A Tribute to Robert Heinlein

May 25, 2023May 25, 2023David Sadowski Leave a comment

Robert Heinlein volunteered at the Illinois Railway Museum for many years.

Robert Heinlein, one of the giants in the railfan community, passed away on April 30, 2023, at the age of 84. You can read his obituary here.

Bob Heinlein was very knowledgeable, always cheerful, and continually went out of his way to share what he had learned to help others. He will be sorely missed.

Mr. Heinlein was a contributor to Central Electric Railfans’ Association Bulletin B-146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, of which I was a co-author. Unfortunately, he was not properly credited for several of his photographs, which were mistakenly attributed to the late Charles L. Tauscher (who was also an excellent photographer).

My co-author, the late Jeff Wien used twelve duplicate slides he had obtained in 1959 for the book, including the image on the cover. He was under the impression he had gotten these from Tauscher, but they were actually photos taken by Bob Heinlein. After the book was published, Bob informed Jeff of the error and loaned him the original slides, which I scanned. These images appeared in our previous post Loose Ends (February 2, 2021) with proper attribution.

Some of Mr. Heinlein’s images also appeared in my book The North Shore Line, which appeared earlier this year. Fortunately, he did see the book and I am told he enjoyed it.

The last time I met Mr. Heinlein was about a year ago, when I happened to run into him and his family by chance at the East Troy Railroad Museum. He was enjoying a ride on one of their restored trolley cars, and remarked how it would have been even more fun if they were running on the “L” twenty feet off the ground. That is how I would like to remember him.

He was an excellent photographer, going back to the early 1950s. In this post, we are sharing some of his own work, and other pictures from his vast collection, as a way of offering our condolences to his family, and as a tribute to the memory of a life well lived. We thank his son Kevin Heinlein for sharing these pictures with our readers.

I also would like to thank everyone who attended our recent program for my book The North Shore Line at Union Station on May 19th for the Railroad and Shortlines Club of Chicago.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,205 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

On June 21, 1958, the Chicago Transit Authority offered free rides between Halsted Street and Cicero Avenue on its new rapid transit line in the median of the Congress (now Eisenhower) expressway. Robert Heinlein, then 20 years old, was working in the Public Information department and helps pass out literature. The new line opened the next day, replacing the Garfield Park “L”. This picture appeared in the July 1958 issue of the CTA Transit News, an employee publication.

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. The yellow car behind the PCC, while commonly considered a Packard, is technically a 1956 Clipper Constellation hardtop, made by the Studebaker-Packard Corporation. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the “L” in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 – Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs (“Reds” was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The “coke” advertised here wasn’t Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA “L” just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as “Bughouse Square.” A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says “Chartered.” (Robert Heinlein Photo)

Wouldn’t you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein’s shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

Chicago Aurora and Elgin cars 413 and 453 are looping at the DesPlaines Avenue Terminal, sometime between 1953 and 1957. (Robert Heinlein Photo)

We are looking west from the Wells Street Terminal towards the dual bridges over the Chicago River. (Robert Heinlein Collection)

Trackwork near the Met bridge was somewhat complex. Tracks to the right fanned out, leading to the Wells Street Terminal. The tracks at left connected to the Loop “L” via Van Buren Street. (Robert Heinlein Collection)

This is the only photo I have seen that shows the interior of the Met bridge interlocking tower. (Robert Heinlein Collection)

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western's tracks were a short distance east of here, to the right out of view of this photo. (Robert Heinlein Collection)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western’s tracks were a short distance east of here, to the right out of view of this photo. (Robert Heinlein Collection)

This was also scanned from an original North Shore Line 8x10" nitrate negative, taken at the same time as the previous photo and shows a slightly different view of the same scene. (Robert Heinlein Collection)

This was also scanned from an original North Shore Line 8×10″ nitrate negative, taken at the same time as the previous photo and shows a slightly different view of the same scene. (Robert Heinlein Collection)

The North Shore Line grade crossing at Taylor Avenue in Racine, WI on December 16, 1931. You can see the shadow of the photographer, his view camera, and an assistant. This was scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

The view of the North Shore Line tracks, looking south towards 21st Street in Racine, WI on March 11, 1930. Scanned from the original 8x10" negative. (NSL Photo, Robert D. Heinlein Collection)

The view of the North Shore Line tracks, looking south towards 21st Street in Racine, WI on March 11, 1930. Scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

A view of the North Shore Line tracks looking north along the Skokie Valley Route near 16th Street in North Chicago on March 22, 1934. Scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

The number 4391, in railfan circles, is most widely known as that of the only surviving postwar Chicago PCC streetcar. But this is a different 4391, namely a Chicago Rapid Transit Company “L” car, built circa 1923-24. We see the interior, complete with ads for Kellogg’s Corn Flakes and Bayer Aspirin, as it looked on May 27, 1937. Scanned from the original 8×10″ negative. (CRT Photo, Robert D. Heinlein Collection)

The view looking northeast along Lawrence Avenue (4800 N.) at Kimball Avenue (3400 W.) on January 28, 1929, in the Albany Park neighborhood. The Chicago Rapid Transit Company’s Ravenswood “L” Terminal is at right. The Terminal Theater, seen in the distance, was located at 3315 W. Lawrence, and had 2,389 seats. Presumably it took its name from the nearby “L” terminal. It was built by the Ascher Brothers chain and opened on January 7, 1926. It eventually became part of the Balaban and Katz chain, and closed on April 18, 1963. It was also known as the New Terminal, as it had replaced a smaller Terminal Theater nearby, built in 1915. Scanned from the original 8×10″ negative. (CRT Photo, Robert D. Heinlein collection)

It’s not clear exactly where this early 1900s photo was taken, but Greenwood, Franklin, Edinburgh, Columbus, and Seymour are all Indiana communities, located south of Indianapolis. Presumably the interurban shown was the Indiana Public Service, a predecessor of the Indiana Railroad, formed by Samuel Insull in 1930, combining five electric railways. (Robert D. Heinlein Collection)

North Shore Line coach 178 at the Highwood Shops in the mid-1950s. (Robert D. Heinlein Photo)

North Shore Line car 169 is northbound at the Wilmette station in the early-to-mid 1950s. This is now the site of a Panera parking lot. (Robert D. Heinlein Photo)

North Shore Line cars 154, 190, and 155 are stopped by the Lake Forest station on July 24, 1955. This was a Central Electric Railfans’ Association fantrip just prior to the abandonment of the Shore Line Route. (Robert D. Heinlein Photo)

This, and the following photo, were taken at the Mundelein Terminal in December 1960, showing different views of a two-car Skokie Valley Route train with 701 and 719. (Robert D. Heinlein Collection)

A northbound two-car North Shore Line train at Kenosha, WI in December 1960. (Robert D. Heinlein Collection)

North Shore Line 724 heads up a two-car train at 5th Street and Harrison Avenue in Milwaukee on September 24, 1961. (Robert D. Heinlein Photo)

North Shore Line 772 is a southbound Chicago Express on June 9, 1955, on a short stretch of street running in Highland Park. Service on the Shore Line Route would end about six weeks later. (Robert D. Heinlein Photo)

On July 10, 1955, North Shore Line car 409 is at the north end of the Shore Line Route, on the border between North Chicago and Waukegan. This car is now at the Illinois Railway Museum. Service on the Shore Line Route ended about two weeks after this picture was taken. (Robert D. Heinlein Photo)

Family was very important to Robert Heinlein, and often accompanied him on his railroad excursions. Here, his young daughter Donna poses for him on a North Shore coach at the Mundelein Terminal on December 1, 1962.

Although this photo has motion blur, it does help identify the location of the next picture, taken right after it. North Shore car 163 is at the front of a two-car train in Kenilworth, about a block north of the historic fountain designed by George W. Maher. It is leaving street running and entering private right-of-way where it will run parallel to the Chicago and North Western. (Robert D. Heinlein Photos)

North Shore Line Silverliner 756 is on the Skokie Valley Route, but where? The Kutten Oil Company was located at 3510 Wilmette Avenue in Wilmette, near Glenview. Robert D. Heinlein took this picture on September 1, 1958.

Knollwood was a stop along the Libertyville-Mundelein branch, named for a nearby farm. This is in an unincorporated area of Lake County, just west of Lake Bluff, at the intersection of Waukegan Road and Rockland Road. The train, which includes car 712, is heading east. The popular Silo restaurant is not too far east of here in Lake Bluff. Photographer Robert D. Heinlein captured this view on June 17, 1962.

The same location today.

