101 Dalmatians

CSL prewar PCC 4022 heads west on Madison Street in the late 1940s. It is signed for the Madison-Fifth branch line. Fifth Avenue is an angle street that heads southwest. Service on the branch line terminated at the Garfield Park

CSL prewar PCC 4022 heads west on Madison Street in the late 1940s. It is signed for the Madison-Fifth branch line. Fifth Avenue is an angle street that heads southwest. Service on the branch line terminated at the Garfield Park “L” station at Pulaski Road. Several parts of Fifth Avenue have been truncated since streetcars stopped running there in early 1954. (Edward Frank, Jr. Photo)

It has been nearly two months since our last post, but we are back with a bevy of classic traction photos for your consideration.

Things have been quite busy of late, as we worked as an election judge for two recent elections (three in the last six months). Although you have not seen a new post for a while, work behind the scenes continued. We scanned hundreds of images, and many needed extra help in Photoshop.

When you see as post such as this, it is like the tip of an iceberg. For every image we share, there are others that, for whatever reason, do not make the grade, as well as others that are being stored up in an inventory of images, waiting for their moment in the sun.

Leopards, they say, never change their spots… but I assume you can identify certain breeds of dogs, such as Dalmatians, by the location of their spots. Spots factor into our images in any number of ways. Our readers often help us determine just which spot a picture was taken at. And we often have to do spot removal, a tedious practice, on old images.

Brian Wilson has his Pet Sounds, and we have our own pet images. Today’s batch are particular favorites, but each one is a different animal– a horse of a different color, you could say. You should have seen some of these pictures before we got hold of them and gave them triage. On second thought, just stick to the finished product you see here.

There are many, many hours of work that go into each post, and money too. When you see an image here, figure that it cost at least $10 on average to obtain it. We are fortunate that some of our readers have shared images from their extensive collections with us.

In particular, today’s post benefited tremendously from the generosity of both William Shapotkin and Jeffrey L. Wien, both of whom recently celebrated birthdays.

So, we are calling this post 101 Dalmatians, as we have at least that many new pictures here, and after working on them for so long, we are starting to see spots everywhere we look. We hope you will appreciate our modest efforts, and we will be back soon with more posts.

-David Sadowski

Our best wishes also go out to Ray DeGroote, the dean of Chicago railfans at age 88, who was recently injured in a fall. We wish him a speedy recovery. If anyone can do it at that age, Ray can.

Recent Finds

A bird's-eye view of the Wells Street Terminal used by the Chicago, Aurora and Elgin interurban on September 19, 1953. The following day, CA&E stopped running trains downtown, and their track connection with the CTA was severed forever in suburban Forest Park. There is a similar image, taken in 1960, showing the same terminal, or what was left after the CTA built a new track connection to the Loop elevated through it in 1955. You can find that in my book Building Chicago's Subways.

A bird’s-eye view of the Wells Street Terminal used by the Chicago, Aurora and Elgin interurban on September 19, 1953. The following day, CA&E stopped running trains downtown, and their track connection with the CTA was severed forever in suburban Forest Park. There is a similar image, taken in 1960, showing the same terminal, or what was left after the CTA built a new track connection to the Loop elevated through it in 1955. You can find that in my book Building Chicago’s Subways.

On July 27, 1962, a CTA Douglas Park “B” train pulls away from us at the Racine stop on the Congress rapid transit line., then only four years old. The train will go downtown through the Dearborn Subway, and then out to Logan Square via the Milwaukee Avenue tube.

On May 28, 1978, photographer William D. Lloyd caught this picture of CTA Historic cars 4271-4272 on the north side “L”. Now nearing the century mark, they are still on the property today. Here, they were only about five years out of regular service.

On January 26, 1964, approximately one year after the North Shore Line quit, the two Electroliners were rechristened as Liberty Liners on the Red Arrow's 13-mile line between Philadelphia and Norristown. In the distance, we see a pair of early 1930s Bullet cars, which had a storied history of their own.

On January 26, 1964, approximately one year after the North Shore Line quit, the two Electroliners were rechristened as Liberty Liners on the Red Arrow’s 13-mile line between Philadelphia and Norristown. In the distance, we see a pair of early 1930s Bullet cars, which had a storied history of their own.

MBTA (Boston) ex-Dallas double-end PCC 3336 at Mattapan yards on December 5, 1976. (Ed McKernan Photo)

MBTA (Boston) ex-Dallas double-end PCC 3336 at Mattapan yards on December 5, 1976. (Ed McKernan Photo)

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Two CRT Met cars at the Laramie Shops in 1947. (John Gibb Smith, Jr. Photo)

In the last couple years of red car service in Chicago, which ended in 1954, the CTA painted a few of the older streetcars green. It was not an attractive color for them. Here, we see inbound car 6172 jogging from one side of Lake Street to another via Pine Avenue. To this day, tracks are still visible under the viaduct. At this point, streetcars crossed the Lake Street

In the last couple years of red car service in Chicago, which ended in 1954, the CTA painted a few of the older streetcars green. It was not an attractive color for them. Here, we see inbound car 6172 jogging from one side of Lake Street to another via Pine Avenue. To this day, tracks are still visible under the viaduct. At this point, streetcars crossed the Lake Street “L”, which ran on the ground here until 1962.

CSL 1466 was used as a training car for the three river tunnels. (Edward Frank, Jr. Photo)

CSL 1466 was used as a training car for the three river tunnels. (Edward Frank, Jr. Photo)

CSL 173X (full number not visible) is heading west on Madison Street in the 1930s. The Civic Opera House, built by Samuel Insull in 1929, is visible at rear. (Edward Frank, Jr. Photo)

CSL 173X (full number not visible) is heading west on Madison Street in the 1930s. The Civic Opera House, built by Samuel Insull in 1929, is visible at rear. (Edward Frank, Jr. Photo)

A maintenance of way car along the overhead section of the North Side “L”, exact date and location unknown. Jeff Wien adds that this is: “Wilson Avenue, freight connection to Buena Yards, probably in the early 50s.”

Laurel Line car 31 is at the Plains substation on August 3, 1952. Edward Skuchas writes: “I believe the locations of the two Laurel Line photos are incorrect. The top photo is Pittston. The lower photo may be the Plains sub-station. West Pittston is on the other side of the Susquehanna River, and the Laurel Line did not go there.”

Laurel Line car 39 is at the Plains sub-station on December 28, 1952, shortly before abandonment.

Laurel Line car 39 is at the Plains sub-station on December 28, 1952, shortly before abandonment.

The interior of Lehigh Valley Transit car 1007, showing its leather bucket seats, which were popular when this car was built for the Cincinnati and Lake Erie in the early 1930s.

The interior of Lehigh Valley Transit car 1007, showing its leather bucket seats, which were popular when this car was built for the Cincinnati and Lake Erie in the early 1930s.

Conductors on a Humboldt Park

Conductors on a Humboldt Park “L” train, circa 1907-15.

A Loop-bound Metropolitan

A Loop-bound Metropolitan “L” train, circa 1907-15.

The Chicago Surface Lines used trailers during the 1920s, as a way of dealing with increasing crowds of riders. But with the advent of the Great Depression, ridership fell sharply, and the trailers were no longer needed. Some thought was given to reviving them during World War II, but this did not happen. Here, 1756 pulls 8049. Don's Rail Photos notes,

The Chicago Surface Lines used trailers during the 1920s, as a way of dealing with increasing crowds of riders. But with the advent of the Great Depression, ridership fell sharply, and the trailers were no longer needed. Some thought was given to reviving them during World War II, but this did not happen. Here, 1756 pulls 8049. Don’s Rail Photos notes, “8056 was built by Brill in 1921, #21272. It became a shed at 77th and scrapped on July 17, 1957.” 1756 was a “169” or Broadway-State car. Again, Don Ross: “1756 was built by CSL in 1923. It was rebuilt as one-man in 1949.”

CTA prewar PCC 7028 on private right-of-way at the south end of Route 4 - Cottage Grove, in June 1953.

CTA prewar PCC 7028 on private right-of-way at the south end of Route 4 – Cottage Grove, in June 1953.

CTA Sedan (aka Peter Witt) 3848 on priate right-of-way at the south end of Route 4 - Cottage Grove in June 1952. Here, the line ran parallel to the Illinois Central Electric suburban service, now the Metra Electric.

CTA Sedan (aka Peter Witt) 3848 on priate right-of-way at the south end of Route 4 – Cottage Grove in June 1952. Here, the line ran parallel to the Illinois Central Electric suburban service, now the Metra Electric.

After the Chicago Transit Authority retired the last of the wooden

After the Chicago Transit Authority retired the last of the wooden “L” cars in 1957, some were used for a few more years in work service. Here, a Met car has been renumbered as S-308 at Skokie Shops.

CTA single cat unit 23 is outbound on the Skokie Swift at Niles Center Road on August 20, 1970.

CTA single cat unit 23 is outbound on the Skokie Swift at Niles Center Road on August 20, 1970.

CTA single car unit 26 on the open-cut section of the Skokie Swift in August 1978.

CTA single car unit 26 on the open-cut section of the Skokie Swift in August 1978.

CTA postwar PCC 4337, built by Pullman, heads south on State Street in the early 1950s.

CTA postwar PCC 4337, built by Pullman, heads south on State Street in the early 1950s.

An outbound CTA Douglas Park train ascends the ramp that will take from the Congress (now Eisenhower) Expressway to the old

An outbound CTA Douglas Park train ascends the ramp that will take from the Congress (now Eisenhower) Expressway to the old “L” structure in the mid-1960s. This ramp is not used much now, as Douglas trains, now renamed the Pink Line, have been rerouted to the Lake Street “L” via the Paulina Connector. (Mark D. Meyer Photo)

I ought this Red Border Kodachrome slide, which dates to the early 1950s, thinking perhaps it might e the old Park Theater on Chicago’s west side (on Lake near Austin). But after studying the image for a while, I am inclined to think it’s somewhere else. While the facade looks similar to the actual Park Theater, it is not identical. There should be streetcar tracks visible– the movie theater closed in 1952, about two years before the streetcar quit. And the theater on Lake Street at Austin Boulevard did not have a streetlight such as the one seen at right. There was a light attached to a line pole that held the trolley wire– a line pole not visible in this picture. That, plus the rounded nature of the signage, which I have never seen in any other pictures of the Park, tell me that this is not it. But we have in the past posted several pictures of streetcars near the actual theater. If you type “park theater” or “lake austin” in the search window on our page, these various pictures will come up.

CSL 1039 at Wabash and Lake in June 1947. Signed for the Indiana-Lincoln through route #3, it is southbound, and headed to Indiana and 51st.

CSL 1039 at Wabash and Lake in June 1947. Signed for the Indiana-Lincoln through route #3, it is southbound, and headed to Indiana and 51st.

CSL 6284 on Wabash at Roosevelt Road on June 13, 1947. Although the car is full of people, for some reason the side sign says Not In Service.

CSL 6284 on Wabash at Roosevelt Road on June 13, 1947. Although the car is full of people, for some reason the side sign says Not In Service.

A two-car CTA train of 4000s at right, in Evanston shuttle service, heads southbound approaching Howard in the 1950s.

A two-car CTA train of 4000s at right, in Evanston shuttle service, heads southbound approaching Howard in the 1950s.

TMER&T 1121, on a December 4, 1949 fantrip on the North Shore Line.

TMER&T 1121, on a December 4, 1949 fantrip on the North Shore Line.

CTA historic cars 4271-4272 at McCormick Boulevard (Yellow Line aka Skokie Swift) on July 16, 1989. (Bruce C. Nelson Photo)

CTA historic cars 4271-4272 at McCormick Boulevard (Yellow Line aka Skokie Swift) on July 16, 1989. (Bruce C. Nelson Photo)

The CTA has a yard for the Green Line (formerly the Lake Street

The CTA has a yard for the Green Line (formerly the Lake Street “L”) just west of the Harlem Avenue terminal in suburban Forest Park. Here, various cars in the 2000-series are seen, along with a Metra commuter train on the adjacent Union Pacific West Line. This picture was most likely taken during the 1990s. (Bruce C. Nelson Photo)

CTA gate car 2318 is parked along the outer portion of the Douglas Park line in February 1950.

CTA gate car 2318 is parked along the outer portion of the Douglas Park line in February 1950.

Chicago Rapid Transit Company gate car 305 is seen on the Loop

Chicago Rapid Transit Company gate car 305 is seen on the Loop “L” in the 1940s, signed as a Wilson Avenue Local.

The presence of double track would seem to indicate that this picture of a South Shore Line train was taken in East Chicago, Indiana in the 1950s. The street running through the middle of town was replaced by a new section running parallel to the Indiana Toll Road in 1956.

The presence of double track would seem to indicate that this picture of a South Shore Line train was taken in East Chicago, Indiana in the 1950s. The street running through the middle of town was replaced by a new section running parallel to the Indiana Toll Road in 1956.

CTA Holiday Trains have become an annual tradition. Photographer Bruce C. Nelson captured this one on December 2, 2017.

CTA Holiday Trains have become an annual tradition. Photographer Bruce C. Nelson captured this one on December 2, 2017.

Chicago Surface Lines red Pullman 426 is most likely running on Route 65 - Grand, as it is signed to go to Grand and Armitage. Chances are, this photo was taken circa 1939-40, and shows temporary trackage for construction of Chicago's first subways.

Chicago Surface Lines red Pullman 426 is most likely running on Route 65 – Grand, as it is signed to go to Grand and Armitage. Chances are, this photo was taken circa 1939-40, and shows temporary trackage for construction of Chicago’s first subways.

October 27, 1962 was the last day of ground-level operation on the CTA Lake Street

October 27, 1962 was the last day of ground-level operation on the CTA Lake Street “L”. The following day, service was relocated to the adjacent Chicago & North Western embankment. Here, we see a pair of 4000s heading west on South Boulevard at Kenilworth.

After serving Chicago for many years, some of the original CTA

After serving Chicago for many years, some of the original CTA “flat door” 6000s had a second life on Philadelphia’s Norristown High-Speed Line. 6089-6090 are approaching Radnor on April 10, 1987.

Here is a view of the old Tower 18 on Chicago's Loop

Here is a view of the old Tower 18 on Chicago’s Loop “L”, when this was the world’s busiest railroad crossing. The old Loop ran both tracks in only one direction, but this changed in 1969, when the CTA wanted to connect the Lake Street “L” with the new Dan Ryan line. Therefore, the old tower had to go, as it was situated right where the new tracks had to go.

Both CTA and CA&E trains are visible in this July 8, 1953 photo taken at Laramie on the Garfield Park

Both CTA and CA&E trains are visible in this July 8, 1953 photo taken at Laramie on the Garfield Park “L”. Just a little over two months later, the CA&E interurban cut back service to Forest Park, a few miles west of here (and behind the photographer).

The Milwaukee Rapid Transit & Speedrail Company's car 60, seen here in 1950, was a Cincinnati curved-side car. The ill-fated attempt to keep electric transit service going in Milwaukee was doomed to failure, once a horrific head-on collision took the lives of several people.

The Milwaukee Rapid Transit & Speedrail Company’s car 60, seen here in 1950, was a Cincinnati curved-side car. The ill-fated attempt to keep electric transit service going in Milwaukee was doomed to failure, once a horrific head-on collision took the lives of several people.

