where they are. The photo of car 651 with TM shorthand of WAU co BLDGS” and a route 10 in the route sign box made me think this was somewhere near the Muirdale Sanitorium (for patients with TB) which was served by Rt. 10 streetcars continuing west from the Harwood Ave. terminal in the heart of the Wauwatosa Village to the Sanitorium in Muirdale. This was out on Watertown Plank Rd. Service west of Harwood Ave. was converted to buses in 1937. WAU CO BLDGS meant Wauwatosa County Buildings. The former Sanitorium still stands today on Research Drive in the Milwaukee County Research Park adjacent to the massive Froedtert Hospital Campus. It is presently used as an office building. Dave Stanley helped me figure out where this really is. The car is laying over at S. 84th & W. Lapham Ave., the west end of RT 19. In all probability the photographer (unknown) talked the motorman into rolling up that sign which hadn’t been used in years. The last 600s ended service in early 1949 except for 607, which was saved by the Railroad Historical Foundation also known as the “607 Gang.” It is often seen in photographs amid the surplus ex TM 1100s stored on the tracks leading into the never completed Rapid Transit subway ca.1949-51 In 1952, The RHF received notice from Hyman-Michaels Scrap Co. that the car had to be removed from the Speedrail property or it would be scrapped. With all of the RHF members save one having been drafted (Korean War) there was nowhere to go with the streetcar, so it was sold to HM for scrap.

When I received the photo of car 943 I couldn’t figure out where the car was on 35th St. Rt 35 was the 35th St route. The 35th St. destination in the sign below the roof route sign made zero sense. If it was a northbound car the destination would say either Burleigh or Fond du lac as the tri-intersection of N. 35th , W. Burleigh St. and W. Fond du lac Ave. was the northern terminus (the west side of Fond du lac car station). If it was southbound the destination would be Mt. Vernon Ave. (the last street before heading across the 35th St. viaduct which streetcars never crossed). Upon closer examination I realized just where this is and what it is. It’s a TM publicity photo. Car 943 is westbound on W. Michigan St. between N. 3rd and N. 4th Sts. The “crowd” waiting to board are TM employees doubtlessly recruited from the Public Service Building out of the picture to the right of 943 . Now take a closer look between the “Front Entrance Safety Car” sign on 943’s right front dash and the “crowd”. This was obviously a time exposure. You see a “ghosted” 1100 series interurban probably headed into the PSB from Sheboygan. or perhaps headed the opposite way. It’s hard to tell.

Recently, I sent you a picture of Al Buetschle, who saved TM 978, holding up pieces from the shattered car 39 . This was at the site of the 9-2-50 fatal head-on collision post abandonment. Here are two more photos. In the first one Al holds up a roof ventilator and another piece of the shattered lightweight duplex. Car 1192 (duplex 1192-93) plowed thru 3/4ths of car 39 before stopping. Duplex 39-40 was so badly damaged that both were shoved off the r.o.w. into the drainage ditch along the east side of the r.o.w. The late Lew Martin, a member of the RHF, snapped this photo of people milling around in the wreckage of car 39. This is followed by a shot of duplex 45-46 enroute Hales Corners at the accident site some time later. I believe Lew Martin also took this photo. In addition to Al with the roof ventilator we see his friend Lee Bremer holding up one of the door panels from car 39. Neither of them owned a car in 1952 so taking the door home with them was not an option. It would have been a bit clumsy to haul on a Transport Co. bus!

I also recently sent a photo of the Port Washington station as it looked in service and in 1983. Here is a much better photo showing KMCL D3 (formerly D23) on the loop with the station at the left. The photo is from the Don Ross collection. In 1983 the QWIK Cement Co. and just about everything else that surrounded the loop was gone replaced by a Wisconsin Telephone Co. bldg. The former station did not appear to be in use.

Unfortunately, it appears that Al Buetschle passed away sometime in 2018. He was probably in his mid-80s.

Larry continues:

Here are two more photos of the 978. The first one is an Ed Wilson photo. I am guessing this is sometime in the 1940s. The location is East Wisconsin Ave near N. Van Buren St. The building with the tall columns rising above 978 is the Northwestern Mutual Life Insurance Co. headquarters. The C&NW lakefront depot would be behind the photographer photo left one block east. Unfortunately, Milwaukee could not see fit to save it, just as they couldn’t with the Milwaukee Road Everett St. station and the North Shore station. I believe it was author Jim Scribbins who said in one of his books, “Milwaukee does not practice urban renewal. In Milwaukee it’s urban removal!”

One thing seen in this photo is rather odd. Rt. 13-Clybourn-Michigan never ran 900 series cars. The ex-Racine city cars renumbered into the 750 series and the 800s were the cars that saw service on Rt. 13. Rt. 13 was an early victim of bustitution as I like to call it being converted to trolley bus on 9-14-41. The route was discontinued by MCTS several years ago due to lack of riders.

The second photo of the 978 was taken by the late Ernie Maragos of Racine, WI in the summer of 1957. Among newsworthy events that year the then Milwaukee Braves won the World Series. It would be the last summer for Milwaukee streetcars. In Ernie’s picture 978 has just crossed the Wells St. bridge over the Milwaukee River, and will soon stop for N. Water St. If Ernie had turned to his right you would be seeing the Oneida St. WEPCO power plant and the west end of the famous Pabst Theatre. Oneida St. was the original name of Wells St. and was named for the Native American tribe that lived in the area before Milwaukee became a city in 1850. The Power Plant was decommissioned some time ago and is now a theatre, like the Pabst next door presenting live stage performances. I believe they call it the “Powerhouse Theatre.”

When it comes to colossal mistakes the Milwaukee & Suburban Transport Company (which bought out TMER&T in late 1952) decided to move a group of surplus streetcars to the stadium spur in Calvary Cemetery cut in the winter of 1955-56. The cars were surplus, because by this time only two or three streetcar lines remained. Space needed to be created for new incoming GM Diesel buses. This was not a scrap line. The cars were stored here for lack of someplace better The photo of car 925 taken by TM interurban motorman Ed Wilson shows what happened. Vandals took full advantage. Note the holes in 925’s front window made by rocks probably taken from track ballast on the streetcar tracks. The spur had been laid on the abandoned Rapid Transit Line r.o.w. in 1953.

Al Buetschle, who saved car 978, recalled that one day while riding a RT. 10 Wells-West Allis streetcar through the cut he saw Transport Company employees laying ballast and rails where the Rapid Transit tracks had been just a year earlier. As he tells it, he immediately got off at the Hawley Rd. station (seen in back of the 925) and walked down the r.o.w. to where the construction crew was working. He thought that the Rapid Transit might be coming back but no such luck. The crew informed him that this was to be a new storage track for streetcars serving County Stadium about one-half mile east. When streetcar service ended on March 1, 1958 the spur was no longer needed and the tracks were taken up in May.