This slide was taken early in the morning, and had to be lightened considerably. It was dated January 21, 1963 on the mount, but may actually have been taken on the 20th (the film was not processed until the following month). As such it was one of the final opportunities to shoot an Electroliner at the Milwaukee Terminal, which prompted one fan to jump into the inspection pit for his shot. (Robert D. Heinlein Photo)

This slide, showing a southbound North Shore Line Electroliner at speed, was marked as having been taken January 21, 1963 at Washington Street in Waukegan. That would place it after the abandonment the night before, but it seems likely to have been taken on the last full day prior to the shutdown, January 20th. Research shows the two Electroliners were moved back to the Highwood Shops one last time at night. Since this roll of film was not developed until the following month, the date was stamped on the slide mount some time after the fact. (Robert D. Heinlein Photo)

North Shore Line 747 is at the head of a train at Lake Bluff, signed as a Skokie Valley Route Chicago Limited. This slide was marked January 21, 1963, but is more likely to have been taken the day before. (Robert D. Heinlein Photo)

Illinois Terminal car 285 is on the last trip at Champaign, IL on June 11, 1955. Don’s Rail Photos (via Archive.org): “285 was built by St Louis Car in 1914. It was rebuilt as a parlor car in 1924 and restored as a coach in December 1928. It was air conditioned in August 1938 and (received) new seating in December 1952. It was sold for scrap to Hyman Michaels Co. on May 16, 1956.” (John F. Humiston Photo, Robert D. Heinlein Collection)

Illinois Terminal 285 is at Cerro Gordo, IL on its last trip prior to abandonment of this interurban route on June 11, 1955. For the occasion, locals dressed up in turn-of-the-century costumes. Some of the riders may have been old enough to remember when interurban service began here. (John F. Humiston Photo, Robert Heinlein Collection)

Illinois Terminal 285 is at Champaign, IL on its last trip on June 11, 1955. (John F. Humiston Photo, Robert Heinlein Collection)

This and the next picture: The Elgin and Belvidere Electric Company interurban operated from 1907 to 1930, connecting those two cities. It was extended to Rockford in 1927 but fell victim to the Great Depression and the rise of the automobile. When the Illinois Railway Museum (originally based in North Chicago) needed a new home in the early 1960s, they based their new main line on this former interurban right-of-way (and were able to purchase most, but not all of it by paying the back taxes). Amazingly, one of the original Elgin and Belvidere motormen lived long enough to operate a trolley at IRM. (Robert D. Heinlein Collection)

Work is underway erecting trolley poles at the Illinois Railway Museum site in Union. The time frame here could date from the mid-1960s to the early 1970s. (Robert D. Heinlein Photo)

Former North Shore Line line car 604 at work one wintry day at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Indiana Railroad high-speed lightweight interurban car 65 at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Two trains running at the Illinois Railway Museum, circa 1971. At left, North Shore Line cars 160 and 714. The steam loco at right is labeled Tuskegee, but I am not sure if this is the Tuskegee Railroad 101 in the museum’s collection. (Robert D. Heinlein Photo)

Bob Heinlein and his brother Don at East Troy in May 2022.

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

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Postcards From the Bridge

May 14, 2023May 21, 2023David Sadowski 15 Comments

This real photo postcard image shows the four-track Metropolitan “L” bridge (actually two separate bridges, side by side), but it also shows a small experimental lifeboat moored at left. One author’s research into the history of this boat is featured in this post, and also sheds some further light on when this photo was taken.

From the start of the Trolley Dodger in 2015, I hoped this blog would become a resource for others, and I am pleased that this has happened. Sometimes these inquiries take strange and unexpected turns, and that is certainly the case regarding the early real photo postcard shown above. This interesting tangent of Chicago history is covered in detail further down in this post. Research can raise just as many questions as it answers, and that is definitely what happened here regarding the small experimental boat visible in the lower left-hand corner of this and other postcards of the Met bridge.

We also have a goodly number of excellent images for your perusal, from some of the great traction photographers.

We regret the passing on April 30th of Robert Heinlein, aged 84. He was one of the giants in his field, and our next post will be a tribute to him. Some of Mr. Heinlein’s photos are in my recent book The North Shore Line, and I am glad he was able to see the finished product. He spent his entire career sharing his knowledge and helping others, and he will be sorely missed. You can read his obituary here.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,162 members.

I will be giving a program on my new North Shore Line book on 7:30 pm on Friday evening, May 19th, at Chicago Union Station for the Railroad & Shortlines Club of Chicago. There is no charge. Please do not arrive before 7:15 pm.

Chicago Union Station
Room 107A
500 W. Jackson Blvd.
Chicago, Illinois

Please enter at 500 W. Jackson Boulevard, between Clinton and Canal. Call 312 725-0432 during the meeting for assistance.

We gave two presentations in April that were well attended and received. First, we spoke at the Libertyville Historical Society on the 17th. You can view that presentation here. To date, there have been about 3500 views.

On the 20th, we were at the History Center of lake Bluff and Lake Forest. You can view that presentation here.

Postcards From the Bridge

Sandy Cleary writes:

Good morning! I hope this finds you well 🙂

I’ve been lost on the site for a few weeks since finding it—it scratches an itch I also have—and I’m really grateful for the work that you’ve done in documenting a lot of pretty niche historical artifacts. I’m very curious about one in particular. It’s mentioned in this post here, above the text “I recently bought this real photo postcard, circa 1910.”

I’m pretty certain it comes from the summer of 1907. The boat docked in the lower left of that photo is an obscure lifeboat designed by Robert Brown, of Chicago; it was tied up to the Chicago Sanitary District dock in 1907 but Brown stopped paying docking fees in March, 1908 and it’s absent in another 1908 photo of the bridge. Debris on the loading dock to the northeast of the bridge matches debris visible in Detroit Publishing Co. photo 070152 (here at the LOC), which was taken at the same time as 070153 (LOC link); based on the SS Pueblo’s transit records that photo must’ve been taken on July 30th, 1907.

I’ve been working on writing up the history of Robert Brown’s boat, which features in some other Chicago lore a few years later, and for which the photographic so far consists of only three photos: the two Detroit Publishing Co. ones, and whoever took the picture used in the postcard you found. It was reused in numerous postcards (colorized with the title “Elevated R. R. Jackknife Bridge over Chicago River, Chicago”—you can find examples on eBay).

The one you posted, though, is by far the clearest. I was wondering if you could tell me anything about the postcard’s copyright or who might have printed it? I’ve never been able to find what the photographic source might’ve been. A clearer example, one which might make the text on the white sign north of the boat legible and make it easier to fix the exact date the photo was taken, would be invaluable but I’m not sure where to start looking.

(Also, the version you’ve found is evidently a different crop—the colorized version shows more of the western bank and the dock itself).

I appreciate your time—any pointers on anything more about that postcard or the photo that was responsible for it would be incredibly helpful. The work you did on restoring the one you found was already enough for me to conclude when the boat was actually tied up at Van Buren St., which I’d been despairing of finding possible.

Kind regards
Sandy

Thanks for writing. It’s remarkable how small details in such photographs can be of so much use to researchers today.

In the meantime, what a remarkable piece of scholarship you have achieved!

As you can see, the reverse side of the postcard doesn’t identify the maker. But perhaps it can still be identified by comparison with other postcards with the same printing, whose manufacturers are known to experts.

Would it be alright for me to share your original note with the readers of my blog (and accompanying Facebook group)? You never know what useful information others might have to share.

Sandy Cleary:

Absolutely, you can share with whomever! The information I have is unfortunately pretty limited. From my boat-focused point of view, what’s known is:

1. Chicagoan carpenter Robert Brown designed and built an odd-shaped lifeboat in 1905, which was photographed for a magazine in ~1905/1906
2. His company, the International Automatic Lifeboat Company, paid the Chicago Sanitary District a $5/mo docking fee for the Van Buren St. dock between October, 1906 and March, 1908
3. Hans Behm took three photos of the Metropolitan West Side railroad bridge on July 30th, two of which depict the boat.
4. It’s gone by a September, 1908 photo of the bridge taken, I think, by the Chicago Sanitary District (because the MWRD has posted this picture a few times)
5. The only other photo is the one from the postcard, which must’ve been taken between October, 1906 and March, 1908. The overall bridge configuration seems to be the same between the postcard and the 1907 photos, as does the debris seen on the loading dock on the northeast side of the bridge:

After that the boat disappears for a few years, until it was found sunk in the north draw of the Wells Street Bridge (just south of the Chicago & North Western depot there. Then it was shown for a few months as “The Foolkiller,” putatively the world’s first submarine, after which it disappears again and is now only really relevant for weird Chicago lore.

Fortunately a lot of the Chicago Sanitary District records are online, and I was able to get in touch with someone from Commonwealth Edison who also had some useful information, but I have to imagine a lot of the information from the L companies pre-merger is gone. It seems to me that there might have been some reason why people were taking pictures of the Met’s bridge around the same time, but I’m not sure what that might have been.

I know that there was pressure to have it removed because of how significantly it impacted the channel by ~1911 or so—tracing over old Sanborn maps from 1906 really drives home how dramatic that constriction was:

At the time the western span of the Jackson Blvd. bridge and the Metropolitan West Side crossed what Sanborn identifies as property belonging to the Pacific, Fort Wayne & Chicago, during its period when it was not part of the Penn, I think—I am not a train girl. The Met’s viaduct would’ve crossed over the PFW&C freight house, before that whole west bank became Chicago & North Western property again. In any case the bridge wasn’t actually torn down until 1961 (by that point, as I understand it, the CTA hadn’t been using it to carry rail traffic since 1958).

Thank you so much again for your time and for your help with this. How these photo postcards worked has been something of a mystery to me. Numerous different versions seem to have been made, and I just don’t know whether these were the same company, or different companies skirting copyright because Google Images wasn’t a thing at the time, or what. But the fact that there is such a high-quality photo, anywhere, is extremely heartening.

I suspect the postcard that I have was very short-lived in the marketplace, as this was a transition period between real photo postcards and printed ones. Even if some of the colorized versions may have used the same original negative as a starting point, the eventual results look more and more like drawings rather than photographs.

As to the sudden popularity of pictures of the Met “L” bridge, starting in 1907, this coincided with a major change in how people could write messages on postcards:

DIVIDED BACK PERIOD: 1907-1915

“In 1907, a major change on the address side of postcards occurred. This change was prompted by the Universal Postal Congress, the legislative body of the Universal Postal Union. The convention decreed that postal cards produced by governments of member nations could have messages on the left half of the address side, effective October 1, 1907. The Universal Postal Congress also decreed that after March 1, 1907, government-produced cards in the United States could bear messages on the address side.2 Congress passed an act on March 1, 1907, in compliance with the Union’s decree, allowing privately produced postcards to bear messages on the left half of the card’s back. The next day, the Postmaster-General issued Order No. 146, granting privileges to privately produced postcards that were already granted in international mail, including the allowance of message space. On June 13, 1907, the Postmaster-General issued Order No. 539, which allowed government-produced postcards to bear messages on the left half of the address side.3 These changes to the backs of postcards ushered in the Divided Back Period, which spans from 1907 until 1915. The Divided Back Period is also known as the “Golden Age of Postcards,” due to the vast popularity of postcards during this time period.”