CA&E 425 is passing over Union Station in this undated photo. Trains going more or less straight would end up at the Wells Street Terminal, while the tracks in the background leading off to the right connected to the Loop

CA&E 425 is passing over Union Station in this undated photo. Trains going more or less straight would end up at the Wells Street Terminal, while the tracks in the background leading off to the right connected to the Loop “L” Van Buren. When Lower Wacker Drive was being built, this necessitated tearing down this second connection to thee Loop, and building a new one through the second floor of Wells Terminal. The switchover between the two took place in 1955.

Riders at the old Laramie stop on the CTA's Garfield Park

Riders at the old Laramie stop on the CTA’s Garfield Park “L” in 1947. Met cars are seen in storage in the background. (John Gibb Smith, Jr. Photo)

A CRT gate car, running in service on the old Garfield Park

A CRT gate car, running in service on the old Garfield Park “L” in 1947. This is the Laramie stop. (Charles R. Griffin Photo)

This CTA brochure, dated July 1949, explains the changes that were coming from the CTA's plan to revise north-south

This CTA brochure, dated July 1949, explains the changes that were coming from the CTA’s plan to revise north-south “L” and subway service. This included A/B “skip stop” service and making the Evanston branch a shuttle.

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From the Wien-Criss Archive:

One of the two North Shore Line Electroliners on Chicago's South Side

One of the two North Shore Line Electroliners on Chicago’s South Side “L” on February 17, 1962. (Wien-Criss Archive)

A North Shore Line Electroliner barrels through, having just crossed under the EJ&E, on January 12, 1963, a little over a week before the end of service. (Wien-Criss Archive)

A North Shore Line Electroliner barrels through, having just crossed under the EJ&E, on January 12, 1963, a little over a week before the end of service. (Wien-Criss Archive)

A North Shore Line Electroliner on June 1, 1962. (Wien-Criss Archive)

A North Shore Line Electroliner on June 1, 1962. (Wien-Criss Archive)

A North Shore Line Electroliner at Edison Court on February 17, 1962. (Wien-Criss Archive)

A North Shore Line Electroliner at Edison Court on February 17, 1962. (Wien-Criss Archive)

Chicago Surface Lines experimental pre-PCC car 7001 at 77th and Vincennes in October 1956. It is a shame that this historic car, which ran in Chicago from 1934 to 1944, was not saved. (Wien-Criss Archive)

Chicago Surface Lines experimental pre-PCC car 7001 at 77th and Vincennes in October 1956. It is a shame that this historic car, which ran in Chicago from 1934 to 1944, was not saved. (Wien-Criss Archive)

A Milwaukee streetcar, presumably on Route 10, in the 1950s. (Wien-Criss Archive)

A Milwaukee streetcar, presumably on Route 10, in the 1950s. (Wien-Criss Archive)

Interior shots were not easy for photographers on September 4, 1962, when Robert F. Collins took this picture of the North Shore Line's Milwaukee terminal. (Wien-Criss Archive)

Interior shots were not easy for photographers on September 4, 1962, when Robert F. Collins took this picture of the North Shore Line’s Milwaukee terminal. (Wien-Criss Archive)

Don's Rail Photos:

Don’s Rail Photos: “E223, sweeper, was built by McGuire-Cummings in 1908 as CCRys E23. It was renumbered E223 in 1913 and became CSL E223 in 1914. It was sold to Illinois Railway Museum on August 29, 1958.” (Wien-Criss Archive)

On March 17, 1957 the late James J. Buckley caught this terrific 3/4 view of a Chicago, Aurora & Elgin freight train at Lakewood. (Wien-Criss Archive)

On March 17, 1957 the late James J. Buckley caught this terrific 3/4 view of a Chicago, Aurora & Elgin freight train at Lakewood. (Wien-Criss Archive)

It's June 1963, several months after the CTA elevated the Lake Street

It’s June 1963, several months after the CTA elevated the Lake Street “L” onto the Chicago & North Western embankment. A four-car train made up of “circus wagons,” the fan’s name for experimental high-speed cars, is making a rare appearance at Harlem Avenue, the end of the line. This view looks east. (Wien-Criss Archive)

CTA postwar PCC 7237 is running southbound on Clark Street in the late 1950s. (Wien-Criss Archive)

CTA postwar PCC 7237 is running southbound on Clark Street in the late 1950s. (Wien-Criss Archive)

CTA postwar PCC 7196 is at 81st and Halsted, the southern end of Route 22 - Clark-Wentworth. (Wien-Criss Archive)

CTA postwar PCC 7196 is at 81st and Halsted, the southern end of Route 22 – Clark-Wentworth. (Wien-Criss Archive)

CTA 7195 is southbound on Clark at Washington. (Heier Industrial Photo, Wien-Criss Archive)

CTA 7195 is southbound on Clark at Washington. (Heier Industrial Photo, Wien-Criss Archive)

CTA red Pullman 144, which is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA red Pullman 144, which is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA red Pullman 144, which is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA red Pullman 144, which is now at the Illinois Railway Museum. (Wien-Criss Archive)

CTA PCC 7187 on Clark Street on September 6, 1957, the last day of street railway service on Chicago's north side. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA PCC 7187 on Clark Street on September 6, 1957, the last day of street railway service on Chicago’s north side. (Charles H. Thorpe Photo, Wien-Criss Archive)

On September 6, 1957, CTA 4372 pulls into the turnaround loop at Clark and Howard. (Charles H. Thorpe Photo, Wien-Criss Archive)

On September 6, 1957, CTA 4372 pulls into the turnaround loop at Clark and Howard. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA 7189 is southbound at Clark and Ohio on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive) Daniel Joseph notes, "The Hotel Wacker was at Clark and Huron."

CTA 7189 is southbound at Clark and Ohio on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive) Daniel Joseph notes, “The Hotel Wacker was at Clark and Huron.”

On September 6, 1957, Charles H. Thorpe took this picture of CTA 7139, the last pull-out from Devon Station (car barn). (Wien-Criss Archive)

On September 6, 1957, Charles H. Thorpe took this picture of CTA 7139, the last pull-out from Devon Station (car barn). (Wien-Criss Archive)

CTA 4379 is on north Clark Street on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive) Daniel Joseph adds, "This streetcar is traveling southbound to 81st & Halsted (as the destination sign states) somewhere near Clark and Glenlake." (This is, however, on the northern portion of Clark Street as we stated.)

CTA 4379 is on north Clark Street on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive) Daniel Joseph adds, “This streetcar is traveling southbound to 81st & Halsted (as the destination sign states) somewhere near Clark and Glenlake.” (This is, however, on the northern portion of Clark Street as we stated.)

CTA 7195 is on Halsted Street, near the south end of Route 22 - Clark-Wentworth. (Heier Industrial Photo, Wien-Criss Archive)

CTA 7195 is on Halsted Street, near the south end of Route 22 – Clark-Wentworth. (Heier Industrial Photo, Wien-Criss Archive)

CTA Sedan (aka Peter Witt) 3360 is running Route 4 - Cottage Grove, circa 1951-52. (Wien-Criss Archive)

CTA Sedan (aka Peter Witt) 3360 is running Route 4 – Cottage Grove, circa 1951-52. (Wien-Criss Archive)

CTA 7154 is near Limits Station (car barn), near 2700 N. Clark Street, on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA 7154 is near Limits Station (car barn), near 2700 N. Clark Street, on September 6, 1957. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA steeple cab S-343, a

CTA steeple cab S-343, a “yard shifter,” serving the rapid transit system, is at 64th and Prairie. Don’s Rail Photos notes, “S-343 was built by Chicago City Ry in 1909 as Chicago City Ry C50. It was renumbered L202 in 1913 and became CSL L202 in 1914. It was rebuilt as S-343 in 1959 and acquired by Railway Equipment Leasing & Investment Co in 1979. It was acquired by Fox River Trolley Museum in 1983 and restored as L202.” (Wien-Criss Archive)

Chicago Surface Lines crane car X-4 at the Illinois Railway Museum. Don's Rail Photos says,

Chicago Surface Lines crane car X-4 at the Illinois Railway Museum. Don’s Rail Photos says,”X4, derrick, was built by McGuire-Cummings in 1910 as CRys 2. It was renumbered N2 in 1913 and became CSL N2 in 1914. It was rebuilt as X4 in 1947 and rebuilt as S344 in 1958. It was sold to Electric Railway Historical Society in 1963 and donated to Illinois Railway Museum in 1973.” (Wien-Criss Archive)

CTA postwar PCC 7220, a product of the St. Louis Car Company, on Route 22. (Wien-Criss Archive)

CTA postwar PCC 7220, a product of the St. Louis Car Company, on Route 22. (Wien-Criss Archive)

From the William Shapotkin Collection:

CSL 5301 is at Lake and Ashland, running on Route 9, in April 1937. Streetcars were not permitted on boulevards, and the section of Ashland between Lake and Roosevelt was just such a boulevard. Therefore, in that stretch, Ashland streetcars jogged over the nearby Paulina. (William Shapotkin Collection)

CSL 5301 is at Lake and Ashland, running on Route 9, in April 1937. Streetcars were not permitted on boulevards, and the section of Ashland between Lake and Roosevelt was just such a boulevard. Therefore, in that stretch, Ashland streetcars jogged over the nearby Paulina. (William Shapotkin Collection)

This picture was taken on a Central Electric Railfans' Association fantrip on the Illinois Central Electric on April 24, 1966. (William Shapotkin Collection)

This picture was taken on a Central Electric Railfans’ Association fantrip on the Illinois Central Electric on April 24, 1966. (William Shapotkin Collection)

The slide mount for this had the word

The slide mount for this had the word “junk” written on it, but I don’t agree. This is also from that same April 24, 1966 fantrip. (William Shapotkin Collection)

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A photo stop at Washington Park race track on the April 24, 1966 CERA fantrip on the IC. (William Shapotkin Collection)

Illinois Central Electric 1427 and 1186 on the Washington Park Branch on the April 24, 1966 CERA fantrip. Note that the motor unit in this pair faces north. (William Shapotkin Collection)

Illinois Central Electric 1427 and 1186 on the Washington Park Branch on the April 24, 1966 CERA fantrip. Note that the motor unit in this pair faces north. (William Shapotkin Collection)

The Illinois Central Electric at Blue Island in June 1978. (William Shapotkin Collection)

The Illinois Central Electric at Blue Island in June 1978. (William Shapotkin Collection)

This slide mount has George Strombeck written on it, but I am not sure whether that is the name of the photographer, or the man in the picture. Either way, this shows a Milwaukee Road commuter train in Downtown Chicago on April 21, 1973. (William Shapotkin Collection)

This slide mount has George Strombeck written on it, but I am not sure whether that is the name of the photographer, or the man in the picture. Either way, this shows a Milwaukee Road commuter train in Downtown Chicago on April 21, 1973. (William Shapotkin Collection)

The GM&O

The GM&O “Abe Lincoln” at 18th Street in Chicago on April 22, 1966. (William Shapotkin Collection)

Ryan Tower

Photos of Ryan Tower, where the North Shore Line crossed the Chicago & North Western, are scarce, as this was a somewhat remote location for fans. But thanks to the good offices of Bill Shapotkin, here are several such views, along with his usual contemporary photos showing what the area looks like today.

Milwaukee County, WI - A pair of CNS&M cars (the

Milwaukee County, WI – A pair of CNS&M cars (the “Silverliner” at left is on a fantrip) pass one another at Ryan Tower – crossing with the C&NW “New Line.” Note that the once-double-tracked C&NW is now ut a single-track line through here (the one-time westbound main has been removed). The view looks north. (William Shapotkin Collection)

Ryan Tower, WI - TM interurban #1121, in fantrip service, heads southbound on the CNS&M as it crosses over the C&NW

Ryan Tower, WI – TM interurban #1121, in fantrip service, heads southbound on the CNS&M as it crosses over the C&NW “New Line” at Ryan Tower on December 4, 1949. The view looks north. (William Shapotkin Collection)

Milwaukee County, WI - A southbound CNS&M

Milwaukee County, WI – A southbound CNS&M “Silverliner” (in fantrip service) is about to cross over the (now single-track) C&NW “New Line” at Ryan Tower. View looks north. (William Shapotkin Collection)

On the stretch between Milwaukee limits and Racine station, a North Shore train crosses North Western freight route at Ryan Road. (A. C. Kalmbach Photo, William Shapotkin Collection)

On the stretch between Milwaukee limits and Racine station, a North Shore train crosses North Western freight route at Ryan Road. (A. C. Kalmbach Photo, William Shapotkin Collection)

Milwaukee County, WI - In 1958, a southbound CNS&M passenger train approaches the crossing with C&NW

Milwaukee County, WI – In 1958, a southbound CNS&M passenger train approaches the crossing with C&NW “New Line” at Ryan Road (that’s Ryan Tower at left). The view looks north. (William Shapotkin Collection)

Near the Milwaukee County line, a North Shore car crosses the C&NW freight line at an acute angle. (A. C. Kalmbach Photo, William Shapotkin Collection)

Near the Milwaukee County line, a North Shore car crosses the C&NW freight line at an acute angle. (A. C. Kalmbach Photo, William Shapotkin Collection)

Milwaukee County, WI - Looking N/NW (timetable NB) on long-abandoned right-of-way of CNS&M from

Milwaukee County, WI – Looking N/NW (timetable NB) on long-abandoned right-of-way of CNS&M from “Old Ryan Road,” (formerly Ryan Road). The CNS&M once crossed the C&NW (now UP) “New Line” – visible at right at “Ryan Tower,” located behind the photographer on the south side of the road. Photo by William Shapotkin on September 20, 2003.

(William Shapotkin Photo)

(William Shapotkin Photo)

Milwaukee, WI - Looking SB on UP (ex-C&NW)

Milwaukee, WI – Looking SB on UP (ex-C&NW) “New Line” from “Old Ryan Road” (new Ryan Road is visible overhead in the distance). This once double-tracked line once crossed the long-abandoned CNS&M at “Ryan Tower,” located south of the Roadway. Photo by William Shapotkin on September 6, 2003.