One other thing of note in Ed Wilson’s picture. The covered stairs leading up to the Hawley Rd. overpass were unique to this stop. The Calvary Cemetery cut was part of Phase 3 of the city of Milwaukee Rapid Transit project. This phase was known as the Fairview Ave. grade separation project, which removed streetcar and interurbans from street running on Fairview Ave. between 60th and 68th Sts. and placed them on a magnificent 4-track private right-of-way parallel to Fairview Ave. Streetcars stopped at Hawley Rd. 60th St., 62nd St., 65th St. and then descended to street level approaching 68th St. Rapid Transit trains stopped only at 68th St. Streetcars continued across 68th and turned south beneath the 68th St. station overpass, which was actually closer to 69th St. Upon going under the bridge they once again turned west for 1-1/2 blocs to S. 70th St. which they paralleled on a private right-of-way next to S. 70th St. The Wells-West Allis branch terminated at the intersection of S. 70th St. and W. Greenfield Ave. adjacent to the Allis Chalmers Co. Today both the streetcars and the Allis Chalmers Co. plant are gone.

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

TM 978 at N. Van Buren St. & E. Wisconsin Ave. Ed Wilson photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, '57 Ernie Maragos photo

M&STC 978 EB on Wells St. between Milw. River and N. Water St. Summer, ’57 Ernie Maragos photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 933 et al stored on Stadium spur 1-56 Don Ross photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

M&STC 925 stored at west of Stadium spur Winter 1955-56 Ed Wilson photo

More from Larry:

Here are a few additional items I think Trolley Dodger readers might enjoy. In one of your recent posts you featured a photo of a TM 1100 near the 68th St. station. 68th was a major stop both westbound and eastbound. For westbound passengers this was the first point where they could transfer to continue to West Allis. In this case, you walked down the station stairs and waited for a RT 10-Wells-West Allis streetcar which stopped beneath the Rapid Transit overpass. It would take you all the way to S. 70th St. & W. Greenfield Ave., adjacent to the Allis Chalmers Co. plant. During State Fair week, streetcars turned west on Greenfield and continued to State Fair Park at S. 82nd St. The other West Allis transfer point was S. 84th St., where you boarded a Transport Co. Rt 67 bus to get to West Allis. West Allis car station was in the heart of West Allis at S. 84th & W. Lapham Ave. All trains stopped at 68th St.

The bridge over Brookdale Dr. on the Hales Corners line seemed to be a favorite spot for fans to take pictures of trains headed for Hales Corners, or in earlier years Burlington (until 1938 and West Troy (until 1939). The inaugural Speedrail fan trip of October 16, 1949 using car 60 was no exception. The car was posed on the Brookdale bridge, and it seems that almost every fan aboard it took almost the same picture. Brookdale siding, which stretched all the way from Brookdale Dr. siding to W. Layton Ave., was the point where the line built to carry workmen who were building the suburb of Greendale left the mainline and followed a single track r.o.w., built solely for that purpose. Once construction of Greendale was completed the tracks and wire came down. It was never intended to be a permanent, passenger carrying line.

In 2016, my colleague Chris Barney took these two photos showing what was left of the abandoned r.o.w. at Brookdale Dr. The r.o.w. was graded down some years ago, but the fancy stone bridge over the nearby culvert remains to this day. Look below the Rapid Transit bridge and to the left to see it in Speedrail’s day. Other bits and pieces of the Milwaukee Rapid Transit Line can still be found. West of the Red Star Yeast Plant at about N. 28th St. the r.o.w. was built to accommodate four tracks, though only two were ever built. When I-94, the East-West Expressway, was built through here in the mid-to-late 1960’s, it was built over what had been the Rapid Transit line though at a much higher elevation. That was probably done to reduce the length of the on and off ramps. The abandoned r.o.w. was bought by the city of Milwaukee (the initial phase of the East-West Freeway was a city and not Milwaukee County project). In 1953, then WEPCO sold the abandoned r.o.w. between N. 8th St and W. Hibernia St 4-1/2 miles west to Soldiers Home (52nd St.) for $1,000,800, supposedly the price they paid for it in 1925. The high tension electric transmission towers, like the one seen in the background (that’s the 35th St. viaduct in back of it) of my photo, were moved over to the never used portion of the r.o.w., costing the City of Milwaukee and additional $500,000. Consider that according to trustee Bruno V. Bitker, Speedrail needed at least $250,000 to be successfully reorganized. In the 68-1/2 years since abandonment of the Rapid Transit, time has amply demonstrated which of the two was better (hint; it’s not the East-West Freeway.) In February 1951, when Speedrail VP of Operations Ed Tennyson and Metropolitan Transit Committee Chairman Al Kalmbach met with Milwaukee city officials, they were turned down by the aldermen who claimed that the city could not show favoritism to just the two wards through which The Rapid Transit operated. Yet, they didn’t seem one bit concerned about it when the expressway was built on the Rapid Transit line r.o.w. through those same two wards!

The black and white 8×10 photo of the 68th St. station is from a book later placed on microfilm called “Subways Along Milwaukee Rapid Transit Lines.” No, not the never completed subway. In this case “subways” referred to streets over which the Rapid Transit crossed on a bridge. Its purpose was apparently to measure the clearances, so that the info could be placed on the bridge for cars and trucks passing beneath. Every bridge between Hibernia St. and 84th St. was photographed in all four directions. Also checked for clearances was the North Shore Line from Oklahoma Avenue south to Howell and Rawson Aves. in Oak Creek. Today, all traces of the Rapid Transit line west of the west end of Calvary Cemetery cut have vanished. The embankments from S. 70th St. west were all removed in the mid-1960s, and power lines similar to the ones that now occupy the former NSL Skokie Valley Route placed in the middle of the abandoned r.o.w. The recent rebuilding of the Zoo Interchange has obliterated all traces of West Jct. Widening of Highway 100 (S. 108th St. between W. Forest Home Ave. and W. Edgerton Ave. in Hales Corners has eliminated what remained of the abandoned Hales Corners line r.o.w.

Here’s a great “Then and Now” Speedrail photo for you. The small b&w shows car 60 on the Brookdale Dr. bridge. The date is 10-16-49, and this is the inaugural fan trip introducing the 60 series curved side cars. I think just about every fan on that trip snapped a picture of the car sitting on that bridge. Fast forward to 2016. My colleague, Chris Barney took these photos at Brookdale Dr.
(this is on the Hales Corners line by the way). First, look beneath the bridge on the left hand side. You’ll see a stone barrier in front of a culvert that ran alongside the r.o.w. Now look at the bottom photo. In the center of the picture you see that same stone bridge. The abandoned r.o.w. has been completely removed. The “bridge” to which Chris was referring was the one over the Root River built by the Milwaukee Light Heat & Traction Co. in 1905. WEnergies removed it in 2017 because it was deteriorated to the point where it was going to fall into the river. They could access the power lines on either side of the river so the bridge was no longer needed.

I drew an arrow to the stone bridge in the 1949 photo. It can be kind of hard to make out in the 1949 photo. This entire area is part of Root River Parkway and yes, this is the same Root River crossed by the NSL near 4 1/2 Mile Rd. just north of Racine.