“Another type of postcard that began to be produced and popularly used during the Divided Back period and through the White Border period is the “real photo” postcard. “Real photo” postcards were first produced using the Kodak “postcard camera.” The postcard camera could take a picture and then print a postcard-size negative of the picture, complete with a divided back and place for postage.”

Source: https://siarchives.si.edu/history/featured-topics/postcard/postcard-history

Sandy Cleary:

I’ll be honest, I hadn’t heard “real photo post card” as a term before I read your blog, and then noticed “RPPC” everywhere on eBay.

There are, as far as I can tell, three versions of this postcard. The first two are the colorized ones, which are labeled on the back as no. 171 of the Franklin Post Card Co.—of Germany, although ironically the earliest example I can find, postmarked August 17th, 1909, says “Made in Germany.” There were two distinct crops of that. The first (type A) is the widest crop, and it’s the one where the “E” in “Elevated” is written more like a backwards 3.

The second (type B) is one that the UIC Library gives copyright to Copelin Commercial Photographers in a black-and-white photographic form. This seems to be more common; the earliest postmark so far I’ve found is from September 13, 1910. Both of these two show up with postmarks as late as 1915. They went through different print runs, though; the back variously says:

* Aug. 17 1909: “No. 171. Made in Germany” (Type A)
* Sep. 13 1910: “No. 171.” (Type B)
* Aug 16, 1911: “No. 171” (Type B)
* Nov. 3 1911: “171” (Type B) (it’s possible the “No.” has been scratched off)
* Oct. 14 1912: “No. 171. Publ. by Franklin Post Card Co., Chicago, Ill. Made in Germany” (Type A)
* Aug. 13 1915: “No. 171. Publ. by Franklin Post Card Co., Chicago, Ill.” (Type B)

…As I write this up I realize this means that the widest version is rarer because it’s the German version. The design on the back, with the more ornate “Post Card” lettering, is identical to other postcards published by (for example) M. Weixelbaum, of Lima, and Provincetown Advocate and the Cardinell-Vincent Co. in addition to Franklin. I don’t understand why some postcards were made in Germany and some were not. Apparently the early 1900s was “postcard mania” in Germany, according to Deutsche Welle. I’d never heard of that before.

Anyway, the third one is the one you’ve found, which has different writing, and is also a much closer crop. Here are all three, superimposed:

What is a little puzzling to me is that the postcard you found is of such high quality that implies (to me) that a medium-format negative was accessible to whomever wound up creating all of the derivatives, which I wouldn’t have expected if it was being held in, say, the Franklin vault. But if it was a Franklin photo, the reverse doesn’t look like the reverse of any Franklin postcards. I tried image-searching for postcard backs looking for something similar, and turned up these from Vermont, which use the same language but a different font in “Post Card.”

Given your link, that creates the unfortunate possibility that what you have is, in fact, the only copy of that postcard, because it was created by someone who was interested in the bridge (or liked the composition), had access to the original, and printed it as a one-off postcard, which is why so far as I can tell it’s never appeared elsewhere. The title is odd—as you note, this isn’t the Northwestern, and the bridge seems to have been well-known as a Metropolitan West Side bridge to locals. Or perhaps it dates from the 20s or 30s, and whoever was writing it just guessed. I don’t know.

I’m also not sure if it’s significant (beyond “postcard mania”) that the early examples are German. There was a big German population in Chicago at the time, and the Germans apparently did like postcards. Germans also liked bridges; Scherzer was born in Illinois, but his parents were German immigrants. One of the earlier photos of the Met bridge (I think it might be the oldest) is from a German postcard:

Text says: “‘Folding’ Bridge over the Chicago River (bridge closed)”; handwriting says (I think): “Dear Dad: Sent you today (payday) $1.00 worth of 1 and 2-cent post stamps. Let me know if these arrived safely.”

It has occurred to me that I could poke around here in Berlin to see if there’s anything promising, but if memory serves most Chicagoan immigrants came from further north (Pomerania and such). Here in Berlin our train esoterica is only the “ghost stations” from the Cold War and that some of our subway stops are mildly radioactive because they used uranium oxide glazing in the tile.

Anyway! Thank you again for your time, and for the link to that Smithsonian article!

This is all very interesting to me, and should also interest my readers. Thanks very much for sharing these wonderful images.

In the early years of photography, negatives were usually large enough to be contact printed onto photo paper, without using an enlarger. The “chicken scratch” writing on my postcard could have been inked onto a glass plate, on top of the negative, or it may have been applied to the negative itself. The proportions of postcards are more rectangular than many of the standard film formats of the time, which may help explain the cropping.

While doing further research into this story, I came across a series of blog posts.

Is this something you wrote?

Sandy Cleary:

Yeah, that’s me 🙂

The “Foolkiller” was originally covered by Cecil Adams in the “Straight Dope” column of the Chicago alternative weekly Chicago Reader, and then later by podcaster Mark Chrisler of The Constant. It’s been stuck in my head for about fifteen years, so I’ve been trying to pull together as much as I can rather than leaving things on various email threads or chat discussions, in case any one else ever goes searching. It’s also been a good way to start organizing my thoughts on the matter (I don’t think many people read that blog).

That’s an interesting steer, re: the negatives. The UIC holding is described as a “photographic print” although I understand the MWRD (the Chicago water authority) apparently found a number of glass plates in their archives. The Library of Congress also (I think) has the original Hans Behm photos, which are described as glass 8×10 negatives (here’s one of them below). I need to read up on that era of photography, apparently.

(The Detroit Publishing Co. photos taken by Behm were also turned into colorized photo postcards, although they don’t seem to have been as popular, or at least most of the Met depictions are not those. There’s an early one that the Central Electric Railfans’ Association wrote up about ten years ago; that’s given a copyright date of 1907 but it must be earlier because the bridge doesn’t have the circular pilings that it would retain for most of its life and were in place by 1907; on the other hand, the Palmer Building is visible (leftmost skyscraper) and that was built sometime between 1903 and 1906).

FYI, I wrote that CERA blog post you refer to.

Sandy Cleary:

I’ve also seen your name on the Industrial History page about the bridge, come to think of it.

And this brings the story up to date. Ms. Cleary’s blog posts, linked above, shed additional light on the story of this experimental boat, which I can summarize as follows. This was one of several attempts at creating a safer lifeboat, to be carried on ships, and for rescues. A number of such ideas were patented in the late 1800s and early 1900s, all very speculative, of course.

The International Automatic Lifeboat Company prototype, designed by Robert Brown, was moored in the Chicago River for some period of time, and not always near the Metropolitan West Side “L” bridge. The US Navy studied the concept and decided it was not practical, as it would have been too difficult to get people into this boat during rescues. This most likely doomed its prospects.

At some point, the boat sank, and was later pulled out of the river, whereupon some enterprising persons displayed it as a supposed submarine, which it was not.

The postcard we have mistakenly identifies this as the Northwestern “L”. In actuality, it was the Metropolitan West side Elevated, but some of its trains did go to Chicago’s northwest side. The Northwestern “L” actually ran to the north side, despite the name.

I hope that further information may shed more light on this story in the future. In the meantime, here are some additional examples of postcards showing the Met “L” bridge.

-David Sadowski

We are looking west from the Wells Street Terminal towards the dual bridges over the Chicago River. (Robert Heinlein Collection)

This is the only photo I have seen that shows the interior of the Met bridge interlocking tower. (Robert Heinlein Collection)

A 1906 postcard, made at a time when messages could only go on the front of the card.

The back of the 1906 card. Only the address was permitted here.

A 1908 postcard.

By 1908, messages were allowed on the left side of the card back.

A 1909 postcard, based on the 1907 photo.

The rear of the 1909 postcard.

A 1911 postcard, based on the 1907 photo.

The back of a 1911 postcard.

A 1912 postcard.

The back side of a 1912 postcard.

A 1915 postcard, clearly based on the 1907 photo.

The back side of a 1915 postcard.

A 1919 postcard.

The back side of a 1919 postcard.

A 1920 postcard.

And here are some later views of the bridge, from various angles:

A view of the Metropolitan “L” crossing the Chicago River on July 10, 1949. We are looking to the northwest.

Over the years, I have seen many poor quality duplicate slides with this view, looking to the northwest, with a Garfield Park “L” train crossing the Met bridge over the Chicago River, with Union Station in the background. However, this was scanned from an original red border Kodachrome slide, circa 1955-58. The name of the photographer is not known. This must be a Garfield train, and the results are stunning. Douglas cars were re-routed over the Lake Street “L” in 1954. Logan Square trains began running via the Milwaukee-Dearborn Subway in 1951.

CTA 2256 is part of a four-car Met train, turning from Market Street onto the double bridge over the Chicago River in March 1951.
(Truman Hefner Photo)

This picture of the old Met bridge over the Chicago River is undated, but probably dates to circa 1952-55 based on the type of red border Kodachrome mount it is in. But it is certainly after the the other picture in this post, taken at much the same location, since the building at rear, or part of it, was in the process of being torn down. This was not related to expressway construction, since the “L” at this point was north of there. Once the Congress rapid transit line opened in 1958, this section of “L” was taken out of service and by the early 1960s it had been torn down.

Stylish Coit Tower sits atop Telegraph Hill in San Francisco, and has afforded an unparalleled view since its completion in 1933. In April 1987, when this picture was taken, the view included Muni streetcar 578, built in 1896. Although it resembles a cable car, it uses overhead wire. It is occasionally operated for special events and is the oldest streetcar in use in the country. In recent years wheelchair access was added.