C&WT 104 at the end of the line in LaGrange. (William Shapotkin Collection)

C&WT 104 at the end of the line in LaGrange. (William Shapotkin Collection)

C&WT 164 on Lake Street. (William Shapotkin Collection)

C&WT 164 on Lake Street. (William Shapotkin Collection)

C&WT 145 is westbound on Lake Street at Harlem Avenue. To the left is the Marshall Field & Company store, a local landmark. (William Shapotkin Collection)

C&WT 145 is westbound on Lake Street at Harlem Avenue. To the left is the Marshall Field & Company store, a local landmark. (William Shapotkin Collection)

This picture is not very sharp, but it does show a C&WT streetcar stopped at the south parking lot of Brookfield Zoo, sometime in the 1940s. (William Shapotkin Collection)

This picture is not very sharp, but it does show a C&WT streetcar stopped at the south parking lot of Brookfield Zoo, sometime in the 1940s. (William Shapotkin Collection)

C&WT 133 has changed ends at Madison and Austin, and is ready to head west. Across the street from Oak Park into Chicago, riders could change to a Chicago Surface Lines PCC for a fast ride into the city. (William Shapotkin Collection)

C&WT 133 has changed ends at Madison and Austin, and is ready to head west. Across the street from Oak Park into Chicago, riders could change to a Chicago Surface Lines PCC for a fast ride into the city. (William Shapotkin Collection)

This shows westbound C&WT car 108, signed Berwyn-Lyons, on Stanley having just passed Oak Park Avenue circa 1941. At right is the Berwyn stop on the Chicago Burlington & Quincy. Today, Pace bus route 302 runs here, and commuter train service is under the auspices of Metra. (William Shapotkin Collection)

This shows westbound C&WT car 108, signed Berwyn-Lyons, on Stanley having just passed Oak Park Avenue circa 1941. At right is the Berwyn stop on the Chicago Burlington & Quincy. Today, Pace bus route 302 runs here, and commuter train service is under the auspices of Metra. (William Shapotkin Collection)

I am not sure of where this C&WT photo was taken. (William Shapotkin Collection) Patrick Cunningham: “The unidentified C&WT photo looks like it was taken just east of the Stone Ave. station on the CB&Q in LaGrange. The view is east. If you look at the prior photo of the end of the C&WT in LaGrange (which was at Brainard Ave.), you’ll note that the line was single track. This appears to be a passing siding or layover point.” On the other hand. Michael Murray writes, “I believe the 7th C&WT picture is looking east at Harlem and Stanley Aves. Page 128 of the Buckley book shows the signal on the pole, the track alignment, the CBQ shelter, and the CBQ signal in a photo near where yours was taken. I originally thought the same about the C&WT picture, but it’s Berwyn, not La Grange. The Buckley book confirms the location. ” Charles R. Vlk: “The “I am not sure of where this C&WT photo was taken. (William Shapotkin Collection)” photo is looking East on Stanley Avenue where the single track line crossing the Burlington at Harlem Avenue goes to double track. Harlem Avenue is behind the camera to the West.”

C&WT 112 is eastbound at Stanley and Oak Park Avenue. The CB&Q Berwyn stop is at left. (William Shapotkin Collection)

C&WT 112 is eastbound at Stanley and Oak Park Avenue. The CB&Q Berwyn stop is at left. (William Shapotkin Collection)

We have seen this picture of C&WT 141 before (it is also in my book Chicago Trolleys), but why pass up another chance to see it again? This is the bridge where the LaGrange line crossed the DesPlaines River, and I believe we are looking the the southeast. (William Shapotkin Collection)

We have seen this picture of C&WT 141 before (it is also in my book Chicago Trolleys), but why pass up another chance to see it again? This is the bridge where the LaGrange line crossed the DesPlaines River, and I believe we are looking the the southeast. (William Shapotkin Collection)

I assume these are the C&WT tracks in LaGrange. (William Shapotkin Collection) Michael Murray: “I’m skeptical that photo 10 is on the La Grange line. There wasn’t any single track on the line similar to the one in the photo. My guess is perhaps the Berwyn-Lyons line? Ogden Ave. on the right, and this is the easternmost passing track, which, according to the Buckley book, was west of Harlem. Note that the line poles are only briefly wide of the main “march” of poles into the distance.”

A C&WT streetcar in LaGrange. (William Shapotkin Collection) Michael Murray: “Photo 11, which you have captioned as “A C&WT streetcar in LaGrange” is found on page 129 of the Buckley book, and is captioned: “Between Harlem Ave and the Des Plaines River, the Berwyn-Lyons streetcar line was built on private right-of-way on the south side of Ogden Ave. It was abandoned October 26, 1933 because the land was wanted to widen Ogden Ave. The railway here was single track with two passing sidings. Car 133 was photographed on the passing siding near the Des Plaines River in October 1933, a few days before abandonment.”

C&WT 111. (William Shapotkin Collection)

C&WT 111. (William Shapotkin Collection)

C&WT 105 on Cermak Road. (William Shapotkin Collection)

C&WT 105 on Cermak Road. (William Shapotkin Collection)

An unidentified C&WT car, probably in the 1930s. (William Shapotkin Collection)

An unidentified C&WT car, probably in the 1930s. (William Shapotkin Collection)

C&WT 107. (William Shapotkin Collection)

C&WT 107. (William Shapotkin Collection)

C&WT 165 is at Lake and Austin, the east end of the line, in suburban Oak Park. (William Shapotkin Collection)

C&WT 165 is at Lake and Austin, the east end of the line, in suburban Oak Park. (William Shapotkin Collection)

C&WT 158 in LaGrange. Not sure why this section of track is blocked off, except that perhaps it is due to the tracks being unstable, due to the nearby excavation going on. (William Shapotkin Collection) Patrick Cunningham adds, “C&WT 158 is just east of LaGrange Road. In the background, you can just make out the Jackson Moving and Storage sign on the building with the towers. The building is there, the towers are gone. Probably about here: https://www.google.com/maps/@41.8166104,-87.8687401,3a,75y,70.46h,80.48t/data=!3m6!1e1!3m4!1st0yuoCYe7FXm6EGEmBkuQA!2e0!7i16384!8i8192!5m1!1e1

From a high vantage point, here we see C&WT 112 has just turned from Ridgeland onto Stanley in suburban Berwyn, and is heading west, just north of the CB&Q, which it will cross at Harlem Avenue one mile west of here. (William Shapotkin Collection)

From a high vantage point, here we see C&WT 112 has just turned from Ridgeland onto Stanley in suburban Berwyn, and is heading west, just north of the CB&Q, which it will cross at Harlem Avenue one mile west of here. (William Shapotkin Collection)

C&WT 132 on Cermak Road in the late 1930s. (William Shapotkin Collection)

C&WT 132 on Cermak Road in the late 1930s. (William Shapotkin Collection)

C&WT 105 at the Harlem and Cermak car barn. (William Shapotkin Photo)

C&WT 105 at the Harlem and Cermak car barn. (William Shapotkin Photo)

C&WT 111 on Cermak Road. (William Shapotkin Photo)

C&WT 111 on Cermak Road. (William Shapotkin Photo)

The Trolley Dodger On the Air

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

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

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

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

Bibliographic information:

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

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This is our 228th 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 504,000 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.

Never Too Late

Former Chicago Surface Lines mail car 6, built in 1891, as it looked on May 25, 1958. This car is now at the Fox River Trolley Museum, where it was recently vandalized. You can see a black-and-white photo of this car, taken at the same time as this one, in our previous post Throwback Thursday (January 7, 2016). To see a picture of West Chicago Street Railway car 4, also taken the same day, there's one in our post Chicago Streetcars In Color (February 22, 2015).

Former Chicago Surface Lines mail car 6, built in 1891, as it looked on May 25, 1958. This car is now at the Fox River Trolley Museum, where it was recently vandalized. You can see a black-and-white photo of this car, taken at the same time as this one, in our previous post Throwback Thursday (January 7, 2016). To see a picture of West Chicago Street Railway car 4, also taken the same day, there’s one in our post Chicago Streetcars In Color (February 22, 2015).

Recent news reports that eight historic railcars at the Fox River Trolley Museum were vandalized to the tune of perhaps as much as $150,000 brought back some memories.

Back in 1961, when I was six years old, my family took a Sunday drive out to the Chicago Aurora & Elgin’s Wheaton Yards to take one last look at their fleet. We had read in the news that efforts to save the CA&E had failed, and that the entire line was being abandoned forever.

I never did get to ride the CA&E, which stopped running passenger service in 1957. But I did at least get to see the railcars on their home turf in Wheaton. I distinctly recall being gratified that they did not appear to be vandalized. I did not see any broken windows.

Not all of these cars were saved, but some did make it off the property and several lived to run again in museum service in various parts of the country. (We ran some pictures of the “hospital train” in our post Trolley Dodger Mailbag, 1-29-2016.)

That anything at all got saved was, in my humble opinion, a miracle. Now it is true that in the waning days of traction, there were fans who “liberated” various bits and pieces of trolleys that were destined for the scrap heap. Their goal was to preserve history, not desecrate it. In some cases, these original parts have since been put back onto historic equipment, or are now in the collections of railroad museums. At least they were saved for future generations.

Railroad museums across the country depend on small groups of dedicated volunteers. Occasionally, entire museum operations have either failed or have been obliged to relocate. The sad situation faced by the Indiana Transportation Museum, which was recently evicted from its home in Noblesville, is but the latest example.

Let’s take a closer look at Aurora, Elgin & Fox River car 304. This fine specimen of a 1920s interurban car, which returned to run on the small surviving portion of its home rails at the Fox River Trolley Museum, was damaged by the two young vandals. It is not just a piece of equipment that was injured. This was a senseless attack on the history of an entire region.

While this blog is not affiliated with the Fox River Trolley Museum, we wholeheartedly support their efforts, and historic preservation. Insurance, unfortunately, will only cover a small portion of the cost of replacing all the broken glass and other damage. The bulk of funds will have to come from private donations.

The museum has begun a fundraising campaign, which must be successful. I realize many of us are angry about this senseless destruction, but let’s turn our anger into something constructive.

We are but the current caretakers of precious artifacts of the past. If we fail to preserve them, it will be a loss to all who come after us. We can all lament that a couple of young kids did a tremendous amount of harm here, but it’s never too late for the rest of us to do the right thing, right now.

-David Sadowski

The Toonerville Trolley That Meets All the Trains

We recently acquired the original artwork for this January 17, 1938 Toonerville Trolley comic panel by the great Fontaine Fox (1884-1964).

We recently acquired the original artwork for this January 17, 1938 Toonerville Trolley comic panel by the great Fontaine Fox (1884-1964).

In a time when trolley lines criss-crossed this country, and were a part of everyday life for Americans, there was even a railfan comic strip. Or, better put, a comic strip by a railfan, Fontaine Fox.

His “Toonerville Trolley” comic ran in newspapers from 1913 until he retired in 1955. Over time, he even grew to resemble the “Skipper,” his own creation. Fox even answered his voluminous fan mail using letterhead he had printed up for the Toonerville Electric Railway Company.

Here is what the Filson (Kentucky) Historical Society has to say about Fontaine Fox:

Fontaine Talbot Fox III, creator of the famous Toonerville Trolley, was born in Louisville, Kentucky in 1884. He started his career as a reporter for the Louisville Herald, but soon abandoned this course to pursue his true passion of drawing cartoons. During a visit to the small town of Pelham, New York, Fox received inspiration for what would become one of the nation’s most beloved comics. While in Pelham, he rode on the local trolley car, where the conductor’s unhurried manner and penchant for gossiping with his passengers gave Fox the idea for his own comic strip. By 1915, the resulting comic series, Toonerville Folks, had come to the attention of the Wheeler Syndicate and was soon published in newspapers across the nation.

The Filson’s collections contain a number of items documenting the life and career of this celebrated cartoonist, including photographs of Fox and his family, as well as some of his correspondence and several scrapbooks with clippings of his cartoons. Notable among Fox’s papers are a collection of twenty-one original pen and ink cartoons from his beloved Toonerville Folks. Set in the fictional town of Toonerville, the single-paneled cartoon featured a rickety trolley car and a glimpse into suburban life in the early twentieth century. Fox created a cast of characters that charmed a nation: the Terrible-Tempered Mr. Bang, the Powerful Katrinka, Mickey (Himself) McGuire (the town bully), Aunt Eppie Hogg (the fattest woman in three counties), and of course the Skipper, who piloted the beloved trolley car. Toonerville Folks ran in hundreds of newspapers nationwide for over forty years, until Fox’s retirement in 1955. His comics would become an inspiration for a future generation of cartoonists.

Actually, it was a single panel cartoon six days a week. On Sunday, it was in color, in multiple panels. The strip had various names, including The Toonerville Trolley That Meets All the Trains and Toonerville Folks. Eventually, the adventures of the “Skipper” and his rickety trolley car only took up a part of the action, as Fox developed a variety of memorable characters for Toonerville.

Blake A. Bell
writes an excellent blog called Historic Pelham, and has written extensively about Fox, the Toonerville Trolley, and its connection to the area.

While the phrase “Toonerville Trolley” eventually became synonymous with any rural streetcar or interurban running on poorly maintained track, Pelham, NY, its inspiration, is actually a suburb, located 14 miles from Midtown Manhattan in Westchester County. It is near the city of New Rochelle, made famous as the home of Rob and Laura Petrie on the Dick Van Dyke Show (1961-1966).

The Toonerville Trolley ran in over 200 daily newspapers in its heyday, and was popular enough to inspire numerous motion pictures. The first series, circa 1920-21, was silent and produced by the Betzwood Studios in Montgomery County, Pennsylvania (more on that in our book review section). You can watch one of those films here.

Next, a young Mickey Rooney (1920-2014) later starred in 78 short films based on the Toonerville character Mickey McGuire, made between 1927 and 1934. This was Mickey Rooney’s first big break in show business. He even attempted, unsuccessfully, to legally change his name to Mickey McGuire.

There were also some Toonerville Trolley animated shorts, made in 1936 by Van Beuren Studios, which can be seen on Youtube. Here is one example:

By the late 1930s, trolley lines were starting to disappear from the American scene. On July 31, 1937 the Pelham Manor “H” trolley line ran its last. Fontaine Fox used the popularity of his comic strip to turn this into a major event.

From Historical Treasures of Westchester County:

On July 31, 1937, the H-Line Trolley that inspired Fontaine Fox was shut down for good – replaced by a bus line. That day the Village of Pelham Manor hosted a celebration attended by about 8,000 people for the last run of the “Toonerville Trolley”.

This “pass,” signed by Fontaine Fox who attended the event, entitled the bearer to ride the trolley car during its last trip. That trip took hours to travel only a couple of miles due to the crowds and the antics of local residents dressed as various characters from the “Toonerville Folks” comic strip.

The Hagerstown & Frederick interurban, which we have featured in a variety of posts, is an example of a country interurban that was frequently called a “Toonerville Trolley.” Its last passenger interurban ran on February 20, 1954.

Perhaps inspired by this, around this time Fontaine Fox bowed to the inevitable, and “retired” the trolley from his strip, replacing it with a bus. But such was the popularity of the old contraption that I believe he brought it back, prior to the strip’s demise in 1955 with Fox’s retirement. He donated some of his original artwork to a trolley museum.

As a tribute to Fontaine Fox, here we present an entire month’s worth of daily Toonerville panels, from June 1927. You will note that only some of the dailies include the trolley and Skipper (who, apparently, was based on real-life Pelham operator James (“Old Jim”) Bailey, who lived in the Bronx). Charles A. Lindbergh (1902-1974) made his historic non-stop flight from New YHork to Paris on May 20-21, 1927 and “Lindbergh mania” is reflected in many of the strips shown here, suggesting that Fox was working on some of these panels not long before they appeared in newspapers.

Fontaine Fox in retirement:

Book Reviews



Montgomery County Trolleys
by Mike Szilagyi, with a Foreword by Andrew W. Maginnis
Arcadia Publishing, 2018

We recently received a copy of Montogomery County Trolleys from the author, as we had provided a couple of images he used in the book. Otherwise, chances are we might not have seen this fine addition to Arcadia’s Images of Rail series, which we are also involved with (see below for information on Building Chicago’s Subways, and our Online Store for copies of Chicago Trolleys).

Author Mike Szilagyi was no stranger to us, as we had corresponded concerning a different book project he was involved with as mapmaker. This was eventually published as Riding the Bell: Lehigh Valley Transit’s Liberty Bell Route by Ron Ruddell, Bulletin 147 of the Central Electric Railfans’ Association (2015).

Naturally, the maps Mr. Szilagyi made for this new book are excellent. But the entire thing is well done, from the scope the author set out to cover, the organization of the chapters, picture selection, text, and captions.