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

Aband Rapid Transit r.o.w. @ 32nd St. lkg west in 2003 by Larry Sakar

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 posed on Brookdale Bridge from Brookdale Dr. 10-16-49

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.

SR 60 on Brookdale Dr. bridge 10-16-49 inaugural fan trip. Herb Danneman coll.

Brookdale Dr. xing in 2016 by Chris Barney

Brookdale Dr. xing in 2016 by Chris Barney

Showing culvert bridge in 1949 photo

Showing culvert bridge in 1949 photo

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

Speedrail 60 WB at 68th St. ca. Summer, 1950. L. Sakar coll.

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

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

Charles Kronenwetter comments:

Love the latest set of photos, especially those from Milwaukee. One comment though, I believe that the photo of the 943 shows it Southbound on 3rd St right in front of PSB. (You can see the tracks heading into the building just to the right of the 943.) The park to the left is the one that sat in front of the Milwaukee Road depot. The building to the rear of the car is, I think the Medford Hotel and the white building to the left is the Boston Store. I’ve seen this photo somewhere else and you are correct, it was a staged photo using volunteers from the PSB.

The photo showing the fan holding up the door from the wrecked 39 appears to have been taken after the tracks had been pulled up. I never did hear what became of the ties after that although I do recall seeing a bulldozer with some sort of plow on the front, maybe out around the gravel pit.

I did salvage and still have a seat cushion from one of the last 1100s being scrapped which my dad picked up for me. I don’t know what to do with it but hate to see it tossed after all those years 🙂

Thanks for the great photos, keep up the good work 🙂

From the Collections of William Shapotkin:

CTA trolley bus 9509, heading south on Route 52 - Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

CTA trolley bus 9509, heading south on Route 52 – Kedzie, is at Kedzie and 51st . (Charles E. Keevil Photo, William Shapotkin Collection)

This early postcard shows the Chicago "L" at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This early postcard shows the Chicago “L” at a time, in the 1890s, when steam provided the power. I would presume this view is of Lake Street, with Wolf Point in the distance. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

This picture was taken on November 24, 1955, at Western Avenue and 75th, with a PCC heading north, about to go under the Belt Railway of Chicago. A mid-50s Ford heads south. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing "tiger stripes," intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

CTA prewar PCC cars 4041, 4028, and others are on what appears to be the brand new turnaround loop at 63rd Place and Narragansett, which became the west end of Route 63 in 1948. The bus at left offered connecting service west of here. Previously, red streetcars ran to Oak Park Avenue, where they could easily turn back using a crossover, as they were double-ended. There is still a bus loop, although smaller, on this location. The first PCC is wearing “tiger stripes,” intended to improve motorist visibility, while its follower has the colors applied by CSL in 1941. (William Shapotkin Collection)

Chicago Surface Lines "Matchbox" 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, "The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left."

Chicago Surface Lines “Matchbox” 1423 is heading towards Fulton and Western. The notation on the back of the photograph says Fulton-21st-Canal. (William Shapotkin Collection) Andre Kristopans adds, “The Fulton-21 shot looks to be 21st and Sangamon, crossing the Burlington branch that came off the main at 16th and followed Sangamon down to the Lumber District line at Cermak. Mostly ripped up maybe 10 years ago. Lumber District line itself is barely alive with only one or two customers left.”

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA “L” station at Adams and Wabash. (William Shapotkin Collection)

A westbound CTA Route 58 - Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

A westbound CTA Route 58 – Ogden streetcar descends into the Washington Street tunnel circa 1950, about to head under the Chicago River. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Roosevelt Road and Wabash Avenue in the late 1940s. (William Shapotkin Collection)

Recent Finds

This April 1975 view of Chicago's Loop "L" is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

This April 1975 view of Chicago’s Loop “L” is notable, for three things in particular that are no longer there. The 2200-series railcars have been retired, the Sun-Times/Daily News building has been replaced by Trump Tower, and even the station where this photo was taken (Randolph and Wabash) is now gone.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans' Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

According to the notes the late Robert Selle made for this photograph, taken on October 26, 1958, this is the start of a Central Electric Railfans’ Association fantrip. This was more than a year after passenger service had been abandoned on the Chicago Aurora and Elgin interurban. The location is a crossover just east of First Avenue in Maywood, and we are looking mainly to the east. Due to construction of the nearby Eisenhower Expressway, this would have been about as far east as CA&E trains could have gone at this time. Here, the line curved off to the right and headed southeast before crossing the DesPlaines River. Building the highway through that spot meant the CA&E tracks, and bridge, had to be moved slightly north of where they had been. This was all put back in place by 1959, but was never used since the interurban was abandoned. The fantrip train included cars 453 and 430. Mr. Selle did not identify the middle car in his notes, but no doubt it can be determined from other pictures taken on the same trip.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans' Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Bob Selle took this picture on August 8, 1954, during a Central Electric Railfans’ Association fantrip on the Chicago Aurora and Elgin interurban, using wood car 310. This was a photo stop on the freight-only Mt. Carmel branch, which ran alongside Mannheim Road. Mr. Selle identified this location as a quarry, but it would be interesting to know just how far south this was. It may be possible to determine this from the location of the houses at right, assuming they are still there. As far as I know, tracks at this time ended just south of Roosevelt Road and had once served the cemetery there.

Recent Correspondence

Jeff Haertlein wanted to share this video with you that he found on YouTube, showing the extensive model train layout called a Minirama that was on display in the Wisconsin Dells for many years:

Graham Titley writes:

Firstly can I say how much I have enjoyed reading through many of the posts and how informative they are!

I am part of a Facebook group that have been ‘challenged’ to identify a photo of a interurban/streetcar/tram accident.

I have found several images of nearly similar trams (for simplicity I’ll only type this term), some in Chicago and Milwaukee in your posts, as well as early trams in Adelaide and Melbourne, Australia – without finding what I consider an exact match. The main issue is the low placement of the light on the front and the style of the ride board/bumper. The tram is clearly aluminium or steel as the frontage under the windows is a single curve.

There appears to be no identification numbers or names on the front.

It is possible that the image is of a crash in Northern Europe – however, I think the single arm connector makes it more likely that the location is North America.

I would be grateful for any thoughts that you may have.

In my gut I think the locale is North America, possibly Illinois, Connecticut or New England, or perhaps Canada – rather than being Europe.

I have found similarities with cars built by American Car Co, Brill Hicks, Cincinnati Car Co, Jewett and Wason – but nothing I consider an exact match to the configuration of the windows, bumper, horn/light at centre front, and the ‘railroad’ roof with clerestory windows.

I think the car may be more suburban and does not look as if there are any couplings for multi-car use. Due to the perspective it is difficult to estimate the length but the impression given is that it is a short car. I also wondered of it could be a freight trolley.

Unfortunately what I think is the destination board (which has fallen down in the left side window) cannot be enhanced sufficiently to become legible.