A Milwaukee Road push-pull commuter train is at Rondout (an unincorporated area in Lake County, IL) on September 2, 1963. Bi-levels were introduced to the Milwaukee Road around 1961 and ridership was much lower than it is today, so often one car sufficed instead of seven or eight as you see today on Metra. The station here was removed around 1965 on what is now the Metra Milwaukee District North Line. I believe we are looking to the northwest, and that the overpass may be the former North Shore Line Mundelein branch, which had been abandoned on January 21, 1963. There was a tower located kitty-corner to the station, to the right and behind the photographer, which was last used in 2015. (William D. Volkmer Photo)

Don’s Rail Photos (via Archive.org): “410 was built as a trailer observation car by Cincinnati Car in June 1923, #2640. It was out of service in 1932. It was rebuilt on December 31, 1942, as a two motor coach by closing in the open platform and changing the seating.” Here is how it looked in December 1958 at the Mundelein Terminal. (Russell D. Porter Photo)

North Shore Line Electroliner 801-802 is on the CTA “L” in August 1962.

This is a nice overhead view of a four-car train of North Shore Line Silverliners on Chicago’s “L” in August 1962.

North Shore Line cars 157, 169, and 175 are heading southbound on the Sixth Street Viaduct in Milwaukee on April 19, 1959.

There are not many color photos showing this prewar paint scheme, seen here on North Shore Line coach 739 at the Milwaukee Terminal on June 25, 1942.

North Shore Line coach 173 is at the Mundelein Terminal in November 1962, just two months before the end of service. Car 160, now at the Illinois Railway Museum, is at right on a storage track. (Walter Schopp Photo)

After the North Shore Line abandonment, car 727 went to the Southern Iowa Railway. Here it is shown on June 14, 1964, next to Waterloo, Cedar Falls, and Northern car 100. Within a few years, both cars ended up on the Iowa Terminal Railroad (now the Iowa Traction Railway), but unfortunately, car 100 was destroyed in a 1967 fire. 727 is still operable.

Chicago North Shore and Milwaukee #607 is at North Chicago Junction on November 16, 1941. “The ‘Big Hook’ operating as a loco, hauling a 12 car drag and caboose.” The color is described as orange and black. (Vic Wagner Photo)

North Shore Line city streetcar 359, a 1920s product of the St. Louis Car Company, is shown at North Chicago Junction on March 2, 1941. This was the south end of the line for Waukegan streetcars. (Vic Wagner Photo)

North Shore Line Silverliner 771 at the Milwaukee Terinal.

$A three car Chicago and Milwaukee Electric (predecessor of the North shore Line) express train, made up of woods including car 401, from an early colorized postcard. The location here may be Lake Forest. Don\s Rail Photos (via Archive.org): "401 was built by Jewett Car in 1909 as parlor-buffet car. In 1917 it was converted to straight coach and retired in 1935. It was leased to Chicago Aurora & Elgin and renumbered 142 in 1936. It came back for a short time with the CA&E number in 1945 and sold to CA&E in 1946. It was retired in 1953."$

A three car Chicago and Milwaukee Electric (predecessor of the North shore Line) express train, made up of woods including car 401, from an early colorized postcard. The location here may be Lake Forest. Dons Rail Photos (via Archive.org): “401 was built by Jewett Car in 1909 as parlor-buffet car. In 1917 it was converted to straight coach and retired in 1935. It was leased to Chicago Aurora & Elgin and renumbered 142 in 1936. It came back for a short time with the CA&E number in 1945 and sold to CA&E in 1946. It was retired in 1953.”

As the song goes, they paved paradise and put up a parking lot at the former site of the North shore Line’s Milwaukee Terminal, seen here on August 24, 1966. The former switchman’s shanty was the only thing carried over. (Richard H. Young Photo)

On June 6, 1954, the National Railway Historical Society held a farewell fantrip on the Red Arrow interurban line to West Chester, PA. Here, the fantrip cars are stopped at the West Chester Water Works. Car 66 was built by Brill in 1926 and was declared surplus in 1970, after Red Arrow was taken over by SEPTA. It is now at the Pennsylvania Trolley Museum in Washington, PA.

Fairmount Park Transit car 10, built by Brill in 1896, as it appeared on April 6, 1946, not long before the line was abandoned. There are not many color photos of this operation. (David H. Cope Photo)

Fairmount Park Transit was an interesting streetcar operation that ran from 1896 to 1946, all on the grounds of a public park in Philadelphia, completely separate from the rest of the local streetcar system. Here we see car #1.

This picture was taken on July 26, 1961 at the Red Arrow Lines (Philadelphia Suburban Transportation Company) 69th Street Terminal. Amazingly, the sign still mentions the Lehigh Valley Transit interurban, which stopped operating in 1951, and which hadn’t operated to this station since 1949.

A Lehigh Valley Transit Liberty Bell Limited interurban car is heading northbound at West Point in Pennsylvania on September 18, 1948. Rail service ended three years later. (James P. Shuman Photo)

CTA PCC 4382 appears to be turning east from Clark Street onto Division Street. Close examination of the slide shows the streetcar is signed for Route 36 – Broadway-Downtown. As Steve De Rose notes, the south portion of Broadway-State was “bustituted ” on December 5, 1955, and the Blatz ad campaign on the side of the car dates this picture to 1956.

Chicago Surface Lines PCC 4125 and red car 1403 are at 73rd Street and Vincennes Avenue in March 1947, as the newest and oldest streetcars in the CSL fleet. (Vic Wagner Photo)

The Union Stock Yards, as seen from the “L”, probably circa 1908 when this branch line opened. From a real photo postcard.

CTA 4409 is at the head of a two-car fantrip train at Francisco on the Ravenswood “L” on November 25, 1973. This was at the end of regular service for the 4000-series cars, built in the early 1920s. (Arthur H. Peterson Photo)

A view looking north at the CTA Linden Avenue “L” yard in Wilmette in June 1966 shows where the North Shore Line’s Shore Line Route tracks branched off at right and continued north. After service ended in 1955, the CTA incorporated some of this trackage into its storage yard, which has since been reconfigured.

This duplicate slide was described as showing the CTA Douglas Park “L” at Kenton Avenue in May 1952. That may be the correct date, but I believe it actually shows an eastbound Garfield Park train between Laramie and Central Avenue. West of here, the “L” turned to run parallel to the B&OCT. The area at left is where the Eisenhower expressway runs today, and this is approximately the location of the Lotus tunnel.

CTA 2102 is at the tail end of a Lake-Dan Ryan train in April 1975, turning the sharp corner from Wabash to Lake. After the horrific crash here two years later, where some “L” cars fell off the structure, additional steel was added to help prevent a future reoccurrence.

Passengers are boarding an eastbound South Shore Line train, headed by car 107, at Michigan City, IN in May 1959. Now, the line is being double-tracked at this location, and the street turned into a private right-of-way. The facade of the old station is going to become part of a new redevelopment here. From left to right, the several cars visible include an early 50s Chevy, a ’59 Chevy, a ’55 Oldsmobile, a late ’50s Cadillac, a 1956 Buick, and a 1959 Ford.

A South Shore Line train, with car 101 at the helm, is at the East Chicago station on February 8, 1953. In 1956 the street trackage here was replaced by a new bypass route, running parallel to the Indiana Toll Road. (James P. Shuman Photo)

Chicago Aurora and Elgin 404 at Forest Park, circa 1955-57. We are looking north. After interurban service was cut back to here in 1953, the CA&E had a track for midday car storage, seen at left.

The final fantrip on the Chicago Aurora and Elgin took place on a wintry December 7, 1958, about six months prior to the complete abandonment of the interurban, which had stopped operating passenger service on July 3, 1957. I am not sure of this location in Chicago’s western suburbs, although the sign at right would suggest it is at one of several Main Streets in the area. Wood cars 319 and 320 were used. By this time, automatic gates had been removed, and the train had to be flagged at each such crossing. Jason Learakos: “Glen Ellyn, Illinois. The photo is facing east across Main Street from the station there.” Mike Franklin says we are “looking SE at Main St., Glen Ellyn.”

Chicago Aurora and Elgin wood car #20, built in 1902, ran for 55 years on that interurban before heading to the Fox River Trolley Museum, where it remains. Here it is in October 1970, when this operation was still known as “RELIC.” These are former tracks of the Aurora, Elgin, and Fox River Electric, which was affiliated with the CA&E.

Chicago Aurora and Elgin car 409, the only Pullman saved from the fleet, is shown operating at “Trolleyville USA” in Olmstead Falls, OH on August 28, 1965. It is now at the Illinois Railway Museum.

Chicago Aurora and Elgin car 20 at “RELIC” in South Elgin in August 1968.

Chicago’s Central Station opened in 1893 to serve trains to the World’s Columbian Exposition site. Trains of the Illinois Central and the “Big Four” (the Cleveland, Cincinnati, Chicago and St. Louis Railway, which after 1906 was affiliated with the New York Central) used this station, which was adjacent to the tracks (electrified in 1926) now used by the Metra Electric and South Shore Line. After Amtrak took over intercity passenger train operations in 1971, they consolidated service to Union Station the following year, and Central Station closed. Demolition began on June 3, 1974, which is right around when this photo was taken.

Another photo of the soon to be demolished Central Station in June 1974.

Don’s Rail Photos (via Archive.org): “65 was built by Cincinnati Car in August 1928, #2985, as I&SE 230. In 1933 it was sold to ICRT as 230 and in 1941 it was sold to SHRT as 65. In 1949 it was sold to Ed Tennyson and leased as Speedrail 65 where it originally operated with a modified Shaker Heights paint scheme. When repainted, the Speedrail logo was omitted. It was scrapped in 1952.” Based on that, my best guess is this picture may date to near the end of service in 1951. The location is at Sixth and Michigan in Milwaukee, by the North Shore Line Terminal. Transport Company bus 930 is also visible.