Here is a capsule description:

Montgomery County, Pennsylvania, was once served by 140 miles of trolley lines. In the first half of the 20th century, a wide array of trolley cars rolled over Montgomery County’s rails, from quaint open streetcars rumbling through borough streets to sleek 80-mile-an-hour trolleys sailing across open fields in Upper Gwynedd and Hatfield Townships. The cars had zero emissions, and some lines were powered by renewable hydroelectric power. Taking the trolley was a convenient, affordable option for those travelling and commuting in Montgomery County, nearby Philadelphia, and points beyond. Freight was also carried on board trolleys, with prompt parcel delivery service. Fortunately, many years ago, dedicated trolley fans had the foresight to aim their cameras at these unique vehicles, providing rare glimpses not just of the trolleys but also of Montgomery County’s rapidly changing landscapes.

Mike Szilagyi’s interest in trolleys was sparked at a young age by the sight of big green streamliners gliding down Old York Road near his grandmother’s house in the Logan neighborhood of Philadelphia. Today, Szilagyi lives and works in Montgomery County, where he plans and designs bicycle paths and serves on the North Wales Historic Commission.

This volume’s foreword was written by noted transit historian and longtime Montgomery County resident Andrew W. Maginnis.

In addition to detailed captions for each photograph, the book offers a brief history of transportation in Montgomery County, placing the trolley era in its historical context. The timeline of travel may be very generally summed up as:

dirt roads – canals – railroads – trolleys – motor vehicles

Rather than each mode supplanting the previous, there were varying degrees of overlap between them. That said, the use of animals for motive power was there from the beginning, only fading as motor vehicles gained prominence in the 1910s and 1920s. The bicycle came on the scene in a big way in the 1890s, never really completely disappeared, and is today enjoying widespread resurgence.

By concentrating on Montgomery County, the author is able to provide tremendous variety, as he was therefore able to include the Lehigh Valley Transit’s Liberty Bell interurban, the Philadelphia & Western High-Speed Line to Norristown, numerous small-town trolleys, and even a bit of Philadelphia streetcars (Route 6 went into the county). Although very little of this remains, back in the day I did manage to ride Bullets and Strafford cars on the Norristown line (which still operates, with more modern equipment) as well as PCCs on SEPTA’s Route 6, which was replaced by buses in January 1986, subjects covered in this book.

Montgomery County Trolleys is dedicated to the memory of the late Harry Foesig (1897-2003) whose long life spanned parts of three centuries. He was co-author, along with Dr. Harold E. Cox, of Trolleys of Montgomery County, Pennsylvania (1968). This was an obvious inspiration for this new volume, which can be thought of as a kind of “spiritual descendant” of that earlier tome. That book also included some excellent maps, rendered by Foesig.

Anyone who has an interest in the subject, and the rich heritage of Keystone-state traction, would do well to pick up copies of each. While the earlier book is long out of print, you should have little difficulty in finding a used copy at a reasonable price. Mine only cost about $10, which is perhaps about half what you should expect to pay for Montgomery County Trolleys.

Interestingly, longtime railfan Andrew W. Maginnis contributed to both books, 50 years apart. Perhaps the 50-year anniversary was also a factor that motivated the author to put this new collection together, just as I was inspired by some anniversaries to do my new book (see below).

-David Sadowski

Pre-Order Our New Book Building Chicago’s Subways

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

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

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

Bibliographic information:

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

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

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Help Support The Trolley Dodger

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This is our 215th 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 422,000 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.

A Long Time Gone

Chicago postwar PCC 7216 is shown heading south on Clark at Harrison on March 11, 1958. I was attracted to this shot since the woman and child who are about to board could just as well be me and my mother at that time. (Photo by A. Goddard)

Chicago postwar PCC 7216 is shown heading south on Clark at Harrison on March 11, 1958. I was attracted to this shot since the woman and child who are about to board could just as well be me and my mother at that time. (Photo by A. Goddard)

June 21st marks 60 years since the last Chicago streetcar ran. If you consider that 80 years is, perhaps, about an average lifespan, that means 3/4ths of such a time has now passed since that historic event.

The number of people still living who rode Chicago streetcars is dwindling, and is certainly only a small fraction of the current population. At age 63, I must be among the youngest people who can say they rode a Chicago streetcar on the streets of Chicago, much less remember it.

But the number of people who have taken a ride on a Chicago streetcar does increase, since there are a number of them that are operable at the Illinois Railway Museum in Union. The Seashore Trolley Museum (Kennebunkport, ME) has another car (225) that is operated infrequently.

The experience of riding at a railway museum is, of necessity, somewhat different than what people experienced 60+ years ago on the streets of Chicago. However, as a “streetcar renaissance” is underway across the country in various cities, the number of track miles in city streets has been increasing. In those places, it is possible to experience something more like what Chicago once had.

Milwaukee, Wisconsin will soon join that list, just 90 miles north of Chicago. After a similar 60-year gap in streetcar service, their first new line, aka “The Hop,” is expected to begin service mid-November. (You can read our recent update here. Since our article appeared, the new cars have begun testing out on the streets.)

Interestingly, a heritage trolley recently began service in Rockford, Illinois, which is also about 90 miles from Chicago.

For the past 18 years, Kenosha, Wisconsin (about 65 miles from Chicago) has operated a tourist trolley, which you can even reach using Metra‘s Union Pacific North Line.

Perhaps the streetcar line that would offer a ride closest to what Chicagoans could once experience, however, is the SEPTA #15 Girard Avenue line in Philadelphia, which is operated with modernized PCC cars.

I can also recommend the Muni F-Market and Wharves line in San Francisco, which operates using a variety of historic equipment.

Anyway you look at it, this anniversary is a good excuse to feature some classic Chicago traction photos, which we hope you will enjoy.

But wait– there’s more!

June 22, 1958 is another important date in Chicago transit history. 60 years ago, a new CTA rapid transit line opened in the median of the Congress (now Eisenhower) expressway. This line, also known as the “West Side Subway,” replaced the Garfield Park “L” and was the culmination of plans made 20 years before.

Another important anniversary is approaching on October 17th– the 75th anniversary of the opening of Chicago’s first subway. In December, it will be 80 years since subway construction began.

For these reasons, and more, we have written a new book called Building Chicago’s Subways, to be released by Arcadia Publishing this October 1st. Information about how to pre-order this book appears further down in this post.

The idea for Building Chicago’s Subways first came to me a few years ago, when I realized these important anniversaries were approaching. A few months after the publication of Chicago Trolleys last fall, I pitched the idea to Arcadia, and that is when the real work began.

Much additional research had to be done. I read everything I could find on the subject. Photos came from my own collections and those of other collectors, who have graciously permitted their use in this project.

Here is a short description of the book:

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!

The story goes back much further than that… before there were rapid transit tunnels, there were tunnels under the Chicago River, used by cable cars and streetcars. In the early 1900s, private enterprise built an extensive system of freight tunnels under the downtown area. And there was about 40 years of wrangling over what kind of subway to build, where to build it, and who should pay for it.

I found it a fascinating tale, and am gratified that I have been able to complete this new book in time for the anniversary, and within the living memory of Chicagoans who were here to witness these events 75 long years ago. The State Street, Dearborn-Milwaukee and West Side Subways have changed life for everyday Chicagoans forever.

-David Sadowski

PS- The Chicago Transit Authority posted this excellent video showing the last run of car 7213 in the early morning hours of June 21, 1958 (the June 22 date in the video is not correct):

Jeffrey L. Wien and I, along with the late Bradley Criss, collaborated on the book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, published in 2015 as Bulletin 146 of the Central Electric Railfans’ Association.

For this anniversary, I asked Mr. Wien, who rode on the last Chicago streetcar, to reminisce for our readers:

Today, June 21, 2018, marks the 60th anniversary of my ride on the Last Chicago Streetcar with my high school friend Greer Nielsen. Thinking back 60 years I recall that it was a very melancholy event, one that remained in my mind for the rest of my life.

Thinking back 60 years can be a challenging task, but I do remember that it was a warm and muggy night on that last ride. CTA PCC 7213 was the last car on the shortened route 22 Wentworth line. The last run south from Clark and Kinzie began around 4am. There were probably at least 100 people crammed into that car so that they could say that they rode the Last Chicago Streetcar. As the car headed south through the Loop headed to 81st and Halsted, the group was quite loud and raucous, but as we went farther and farther south, the crowd quieted down, perhaps because we wanted to hear the sound of the streetcar in the streets of Chicago for the very last time.

When we arrived at 81st and Halsted, everyone got off the car for photos, private and official, and then reboarded the car for the last time for the short trip to Vincennes and 78th where the car pulled off of the street. It was about 6:15am by that point in time, and the Sun was just rising.

As the 7213 pulled away from Vincennes Avenue heading into the Rising Sun, we knew that we had witnessed an historic event in the history of Chicago. 99 years of traction history in Chicago ended at that moment. For me, it was a very sad moment for it was like losing a very good friend.

Jeff Wien

Chicago Area Recent Finds

Chicago's PCCs did not operate in multiple units, but you would be forgiven for thinking so from this photo. Car 4172 and a very close follower are heading south at Clark and Division circa 1950. Note there are not yet any advertising brackets on the sides of the PCCs. At right, there is an entrance to a CTA subway station, which is today part of the Red Line.

Chicago’s PCCs did not operate in multiple units, but you would be forgiven for thinking so from this photo. Car 4172 and a very close follower are heading south at Clark and Division circa 1950. Note there are not yet any advertising brackets on the sides of the PCCs. At right, there is an entrance to a CTA subway station, which is today part of the Red Line.

CTA PCC 4366, a Pullman, heads north on diversion trackage on Halsted at Congress in 1950. This was necessitated by construction of the bridge that would go over the Congress expressway (now the Eisenhower, I290). Bridges that crossed the highway were the first things built, since traffic could be routed around them. Once a bridge was finished, the area around it could be dug out.

CTA PCC 4366, a Pullman, heads north on diversion trackage on Halsted at Congress in 1950. This was necessitated by construction of the bridge that would go over the Congress expressway (now the Eisenhower, I290). Bridges that crossed the highway were the first things built, since traffic could be routed around them. Once a bridge was finished, the area around it could be dug out.

CTA PCC 7148, running northbound on Route 36 - Broadway, turns from Broadway onto westbound Devon in 1955, with the Howard line "L" in the background. The date written on this slide mount was 8-14-56, but the turning car has a 1955 Illinois license plate on it, so perhaps the correct date is 8-14-55. (William Shapotkin Collection)

CTA PCC 7148, running northbound on Route 36 – Broadway, turns from Broadway onto westbound Devon in 1955, with the Howard line “L” in the background. The date written on this slide mount is 8-14-56, but the turning car has a 1955 Illinois license plate on it, so perhaps the correct date is 8-14-55. (William Shapotkin Collection)

CTA Pullman-built PCC 4124 is eastbound on Route 20 - Madison at Cicero Avenue in 1953. The PCC is signed for Kedzie, so it is most likely a tripper, heading back to the barn. Streetcar service on the main portion of Madison ended on December 13, 1953.

CTA Pullman-built PCC 4124 is eastbound on Route 20 – Madison at Cicero Avenue in 1953. The PCC is signed for Kedzie, so it is most likely a tripper, heading back to the barn. Streetcar service on the main portion of Madison ended on December 13, 1953.

The same building as in the previous picture.

The same building as in the previous picture.

Rust never sleeps, as the saying goes, and that is evident in this picture of a Chicago Surface Lines (now CTA, but still sporting a CSL logo) electric loco as it looked in the 1950s. Behind it is one of the CSL trailers that were used during the 1920s, pulled along behind other streetcars. Once ridership dropped during the Great Depression, these were used for storage at various CSL yards.

Rust never sleeps, as the saying goes, and that is evident in this picture of a Chicago Surface Lines (now CTA, but still sporting a CSL logo) electric loco as it looked in the 1950s. Behind it is one of the CSL trailers that were used during the 1920s, pulled along behind other streetcars. Once ridership dropped during the Great Depression, these were used for storage at various CSL yards.

In August 1960, a four-car train of CTA 4000-series cars heads west on the ground-level portion of the Lake Street "L". Since it appears there are passengers waiting for a Chicago & North Western commuter train on the adjacent embankment, I would say it's possible the location is near Marion Street in suburban Oak Park. The outer 2.5 miles of the Lake route were relocated onto the embankment in October 1962.

In August 1960, a four-car train of CTA 4000-series cars heads west on the ground-level portion of the Lake Street “L”. Since it appears there are passengers waiting for a Chicago & North Western commuter train on the adjacent embankment, I would say it’s possible the location is near Marion Street in suburban Oak Park. The outer 2.5 miles of the Lake route were relocated onto the embankment in October 1962.

CTA 4295 heads up a train in Oak Park on the ground-level portion of the Lake Street "L" on August 7, 1954. (Photo by Mark D. Meyer)

CTA 4295 heads up a train in Oak Park on the ground-level portion of the Lake Street “L” on August 7, 1954. (Photo by Mark D. Meyer)

Two CTA 4000s go up the ramp on Lake Street, just west of Laramie, to rejoin the steel "L" structure east of here on November 30, 1952. (Robert Selle Photo)

Two CTA 4000s go up the ramp on Lake Street, just west of Laramie, to rejoin the steel “L” structure east of here on November 30, 1952. (Robert Selle Photo)

In September 1959, we see a two-car train of CTA 4000s, preparing to head east. I believe the location is Marion Street in Oak Park and not Marengo Avenue in Forest Park as written on the slide mount. Marengo is a short distance west of Harlem, and although Lake Street trains did go there, the buildings in this picture match Marion. We have another picture in this post showing what the area west of Harlem actually looked like. (William Shapotkin Collection)

In September 1959, we see a two-car train of CTA 4000s, preparing to head east. I believe the location is Marion Street in Oak Park and not Marengo Avenue in Forest Park as written on the slide mount. Marengo is a short distance west of Harlem, and although Lake Street trains did go there, the buildings in this picture match Marion. We have another picture in this post showing what the area west of Harlem actually looked like. (William Shapotkin Collection)

Photographer Bob Selle notes: Two-car "L" train (4420 at right) on Lake Street line just west of Harlem Avenue." In the distance, you can see the actual terminal. Not that many people boarded there, compared to the Marion Street station just east of Harlem Avenue. This picture was taken on May 1, 1955.

Photographer Bob Selle notes: Two-car “L” train (4420 at right) on Lake Street line just west of Harlem Avenue.” In the distance, you can see the actual terminal. Not that many people boarded there, compared to the Marion Street station just east of Harlem Avenue. This picture was taken on May 1, 1955.

A close-up of the previous picture, showing some wavy track and the actual station and bumper post (or is it turned-up rail?) at the west end of the Lake Street "L" prior to 1962. Riders could board trains at the station, which was located about two blocks west of Harlem Avenue.

A close-up of the previous picture, showing some wavy track and the actual station and bumper post (or is it turned-up rail?) at the west end of the Lake Street “L” prior to 1962. Riders could board trains at the station, which was located about two blocks west of Harlem Avenue.