I have exhausted the sources, books, images and museum collection rosters that I can think of or find.

If you don’t have any thoughts this image will have to remain unidentified – for now!

Cheers

Graham (in UK).

Perhaps our readers may have some ideas, thanks.

Holiday Greetings

From Bill Volkmer:

From Eric Bronsky:

Eric writes:

This photo was taken in 1936. The USA was deep in the doldrums of the Great Depression. President Roosevelt was elected to a second term, Art Deco and Streamline Moderne were in fashion, the RMS Queen Mary made her maiden voyage, and a loaf of bread cost 8 cents.

On this snowy day, we’re shivering on a windswept ‘L’ platform, watching a Jackson Park-bound 4-car train of Chicago Rapid Transit Co. 4000-series “Baldies” grind out of the University station above 63rd Street. Completed in 1893, this station served South Siders until the mid-1990s, when the line was rebuilt and cut back to Cottage Grove. Express trains used the center track in the old days.

Photographed by Frank Butts, this image is now in the Bruce Moffat Collection. Though it’s spectacular in B&W, I thought that color would truly bring it to life. Bruce graciously provided a high-res scan of the B&W print for this purpose and I colorized it using Adobe Photoshop CS6.

But this scene still looked rather dreary for a Holiday card, so I decided to add a bit of cheer by making a few modifications. Some are fairly obvious but you might need to examine the image more closely to spot others (transit “purists” will note that the brown & orange paint scheme did not appear until 1938).

That’s all for now, folks. We will round out 2019 with one more post next week, featuring all new material.

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

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


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

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


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



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
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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Our Third Anniversary

One of the two brand-new North Shore Line Electroliners at the Milwaukee terminal in June 1941.

One of the two brand-new North Shore Line Electroliners at the Milwaukee terminal in June 1941.

For the longest time, January 21 has been a dark day in the railfan hobby as this was when the Chicago, North Shore & Milwaukee ceased operations in 1963. That was 55 years ago today.

We run North Shore Line pictures all the time, all through the year. Every day is a day to celebrate that storied interurban.

But January 21st is also the anniversary of when we started this blog. We have been here now for three whole years, with 206 posts and 362,000 page views to date. We hope to be here for a long time to come. That is another reason to celebrate.

Here are some more great traction photos for your enjoyment. We thank our readers for sharing them.

-David Sadowski

Annual Fundraiser

In about 10 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day for the entire year.  So far, we have collected $370 of the required amount. If you have already contributed, we are particularly grateful.

Any additional funds collected over this amount will be used to pay for research materials for our next book, which we are currently hard at work on. We currently have a unique opportunity to purchase some rare images that would be wonderful additions to the book. This opportunity is fleeting, however.

If you make a donation towards research, we will make note of this in the book itself as our way of saying “thank you.” We expect the book will be published later this year.

If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Recent Finds

"Former North Shore derrick car 607 and car 237, both now owned by Chicago Hardware Foundry Co., at North Chicago, Illinois, November 14, 1953." Don's Rail Photos adds: "237 was built by Cincinnati in May 1924, #2720, as a merchandise dispatch car. It was rebuilt with 2 motors and later as a sleet cutter," and "607 was built by Cincinnati in November 1924, #2730. It was retired in 1949 and sold to Chicago Hardware Foundry in 1950 and renumbered 239." North Chicago was also the original home of the Illinois Electric Railway Museum. (Photo by Robert Selle)

“Former North Shore derrick car 607 and car 237, both now owned by Chicago Hardware Foundry Co., at North Chicago, Illinois, November 14, 1953.” Don’s Rail Photos adds: “237 was built by Cincinnati in May 1924, #2720, as a merchandise dispatch car. It was rebuilt with 2 motors and later as a sleet cutter,” and “607 was built by Cincinnati in November 1924, #2730. It was retired in 1949 and sold to Chicago Hardware Foundry in 1950 and renumbered 239.” North Chicago was also the original home of the Illinois Electric Railway Museum. (Photo by Robert Selle)

"Views of North Shore Line #189 and 150 at Highwood Shops, Saturday noon, August 7, 1955." (Robert Selle Photo)

“Views of North Shore Line #189 and 150 at Highwood Shops, Saturday noon, August 7, 1955.” (Robert Selle Photo)

Chicago Aurora & Elgin car 403 "coming into Aurora from Wheaton (stopped to let off passengers)." This picture was taken on Wednesday afternoon, July 14, 1954. (Robert Selle Photo)

Chicago Aurora & Elgin car 403 “coming into Aurora from Wheaton (stopped to let off passengers).” This picture was taken on Wednesday afternoon, July 14, 1954. (Robert Selle Photo)

"CA&E freight train headed by loco 2001, to Wheaton from Aurora (taken at Batavia Junction), Saturday noon, April 25, 1953." Notice all the platform extensions here have been turned up to provide the train with enough clearance to pass. They were flipped down for use by passenger trains. (Robert Selle Photo)

“CA&E freight train headed by loco 2001, to Wheaton from Aurora (taken at Batavia Junction), Saturday noon, April 25, 1953.” Notice all the platform extensions here have been turned up to provide the train with enough clearance to pass. They were flipped down for use by passenger trains. (Robert Selle Photo)

"CTA 1-man arched roof 3162 (in green and cream) on Lake Street, just west of Kostner (4400W), Saturday noon, November 28, 1953." This was one of a handful of older streetcars that were repainted into a dark green by the CTA circa 195-54. (Robert Selle Photo)

“CTA 1-man arched roof 3162 (in green and cream) on Lake Street, just west of Kostner (4400W), Saturday noon, November 28, 1953.” This was one of a handful of older streetcars that were repainted into a dark green by the CTA circa 195-54. (Robert Selle Photo)

Chicago Transit Authority PCCs 7229 and 7090 at 77th and Vincennes, along with salt spreader AA46. The date was May 16, 1954, when Central Electric Railfans' Association held a red car fantrip. Don's Rail Photos: "AA46, salt car, was built by St Louis Car Co in 1903 as CUTCo 4779. It was renumbered 1250 in 1913 and became CSL 1250 in 1914. It was rebuilt as salt car in 1931 and renumbered AA46 on April 15, 1948. It was retired on December 27, 1955." (James C. Barrick Photo)

Chicago Transit Authority PCCs 7229 and 7090 at 77th and Vincennes, along with salt spreader AA46. The date was May 16, 1954, when Central Electric Railfans’ Association held a red car fantrip. Don’s Rail Photos: “AA46, salt car, was built by St Louis Car Co in 1903 as CUTCo 4779. It was renumbered 1250 in 1913 and became CSL 1250 in 1914. It was rebuilt as salt car in 1931 and renumbered AA46 on April 15, 1948. It was retired on December 27, 1955.” (James C. Barrick Photo)

CTA 3093 encounters a flock of pigs at the Stock Yards on March 13, 1948. The streetcar is southbound on Throop at Hilleck Street on the Morgan-Racine line, which was abandoned on July 24 of that year. (Malcolm D. McCarter Collection)