Don’s Rail Photos (via Archive.org): “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.” Here it is seen during that brief period of operation in Waukesha. Larry Sakar: “aae249 is a photo I also have. The 66 is indeed laying over at the Waukesha loop/ Two questions remain to this day. 1. Was there any specific spot where the cars were supposed to stop? Seems to me I see photos of TM cars laying over parked in a variety of places on the loop. For instance that great single leading duplex shot which was the common lash-up during the WWII era is parked in a different spot than the 66. 2. I have never seen a photo of cars laying over on the Waukesha loop with passengers either boarding or waiting to board. I am inclined to think that passengers could not be carried the two blocks between the Waukesha station at Clinton Street & Broadway and the loop because when the line was cut back to Waukesha loop on 12-30-45 passenger service had been abandoned beyond downtown Waukesha. This is speculative on my part. I don’t really know. Jay Maeder and the city of Waukesha tangled over the sale of the Waukesha loop. The city wanted to buy it from Speedrail to accommodate more cars. Maeder was willing to sell. Initially he asked something like $1100 until he saw the appraisal and quickly raised the asking price to $2500. The city accused him of trying to gouge him and refused to budge beyond $1500. Maeder said they were trying to cheat him and they were. When Hyman-Michaels had the property appraised the appraisal came in at $2200! Just where he planned to turn the cars around if he sold the loop I don’t know. He publicly said there were “lots of places where Speedrail could turn the cars but I can’t think of any!” In the end the city got it anyway and it became a parking lot until the 1980s. It is now the site of a very big Walgreens Drug Store. The Motor Transport Co. freight building was torn down shortly after Speedrail came to an end.”

Don’s Rail Photos (via Archive.org): “62 was built by Cincinnati Car in August 1928, #2985, as I&SE 245. In 1933 it was sold to ICRT as 245 and in 1941 it was sold to SHRT as 62. In 1949 it was sold to Ed Tennyson and leased as Speedrail 62 and was scrapped in 1952.” This photo may have been taken in Waukesha and could date to just prior to the 1951 abandonment. Larry Sakar: “This is NOT toward the end of Speedrail. The lack of front stripes on the curved sider indicates that this is pre Summer 1950 when the two black stripes began to appear on the curved side cars. O’Brien photos took some great photos of the Waukesha loop including an aerial shot of it before it became the loop. They were located about a block or so east of the Waukesha station.” Mike Franklin says we are “looking SE on Broadway from Clinton St, Waukesha, WI.”

Milwaukee Electric M15 at an undetermined location. Stephen Karlson writes, “M15 is under the train shed at East Troy that was later removed. That stretch of the right of way remains off limits to boarding passengers at the preservation railway as the ground is on the same plot of land as the house that was once the station. Thus the loading platform for the electric cars is by the substation.”

Milwaukee Electric 1112 at Waukesha, WI on March 15, 1947. (Vic Wagner Photo) Don’s Rail Photos (via Archive.org): “1112 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1926. It was one of three sold for scrap in January 1952, before the rest of the cars.” Larry Sakar: “Fantastic shot of the typical Waukesha train during WWII. When first tried TM discovered that placing the single 1100 series car behind the duplex did not work. Because the door on a single 1100 was at the rear of the car and in the center of a duplex they quickly found that the door on the single 1100 did not reach the station platforms or designated loading zone. Thus, two stops had to be made. The solution was to place the single 1100 series car first. Trial and error I guess you’d say.”

Milwaukee Electric interurban car 1106 is at Mukwonago, Wisconsin, on the line going out to East Troy. Passenger service was abandoned here in 1939, although freight service continued for decades. This is currently where the East Troy Railroad Museum operates. I’ve been told that this station was located near an interchange north of where the Elegant Farmer is now, and that the station itself was moved and turned into a residence, which still exists, although additions have been made to it.

Milwaukee Electric 1105. Don’s Rail Photos (via Archive.org): “The Milwaukee Northern Ry came under TM control in 1923 and was officially merged on April 30, 1928. Under TM management 4 of their cars were rebuilt in a fashion similar to the other TM rebuilt interurbans. After 1928, most of the cars were further rebuilt and renumbered to replace the original 1100s which had been renumbered when they were rebuilt. 1101 was to have been rebuilt from MN 20, but it became 1105 instead. Thus there was no 1101.” It may originally have been built in 1907.

Milwaukee Electric streetcar 641 on route 19. Don’s Rail Photos (via Archive.org): “641 was built at Cold Springs in 1913. It was reconditioned as a two man car in 1928.”

Milwaukee Rapid Transit and Speedrail car 61 is at an undetermined location (Waukesha?) and looks rather worse for the wear, with unrepaired collision damage, probably just prior to the 1951 abandonment. Larry Sakar adds: “This is at the Waukesha station. Wilbur Lumber was directly across the street from the station. Note the cement safety island to the left of the car. It was there to facilitate loading so that passengers didn’t have to stand in the street. All traffic passed to the photo left of that island. Today a bank occupies the site of Wilbur Lumber Co. I guess the Wilburs were a prominent Waukesha family from what my friend John Schoenknecht who is the editor of Landmark, the official publication of the Waukesha County Historical Society, told me. Oh, by the way what you see in the background of that shot of the car at Wilbur Lumber is the Madison Street hill which is still there. There was a Milwaukee Road crossing that isn’t visible in the photo and once across it Broadway becomes Madison.” Mike Franklin says this “is indeed Waukesha. Looking NW across Madison St from Clinton St.”

Milwaukee Rapid Transit and Speedrail car 60. Don’s Rail Photos (via Archive.org): “60 was built by Cincinnati Car in August 1929, #3030, as Indianapolis & Southeastern Traction 260. It replaced the heavy-weight cars which became TMER&L 1180 series. In 1933 it was sold to Inter-City Rapid Transit as 260 and in 1941 it was sold to Shaker Heights Rapid Transit as 60. In 1949 it was sold to Ed Tennyson and leased as Speedrail 60 and was scrapped in 1952.” Larry Sakar: “Car 60 is on the bridge over Brookdale Drive on the Hales Corners line on 10-16-49. This is the inaugural fan trip using car 60 that traveled over both lines. Both the bridge and embankment are gone. This is the location where the construction train used to take workers building the suburb of Greendale to and from cut off and went in a southeasterly direction thru what is now Root River Parkway. One of the dumbest things Jay Maeder ever said was that he “intended to restore passenger service to Greendale.” There never was passenger service to Greendale. I’m about a mile or so north of Greendale. MCTS has a bus line (Rt. 76-76th St.) that serves Greendale. I’ve yet to see a single passenger on that part of the line. Greendale is wealth personified! By the way car 65 was supposed to have been used on the inaugural fan trip but it was on the “sick list”. Another thing of interest regarding the 10-16-49 fan trip. Car 60 developed mechanical problems as soon as the car descended the “slide” onto the Rapid Transit line at 8th Street. At the Gravel Pit they put in to the siding. A fan with a vast knowledge of interurban cars opened the hatches in the floor and disconnected the motor leads on motors 3 and 4. Car 60 ran on two motors for the rest of that fan trip. The name of the knowledgeable railfan was George Krambles!! The late Lew Martin recalled that while stopped there a fan remarked, “The line has been in business for a little over a month and they have a car in the scrap line already!” Two other well known railfans were on that car. Barney Neuberger wearing his classic pork pie hat and one Mr. Albert C. Kalmbach, head of the publishing company that bore his name. Kalmbach was seated in the 4th row on the right side of car 60.”

Milwaukee Electric freight motor and utility car M15. Don’s Rail Photos (via Archive.org): “M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and (is) now preserved at the IRM (since) 1989.”

Don’s Rail Photos (via Archive.org): “61 was built by Cincinnati Car in August 1928, #2985, as I&SE 235. In 1933 it was sold to ICRT as 235 and in 1941 it was sold to SHRT as 61. In 1949 it was sold to Ed Tennyson and leased as Speedrail 61 and was scrapped in 1952.” Here 61 is at an undetermined location. Since it is still signed for Milwaukee Rapid Transit and Speedrail, this may be circa 1949-50. Larry Sakar: “The car is westbound on West Michigan Street at North 5th Street. The building in the background (whitish and prominent) was the Boston Store, a department store that at one time was owned by the same company that owned Carson’s in Chicago- P.A. Bergner. The building is still there but the Boston Store is not. I believe it is now housing for seniors. Note the traffic policeman standing in the middle of the intersection. Believe it or not there were no stop and go lights on Michigan Street until Speedrail was gone. Every intersection had a traffic policeman. The late Doug Traxler said the one place you did not want to get stopped was at the top of the hill at 6th and Michigan because half of your car was hanging downhill and making that turn by the NSL station was no picnic. Motorman Don Leistikow concurred and offered this tale: “Yes, I remember that traffic officer. I was one of several motormen who discovered that he had a good day when he had cigars so I, like some of the other motormen, always made sure he had a box of cigars. Things always seemed to go better for him when he had a box of cigars!” Traxler remembered him shouting at him, “Pull it Up. Pull it way up,” when he got stopped there one time.” Mike Franklin says we are “looking east on Michigan St. from 5th St. in Milwaukee.”

Gary Railways car #1 at an undetermined location. William Shapotkin: “We are in downtown Valparaiso, IN. The car is laying over in Franklin St north of Main (now Lincolnway) taking its layover at the east end-of-line. View looks south. Building at right (N/W corner of intersection) is still standing today.”

Gary Railways cars 16 and 19 on the May 1, 1938 fantrip which is considered the beginnings of the Central Electric Railfans’ Association.

Gary Railways line car #11 at the Garyton Loop. (Edward Frank, Jr. Photo)

A view of the right of way along the Gary Railways Indiana Harbor Division near Gary, IN by Edward Frank, Jr.