CTA one-man car 3125, heading west on Route 16, is turning north from Lake Street onto Pine Street, where Lake takes a jog. In the process, it crosses the ground-level Lake Street "L". This picture was taken on September 26, 1953. (Robert Selle Photo)

CTA one-man car 3125, heading west on Route 16, is turning north from Lake Street onto Pine Street, where Lake takes a jog. In the process, it crosses the ground-level Lake Street “L”. This picture was taken on September 26, 1953. (Robert Selle Photo)

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

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

In this picture, taken in April 1964, we see the back end of a CTA two-car train of 4000s as they head east at Halsted on the Lake Street "L". By this time, the western portion of the line had been relocated onto the C&NW embankment, and therefore there was no further need to use overhead wire. But the new 2000-series "L" cars had not yet replaced the 4000s in this line, which they would do shortly. This station, built in 1892-93, was closed in 1994 for the Green Line rehabilitation project, but never reopened. It was demolished in 1996 and the new Morgan station, two blocks to the west, more or less replaced it when it opened in 2012.

In this picture, taken in April 1964, we see the back end of a CTA two-car train of 4000s as they head east at Halsted on the Lake Street “L”. By this time, the western portion of the line had been relocated onto the C&NW embankment, and therefore there was no further need to use overhead wire. But the new 2000-series “L” cars had not yet replaced the 4000s in this line, which they would do shortly. This station, built in 1892-93, was closed in 1994 for the Green Line rehabilitation project, but never reopened. It was demolished in 1996 and the new Morgan station, two blocks to the west, more or less replaced it when it opened in 2012.

On August 13, 1964 CTA single-car unit 45 prepares to stop at Isabella station on the Evanston line. The car is signed as an Evanston Express, but I do not think it would have operated downtown as a single car. Therefore, it must be in Evanston shuttle service. (August 13, 1964 was a Thursday, so the Evanston Express was running that day, though.) (Photo by Douglas N. Grotjahn)

On August 13, 1964 CTA single-car unit 45 prepares to stop at Isabella station on the Evanston line. The car is signed as an Evanston Express, but I do not think it would have operated downtown as a single car. Therefore, it must be in Evanston shuttle service. (August 13, 1964 was a Thursday, so the Evanston Express was running that day, though.) (Photo by Douglas N. Grotjahn)

CTA red Pullmans 521 (on Ashland) and 640 (on 63rd Street) meet on May 14, 1953. This was near the end of streetcar service on 63rd. By then, PCC cars had been transferred from 63rd to Cottage Grove. The Curtis restaurant, located in this vicinity but behind the photographer, was a favorite of my parents. It is perhaps no coincidence that I have a brother named Curtis. (Robert Selle Photo)

CTA red Pullmans 521 (on Ashland) and 640 (on 63rd Street) meet on May 14, 1953. This was near the end of streetcar service on 63rd. By then, PCC cars had been transferred from 63rd to Cottage Grove. The Curtis restaurant, located in this vicinity but behind the photographer, was a favorite of my parents. It is perhaps no coincidence that I have a brother named Curtis. (Robert Selle Photo)

CTA PCC 4095, built by Pullman, has just left the Madison-Austin loop on the west end of Route 20 on June 1, 1953. Buses continue to use this loop today, although it has been somewhat reconfigured. (Robert Selle Photo)

CTA PCC 4095, built by Pullman, has just left the Madison-Austin loop on the west end of Route 20 on June 1, 1953. Buses continue to use this loop today, although it has been somewhat reconfigured. (Robert Selle Photo)

CTA 4271-4272 head up a northbound Evanston Express train passing through the Chicago Avenue station on June 26, 1958. These two cars, which were originally independent but were converted to semi-permanent "married pairs" in the 1950s, are still on CTA property and within a few years will celebrate their centennial. When the last of the 4000-series "L" cars were retired in 1973, these were chosen for preservation as historic cars. They are occasionally used for special events. (Robert Selle Photo)

CTA 4271-4272 head up a northbound Evanston Express train passing through the Chicago Avenue station on June 26, 1958. These two cars, which were originally independent but were converted to semi-permanent “married pairs” in the 1950s, are still on CTA property and within a few years will celebrate their centennial. When the last of the 4000-series “L” cars were retired in 1973, these were chosen for preservation as historic cars. They are occasionally used for special events. (Robert Selle Photo)

CTA red Pullman 270 is on Cicero at North Avenue, where Cicero took a bit of a jog which has since been somewhat straightened out. The date is July 19, 1948. (William Shapotkin Collection)

CTA red Pullman 270 is on Cicero at North Avenue, where Cicero took a bit of a jog which has since been somewhat straightened out. The date is July 19, 1948. (William Shapotkin Collection)

CTA trolleybus 9219 on Route 77 - Belmont, running eastbound at approximately 952 W. Belmont (near Sheffield). The photographer was up on the north-south "L" platform. (William Shapotkin Collection)

CTA trolleybus 9219 on Route 77 – Belmont, running eastbound at approximately 952 W. Belmont (near Sheffield). The photographer was up on the north-south “L” platform. (William Shapotkin Collection)

The building in the previous picture is still there. For several years, there was a club on the second floor, first called the Quiet Knight, later on Tut's. I attended many great concerts there in the 1970s and 80s.

The building in the previous picture is still there. For several years, there was a club on the second floor, first called the Quiet Knight, later on Tut’s. I attended many great concerts there in the 1970s and 80s.

Chicago Surface Lines 1775 crosses the Chicago River at Wabash Avenue on May 30, 1945, promoting the WAVES (Women Accepted for Volunteer Emergency Service). The nearby State Street bridge was out of service from 1939 to 1949 due to subway construction and wartime materials shortages.

Chicago Surface Lines 1775 crosses the Chicago River at Wabash Avenue on May 30, 1945, promoting the WAVES (Women Accepted for Volunteer Emergency Service). The nearby State Street bridge was out of service from 1939 to 1949 due to subway construction and wartime materials shortages.

CSL 1775, decorated to promote the SPARS*, is on 119th one block west of Halsted in August 1943. Car 1775 was chosen for patriotic duty because that was the year the Revolutionary War broke out, with the Battles of Lexington and Concord. *The United States Coast Guard (USCG) Women's Reserve, better known as the SPARS, was the World War II women's branch of the USCG Reserve. It was established by the United States Congress and signed into law by President Franklin D. Roosevelt on 23 November 1942.

CSL 1775, decorated to promote the SPARS*, is on 119th one block west of Halsted in August 1943. Car 1775 was chosen for patriotic duty because that was the year the Revolutionary War broke out, with the Battles of Lexington and Concord.
*The United States Coast Guard (USCG) Women’s Reserve, better known as the SPARS, was the World War II women’s branch of the USCG Reserve. It was established by the United States Congress and signed into law by President Franklin D. Roosevelt on 23 November 1942.

On August 25, 1946 CSL one-man car 3093 is running outbound on private right-of-way between Morgan and Throop on Route 23, Morgan-Racine-Sangamon.

On August 25, 1946 CSL one-man car 3093 is running outbound on private right-of-way between Morgan and Throop on Route 23, Morgan-Racine-Sangamon.

On May 25, 1958 we see CTA two-man PCCs 7206 and 4390 at 78th and Wentworth (South Shops). Both were products of St. Louis Car Company, as all 310 postwar Pullman PCCs had been scrapped by then for the "PCC conversion program" that used some of their parts in new 6000-series rapid transit cars. In spite of the roll signs shown here, Chicago streetcars were limited to running on a single route between downtown and the south side. The last northside car ran in 1957. (Robert Selle Photo)

On May 25, 1958 we see CTA two-man PCCs 7206 and 4390 at 78th and Wentworth (South Shops). Both were products of St. Louis Car Company, as all 310 postwar Pullman PCCs had been scrapped by then for the “PCC conversion program” that used some of their parts in new 6000-series rapid transit cars. In spite of the roll signs shown here, Chicago streetcars were limited to running on a single route between downtown and the south side. The last northside car ran in 1957. (Robert Selle Photo)

CTA PCC 7151, a product of St. Louis Car Company, heads south on Route 49 - Western at North Avenue in 1953. The "L" station behind it was part of the Humboldt Park branch, which was abandoned in 1952. Once the station was closed, signs advertising "L" service were removed although I don't believe this portion of the structure was removed until the early 1960s. Note that riders at this safety island are boarding at the rear, as this is a two-man car.

CTA PCC 7151, a product of St. Louis Car Company, heads south on Route 49 – Western at North Avenue in 1953. The “L” station behind it was part of the Humboldt Park branch, which was abandoned in 1952. Once the station was closed, signs advertising “L” service were removed although I don’t believe this portion of the structure was removed until the early 1960s. Note that riders at this safety island are boarding at the rear, as this is a two-man car.

CTA 4393 is at the 79th and Western loop, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA 4393 is at the 79th and Western loop, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA PCC 4376 is turning into the loop at 79th and Western, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA PCC 4376 is turning into the loop at 79th and Western, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

On May 1, 1955 CERA held a fantrip using 2800-series wooden "L" cars. Here, the train makes a photo stop at DesPlaines Avenue in Forest Park, then the western end of the Garfield Park "L". The terminal had been reconfigured in 1953 when CA&E trains stopped running downtown. It would be reconfigured again in 1959. By 1960, the Congress expressway was extended through this area. (Robert Selle Photo)

On May 1, 1955 CERA held a fantrip using 2800-series wooden “L” cars. Here, the train makes a photo stop at DesPlaines Avenue in Forest Park, then the western end of the Garfield Park “L”. The terminal had been reconfigured in 1953 when CA&E trains stopped running downtown. It would be reconfigured again in 1959. By 1960, the Congress expressway was extended through this area. (Robert Selle Photo)

CTA two-man arch roof car 3189 is southbound on Halsted Street near the Garfield Park "L" overpass, south of Van Buren Street on September 17, 1953. As had previously happened with 63rd Street, PCCs had been taken off this route and replaced by older red cars for the final few months of service. 3189 is on the bridge that would eventually go over the Congress expressway, which was then under construction. (Robert Selle Photo)

CTA two-man arch roof car 3189 is southbound on Halsted Street near the Garfield Park “L” overpass, south of Van Buren Street on September 17, 1953. As had previously happened with 63rd Street, PCCs had been taken off this route and replaced by older red cars for the final few months of service. 3189 is on the bridge that would eventually go over the Congress expressway, which was then under construction. (Robert Selle Photo)

Here's what photographer Bob Selle wrote on this negative envelope: ""L" cars fresh from the paint shops, MU-coupled, for trip to South side "L" lines: deck roofer 2912 and steel car 4224 at Quincy and Wells platform. June 14th, 1955."

Here’s what photographer Bob Selle wrote on this negative envelope: “”L” cars fresh from the paint shops, MU-coupled, for trip to South side “L” lines: deck roofer 2912 and steel car 4224 at Quincy and Wells platform. June 14th, 1955.”

CSL 4062 was the first postwar PCC put into service. It was built by Pullman. Here, we see it as delivered at 78th and Vincennes on September 30, 1946. Note the different paint scheme the first cars had in the "standee" windows area.

CSL 4062 was the first postwar PCC put into service. It was built by Pullman. Here, we see it as delivered at 78th and Vincennes on September 30, 1946. Note the different paint scheme the first cars had in the “standee” windows area.

CSL 298 is on Wabash at Cermak on September 14, 1934.

CSL 298 is on Wabash at Cermak on September 14, 1934.

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.

Photographer Bob Selle writes, "CTA one-man car 6174 eastbound as it crosses Halsted Street on Root Street (43rd Street line), leaving west end of line. August 1, 1953."

Photographer Bob Selle writes, “CTA one-man car 6174 eastbound as it crosses Halsted Street on Root Street (43rd Street line), leaving west end of line. August 1, 1953.”

Photographer Bob Selle writes, "Car 6177 leaving south end of Kedzie barn for Cermak Road, February 14, 1953."

Photographer Bob Selle writes, “Car 6177 leaving south end of Kedzie barn for Cermak Road, February 14, 1953.”

CTA Pullman-built PCC 4084 leaving the Kedzie Station (car barn) on September 13, 1950. The car at right appears to be either a 1949 or 1950 Ford. My father had a 1949 model, and as cars were very much in demand after the end of World War II, the dealer put him on a waiting list. After being on the list for six months, he found that he had actually gone further down the list than he was at the start! So he wrote a letter complaining about this to Henry Ford II, and the next thing you know, they sold him a car. Presumably the PCC is heading out on Route 20 - Madison. (Robert Selle Photo)

CTA Pullman-built PCC 4084 leaving the Kedzie Station (car barn) on September 13, 1950. The car at right appears to be either a 1949 or 1950 Ford. My father had a 1949 model, and as cars were very much in demand after the end of World War II, the dealer put him on a waiting list. After being on the list for six months, he found that he had actually gone further down the list than he was at the start! So he wrote a letter complaining about this to Henry Ford II, and the next thing you know, they sold him a car. Presumably the PCC is heading out on Route 20 – Madison. (Robert Selle Photo)

This negative did not come with any identifying information, but it is obviously from a February 12, 1939 fantrip where the fledgling Central Electric Railfans' Association chartered Chicago Rapid Transit Company "L" cars 4317 and 4401 and took them out on parts of the CA&E including the Mount Carmel branch. However, since that line used overhead wire, that's not where this picture was taken. Instead, it appears to be out near the end of the line at Mannheim and 22nd Street on the CRT's lightly used Westchester line, which was built in anticipation of housing being built in this area (which did not come about until the 1950s). South of Roosevelt Road, the line was single-track, which appears to be the case here. If not for the Great Depression, more housing would have been built here. We have previously run two other pictures from the same fantrip, both taken on the Mt. Carmel branch. The CTA substituted bus service for "L" on the Westchester line in 1951 as it did not want to continue paying rent to the CA&E, which had already announced its intentions to truncate passenger service to Forest Park, which meant similar rent payments to the CTA were about to cease.

This negative did not come with any identifying information, but it is obviously from a February 12, 1939 fantrip where the fledgling Central Electric Railfans’ Association chartered Chicago Rapid Transit Company “L” cars 4317 and 4401 and took them out on parts of the CA&E including the Mount Carmel branch. However, since that line used overhead wire, that’s not where this picture was taken. Instead, it appears to be out near the end of the line at Mannheim and 22nd Street on the CRT’s lightly used Westchester line, which was built in anticipation of housing being built in this area (which did not come about until the 1950s). South of Roosevelt Road, the line was single-track, which appears to be the case here. If not for the Great Depression, more housing would have been built here. We have previously run two other pictures from the same fantrip, both taken on the Mt. Carmel branch. The CTA substituted bus service for “L” on the Westchester line in 1951 as it did not want to continue paying rent to the CA&E, which had already announced its intentions to truncate passenger service to Forest Park, which meant similar rent payments to the CTA were about to cease.

CTA PCC 4087 leaves the Kedzie car barn during the morning rush on July 1, 1953 and is signed for the Madison-Fifth branch line. (Robert Selle Photo)

CTA PCC 4087 leaves the Kedzie car barn during the morning rush on July 1, 1953 and is signed for the Madison-Fifth branch line. (Robert Selle Photo)

The end is near for CTA 4402 and the other couple dozen or so PCC cars that remained at the end of service. Ultimately, only car 4391, now at the Illinois Railway Museum, was saved. This picture was taken at 77th Street yards on June 15, 1958. (Robert Selle Photo)

The end is near for CTA 4402 and the other couple dozen or so PCC cars that remained at the end of service. Ultimately, only car 4391, now at the Illinois Railway Museum, was saved. This picture was taken at 77th Street yards on June 15, 1958. (Robert Selle Photo)

CSL 5387 is westbound at 63rd and Dorchester, having just gone under the Illinois Central viaduct on June 13, 1947. Even though this neg was lightstruck on the top edge (almost all of which I cropped out), I thought it was an interesting streetscape with the diner and what appears to be some sort of pawn shop or resale shop. The Jackson Park branch of the "L" went over the IC at this point, and has since been cut back.