CTA 3093 encounters a flock of pigs at the Stock Yards on March 13, 1948. The streetcar is southbound on Throop at Hilleck Street on the Morgan-Racine line, which was abandoned on July 24 of that year. (Malcolm D. McCarter Collection)

"3 CTA Big Pullmans: #400, 295 and 374, in the yards at the end of the Kedzie barn (5th and Kedzie), August 9, 1953." (Robert Selle Photo)

“3 CTA Big Pullmans: #400, 295 and 374, in the yards at the end of the Kedzie barn (5th and Kedzie), August 9, 1953.” (Robert Selle Photo)

"8:05 am, Thursday morning, March 31, 1955: Chicago & North Western loco 654 (4-6-2), with commuter train, coming east toward camera at high speed at Oak Park Avenue, Oak Park, Il." (Robert Selle Photo)

“8:05 am, Thursday morning, March 31, 1955: Chicago & North Western loco 654 (4-6-2), with commuter train, coming east toward camera at high speed at Oak Park Avenue, Oak Park, Il.” (Robert Selle Photo)

"Saturday afternoon, May 24, 1958: eastbound South Shore Line passenger train #109 at head end; has a silver roof. Michigan City, Ind." The occasion was a Central Electric Railfans' Association fantrip, using Illinois Central Electric cars on the South Shore Line. The IC train is just visible behind some poles in the center of the picture. (Robert Selle Photo)

“Saturday afternoon, May 24, 1958: eastbound South Shore Line passenger train #109 at head end; has a silver roof. Michigan City, Ind.” The occasion was a Central Electric Railfans’ Association fantrip, using Illinois Central Electric cars on the South Shore Line. The IC train is just visible behind some poles in the center of the picture. (Robert Selle Photo)

These photos have been added to our previous post The Fairmount Park Trolley (November 7, 2017), which also featured several images from the Five Mile Beach Electric Railway:

The Five Mile Beach Electric Railway line truck on May 30, 1945, at the Wildwood car house around the time of abandonment. (Walter Hulseweder Photo)

The Five Mile Beach Electric Railway line truck on May 30, 1945, at the Wildwood car house around the time of abandonment. (Walter Hulseweder Photo)

A former Five Mile Beach Electric Railway streetcar at Wildwood, New Jersey in the late 1940s. The sign at left says, "Barbecued chicken our specialty." (Walter Hulseweder Photo)

A former Five Mile Beach Electric Railway streetcar at Wildwood, New Jersey in the late 1940s. The sign at left says, “Barbecued chicken our specialty.” (Walter Hulseweder Photo)

Here are some classic photos from the collections of William Shapotkin. We thank Bill for sharing these:

Chicago Transit Authority bus 9085 on Route 9 - Ashland on August 24, 1979. (Ron Sullivan Photo)

Chicago Transit Authority bus 9085 on Route 9 – Ashland on August 24, 1979. (Ron Sullivan Photo)

CTA car 6186, working a southbound trip on Route 9 - Ashland, has just arrived at the south end of the line at 95th Street in May 1951. The view looks northeast.

CTA car 6186, working a southbound trip on Route 9 – Ashland, has just arrived at the south end of the line at 95th Street in May 1951. The view looks northeast.

South Suburban Safeway Lines bus 458 in May 1971. (Richard R. Kunz Photo)

South Suburban Safeway Lines bus 458 in May 1971. (Richard R. Kunz Photo)

CTA 6213 at 95th and State Streets in 1949.

CTA 6213 at 95th and State Streets in 1949.

Chicago Surface Lines 6212 on 93rd near Blackstone on August 13, 1947.

Chicago Surface Lines 6212 on 93rd near Blackstone on August 13, 1947.

CTA 745 at 4544 W. 26th Street in March 1950. The cross-street, described as Kenton, is not quite accurate as Kenton does not run in this area, which is the border between Chicago and Cicero.

CTA 745 at 4544 W. 26th Street in March 1950. The cross-street, described as Kenton, is not quite accurate as Kenton does not run in this area, which is the border between Chicago and Cicero.

CSL 5250 at 79th and Brandon.

CSL 5250 at 79th and Brandon.

CTA 3219 changing ends at 87th and Commercial.

CTA 3219 changing ends at 87th and Commercial.

CTA trolley bus 9584 at "Six Corners" (Cicero, Milwaukee and Irving Park) in April 1969, heading south on Route 54 - Cicero Avenue. Who would have thought when this picture was taken that this would someday become the very last Sears store in Chicago?

CTA trolley bus 9584 at “Six Corners” (Cicero, Milwaukee and Irving Park) in April 1969, heading south on Route 54 – Cicero Avenue. Who would have thought when this picture was taken that this would someday become the very last Sears store in Chicago?

CTA 214 at Belmont and Western on December 31, 1948. At right is the famous Riverview amusement park, which closed abruptly after the 1967 season. The tall structure is the parachute jump, which I once rode on as a kid. It was a terrifying and exhilarating ride, especially since the harness was not especially tight.

CTA 214 at Belmont and Western on December 31, 1948. At right is the famous Riverview amusement park, which closed abruptly after the 1967 season. The tall structure is the parachute jump, which I once rode on as a kid. It was a terrifying and exhilarating ride, especially since the harness was not especially tight.

CSL 2598 at 138th and Leyden in April 1934.

CSL 2598 at 138th and Leyden in April 1934.

CSL 881 at Lawrence and Austin on Route 81 in March 1939. As you can see, this northwest side area was not very built up yet.

CSL 881 at Lawrence and Austin on Route 81 in March 1939. As you can see, this northwest side area was not very built up yet.

CTA 357 at California and Roscoe in March 1951 on Route 52.

CTA 357 at California and Roscoe in March 1951 on Route 52.

The old Chicago and North Western station in July 1966. (Joe Piersen Photo)

The old Chicago and North Western station in July 1966. (Joe Piersen Photo)

Milwaukee Road loco 93A shoves an eastbound "Scout" under Lake Street. The view looks east-southeast.

Milwaukee Road loco 93A shoves an eastbound “Scout” under Lake Street. The view looks east-southeast.

CTA 4013is at the east end of Route 63 at Stony Island and 63rd on November 29, 1951. This was also the terminus of the Jackson Park branch of the "L", which has since been cut back. I believe this is a Truman Hefner photo.

CTA 4013is at the east end of Route 63 at Stony Island and 63rd on November 29, 1951. This was also the terminus of the Jackson Park branch of the “L”, which has since been cut back. I believe this is a Truman Hefner photo.

CTA 7011 is eastbound at 63rd and Western on June 4, 1950.

CTA 7011 is eastbound at 63rd and Western on June 4, 1950.

CTA 743 at Clinton and Adams on Route 60 in May 1948.

CTA 743 at Clinton and Adams on Route 60 in May 1948.

We previously ran another version of this photo in our post Surface Service (July 11, 2017) where it was credited to Joe L. Diaz. CSL 5094 is at Root and Halsted on Route 44 - Wallace/Racine in 1945. That's the Stock Yards branch of the "L" at back.