A view of the right-of-way along the Gary Railways Hammond Division, near Hammond IN, by Edward Frank, Jr.

A view of the Gary Railways right-of-way on the Indiana Harbor Division near Gary, IN by Edward Frank, Jr. Presumably that is his bicycle by the telephone pole. Rail service on the Indiana Harbor Division was abandoned in March 1939.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail.

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

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Back in Business

April 15, 2023May 22, 2023David Sadowski 12 Comments

North Shore Line cars 155, 190, and 154 are stopped by the historic Kenilworth fountain on July 24, 1955. The occasion was a Central Electric Railfans’ Association fantrip just prior to the abandonment of the Shore Line Route. A similar picture, taken by Ray DeGroote, is in my book The North Shore Line.

While this is our first new post in nearly three months, we have been hard at work this entire time. Since January 21st we took delivery on our new book The North Shore Line (see below), and shipped out over 200 copies to our purchasers and contributors. The book has been very well received by our readers.

We also gave a presentation on March 8th at the Schaumburg Township Public Library for our 2021 book Chicago’s Lost “L”s. This was a “hybrid” (in-person and on Zoom) program, but it was not recorded.

FYI, I will be giving a presentation on Monday, April 17th at the Libertyville Historical Society for my new book The North Shore Line. This is a “hybrid” program (both in person and on Zoom). More information here.

Three days later, on April 20th, I have another presentation scheduled (in Lake Forest) at the History Center Lake Forest-Lake Bluff. This one is in-person only. More information here.

Meanwhile, we have already begun doing research on our next book, which will be about the Chicago Aurora and Elgin interurban. This is a process that we expect will take the rest of this year. More than $2500 has been spent collecting materials for possible use.

Research does take both time and money, and the expenses are ongoing. If you support our efforts, we hope that you will consider making a donation. There are links to do just that in this post. Any and all contributions are very much appreciated, and we are very thankful for all the help we get from our readers. We can’t do it without you.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,117 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

The Lake Street “L” in Transition

We recently scanned several original slides taken by the late William C. Hoffman, documenting the transition made by the Lake Street “L”. For more than 60 years, the line ran at ground level west of Laramie Avenue (5200 West). On October 28, 1962, it switched to a new alignment on the adjacent Chicago and North Western embankment, where it has remained for more than 60 years.

We previously ran some other pictures showing this transition in our post Elevation (December 5, 2022).

This September 1959 view looks west along South Boulevard in Oak Park, and shows the Marion Street station on the Lake Street “L”, when it still ran at ground level west of Laramie Avenue. The “L” was relocated to the adjacent Chicago and North Western embankment in October 1962, and the buildings to the left are gone. The side street (Maple Avenue) shown in the picture has been truncated, and a large high-rise residential building occupies this space now.

The same location today.

William C. Hoffman took this picture from the back end of an “L” train on June 28, 1962 just west of the Laramie station. This offers a good view of the construction work underway at left, preparing the new embankment line which opened on October 28th. He referred to this as the “Laramie Avenue interchange.”

Here, we are looking east toward the Laramie Avenue station on the Lake Street “L” on June 28, 1962. According to photographer William C. Hoffman, the westbound track to the new embankment alignment was tied in on this date, and the first cars ran there.

A CTA diesel crane and work gondola are on the new connecting track leading to the Chicago and North Western embankment on August 22, 1962. At this time, there was a connection between the “L” and the new alignment via the westbound track, but not the eastbound one. For a time, it was necessary to have connections leading to both the ground-level trackage as well as the embankment, until service was switched over on October 28th. I am not sure when the new connection was made with the eastbound track. (William C. Hoffman Photo)

This photo by the late William C. Hoffman was taken on October 28, 1962 at the Central Avenue station on the Lake Street “L”, and shows how the transition was made from the ground level operation to the new alignment on the C&NW embankment. Unlike the situation in 1958, when the new Congress rapid transit line and the old Garfield Park “L” both ran on the same day, that was not possible here, due to the tight clearances at the station entrances. The new entrances could not be finished until the old line was torn out. So on October 28, 1962, which was a Sunday, the ceremonies dedicating the new 2.5 mile “L” realignment were held in the morning, and then, until 6 pm, trains only ran as far as Laramie Avenue, where the steel “L” structure ended. While workers put wooden platforms over the old tracks, riders west of Laramie had to take shuttle buses on Lake Street, as the signs here indicate. Passengers still had to enter via the old station entrances for a time.

A 6-car eastbound Lake Street “L” test train is on the new embankment on October 28, 1962, shortly before the new service began at 6 pm. Although the photographer did not indicate which station this was, I believe it is Ridgeland Avenue in Oak Park. (William C. Hoffman Photo)

The view looking east along the new Lake Street “L” embankment alignment at Marion Street on October 28, 1962, shortly before service began. A work train heads east. Photographer William C. Hoffman accessed this area via the Chicago and North Western Oak Park commuter train station, as the “L” station wasn’t yet open until 6 pm.

A 6-car train of CTA 4000-series “L” cars is heading eastbound near Ridgeland Avenue on the new embankment trackage on October 28, 1962, as the ground-level operation has finally been replaced. (William C. Hoffman Photo)

A westbound train of 4000s is on the new Lake Street “L” embankment alignment on November 11, 1962. A track welder’s car is on the eastbound track. The photographer notes, “Bub Lindgren on “L” train.” (William C. Hoffman Photo)

The view looking east along the old ground-level Lake Street “L” right-of-way at Menard Avenue on November 11, 1962. An eastbound two-car “L” train is on the new alignment on the embankment. (William C. Hoffman Photo)

A 4000-series “L” train is stopped at the Harlem and Lake station on November 11, 1962. Note how there are some transparent portions of the station canopy, to let more light in. (William C. Hoffman Photo)

The view looking west/northwest at Lake and Central on November 11, 1962. Riders still entered the station via a temporary connection to the old ground-level station. (William C. Hoffman Photo)

A westbound Lake Street “L” train has just left the Laramie Avenue station on November 11, 1962. This photo gives a good view of how the tracks were shifted over to connect with the nearby embankment. (William C. Hoffman Photo)

The view looking east/northeast along Lake Street (now Corcoran Place) at Austin Boulevard on August 12, 1963. The new station entrance has been finished. (William C. Hoffman Photo)

The view east along Mansfield Avenue at Lake Street on August 12, 1963. The old ground level tracks and ties have been removed, while a two-car train of 4000s is on the new embankment alignment. (William C. Hoffman Photo)

The view east at Lake and Parkside, showing the auxiliary entrance to the new Central Avenue “L” station on August 12, 1963. By now, the old ground-level tracks have been removed, except at street crossings. (William C. Hoffman Photo)

An eastbound two-car Lake Street “L” train heads east on November 24, 1963, after having left the terminal at Harlem Avenue. South Boulevard has been resurfaced, and parking spaces (with meters) added where the tracks used to be. (William C. Hoffman Photo)

A southbound Western Avenue PCC car prepares to cross the Garfield Park “L” temporary trackage on September 24, 1953. The view looks west. (William C. Hoffman Photo)

Several Chicago Aurora and Elgin interurban cars are visible at the entrance to the Wells Street “L” Terminal on April 6, 1953. The substation under the “L” is still there today and powers the Loop “L”. This was the very first color slide my friend Ray DeGroote took (with an Argus C3 camera) on April 6, 1953. He was standing on the platform of the old Franklin Street “L” station.

This is how the northwest corner of 21st Street and 3rd Avenue looked in Manhattan on August 5, 1937. The Third Avenue El was abandoned in 1955 without replacement subway service. In the 68 years since, only a small portion of the Second Avenue Subway has been built.

Photographer Arthur H. Peterson captured this image of a southbound Evanston Express “L” train, including car 4409, near the Berwyn Avenue station on November 25, 1973. The 4000s were ending their more than 50 years of passenger service on the “L”. Miles Beitler writes: “There is a third rail in photo aae109a, so why would the trolley pole be raised? The only reason I can think of is that it’s a fantrip, and the train might be on the gauntlet track (to access Buena Yard), but that is not apparent in the photo. Also, 4000s in Evanston Express service were usually at least four cars long.” November 25, 1973 was a Sunday, and since the Evanston Express only runs on weekdays (then and now), this must be a fantrip. But there were two-car Evanston Express trains in mid-day service, when the EE ran until almost noon (which it no longer does). I rode on one myself. As for the overhead wire, they may have simply preferred operating the fantrip train using the overhead, as it was about to be eliminated in Evanston, and would no longer be needed south of Howard (as the last CTA freight train had operated several months prior). It’s not entirely clear to me exactly when there was third rail available on the entire length of track 1, but the overhead was officially taken out of service in 1975. This left the Skokie Swift as the only CTA that continued to use any overhead wire, and even that was eliminated in the early 2000s.

Although partially double exposed, this rare image shows Hammond Whiting and East Chicago car 79 in service and in color. These streetcars were nearly identical to the Chicago Pullmans. Chicago Surface Lines streetcars shared trackage with these cars, which also went into Chicago as far as 63rd Street until 1940. That is the latest date when this Kodachrome slide could have been taken. Andre Kristopans: “Calumet 79 is NB on Ewing at 95th.”

Chicago Aurora and Elgin cars 455 ad 460 are looping at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This view looks east.

Indiana Railroad lightweight high-speed car 58 is at Eaton on October 20, 1940 on a fantrip.

Indiana Railroad car 50 is in Fort Wayne on April 16, 1939.

Indiana Railroad car 71 is in New Castle. (Charles Able Photo)

Milwaukee Electric interurban car 1116, a West Junction car, is southbound on 6th Street in Milwaukee on October 10, 1948, passing by the North Shore Line Terminal.