CSL 5387 is westbound at 63rd and Dorchester, having just gone under the Illinois Central viaduct on June 13, 1947. Even though this neg was lightstruck on the top edge (almost all of which I cropped out), I thought it was an interesting streetscape with the diner and what appears to be some sort of pawn shop or resale shop. The Jackson Park branch of the “L” went over the IC at this point, and has since been cut back.

On August 28, 1955 Illinois Central Electric suburban 1161 and its trailer are crossing Halsted Street at 121st on their way to Blue Island. There was a fantrip that day (hence the fans,), but this was not the fantrip train apparently. (Robert Selle Photo)

On August 28, 1955 Illinois Central Electric suburban 1161 and its trailer are crossing Halsted Street at 121st on their way to Blue Island. There was a fantrip that day (hence the fans,), but this was not the fantrip train apparently. (Robert Selle Photo)

CSL 1872 is on Franklin at Jackson on June 13, 1947.

CSL 1872 is on Franklin at Jackson on June 13, 1947.

CSL red Pullman 293 is at Roosevelt and Wabash on June 13, 1947.

CSL red Pullman 293 is at Roosevelt and Wabash on June 13, 1947.

This Chicago, Aurora & Elgin image is from an original 1950s Kodachrome slide that was not processed by Kodak. I am not quite able to make out the car number, but it looks like it is one of the 420s. The location is downtown Elgin, along the Fox River. The Rialto Theater burned down in 1956.

This Chicago, Aurora & Elgin image is from an original 1950s Kodachrome slide that was not processed by Kodak. I am not quite able to make out the car number, but it looks like it is one of the 420s. The location is downtown Elgin, along the Fox River. The Rialto Theater burned down in 1956.

This picture is somewhat blurred, which makes one wonder why the late Edward Frank, Jr. printed it and sold it. But it does show CSL 1819 and a passing Chicago, Aurora & Elgin train. The curved section of track suggests this may have been taken near the Sacramento curve. That's probably Ed Frank's bicycle in the lower right hand corner.

This picture is somewhat blurred, which makes one wonder why the late Edward Frank, Jr. printed it and sold it. But it does show CSL 1819 and a passing Chicago, Aurora & Elgin train. The curved section of track suggests this may have been taken near the Sacramento curve. That’s probably Ed Frank’s bicycle in the lower right hand corner.

It is not often that individual employees can be identified in an old photo such as this, which shows CA&E express freight car #5 (presumably, the second #5, built by Cincinnati Car Company). But the man at left is Clyde Goodrich, a longtime engineer on the interurban. As far as I know, he was still employed there up to the final 1959 abandonment of service.

It is not often that individual employees can be identified in an old photo such as this, which shows CA&E express freight car #5 (presumably, the second #5, built by Cincinnati Car Company). But the man at left is Clyde Goodrich, a longtime engineer on the interurban. As far as I know, he was still employed there up to the final 1959 abandonment of service.

Clyde B. Goodrich, the man in the left, was born in DeKalb, Illinois on May 17, 1887 and died in Florida on September 1, 1970. His wife's name was Winifred (1882-1955). In 1920, Clyde lived in Aurora and was employed by the Chicago, Burlington & Quincy. In the 1940 census, he was living in Wheaton and worked as an engineer on the Chicago, Aurora & Elgin. Clyde B. Goodrich and his wife are buried in Wheaton Cemetery.

Clyde B. Goodrich, the man in the left, was born in DeKalb, Illinois on May 17, 1887 and died in Florida on September 1, 1970. His wife’s name was Winifred (1882-1955). In 1920, Clyde lived in Aurora and was employed by the Chicago, Burlington & Quincy. In the 1940 census, he was living in Wheaton and worked as an engineer on the Chicago, Aurora & Elgin. Clyde B. Goodrich and his wife are buried in Wheaton Cemetery.

The caption here reads, "North Western and electric lines stations, Wheaton." The CA&E is in the foreground. The photo is not dated, but it must be quite early.

The caption here reads, “North Western and electric lines stations, Wheaton.” The CA&E is in the foreground. The photo is not dated, but it must be quite early.

This photo, dated May 1966, shows the CA&E's Wheaton station being torn down.

This photo, dated May 1966, shows the CA&E’s Wheaton station being torn down.

Demolition is nearly complete in this photo, also dated May 1966.

Demolition is nearly complete in this photo, also dated May 1966.

CA&E wooden interurban car 54. Don's Rail Photos: "54 was built by Stephonsin in 1903. It was modernized in July 1946 and retired in 1959."

CA&E wooden interurban car 54. Don’s Rail Photos: “54 was built by Stephonsin in 1903. It was modernized in July 1946 and retired in 1959.”

CA&E wooden freight motor 9. Don's Rail Photos: "9 was built by Niles Car in 1907. It was scrapped in 1959."

CA&E wooden freight motor 9. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.”

A crane on a CA&E flat car. This appears to be Wheaton Yard.

A crane on a CA&E flat car. This appears to be Wheaton Yard.

North Shore Line car 182 is southbound on the Shore Line Route in North Chicago, Illinois on June 12, 1954. Don's Rail Photos: "182 was built by Cincinnati Car in September 1920, #2455." (Robert Selle Photo)

North Shore Line car 182 is southbound on the Shore Line Route in North Chicago, Illinois on June 12, 1954. Don’s Rail Photos: “182 was built by Cincinnati Car in September 1920, #2455.” (Robert Selle Photo)

While Chicago's Congress expressway (now the Eisenhower) is rightly considered its first, Lake Shore Drive preceded it as an "almost" expressway. Here. we see construction taking place on December 13, 1940. Until the early 1970s, LSD had lanes that could be reversed in rush hour by raising and lowering these short barriers. Unfortunately, this resulted in a number of head-on collisions, and these were eventually deactivated. The photo caption reads, "Workmen install line of elevating curbs in new express highway on Chicago's lake front. The curbs, placed two lanes apart on the eight lane roadway, give extra lanes to rush hour traffic to ease traffic flow. The elevating jacks shown raise the curb to height of nine inches, exert pressure of 12 tons. The retracting springs, having a 10-ton pressure, pull the curbs down when the hydraulic jacks are released. The entire curb system is operated from one central control station." (Photo by Acme)

While Chicago’s Congress expressway (now the Eisenhower) is rightly considered its first, Lake Shore Drive preceded it as an “almost” expressway. Here. we see construction taking place on December 13, 1940. Until the early 1970s, LSD had lanes that could be reversed in rush hour by raising and lowering these short barriers. Unfortunately, this resulted in a number of head-on collisions, and these were eventually deactivated. The photo caption reads, “Workmen install line of elevating curbs in new express highway on Chicago’s lake front. The curbs, placed two lanes apart on the eight lane roadway, give extra lanes to rush hour traffic to ease traffic flow. The elevating jacks shown raise the curb to height of nine inches, exert pressure of 12 tons. The retracting springs, having a 10-ton pressure, pull the curbs down when the hydraulic jacks are released. The entire curb system is operated from one central control station.” (Photo by Acme)

Chicago’s Loop in 1959

The following ten images are part of a larger batch we recently purchased. Several of the others show various downtown movie theaters (including the Clark and Garrick) and will be posted in the near future on our “sister” Clark Theater blog. By studying the various films that were playing, I have determined these pictures were taken during the summer of 1959.

Here's a rather unique view showing the front of the old Wells Street Terminal, or what was left of it anyway, as it appeared in 1959. This terminal was last used by the CA&E in 1953. Two years later, the upper portion of the attractive facade was removed and a new track connection was built so that Garfield Park trains could connect to the Loop "L". A new connection was needed, since the old one had to give way to construction on Wacker Drive. The remainder of the terminal, and the track connection, were no longer needed after the Congress rapid transit line replaced the Garfield Park "L" in 1958, and they were removed in 1964. Note there is a barber shop occupying part of the building.

Here’s a rather unique view showing the front of the old Wells Street Terminal, or what was left of it anyway, as it appeared in 1959. This terminal was last used by the CA&E in 1953. Two years later, the upper portion of the attractive facade was removed and a new track connection was built so that Garfield Park trains could connect to the Loop “L”. A new connection was needed, since the old one had to give way to construction on Wacker Drive. The remainder of the terminal, and the track connection, were no longer needed after the Congress rapid transit line replaced the Garfield Park “L” in 1958, and they were removed in 1964. Note there is a barber shop occupying part of the building.

A two-car train of CTA 4000s, running on the Lake Street "L", are at Wabash and Van Buren on the Loop. In the background, you can see the Auditorium Theater building.

A two-car train of CTA 4000s, running on the Lake Street “L”, are at Wabash and Van Buren on the Loop. In the background, you can see the Auditorium Theater building.

The old Epicurean restaurant, at left, was located at 316 S. Wabash and served Hugarian cuisine. A CTA Lake Street train rumbles by above.

The old Epicurean restaurant, at left, was located at 316 S. Wabash and served Hugarian cuisine. A CTA Lake Street train rumbles by above.

A street sign is just barely visible in this photo taken under the Loop "L", identifying the cross street as Dearborn. Since that is one way southbound downtown, and the arrow is pointing to the right, that implies we are in Lake Street and are looking to the east.

A street sign is just barely visible in this photo taken under the Loop “L”, identifying the cross street as Dearborn. Since that is one way southbound downtown, and the arrow is pointing to the right, that implies we are in Lake Street and are looking to the east.

The old Metropolitan "L" crossed the Chicago River just south of Union Station (just visible at left) and had four tracks, necessitating two bridges. After these tracks were taken out of service in June 1958, the bridges were permanently raised, and razed in 1964.

The old Metropolitan “L” crossed the Chicago River just south of Union Station (just visible at left) and had four tracks, necessitating two bridges. After these tracks were taken out of service in June 1958, the bridges were permanently raised, and razed in 1964.

Another view of the same two Met "L" bridges in 1959.

Another view of the same two Met “L” bridges in 1959.

Another photo of the two Met "L" bridges.

Another photo of the two Met “L” bridges.

It's not clear where this picture was taken. The two wires that cross the trolley bus wires are, I am told, "feeder span hangers." The last Chicago trolley bus ran in 1973. The CTA currently has two electric buses that run on batteries, and has just placed an order for 20 more.

It’s not clear where this picture was taken. The two wires that cross the trolley bus wires are, I am told, “feeder span hangers.” The last Chicago trolley bus ran in 1973. The CTA currently has two electric buses that run on batteries, and has just placed an order for 20 more.

Another view of the Loop "L" on south Wabash, probably taken near the locations if the other similar photos showing Lake Street trains.

Another view of the Loop “L” on south Wabash, probably taken near the locations if the other similar photos showing Lake Street trains.

This photo shows what State Street, that great street, looked like during the summer of 1959. We are looking north from about 400 S. State. The Goldblatt's department store is at right, and that's a CTA #36 bus heading south. Streetcar tracks on State have either been removed, or paved over. Note the "grasshopper" style street lights that were installed in 1959.

This photo shows what State Street, that great street, looked like during the summer of 1959. We are looking north from about 400 S. State. The Goldblatt’s department store is at right, and that’s a CTA #36 bus heading south. Streetcar tracks on State have either been removed, or paved over. Note the “grasshopper” style street lights that were installed in 1959.

FYI, here is another view from the same location, taken after streetcar tracks were removed, but before the 1959 installation of those unique street lights:

(See attribution information for this photo via the link provided above.)

Miscellaneous New Finds

This photo purports to show the actual last run on Milwaukee's ill-fated Speedrail interurban on June 30, 1951. However, according to Larry Sakar, author of Speedrail: Milwaukee's Last Rapid Transit?, "The last run to Waukesha which left Milwaukee at a little after 8:00 pm and returned to Milwaukee at 10:08 pm, 2 minutes ahead of schedule, was handled by duplex 37-38. The final round trip to Hales Corners was handled by curved side car 63, not 66. 66 did run on the last day, but it was by no means the final run." Chances are this photo was at least taken on the last day. The line could not survive the repercussions of a terrible head-on collision in 1950, and Milwaukee area officials wanted to use the interurban's right-of-way, which it did not own, for a new highway. Don's Rail Photos: "66 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to Lehigh Valley Transit as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months before the line was abandoned and then scrapped in 1952." (Photo by George Harris)

This photo purports to show the actual last run on Milwaukee’s ill-fated Speedrail interurban on June 30, 1951. However, according to Larry Sakar, author of Speedrail: Milwaukee’s Last Rapid Transit?, “The last run to Waukesha which left Milwaukee at a little after 8:00 pm and returned to Milwaukee at 10:08 pm, 2 minutes ahead of schedule, was handled by duplex 37-38. The final round trip to Hales Corners was handled by curved side car 63, not 66. 66 did run on the last day, but it was by no means the final run.” Chances are this photo was at least taken on the last day. The line could not survive the repercussions of a terrible head-on collision in 1950, and Milwaukee area officials wanted to use the interurban’s right-of-way, which it did not own, for a new highway. Don’s Rail Photos: “66 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to Lehigh Valley Transit as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months before the line was abandoned and then scrapped in 1952.” (Photo by George Harris)

Early Kodachrome images such as this are rare. Here, we see a San Francisco cable car (signed for Powell and Mason) in operation during the summer of 1945. When this picture was taken, the war in Europe had ended, but the US was still fighting Japan. According to the Cable Car Museum web site, this car is currently in service as #3: "Built by the Carter Bros. of Newark, California during 1893-1894 for the Market Street Railway's Sacramento-Clay cable car line. The United Railroads transferred it to the Powell Street cable car lines in 1907, after the Earthquake and Fire of 1906. Until 1973, numbered as No. 503. No. 3 is painted in Muni's green and cream paint scheme, which is based on the green and white scheme of the Muni's former rival between 1921-1944, the Market Street Railway. This was the basic paint scheme for Powell Street cable cars from 1947 to 1982. Extensive rebuilding, by Muni 1955."

Early Kodachrome images such as this are rare. Here, we see a San Francisco cable car (signed for Powell and Mason) in operation during the summer of 1945. When this picture was taken, the war in Europe had ended, but the US was still fighting Japan. According to the Cable Car Museum web site, this car is currently in service as #3: “Built by the Carter Bros. of Newark, California during 1893-1894 for the Market Street Railway’s Sacramento-Clay cable car line. The United Railroads transferred it to the Powell Street cable car lines in 1907, after the Earthquake and Fire of 1906. Until 1973, numbered as No. 503. No. 3 is painted in Muni’s green and cream paint scheme, which is based on the green and white scheme of the Muni’s former rival between 1921-1944, the Market Street Railway. This was the basic paint scheme for Powell Street cable cars from 1947 to 1982. Extensive rebuilding, by Muni 1955.”

PTC "Peter Witt" 8057 was built by Brill in 1923. Here it is seen on Route 34 in the 1950s. Michael T. Greene writes: "The picture of the Route 34 Peter Witt was taken at 38th and Locust Streets, on what’s now the campus of the University of Pennsylvania. (An alum now resides at 1600 Pennsylvania Avenue, NW, in Washington, but enough of that!). The trolley is using detour trackage onto Locust Street EB, as part of the subway-surface extension of the 1950’s…westbound trackage continued on Locust to 40th Street, where it hung a left turn. Today, 38th Street has been widened to a 2-way street, but still with a trolley track, used as a diversion route for subway-surface Routes 11, 13, 34, and 36. Locust Street was been turned into a pedestrian walkway, and a pedestrian bridge goes over 38th Street these days."