We previously ran another version of this photo in our post Surface Service (July 11, 2017) where it was credited to Joe L. Diaz. CSL 5094 is at Root and Halsted on Route 44 – Wallace/Racine in 1945. That’s the Stock Yards branch of the “L” at back.

CSL one-man car 3286 is at Montrose and Broadway on Route 78 in April 1942.

CSL one-man car 3286 is at Montrose and Broadway on Route 78 in April 1942.

CSL one-man car 3116 is at 18th and LaSalle.

CSL one-man car 3116 is at 18th and LaSalle.

CTA 7027 is picking up a crowd of shoppers as it heads eastbound at 63rd and Halsted, sometime between 1948 and 1951.

CTA 7027 is picking up a crowd of shoppers as it heads eastbound at 63rd and Halsted, sometime between 1948 and 1951.

CTA 177 is westbound on 63rd and State in March 1950, having just passed under the viaduct near Englewood Union Station.

CTA 177 is westbound on 63rd and State in March 1950, having just passed under the viaduct near Englewood Union Station.

CTA 478 is westbound on 63rd Street at Harvard in 1952. That's the old Harvard "L" station on the Englewood branch at rear, which closed in 1992.

CTA 478 is westbound on 63rd Street at Harvard in 1952. That’s the old Harvard “L” station on the Englewood branch at rear, which closed in 1992.

309 W. 63rd Street today. Additional steel was placed under the "L" when 63rd was widened.

309 W. 63rd Street today. Additional steel was placed under the “L” when 63rd was widened.

Jeff Marinoff writes:

I’ve been meaning to contact you for a long time, but I never seem to get around to it. I have a huge collection of original 8 x 10 transportation photos and vintage post cards. Many of which are from the Chicago area. Attached is just a ‘very small’ sample of what I have.

Well, we are certainly very appreciative of this. Thank you for sharing these great pictures with our readers.

Wes Moreland’s Chicago in 1/4″ Scale

Eric Bronsky recently posted this video, featuring some incredibly detailed models made by Wes Moreland:

Pacific Electric, Hollywood Freeway

FYI, John Bengston runs a blog called Chaplin-Keaton-Lloyd film locations (and more). Streetcars and interurbans appear frequently in his posts.

We recently sent Mr. Bengston a suggestion for an article, covering filming locations for the 1941 W. C. Fields film Never Give a Sucker an Even Break. There are some shots of the Pacific Electric in this film, in particular the Glendale-Burbank line, and also the Hollywood Freeway, which was new at the time.

He does a tremendous job with his research, and he certainly took the ball and ran with it.

Part two has just been published and can be found here. You can find part one here.

Jack Bejna writes:

Congratulations on your third anniversary. I’m happy that I get a chance to enhance your fine posts once in awhile. I hope that there are many more posts to come.

Here’s a few winter shots on the CA&E. You’ll notice on the plow shots that they would put a plow on

just about any motor when they needed to clear the yard, and, probably along the main line if needed.

Ingenuity in action on the “Roarin’ Elgin!”

Don's Rail Photos: ""Carolyn" was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959." From Ed Halstead's blog Modeling Insull's Empire in O Scale: "Parlor-buffet service was initiated in 1904. The parlor-buffet car Carolyn, although built after the original series of cars, was built much to the standards of the original cars. The Florence was built in 1906 and was slightly longer then the cars built before it. The Carolyn was a trailer while the Florence was a half-motor." A half-motor car had two motors instead of the usual four. It could run in a train at normal speeds, but reduced the power consumption on the line.

Don’s Rail Photos: “”Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.” From Ed Halstead’s blog Modeling Insull’s Empire in O Scale: “Parlor-buffet service was initiated in 1904. The parlor-buffet car Carolyn, although built after the original series of cars, was built much to the standards of the original cars. The Florence was built in 1906 and was slightly longer then the cars built before it. The Carolyn was a trailer while the Florence was a half-motor.” A half-motor car had two motors instead of the usual four. It could run in a train at normal speeds, but reduced the power consumption on the line.

CA&E car 308, built by Niles in 1906.

CA&E car 308, built by Niles in 1906.

CA&E car 309, built by Hicks in 1908.

CA&E car 309, built by Hicks in 1908.

CA&E cars 315 and 207. 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. 207 was built by Niles Car in 1904. It was rebuilt in September 1940 and retired in 1955."

CA&E cars 315 and 207. 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. 207 was built by Niles Car in 1904. It was rebuilt in September 1940 and retired in 1955.”

CA&E suburban streetcar 500, built by St. Louis Car Company in 1927.

CA&E suburban streetcar 500, built by St. Louis Car Company in 1927.

CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Again, CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Again, CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Don's Rail Photos says CA&E 3 "was built in the company shops in 1909 as a plow."

Don’s Rail Photos says CA&E 3 “was built in the company shops in 1909 as a plow.”

CA&E locos 3003 and 3004 were built by Westinghouse in 1923.

CA&E locos 3003 and 3004 were built by Westinghouse in 1923.

At left CA&E 453, built by St. Louis Car Company in 1945, and at right, 413, built by Pullman in 193.

At left CA&E 453, built by St. Louis Car Company in 1945, and at right, 413, built by Pullman in 193.

As always, we thank Jack for sharing these wonderful pictures.

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

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This is our 206th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 362,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Recent Finds, 1-12-2018

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Here are some of our recent photographic finds, which include some very rare scenes. In addition, we have some interesting correspondence, and great Chicago Aurora & Elgin pictures courtesy of Jack Bejna.

Enjoy!

-David Sadowski

PS- We note with great regret the passing of Al Reinschmidt, who was an occasional poster on the Chicagotransit Yahoo discussion group (as “Buslist”), and also left a few comments on this blog. We learned of his passing from the Illinois Railway Museum Facebook page:

We are saddened to report the passing of one of our regular volunteers, Al Reinschmidt. Al was a civil engineer known as one of the foremost experts on rail design and performance and worked on high speed rail projects around the world. At IRM he volunteered in our restoration shop and as a streetcar motorman but he was probably best known to visitors as one of the regular announcers at our Day Out With Thomas event and as the reader of “‘Twas the Night Before Christmas” during Happy Holiday Railway. His kindness, geniality and vast store of knowledge will be missed.

Our deepest condolences go out to his family and friends. He will be missed by all who knew him.

Annual Fundraiser

In about 20 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day for the entire year.  So far, we have collected $60 of the required amount. If you have already contributed, we are particularly grateful.

If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Recent Finds

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

CSL 6268 is at the east end of the 43rd - Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don's Rail Photos says, "6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932." (Joe L. Diaz Photo)

CSL 6268 is at the east end of the 43rd – Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don’s Rail Photos says, “6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932.” (Joe L. Diaz Photo)

The same location today.

The same location today.