Chicago Aurora and Elgin cars 413 and 453 are looping at the DesPlaines Avenue Terminal, sometime between 1953 and 1957. (Robert Heinlein Photo)

An Electroliner leaves the North Shore Line’s Edison Court station in Waukegan, probably in the late 1950s. (A. C. Kalmbach Photo)

Here is how the abandoned Chicago Aurora and Elgin Terminal looked like in Aurora in March 1974, fifteen years after the interurban was abandoned. It has since been removed.

North Shore Line line car 606 is at Orchard and 5th in Milwaukee on October 20, 1951.

The Metropolitan West Side Elevated’s Logan Square Terminal, as it appeared in the early 1900s. This station was open from 1895 until 1970, when it was replaced by a subway station. From a C. R. Childs real photo postcard.

Capital Transit (Washington D.C.) ordered 25 pre-PCC cars in 1935. Here is how cars 1002, 1010, 1006, 1009, and 1004 looked on May 13, 1958. By then, they were presumably in dead storage. Only car 1053 from this series was still in service by the time buses replaced streetcars in 1962. This image was shot on type 828 film, with an image size slightly larger than 35mm.

The view looking east from Narragansett Avenue along 63rd Place on May 19, 1953. This was around the time that buses replaced streetcars on the CTA 63rd Street route, which ran here. The buses ran on 63rd Street west of Central Avenue. 63rd Place became a street after streetcars were abandoned, and there is now a fully developed residential neighborhood (known as Clearing) here. (William C. Hoffman Photo)

CTA streetcar 6209 crosses the Nickel Plate railroad at 94th and Dorchester on July 2, 1949, operating on the 93-95 line. (William C. Hoffman Photo) Our resident South Side expert M.E. writes: “Your caption says the streetcar is crossing the Nickel Plate railroad. I had always thought these railroad tracks belonged to the Chicago and Western Indiana, which was basically a commuter line to towns near the Illinois / Indiana border. Fortunately I have a copy of the 1975 issue of “Train Watchers Guide to Chicago”, by John Szwajkart. That book came with a terrific map of Chicago-area railroads and their owners. Right near the junction in your picture, the map lists the track thus: “C&WI (NKP)”. So the C&WI owned it and the NKP used it.
Also: Note in the picture there are two crewmen. Before the streetcar could cross the railroad track, the conductor had to get off the streetcar, walk to the railroad track, look both ways, and only then signal the streetcar to proceed across the tracks. So the motorman picked up the conductor right next to the track, and the conductor kept the motorman company for this short segment. Several streetcar lines that ran east/west on the far south side required two crewmen because those streetcars crossed railroad tracks at grade.
Also: Note all the arms in the side windows. This route was busy because the eastern terminal was near the big steel mills in South Chicago. All those arms tell me it was time for a shift change.”

The view looking east along 63rd Street from Prairie Avenue on June 18, 1953. This is where the Jackson Park branch of the “L” turned east. The tracks at right ramped down to ground level and the 63rd Street Lower Yard. (William C. Hoffman Photo)

Northbound CTA pre-war PCC streetcar 4015 crosses the Garfield Park “L” temporary tracks at Western And Van Buren on August 4, 1955. Streetcars last ran on Western Avenue in June 1956. (William C. Hoffman Photo)

Photographer William C. Hoffman described this as a segment of old Chicago Surface Lines track in Exchange Avenue and Indianapolis Boulevard in East Chicago, Indiana on May 30, 1956. Streetcars last ran here in 1940. Andre Kristopans: “Indianapolis & Exchange “y” was (at the) south end of Whiting line.”

The late William C. Hoffman took pictures that no one else bothered to take. Here, he captured a danger sign at the northwest corner of Madison and Dearborn on June 6, 1954, warning motorists not to park where their cars would not clear turning Madison and Milwaukee streetcars.

On November 11, 1956, CTA red Pullman car 225 is in 81st Street at Emerald Avenue, on an Illini Railroad Club fantrip. This car was soon purchased by the Seashore Trolley Museum in Kennebunkport, Maine, where it remains today in much the same condition as when it last ran in Chicago. (William C. Hoffman Photo)

CTA “L” cars 4375 and 4376 are in the State Street Subway at Jackson Boulevard on an October 26, 1969 fantrip. (Ray DeGroote Photo)

One of the original CTA entrances to the Dearborn Street Subway at Quincy on May 28, 1961. I assume the building at left is the old post office. (William C. Hoffman Photo) Chris Cole writes: “The Dearborn Subway entrance was on the west side of Dearborn between Adams and Jackson. The building on the left is the old federal courthouse. The Fair Store was at the NE Corner of Adams and Dearborn. They were later replaced by Montgomery Wards who re-skinned the building to make it look “modern”.”

This appears to be Post Street in San Francisco, circa 1915. Taken from a real photo postcard.

A southbound Lake-Dan Ryan “L” train negotiate the curve at Wabash and Harrison in November 1969. The new Dan Ryan line had only recently opened in September, and was joined up with the Lake Street “L”. It was eventually linked with the Howard line, which was a better match for ridership than Lake. The view looks north.

The new Kimball Subway opened on February 1, 1970, as an extension of the Logan Square “L”, and connected to tracks in the Kennedy Expressway median. This picture was taken at the Logan Square station on January 29, one day prior to the dedication ceremony.

West Penn Railways car 739 is on a fantrip at an unknown time. Interestingly, the car survives. After being used as a residence, after retirement in 1952, it ended up at the Pennsylvania Trolley Museum, where it is being restored. Larry Lovejoy adds: “The photo of West Penn Railways 739 is northbound at Mt. Pleasant, on Center Avenue, just about to cross West Main Street, the latter which is now Pennsylvania Route 31 but back then had a different highway number. The date is August 10, 1952 and this is an “after the last day” fantrip charter by the Pittsburgh Electric Railway Club. PERC was the direct corporate predecessor of Pennsylvania Trolley Museum. The car behind 739 is the 733. Sorry I can’t identify any of the recognizable faces.”

Milwaukee and Suburban Transport car 943 received a unique paint job as a “safety car,” and is shown on February 20, 1955 at the National Avenue station. Ironically, this car was later damaged in an accident.

North Shore Line loco 459 is northbound at Edison Court in Waukegan in May 1962. Also visible are a late 1950s Plymouth (left) and two Chevys. (E. R. Burke Photo) Fred Hilgenberg adds, “For dating verification purposes (and the photo caption appears accurate), the license plates on the cars are white lettering on red. Illinois used that scheme starting in 1961 (and I think 1962) as a nod to North Central College. It was changed to John Deere colors in 1963. The Plymouth appears to be a 1959 (possibly 1958). The two-tone Chevy is a 1956 Bel Air, the other Chevy is a 1961 Impala.”

North Shore Line Silverliner 776 was the final conventional coach ordered by the interurban in 1930. Merchandise Despatch car 232 is at right in this November 19, 1960 view at the Harrison Street Shops.

This picture, taken on January 2, 1961, gives an excellent overview of the North Shore Line’s Milwaukee Terminal. The view looks south.

North Shore Line combine 250 has just left the Milwaukee Terminal in June 1962.

CTA “L” car number 1 in May 1963. Don’s rail Photos: “1 was built by Jackson & Sharpe in 1892 as South Side Rapid Transit Co 1 as a steam trailer. It was rebuilt as a MU motor car in 1898. It became Chicago Elevated Railway 1 in 1913 and became CRT 1 in 1924. It was preserved by CTA in 1947 and donated to Chicago History Museum in 2005.”

Philadelphia Suburban Transportation Company double-ended car 13 has just left the 69th Street Terminal and is signed for Westchester in this early 1950s view. The long Westchester line was replaced by buses in June 1954.

Three old Metropolitan “L” cars are at Indiana Avenue on September 2, 1955, and appear to be operating on the Stock Yards branch. Our resident South Side expert M.E. notes: “This time your caption is absolutely correct — this is the Stock Yards line’s terminal at Indiana Ave. on the southernmost platform. The other side of the platform was for southbound mainline trains to Jackson Park and Englewood.”

This picture was taken on a North Shore Line fantrip using the Electroliner, but the time and place are not evident. Nick Jenkins: “Photo of Electroliner (aae053) is on the interchange track with the Milwaukee Road at Racine.”

North Shore Line car 719 is part of a westbound two-car train on the Mundelein branch in November 1962. The Perpetual Adoration stop was an obvious fan favorite, as it expressed their thoughts about the legendary interurban.

North Shore Line caboose 1003 is part of a freight train at an unknown location.

North Shore Line caboose 1003 is at the back end of a freight train on the Skokie Valley Route in June 1962.

A two-car train of North Shore Line Silverliners is in North Chicago in January 1963.

Although there was never a chance that Chicago would be subjected to a Blitz during World War II, part of our war preparedness involved a practice blackout on August 12, 1942. Both “L” and interurban service was suspended for 30 minutes.

This rare poster (framed) recently sold for $338.34 on eBay. This was the CTA’s attempt to help riders get around after the North Shore Line abandonment. But there wasn’t much they really could do, since the NSL served many communities far beyond the reach of the CTA. In 1963, the CTA served Skokie with the #97 bus, but starting in April 1964, offered “L” service to Dempster Street via the new Skokie Swift (on the former NSL right-of-way).

This is the North Shore Line on February 6, 1949, and the photographer was Charles A. Brown. The Briergate station was built in 1926 on the new Skokie Valley Route, in a style generally referred to as “Insull Spanish.” There were nine such stations on the SVR and Briergate is the only one that still exists. There is a more recent picture of it in my new book The North Shore Line. Briergate station is in west Highland Park, IL and the car number is 157. (Courtesy of Larry Miller III)

North Shore Line electric loco 459 is an eastbound freight in Kenosha, Wisconsin on June 29, 1962.

The North Shore Line’s Milwaukee Terminal as it appeared on June 29, 1962.