PTC “Peter Witt” 8057 was built by Brill in 1923. Here it is seen on Route 34 in the 1950s. Michael T. Greene writes: “The picture of the Route 34 Peter Witt was taken at 38th and Locust Streets, on what’s now the campus of the University of Pennsylvania. (An alum now resides at 1600 Pennsylvania Avenue, NW, in Washington, but enough of that!). The trolley is using detour trackage onto Locust Street EB, as part of the subway-surface extension of the 1950’s…westbound trackage continued on Locust to 40th Street, where it hung a left turn. Today, 38th Street has been widened to a 2-way street, but still with a trolley track, used as a diversion route for subway-surface Routes 11, 13, 34, and 36. Locust Street was been turned into a pedestrian walkway, and a pedestrian bridge goes over 38th Street these days.”

Philadelphia Transportation Company 7266 is on Route 9, sometime in the 1950s during street construction. Micheal T. Greene writes: "The Route 9 car is on 5th Street south of Market Street. At this time, 5th Street was being widened as part of Independence Mall. Independence Hall is out of this picture to the right."

Philadelphia Transportation Company 7266 is on Route 9, sometime in the 1950s during street construction. Micheal T. Greene writes: “The Route 9 car is on 5th Street south of Market Street. At this time, 5th Street was being widened as part of Independence Mall. Independence Hall is out of this picture to the right.”

Indianapolis Railways "Peter Witt" car 181, also known as a "Master Unit," a Brill trademark, is signed for College-Broad Ripple on April 16, 1952. This car was built in March 1934 and was one of the last streetcar orders filled before the PCC era. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 181, also known as a “Master Unit,” a Brill trademark, is signed for College-Broad Ripple on April 16, 1952. This car was built in March 1934 and was one of the last streetcar orders filled before the PCC era. (Robert Selle Photo)

Indianapolis Railways 155 was built by Brill in September 1933. On May 21, 1950 it is at the east end of the Washington Street line on a fantrip.

Indianapolis Railways 155 was built by Brill in September 1933. On May 21, 1950 it is at the east end of the Washington Street line on a fantrip.

On August23, 1946, photographer Walter Hulseweder snapped this picture of Indianapolis Railways 131 on Washington Street at Illinois Avenue on the Washington-Sheridan line.

On August23, 1946, photographer Walter Hulseweder snapped this picture of Indianapolis Railways 131 on Washington Street at Illinois Avenue on the Washington-Sheridan line.

By strange coincidence, this photo showing a Rock Island Motor Transit Company bus was taken in June 21, 1958. Bill shapotkin adds, "The photo was taken at the joint CGW/Greyhound/Jefferson bus station in Rochester, MN. This bus provided connections from/to ROCK trains at Owatonna, MN." (William Shapotkin Collection)

By strange coincidence, this photo showing a Rock Island Motor Transit Company bus was taken in June 21, 1958. Bill shapotkin adds, “The photo was taken at the joint CGW/Greyhound/Jefferson bus station in Rochester, MN. This bus provided connections from/to ROCK trains at Owatonna, MN.” (William Shapotkin Collection)

Mystery Photo

This picture, which could be as old as the 1930s, was listed by the seller as being Chicago. However, I have my doubts, as I am unable to think of a location this could be around here, or what the construction project might be. The sign says "Detour to temporary bridge." Jeff Wien thinks this might be Philadelphia.

This picture, which could be as old as the 1930s, was listed by the seller as being Chicago. However, I have my doubts, as I am unable to think of a location this could be around here, or what the construction project might be. The sign says “Detour to temporary bridge.” Jeff Wien thinks this might be Philadelphia.

Updates

We’ve added another image to our previous post The Fairmount Park Trolley (November 7. 2017), which includes an extensive section about the Five Mile Beach Electric Railway in Wildwood, New Jersey:

Five Mile Beach Electric Railway car 36 at Warehouse Point, Connecticut on August 16, 1952.

Five Mile Beach Electric Railway car 36 at Warehouse Point, Connecticut on August 16, 1952.

These photos were added to our previous post Red Arrow in West Chester (September 13, 2016):

A SEPTA commuter train, ex-PRR, at West Chester in May 1979. SEPTA rail service to this station ended in 1986, but the West Chester Railroad began running a not-for-profit tourist operation of train service on weekends between West Chester and Glen Mills in 1997. (Photo by Paul Kutta)

A SEPTA commuter train, ex-PRR, at West Chester in May 1979. SEPTA rail service to this station ended in 1986, but the West Chester Railroad began running a not-for-profit tourist operation of train service on weekends between West Chester and Glen Mills in 1997. (Photo by Paul Kutta)

Red Arrow "Master Unit" 79 is inbound in 1949 on either the Media or Sharon Hill line, in spite of the sign saying Ardmore (thanks to Kenneth Achtert for that correction). He adds, "It was (still is) standard practice for Red Arrow operators, when changing ends at the outer end of their route, to set the sign on what would be the rear of the car for the inbound trip to read their next outbound destination. Thus, when the car arrived at 69th St. Terminal and went around the loop to the boarding platform the rear destination sign was already set. This was actually the more important sign, as most passengers approached the cars from the rear coming from the main terminal (and from the Market-Frankford Elevated line)." (Mark D. Meyer Photo)

Red Arrow “Master Unit” 79 is inbound in 1949 on either the Media or Sharon Hill line, in spite of the sign saying Ardmore (thanks to Kenneth Achtert for that correction). He adds, “It was (still is) standard practice for Red Arrow operators, when changing ends at the outer end of their route, to set the sign on what would be the rear of the car for the inbound trip to read their next outbound destination. Thus, when the car arrived at 69th St. Terminal and went around the loop to the boarding platform the rear destination sign was already set. This was actually the more important sign, as most passengers approached the cars from the rear coming from the main terminal (and from the Market-Frankford Elevated line).” (Mark D. Meyer Photo)

Red Arrow "Master Unit" 82 is at the 69th Street Terminal on August 8, 1948. (Walter Broschart Photo)

Red Arrow “Master Unit” 82 is at the 69th Street Terminal on August 8, 1948. (Walter Broschart Photo)

On September 12, 1959, Philadelphia Suburban Transportation 3, a 1941 "Brilliner," is on Lippincott Avenue north of County Line Road, on the short Ardmore line which was bussed in 1966.

On September 12, 1959, Philadelphia Suburban Transportation 3, a 1941 “Brilliner,” is on Lippincott Avenue north of County Line Road, on the short Ardmore line which was bussed in 1966.

Philadelphia Suburban Transportation Company (aka "Red Arrow") cars 5 and 14 pose at 69th Street Terminal on June 22, 1963. The car at left is a Brilliner, from the last batch of trolleys built by Brill in 1941. The car at right was built by the St. Louis Car Company in 949. Although it looks much like a PCC, it was not considered such as it had standard interurban trucks and motors. Both types of cars were double-ended.

Philadelphia Suburban Transportation Company (aka “Red Arrow”) cars 5 and 14 pose at 69th Street Terminal on June 22, 1963. The car at left is a Brilliner, from the last batch of trolleys built by Brill in 1941. The car at right was built by the St. Louis Car Company in 949. Although it looks much like a PCC, it was not considered such as it had standard interurban trucks and motors. Both types of cars were double-ended.

We’ve added this image to our extensive section about the Fort Collins (Colorado) Birney car operation in Our 150th Post (August 6, 2016):

Fort Collins Municipal Railway Birney car 22 in the city park on April 30, 1947.

Fort Collins Municipal Railway Birney car 22 in the city park on April 30, 1947.

Recent Correspondence

Our resident South Side expert M. E. writes:

Your latest post has a bunch of good stuff.

https://thetrolleydodger.files.wordpress.com/2018/06/proofs116.jpg
Interesting that you think this picture might be of your mother and you. In the book “In Search of Steam” by Joe Collias (which I do not have), there is a picture taken at Englewood Union Station of a young boy, bundled in winter clothing, watching a New York Central steam engine come into the station. I’d swear that young boy is me.

The movie of the last PCC streetcar almost made me cry. My last ride on a Chicago streetcar occurred in early June when my high-school best friend and I rode one car from 81st and Halsted to 63rd and Wentworth, then another car ack to 81st and Halsted. Also: Probably less than a week after the last streetcar ran, I graduated high school. So this time frame is especially meaningful to me. (Please don’t publish this, it’s just for your information.)

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In this photo, did you notice the swell “woodie” station wagon?

https://thetrolleydodger.files.wordpress.com/2018/06/proofs139.jpg
Your text beneath this picture fascinates me. You say your parents frequented the Curtis restaurant at 63rd and Ashland. Does that mean you grew up around there? I grew up a mile east of this junction.

https://thetrolleydodger.files.wordpress.com/2018/06/proofs138.jpg
The text under this picture says the South Shops was at 78th and Wentworth. Not so. South Shops was at 77th and Vincennes on the east side of Vincennes. And the land it occupied was huge — from 77th and Vincennes east to about Perry (a block west of State St.) and south to 79th. I haven’t been there in a long time, but maybe the CTA still has all that land.

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I’d have to agree that this car is on 71st St. west of Western. Because you say 7053 S. Maplewood is at the left, I contend the streetcar is heading west to 71st and California. One small nit: The caption says “Bill Hoffmann lived all of his life at 6664 S. Maplewood.” Unless there was an extra-long block between 66th and
67th (Marquette Blvd.) on Maplewood, the address would have to be 6654. Normally there are 60 addresses to a block, from 00 to 59.

https://thetrolleydodger.files.wordpress.com/2018/06/proofs160.jpg
This is an interesting picture. As the caption indicates, the car had just left the west end of its line. That west end was west of Halsted between two buildings. It was a dead end, providing only a switch from westbound to eastbound track. Also: You previously published a photo taken here, on Halsted St. south of Root, looking north. In that photo was a 44 Wallace-Racine car turning from west on Root to south on Halsted. (In this current photo you can see the trackage for this turn.) Also in that previous photo was the Halsted St. station of the Stock Yards L.

https://thetrolleydodger.files.wordpress.com/2018/06/proofs160.jpg
This is your mystery photo. I agree that this can’t be a Chicago
scene, for the reason that I know of no elevated trackage in Chicago that was so low to the ground. Also, the elevated train does not look like any Chicago L train I remember.

M E

Thanks very much for your interesting observations!

I don’t think that the woman and boy actually are me, but they certainly resemble us in 1958. My mother dressed like that all the time, and the kid is about my age.

We lived on the west side, in Mont Clare. My mother’s parents lived in Englewood and that’s where she was living when my parents met. So naturally, they frequented restaurants in the neighborhood.

63rd and Ashland was bustling back then.

The June 18, 1958 Southtown Economist gives Dorothy Hoffman’s address as 6622 S. Maplewood.  I believe Bill Hoffman lived with his sister, so perhaps that is the correct address.

If you think 63rd and Ashland was busy, you should have seen 63rd and Halsted, which was the heart of Englewood. Somewhere I once read that 63rd and Halsted was the busiest commercial district in Chicago outside the Loop. It was a great place to grow up because there were three streetcar lines (8, 42, 63), the Englewood L (which I could see from our building), and railroad stations east on 63rd at Wallace and La Salle.

Good point! People tend to forget these things, as certain areas of the city became depopulated to some extent, and urban renewal leveled entire blocks.

We’ll let Jeff Wien have the last word:

Streetcars, streetcars, streetcars. They seem to be popping up all over the country. And who would have thought 60 years ago that there would be such a renaissance! I was called a trolley jolly because I favored streetcars. The Millenials like them.

Pre-Order Building Chicago’s Subways

Bibliographic information:

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

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

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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Milwaukee Streetcars, 60 Years On

523 on the Lakeside Belt Line shuttle.

523 on the Lakeside Belt Line shuttle.

This post features prolific author Larry Sakar, who looks back at the history of Milwaukee streetcars. While it has now been 60 years since their demise, the new Milwaukee streetcar line, aka “The Hop,” is just months away from operation. What goes around sometimes comes around!

Soon it will be possible to take new pictures of Milwaukee streetcars, as they will be tested this summer.  Operators are being hired, and testing out on the streets may start as early as next month.

Our thanks go out to Larry for producing another excellent article about a topic he obviously loves so much.

-David Sadowski

Milwaukee Streetcars, 60 Years On

by Larry Sakar

March 1, 2018 marked the 60th anniversary of the last regularly scheduled streetcar in Milwaukee. I use the term “regularly scheduled” because streetcar service on the Lakeside Belt Line employee shuttle between the Lakeside Power Plant and Kinnickinnic Avenue continued until 1961. Though intended solely for use by employees of the power plant, some Milwaukee streetcar fans were able to ride it as far as the power plant gates, according to a number of sources.

Although I have written about the Milwaukee Rapid Transit line and the interurbans, I was only 8 months old when Speedrail ran its last miles, so I never saw nor had the pleasure of experiencing it. But the streetcars were a different story. I was 7 years old when the last cars on Route 10 Wells Street made their final runs on March 1, 1958.

My grandmother who introduced me to the thrill of riding the streetcar and I did ride the “10” on that last day. In fact, except for one very early ride on Route 11-Vliet Street a week or so before service west of downtown was converted to buses, all of my streetcar rides were on Route 10 and always between the Harwood Avenue terminal on Wauwatosa and 4th & Wells Streets downtown. We did take a ride on the West Allis branch just one time, but I am unable to recall it beyond only the vaguest recollection.

First, we will look at the earliest beginnings of streetcars in Milwaukee thru the 700 series cars. In the final years of streetcar operation by The Transport Company (The Milwaukee & Suburban Transport Corp. which bought out TMER&T in November of 1952), only the 800 and 900 series streetcars were left and those are the cars I rode. Being only 7 years old when the cars quit I obviously did not keep any record of which cars I rode. To me, a streetcar was a streetcar!

Like most cities, Milwaukee streetcars were horse-drawn or cable cars before electrification. Milwaukee had several independent systems, such as the Milwaukee City Railway Company (March 1865), the West Side Street Railway Company (July 1875), and the Milwaukee Cable Railway Company (December 1887). The very first electric streetcar line was operated by the West Side Railway Company on test run over their new Wells-Wisconsin line on April 3, 1890.

After various sales, takeovers and consolidations, electric streetcar service in Milwaukee was taken over by the newly formed The Milwaukee Electric Railway & Light Company on January 29, 1896. From that day until September 23, 1938 when TMER&L was split into two companies because of the 1935 Utilities Holdings Act (which declared companies providing both electric power and transportation monopolies had to divest one or the other), TMER&L would operate all streetcar and interurban service in Milwaukee.

Thereafter, the newly formed The Milwaukee Electric Railway & Transport Company (or “The Transport Company” for short) took over all rail operations as well as trackless trolley and bus service. Both TMER&L and TMER&T always insisted on use of the definite article as part of their company name.

In November 1952, TMER&T was sold to a group of investors from Milwaukee, Chicago and Indianapolis. The newly formed Milwaukee & Suburban Transport Corporation continued to use “The Transport Company” appellation until municipal ownership finally came to Milwaukee with the formation of the Milwaukee County Transit System in July, 1975.