John Smatlak writes:

I really enjoyed seeing that photo of CSL 6268 is at the east end of the 43rd – Root line. This location was of course just a block away from the terminus of the Kenwood branch of the L. Here is a photo your readers may enjoy taken 11-12-28 of the L terminal and the Chicago Junction freight tracks that passed under the L at that location. Thanks!

"Though still carrying a faded passenger car paint scheme, and sporting a South Chicago - Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops." Don's Rail Photos: "2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946." (Joe L. Diaz Photo)

“Though still carrying a faded passenger car paint scheme, and sporting a South Chicago – Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops.” Don’s Rail Photos: “2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946.” (Joe L. Diaz Photo)

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 4034, presumably at 71st and Ashland.

CTA prewar PCC 4034, presumably at 71st and Ashland.

The old Larrabee "L" station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

The old Larrabee “L” station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

These old wooden "L" cars may be in storage at Skokie Shops, before the facilities were expanded.

These old wooden “L” cars may be in storage at Skokie Shops, before the facilities were expanded.

This view looks north towards the Wilson "L" yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, "Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?" I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

This view looks north towards the Wilson “L” yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, “Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?” I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park "L", probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the "L" would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park “L”, probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the “L” would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park "L" right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park "L" in the background. This photo was probably taken in early 1954. The Garfield Park "L" west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street "L".

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park “L” right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park “L” in the background. This photo was probably taken in early 1954. The Garfield Park “L” west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street “L”.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

This is an unusual picture, as it shows the Calvary "L" station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

This is an unusual picture, as it shows the Calvary “L” station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

A close-up of the Calvary station.

A close-up of the Calvary station.

J.J. Sedelmaier writes:

Does ANYone have shots of the Calvary stop on the “L” while still in service, prior to the opening of South Boulevard in 1930?

I think we may have something (see above).

J.J. replies:

YES !! I saw this last week ! So exciting ! The best shot so far, and I’ve been searching for decades !! Thanks for the heads-up David !!

The funny thing is, the photographer, whoever it was, doesn’t seem to have been trying to take a picture of the Calvary station at all. Otherwise, they surely would have moved in a lot closer first. It is a picture of a largely empty street, that just happens to show the station in the distance, which at the time was probably considered fairly unimportant.

J.J. continues:

Here are the shots I have here. I took the 1970’s pics. Bruce Moffat took the 1994 pics. The 1931 shot is a company photo that I got from Malcolm D. MacCarter in the mid-90s.

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

A close-up of the previous image, showing the Calvary station in the distance.

A close-up of the previous image, showing the Calvary station in the distance.

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

The interior of the former Calvary "L" station as it appeared on February 15, 1994. (Bruce Moffat Photo)

The interior of the former Calvary “L” station as it appeared on February 15, 1994. (Bruce Moffat Photo)

In addition, here is a classic shot that Mr. Sedelmaier shared with us:

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

(J.J. Sedelmaier Collection)

(J.J. Sedelmaier Collection)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70's headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70’s headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans' Association to use 300 as their "club car." Here, we see it parked in front of Immaculate Conception school.

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans’ Association to use 300 as their “club car.” Here, we see it parked in front of Immaculate Conception school.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans' wheel profiles resulted in wheel damage to the NSL.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans’ wheel profiles resulted in wheel damage to the NSL.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The same location today.

The same location today.

These photos have been added to our post The Fairmount Park Trolley (November 7, 2017), which included several other photos of the Five Mile Beach Electric Railway in Wildwood, New Jersey:

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Recent Correspondence

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street "L", but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

Miles Beitler writes:

I was doing some online research recently and followed a link to a photo on your blog. The photo was posted under “Chicago Rapid Transit Photos, Part 6” and included the following in the caption:

“Here’s an interesting streetscape that could not be duplicated today. According to the back of the picture, it shows the view looking east from South Boulevard and Austin, on the eastern edge of Oak Park. The Lake Street “L”, where it ran on the ground, had a very narrow right-of-way that the 6000s, with their bulging sides, could not fit in.”

I have read similar comments posted by others, i.e., that the reason no 6000s were used on the Lake Street “L” is that the cars were too wide. While it’s true that the curved body 6000s were wider than the 4000s and wood cars, the difference was slight — not more than a foot at their widest point. So I don’t think that would explain why they weren’t used. I think a more logical explanation is that the ground level portion of the Lake Street “L” used trolley wire, and none of the original 6000s had trolley poles. (I believe that the only exception was one experimental high performance trainset (6127-6130) that was used in Evanston Express service.) You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.

By the time the western portion of the line was elevated and converted to third rail in 1962, the high performance 2000s were already ordered. So the CTA probably decided to just keep using the older cars until the 2000s arrived. Cars 1-50 did have trolley poles, but those cars were not received until shortly before the elevation of the Lake Street “L” at which time they would not have been needed anyway, so they were used on the Evanston line instead, and later some were used on the Skokie Swift.

Does this make sense, or am I all wet?

Either way, keep up your fantastic blog!

Thanks for writing. You have made an interesting hypothesis, which deserves consideration.

First of all, I have heard enough stories regarding the tight clearances on the ground-level portion of Lake to believe there was some sort of clearance problem that prevented the use of curved-sided rapid transit cars there. The most logical explanation so far is that this involved the gatemen’s shantys.

Having ridden the Lake Street “L” numerous times prior to the October 28, 1962 relocation of the outer portion of the route onto the C&NW embankment, I can assure you that clearances were very tight, as two tracks and platforms were shoehorned into a side street, which continued to have two-way auto traffic.

There was a fantrip on Lake during 1960 using one of the single-car units in the 1-50 series, and while this train did venture down to the lower level of Hamlin Yard, it apparently made no effort to go west of Laramie. You would think they would have done so had this been possible. (See photo above.)

Similar clearance restrictions have existed on other parts of the system. Skokie Swift cars that had pan trolleys fitted were not allowed to go downtown, and cars with poles cannot go into the Kimball subway. (At the moment, this restriction would only apply to 4271-4272.)

That being said, let us take a step back and review how the Lake Street “L” fit in with the strategic thinking of various planners over the decades.

In 1937, the City of Chicago proposed building an aerial highway on the Lake Street “L” structure, and some other “L”s such as Humboldt Park. In theory this would have been something like the West Side Elevated Highway in New York City, which was built between 1929 and 1951 and which partially collapsed in 1973.

Express bus service would have replaced the rapid transit line, as would have a beefed-up Garfield Park “L” in this plan. We can be glad this was not built.

By 1939, this plan was abandoned in favor of the Congress Parkway Expressway that was built starting a decade later, and opened in stages between 1955 and 1960.

The City was proposing various subways all over town, in addition to the State Street and Dearborn-Milwaukee tubes that were built starting in 1938. One goal was to tear down the Loop “L”, starting with the Lake and Wabash legs.

The Lake Street “L” would have been diverted into a subway connection just west of the Loop that of course was never built. Neither was a connection built to divert the Lake “L” into the Congress line via an elevated connection near Kedzie, or Kostner, although the CTA was still intent on doing these things as of 1948.