TMER&T had initially offered the city of Milwaukee “first crack” at buying it out but the city was not interested. The “Transport Company” name became so ingrained in the minds of the riding public that it was several years before the new MCTS name caught on.

TMER&L was well aware of its “horse car roots” and actually preserved a horse car. It was on display on the second floor of the company’s corporate headquarters in the Public Service Building on North 2nd and West Michigan Streets for many years. It would be brought out on special occasions, such as this city celebration as shown in this 1921 article from the Electric Railway Journal. A photo of one of Milwaukee’s first electric streetcars graced an MCTS weekly pass in the 1980s. Other events such as the 20th anniversary of the “last streetcar” were commemorated on this 1978 weekly pass.

The Good News

It has taken 60 years, but streetcars are coming back to Milwaukee starting this Fall. The new 2.3 mile Milwaukee streetcar circulator line is expected to begin service on November 25th of this year. A 0.75 mile extension to the lakefront and Summerfest grounds is slated to follow in 2019. The new streetcar will be called “The HOP”. Thanks to Potawatomie Hotel and Casino, the first year of operation will be free. The line will begin at 4th and St. Paul Avenue, adjacent to the Milwaukee Intermodal station which will be handy for anyone coming up to Milwaukee from Chicago on Amtrak or from the west on the Empire Builder.

No PCCs?

You’ll note that there are no pictures of TM PCCs. Thats because TM never bought any. TM President Sylvester B. Way was a member of the Electric Railway Presidents Conference Committee. In their book, “PCC: The Car That Fought Back” (Interurban Press, 1980) authors Stephen P. Carlson and Fred W. Schneider III provided this 1936 quote from S.B. Way:

“I think it is very clear now that certain companies will be able to make very little, if any, use so far as they are concerned of these improvements, either because the rail transportation is disappearing in their areas or because it just isn’t in the business.”

Apparently, Way had joined the ERPCC thinking it was going to provide ways to improve existing streetcars not build an entirely new car. Every streetcar TM ever built or bought was double-ended. This eliminated the need for turning loops at the end of the lines.

If TM were to have purchased PCCs they would have been faced with two alternatives; either build turning loops at the end of every streetcar line (completely impractical if not impossible in quite a few locations like Harwood Ave. and 70th & Greenfield on Rt. 10 or Delaware and Oklahoma Aves. at the south end of Rt. 15). This would have left TM with but one other option; buy double-ended PCCs . Then there were all of the various patent and licensing fees connected to the PCCs. TM was notoriously cheap. S.B. Way would not hear of it!

When Way said that some companies just weren’t in the business he was probably referring to TM. By the time the first PCCs went into service on the Brooklyn & Queens Railway in New York in 1936 TM had turned its back on streetcars. The management had fallen in love with trolley buses and conversions from rail to rubber soon started. The corporate split in 1938 only exacerbated the matter. Had it not been for the intervention of WWII streetcars in Milwaukee would have been history long before March 1958. And even if TM had purchased PCCs, it would done little to change the anti-rail sentiment that prevailed from 1936 on.

The 300-Series Articulated Streetcars

TMER&L was noted for their frugality. As such, they were very fond of articulated streetcars dating back to the early 1900s. Here we see unit 338-339 awaiting scrapping at the Waukesha Gravel Pit in 1948 photo by TM Motorman Ed Wilson. All Milwaukee streetcars thru the 700-series met their end at the gravel pit, until the demise of Speedrail in June 1951. The last cars scrapped here were those belonging to Speedrail between March and October 1952.

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

The 500-Series Cars

The first 500-series car debuted on April 30, 1911. Initially built to be two-man cars they were first assigned to the Wells- Downer Line (Route 10). Rumor is that in retaliation for resident complaints about noisy streetcars, TM President John I. Beggs (who designed the cars) ordered the floors to be constructed of 6 inch thick concrete. But according to historical research, that rumor was not true. These would be TMs last deck-roofed cars. From this point on all Milwaukee streetcars would have arch roofs.

In the early ’20s TM became committed to one-man operation and began converting the 600s by removing the large pot-bellied stove from the front platform and installing electric heating. Controls and door arrangements were also redone to permit one-man operation.

The conversion to one-man service was not without its problems. In 1921, the City of Milwaukee actually swore out a complaint against TM company officials claiming that the conversion to one-man operation of streetcars violated a 1919 city ordinance forbidding the operation of any streetcar by less then two men. TMER&L fired back by showing that the Wisconsin Railroad Commission, the state body that oversaw all rail operations in the state (and predecessor to the Public Service Commission of Wisconsin which it became in 1930) had approved one-man operation.

The accompanying articles from the company’s house organ “Rail & Wire” show how the 500s were converted into one-man cars. Note the fare box (item 15) seen in one of the photos. These were homemade fare boxes and they lasted into the MCTS era. On the front of the fare box was a metal sign which read “PASSENGERS PLEASE PLACE FARE IN BOX. CONDUCTORS NOT PERMITTED TO HANDLE FARE.” I often wondered what bus riders unaware of Milwaukee transit history made of the sign. Eventually, MCTS pasted a sticker over the sign. These fare boxes became unusable after fares topped $1.00, as they were not designed to handle paper money which caused them to jam.

The TM book (“TM: The Milwaukee Electric Railway & Light Company” by Joseph M. Canfield, Bulletin 112 of the Central Electric Railfans Association, 1972) mentions that some of the 500-series cars had Wrigley’s Juicy Fruit gum dispensers mounted on the posts between every two or three windows. That is true. My late father once mentioned riding the Route 15 streetcar out to one of the prestigious country clubs in Milwaukee’s north shore suburbs and seeing them. As a teenager he worked as a caddie and among the people for whom he caddied was Chicagos Phillip K. Wrigley. I can still hear him telling me about the experience: “That old man Wrigley was a cheapskate. He would tip the caddies a nickel and a stick of gum! What a tightwad!”

The 500-series cars were all scrapped between 1948 and 1952. The lone survivor was car 523 which operated on the Lakeside Belt Line shuttle until 1954 when it was replaced by car 882. Then 500s, by the way were the first streetcars to wear the new orange and ivory paint scheme adopted for one man cars.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 576 Front close-up on Route 15.

TM 576 Front close-up on Route 15.

The 600-Series Cars

The 600-series cars were less than half the length of a 500. Of the 60 cars in this series, 30 were built in TM’s Cold Spring Shops and 30 came from TM’s streetcar builder St. Louis Car Company. I call St. Louis TM’s streetcar builder because they constructed nearly every streetcar that ran in Milwaukee.

What made St. Louis Car Company so much better than other builders like Pullman or J.G. Brill? St. Louis Car Company was part of the North American Company which also happened to be TMs parent company. And after being forced out of TM in 1911 John I. Beggs became president of St. Louis Car Company. He eventually worked his way back into TM in 1920 and served as TM’s president until his death in October 1925.

The 600s were among the most ubiquitous streetcars ever built. Upon their arrival in 1912 they were initially placed in service on the Route 12 service to North Milwaukee, paired with 1200-series interurban trailers. The article reproduced here describes that service and comes from Electric Railway Journal. In 1927-28, ten of the 600s (601-610) were upgraded for service on the line to Cudahy and South Milwaukee. The upgrade included globe lights, smoking compartments and leather seats. Two cars of this series (604-605) also saw service on the Local West Side Rapid Transit line to West Junction, before the line was completed between 8th and 40th Streets.

Like the 500s, TM attempted to convert the 600s into one-man cars but the attempt failed. The platform on the 600-series cars were too small to accommodate both boarding and disembarking passengers. Only seven of the 600s were ever so converted. The 600s became the cars seen on Routes 19 and 37 where they proved to be ideal. Their days of service came to an end when Route 19 service was converted to trackless trolley operation in March 1948.

Three cars initially escaped the scrapper’s torch. Cars 626 and 636 saw service on the Lakeside Shuttle until they were replaced by 882, after which they too met their end at the Waukesha Gravel Pit. In 1949, car 607 was purchased from TMER&T by a railfan group called the Railroad Historical Foundation. 607 was chosen because it was the last 600 to go through Cold Spring Shops.

The car was stored at the yards adjacent to the never-completed subway at 8th and Hibernia Streets. Periodic work sessions were held to restore the car. The group’s ultimate goal was to restore the car completely, then move it out to the Municipality of East Troy Railway, where they were hoping to establish a trolley museum. Approximately 3/4ths of the canvas roof had been replaced when Speedrail was abandoned on June 30, 1951. The group was subsequently informed by scrapper Hyman-Michaels Co. that unless the car was removed from the Speedrail property it would be taken to Waukesha and scrapped. With most of the group members drafted into the military because of the Korean War, no one was left to find it a new home and it was sold for scrap.

TM 636 on the Lakeside Belt Line shuttle.

TM 636 on the Lakeside Belt Line shuttle.

TM 660 at North Side Station, 3-31-48.

TM 660 at North Side Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

The 700-Series Cars

The TM book refers to these as the “awful 700s.” Built in 1917 as center-entrance cars and complete with jumpers for multiple unit operation in trains of two or three cars, they represented a radical shift in Milwaukee streetcar design. They were apparently ill-suited to TM’s needs from the start.

The 700s were rebuilt as one-man cars in the 1920s. This involved removing the center doors and raising the level of the floor. End doors were added and m.u. controls removed.

As bus substitutions for streetcars increased the cars saw use only in rush hour tripper service. All were retired by 1953.

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

The 800s

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Two 800's and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800’s and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

803 at the north end of Rt. 27 - 35th & Silver Spring. (Don Ross photo)

803 at the north end of Rt. 27 – 35th & Silver Spring. (Don Ross photo)

Car 804.

Car 804.

845 at Bolivar and Howell Avenues in the 1940's. (Duane Matuszak collection)

845 at Bolivar and Howell Avenues in the 1940’s. (Duane Matuszak collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis - Kinnickinnic & St. Francis Ave. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis – Kinnickinnic & St. Francis Ave. (Robert Genack collection)

Car 871.

Car 871.

The 900s

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of '47. I just ran across the collection of "Remember When" articles that used to run in the Milwaukee Journal and found the same picture. It looks like it's a 900 and the caption says it's stuck on 27th & Brown. If you can't see the center window of an 800 or 900 head-on, it's hard to tell which it is.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of ’47. I just ran across the collection of “Remember When” articles that used to run in the Milwaukee Journal and found the same picture. It looks like it’s a 900 and the caption says it’s stuck on 27th & Brown. If you can’t see the center window of an 800 or 900 head-on, it’s hard to tell which it is.

907 as originally built., at an unknown location. (Robert Genack collection)

907 as originally built., at an unknown location. (Robert Genack collection)

913 Northbound at 84th and National. (Don Ross photo)

913 Northbound at 84th and National. (Don Ross photo)

TM 916 is eastbound, passing National car station at 27th and National.

TM 916 is eastbound, passing National car station at 27th and National.

943 at 3rd and Michigan - TM publicity shot. (Robert Genack collection)

943 at 3rd and Michigan – TM publicity shot. (Robert Genack collection)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

The front platform of a TM 900.

The front platform of a TM 900.

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Winter 1955-1956

With the conversion of so many streetcar lines to either trolleybus or diesel bus operation by this time, The Transport Company (M&STC) found itself short of space at several car stations for new GM diesel and second-hand Marmon-Herrington trolley buses. A decision was made to move about ten surplus streetcars to the County Stadium storage track.

This was not a scrap line, but merely what the company thought would be a safe, out-of-the-way place to store cars. They incorrectly assumed that with no one living nearby, the cars would go undisturbed. In the first photo car 925 shows just how “undisturbed” the cars were. Note the many holes in the front windows. The abundance of ballast on the right-of-way provided sufficient ammunition for vandals who just couldn’t resist sending rocks through the car windows. Other cars like 929, seen in the second photo as well as 933, were also part of this group. According to former Milwaukee resident Al Buetschle who saved TM 978, the end result was that all ten cars went to the scrapper after being stored in the Calvary Cemetery cut on the stadium spur.

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Cars With Special Paint Jobs

An 800 series car advertising the benefits of an "Army Career" passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

An 800 series car advertising the benefits of an “Army Career” passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

Passes, Time Tables, Transfers, and Car Checks

I have a number of TM passes from the 1930s and ’40s. I also have a Milwaukee streetcar transfer and a very early “commutation ticket.” These were later replaced with smaller tickets. TM just called them tickets, but my grandmother always called them “(street) car checks.”

I remember the first time we were going downtown after streetcar service ended in March ’58. She reached into her purse and tore off a car check for herself and one for me. The ones I recall had a drawing of a streetcar, trolleybus and diesel bus on one side and “The Transport Company” in the companys diamond logo on the reverse.

I asked if we were going to ride the streetcar again . After all, how could you have car checks with0out streetcars? She said, “There are no more streetcars. They were all taken off of the line.” I didn’t understand how that could be until she told me that they could also be used on buses. For a second I held out hope that The Transport Company had changed their mind and decided to keep streetcars, but there was no reprieve.

Here are some samples of passes and timetables. Also, the early car check had the Public Service Building on the back side. The two passes from the present-day MCTS era commemorate streetcar anniversaries which is why I included them. The type of “car check” I remember has also been scanned. My memory was playing tricks on me. The diamond logo was not on it.

The reason it says “Good within the single fare area of Milwaukee only” is because Milwaukee had what were called zone fares. They could vary from as few as one zone to as many as four on the South Milwaukee-Cudahy line. Each zone was an additional five cents in fare. In the ’60s I used to love to ride the Route 80 bus to Mitchell Field and watch planes. Mitchell Airport was two zones, so you had to drop ten cents in the fare box when you got on or off there. You’ll see a couple of weekly passes with coupons attached. The coupon, which raised the cost of the pass, entitled you to ride into as many zones as was indicated on the coupon without having to pay an extra cash fare.

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (back).

A TMER&L streetcar transfer (back).

One of the very first TM weekly passes.

One of the very first TM weekly passes.

An early TM car check (front).

An early TM car check (front).

An early TM car check (back).

An early TM car check (back).

The Route 10 timetable for May 29, 1955.

The Route 10 timetable for May 29, 1955.

The Route 11 timetable for December 19, 1955.

The Route 11 timetable for December 19, 1955.

An M&STC car check (back).

An M&STC car check (back).

An M&STC car check (front).

An M&STC car check (front).

Miscellaneous Photos

After 1958, the next time I saw a Milwaukee streetcar was when 978 (saved by Al Buetschle) was on the temporary storage track net to General Lumber Company on Milwaukee’s northwest side. That was where Al and a friend of his worked on repainting and doing work on the interior of the car. The Milwaukee Journal ran a photo of Al and his friend working inside the car and that is how my grandparents found out it was there. His friend’s son was sitting in the motorman’s seat which brought back memories of the times I did the same.

In 1983 Al and his streetcar were reunited, when 978 was sent to San Francisco for the first historic streetcar festival. He had someone snap a picture of him putting up the trolley pole. I have this copy of it. The classic “T-Bird” convertible was Al’s. It was wrecked when he was hit by some teenagers out for a joy ride. Of course they were uninsured! The T-Bird was damaged beyond repair.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

The Harwood Avenue Terminal Site on Route 10 today.

The Harwood Avenue Terminal Site on Route 10 today.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

CTA 4000s in Linden Avenue yard ca. 1972.

CTA 4000s in Linden Avenue yard ca. 1972.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

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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Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

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

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

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)