There is some question whether the entire Lake Street “L” might have been abandoned early in the CTA era, if not for the innovation of A/B “skip stop” service that was begun in 1948. This was so successful that it was gradually used on other parts of the CTA system.

When and how were curved-side “L” cars developed? It seems likely this idea, like many others, came from New York, where some experimental 1930s BMT railcars such as the so-called “Green Hornet” had mildly curved sides.

In Chicago, curved sides appeared on ten interurbans, #451-460 for the Chicago Aurora & Elgin, designed in 1941 but not built by St. Louis Car Company until 1945, as well as the two North Shore Line Electroliners.

These were followed by four experimental sets of articulated rapid transit cars $5001-5004, delivered in 1947-48. Except for the curved sides, largely patterned after the BMT “Bluebirds: from 1939-40.

Chicago’s Initial System of Subways was designed to allow for longer and wider cars, closer to New York standards. The City may have hoped these standards could gradually be applied to the entire system, but it was not to be.

When the Chicago Transit Authority took over from the Chicago Rapid Transit Company in 1947, one primary goal was to purchase enough new steel railcars to allow the Dearborn-Milwaukee subway to open. Another goal was to get rid of the wooden “L” cars, which were getting very old and were not permitted in the subways.

When the first 6000s were delivered starting in 1950, they were first used on Douglas, but that was for test purposes. After another year or two, CTA switched things around, so the new 6000s were used in the State Street subway, and the 4000s on the more lightly used Dearborn-Milwaukee.

Meanwhile, the last wood cars were used on Lake around 1955. The last wooden :”L” cars were used in service in 1957, by which time there were enough new 6000s on hand to permit their retirements.

But else what was happening on Lake during the 1950s? By 1951-5, CTA appears to have figured out that the “problem” portion of Lake was the outer end, not the parts east of Laramie. The first suggestion was to truncate the line to Laramie, but this did not go over well in Oak Park, so the various parties got together, and the embankment plan was the result.

These plans were finalized around 1958. The relocation took place in 1962, at which time the CTA probably hoped to have taken delivery on what became the 2000-series. But there were so many changes and innovations in these cars that delivery did not occur until 1964.

So yes, it does not appear that it was ever a high priority for the CTA to use 6000s on the ground-level portion of Lake. Wood cars were replaced by 4000s around 1955, which was considered a service improvement, and within three years from that, plans were afoot to relocate service anyway.

However, if the CTA had really wanted to run 6000s on Lake, I expect changes could have been made in the locations of whatever obstacles prevented it, and additional cars could have been equipped with trolley poles, as was done for Evanston.

I doubt these would have been single-car units, though, since those were intended for “off peak” one-man operation on Evanston, something which I don’t think would have been suitable on Lake.

As it was, I don’t recall seeing 6000s on Lake much before 1979. In the wake of that year’s blizzard, which shut down the line west of Laramie for a week, so many of the newer cars had burned-out motors that it became necessary to use the older 6000s.

I hope this answers your questions.

-David Sadowski

Miles Beitler again:

Dave, you obviously know FAR more about Chicago transit than I do. You could probably give Graham Garfield some stiff competition.

I believe you recently wrote a book about trolleys. I grew up not far from the terminal of the Clark Street car line at Howard Street and I remember riding the Green Hornets to the local branch of the Chicago public library. I also remember visiting my cousins who lived a block away from the Devon car barn and seeing all of the streetcars stored there. However, I’m more interested in the “L” and interurban history. I spent my childhood watching the North Shore Line trains, and I was fortunate enough to ride an Electroliner to Racine, Wisconsin about a year before the NSL folded.

Have you given or considered giving presentations about Chicago transit at schools, libraries, etc.? WTTW channel 11 might also like to use you as a resource on Chicago transit history or for the production of programs on the subject, similar to the ones produced by Geoffrey Baer over the past 25 years.

There are a number of people, several in fact, who qualify as experts on Chicago transit. We all tend to know each other to some extent, as we’re interested in many of the same things.

I don’t feel like I am competing with any of the other “experts.” We have each found our own niche, and have different contributions to make. In fact, this blog is only successful because it is based on sharing and cooperation.

Actually, I have given a number of presentations to various groups over the years.

WTTW actually did feature the Chicago PCC book I co-authored once on Chicago Tonight. You can read about it in our post A Window to the World of Streetcars (June 2, 2016).

Our pictures do get around. Several photos that I posted to the Internet ended up being featured in an article called Displaced, which tried to determine what happened to the people who were living in the path of the Congress expressway when it was built. (See our post Some Thoughts on Displaced, August 30, 2016.)

Who knows when or where our stuff will show up in the future. We’ll just have to wait and see.

Thanks.

Ron Smolen adds:

In your last post this comment was posted in the sections about 6000s on Lake street:

“You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.”

TRUE… however, near the end of the Baldies operations, I do recall seeing LIVE and in photos
some single baldies that were placed in trains with 4000 pole equipped cars that DID operate in regular service to Harlem under wire.

Ron adds that, according to www.chicago-l.org, “baldy” 4000s ran on Lake from 1959 to 1964, paired with pole-equipped “plushies.”

Jack Bejna writes:

A Tale of Two Pictures

A short time ago there was a question raised by a reader about changing original photographs with Photoshop, thereby eliminating the original intent of the image. As an example of what I do, refer to the first image of CA&E 209. From my experience of working with CA&E images, I believe that the image was captured at the Laramie Freight House area, but of course that is only a guess. My goal is to try to improve the original image and enhance the background while preserving the original intent of the photographer when the image was captured. With this image I decided to place Car 209 in a typical situation, that is, on one of the storage tracks behind the freight house. Further, I like the look of the Niles wood cars so I added the front of sister car 207 to present an unblocked image of Car 209. I spent the rest of my efforts on improving the photograph itself with Photoshop. The final result is pretty much the way I think it looked at the time and represents a cleaner roster shot of a classic Niles interurban.

 

Moving right along with the CA&E roster, here are some images of the work cars and locomotives that kept the railroad running.
-Jack

CA&E Express Cars – Line Cars – Locomotives – Tool Cars

CA&E rostered a variety of Motors to fit the job at hand. First, the Newspaper Special, obviously a motor that probably spent time doing whatever job was needed in addition to delivering newspapers. I’ve never found a number for this car or any record of when or how it was retired.

Next, express cars 9, 11, & 15 illustrate the differences in length, configuration, etc., in the CA&E roster. Line cars 11 and 45 are next. Car 45 was purchased from the Chicago & Interurban Traction when the line quit in 1927. When Car 45 was retired it was replaced by car 11, rebuilt as a line car.

Locomotive 3 was built as a double ended plow and was used as a work motor by removing the plows.

Next up are the CA&E locomotives, including 2001-2002 built by GE in 1920, 3003-3004 built by BLW-WH in 1923-4, and 4005-4006 built by Oklahoma Railway in 1929.

Finally, Tool Cars 7 and B are shown. Tool Car B was rebuilt from a boxcar.