North Shore Line wooden coach 302. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

North Shore Line wooden coach 140. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.”

North Shore Line wooden coach 303. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line car 162. Don’s Rail Photos: “162 was built by Brill in 1915, (job) #19605. It was acquired by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1971.” Car 162 is now at the East Troy Railroad Museum, where it is undergoing restoration. It is now the oldest surviving car in the fleet.

North Shore Line car 748 is part of a two-car train heading northbound at Adams and Wabash on September 4, 1961. The view looks south, and you can see CTA Tower 12 in the distance.

A North Shore Line Electroliner is at the Adams and Wabash station on the Loop “L” on September 4, 1961. The interurban had a station here that was connected directly to the “L”.

Here is North Shore Line Merchandise Despatch car 228 as it appeared on Sunday afternoon, August 9, 1953, at the Highwood Shops. It is now undergoing restoration at the East Troy Railroad Museum in Wisconsin. (Bob Selle Photo on Ansco 616 film)

North Shore Line car 730 at Edison Court in Waukegan. This must be right before the end, as this Kodachrome slide (by Walter Schopp) wasn’t processed until March 1963, two months after the abandonment. Looks like someone has already swiped the destination sign.

Our Latest Book, Now Available:

The North Shore Line

Publication Date: February 20, 2023

FYI, my new Arcadia Publishing book The North Shore Line is now available. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail.

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Total time – 74:38

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Welcome 2023

January 2, 2023January 3, 2023David Sadowski 18 Comments

An early (turn of the century) view of passengers boarding an Illinois Central Suburban train before the line was converted from steam to electric in 1926. I am not certain of the location, but it may be in Hyde Park.

Today, we are ringing in 2023 with a bevy of classic traction images from many far-flung places for your enjoyment.

Later this month, the Trolley Dodger blog will begin its ninth year. This year, we expect to make our 300th post, and will reach one million page views. When we began this journey, these things hardly seemed possible, but here we are, in large part thanks to you, our readers.

January is traditionally the month when we ask our readers for donations to keep this site going. If you enjoy what you see here, we hope you will consider making a contribution via the link at the end of this post. The expenses we incur, in order to bring you the finest and most interesting traction pictures, are considerable and ongoing. Our research costs a lot, but you see the results here and in our four Arcadia Publishing books, which we hope make a modest contribution to society. If you have contributed to our efforts, we are most appreciative, and if you have not, we hope you will consider it.

We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store). To date, we have received orders for 102 copies.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,040 members.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

Indiana Railroad lightweight high-speed car 71 is at the Indianapolis Terminal on August 11, 1940.

Indiana Railroad high-speed car 58 (described as a “parlor car”) is at the Indianapolis Terminal yards on August 11, 1940.

Philadelphia streetcar 8026 is at Church Road in Glenside, PA on February 22, 1941, operating on Route 6.

CTA/CSL 7001 and 4001 at South Shops, circa 1958. This was scanned from a red border Kodachrome slide, and by early 1958, those mounts were replaced by more modern ones. In the last days of Chicago streetcars, there were some PCCs in dead storage due to accidents or mechanical issues. The red car at right is a trailer in the 8000-series. The body of 4001 is now at the Illinois Railway Museum, but 7001 was scrapped in 1959.

North shore Line 721 is at the back end of a Central Electric Railfans’ Association fantrip that is making a photo stop at the Zion station.

North Shore Line freight loco 451. Don’s Rail Photos notes, “451 was built in 1907 by Alco, #44387, and General Electric, #2697. It was retired in February 1948 and sold for scrap in March 1949.”

Ravinia Park was built by the Chicago and Milwaukee Electric, predecessor of the North Shore Line. Here is a view of the original music pavilion.

There was once an A branch on the MBTA Green Line in Boston– the Watertown line, which shared some trackage with the B branch to Boston College. PCC streetcars were replaced by buses on June 20, 1969, and this photo by Robert A. Newbegin was taken that same month. Various reasons have been cited for the change, including an equipment shortage. But this view in the Newton Corner neighborhood shows another issue– the inbound PCC, shown crossing over a highway, is going against the flow of one way traffic. Still, this trackage remained in place until 1994, for non-revenue streetcar access to Watertown Yard.

Kansas City Public Service PCC 535 on the Dodson line. The type of slide mount for this red border Kodachrome dates it to circa 1955-57. Car 535 was built by the St. Louis Car Company in 1947, and Kansas City abandoned streetcars in 1957. They have since opened modern streetcar lines.

Illinois Terminal car 415 at the Illinois Electric Railway Museum in North Chicago on February 21, 1960.

The view looking west along Van Bure Street under the Loop “L” on July 24, 1957. The “L” went further west from here until 1955, when a new connection was built through the old Wells Street Terminal a short distance north of here. The Insurance Exchange building is at right.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 63 has turned north at Llanerch Junction on May 30, 1964. It was most likely operating on the Ardmore line, which was converted to bus on December 30, 1966. Kenneth Achtert adds, “PSTC #63 is indeed on the Ardmore Division (having just turned off of West Chester Pike) probably on a fantrip, as May 30, 1964, was a Saturday (and Memorial Day weekend).”

SEPTA (Red Arrow) double-ended car 19 at the 69th Street Terminal storage yard on August 9, 1971. It was built by the St. Louis Car Company in 1949, and although it looks like a PCC car, it is not considered one, as it has standard motor components.

A North Shore Line Electroliner heads southbound at North Chicago Junction on January 12, 1963, just over a week prior to abandonment.

Chicago Aurora and Elgin freight loco 2002 at Wheaton on August 6, 1939. Scanned from the original negative. (LaMar M. Kelley Photo)

Chicago Aurora and Elgin car 130 (ex-North shore Line) on April 13, 1943. (Malcolm D. McCarter Photo)

Chicago Aurora and Elgin 600 (ex-Washington, Baltimore & Annapolis) and line car 5, on a Central Electric Railfans’ Association fantrip.

This time card for the Batavia branch of the Aurora, Eglin and Chicago (predecessor of the CA&E) dates to 1905, when the interurban began running trains to downtown Chicago over the Metropolitan West side “L”.

Chicago Aurora and Elgin steel cars 412 and 416 are at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. After CA&E cut back service to here in 1953, riders could make a cross-platform change to ride the CTA Garfield Park “L” downtown, after paying another fare.

Chicago Aurora and Elgin 416 at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This is the view from the opposite direction as the last photo. There were two sets of platforms. The CA&E dropped off passengers at one platform, then traveled a short distance to pick others up at the other platform. CTA trains looped via a wooden trestle that went over the CA&E just west of here. This arrangement continued until the CA&E abruptly abandoned passenger service in the middle of the day on July 3, 1957. The CTA reconfigured the terminal and yard area in 1959, in conjunction with construction of the nearby expressway.

Lehigh Valley Transit

During the first half of the 20th century, Lehigh Valley Transit operated an interurban line known as teh Liberty Bell route between Allentown, Pennsylvania and Philadelphia. 42 miles of the route were on LVT trackage, with the remaining 13 miles going into Philadelphia via shared trackage on the Philadelphia and Western.

The line ran through a lot of farmland and open areas, with numerous stops in small towns along the way. Several of the station buildings still exist.

The Liberty Bell line is considered one of the classic American interurbans, and had somewhat of a Midwestern character despite being located in Pennsylvania. Like many other interurbans, it fell into a decline due to the Great Depression and the rise of the automobile, but rather than pack it in, LVT decided to modernize in 1938. Several lightweight high speed cars were purchased second hand and helped keep the line going for more than a dozen additional years.

Traffic was good during World War II, but went into an irreversible decline after the war. With new highways siphoning off traffic, the interurban had no future and was abandoned in 1951. Even the replacement bus service did not last.

Here are some classic views of LVT interurbans and city streetcars. Nearly all were scanned from original negatives or slides.

A Lehigh Valley Transit lightweight high-speed car is southbound on the Philadelphia and Western, crossing over Matson Ford Road, approaching Conshohocken Road station in January 1947. (David H. Cope Photo)

A Liberty Bell Limited train leaving Allentown, PA. The interurban ran to Philadelphia until 1949, partially via the Philadelphia and Western. For the last two years, service was cut back to Norristown until the 1951 abandonment.

Some Lehigh Valley Transit freight motors are at the Philadelphia and Western’s Norristown Terminal on a foggy day. The P&W connected with the Liberty Bell interurban route that continued to Allentown until 1951.

LVT 1023 (at left) has just passed another car on the streets of Norristown. The Pennsylvania license plate on the auto would indicate we are in an odd-numbered year (1947, 1949, or 1951). Kenneth Achtert: “#1023 is on Marshall siding with the Reading Railroad Elm Street yard to the right.”

LVT 1030 at the Allentown depot.

LVT 1023 at the Allentown depot.

Lehigh Valley Transit’s Liberty Bell interurban was abandoned in September 1951, but the company still had various streetcar lines in the Allentown and Bethlehem area that continued. Here, we see LVT 357, operating on a stretch of Gillmore Street line private right of way known as the “Race Track.” This picture was taken on October 26, 1952, the last day of streetcar service on the South Bethlehem Division (and there is a notice of the service change on the telephone pole at right). The last LVT streetcar ran in 1953.

LVT 963 passes a Liberty Bell car at the Allentown depot, while passengers board for the trip to Philadelphia.

An LVT Liberty Bell car is on a passing siding in Norristown, adjacent to a Reading Railroad yard for its electrified commuter rail service to Philadelphia. While the Liberty Bell line is long gone, commuter rail service to Norristown continues under SEPTA. Kenneth Achtert adds, “on Marshall siding NB with (Reading Railroad) Elm Street yard to the right.”

LVT city streetcar 908, signed for Fullerton. Don’s Rail Photos: “908 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”

LVT 917, signed for the South Bethlehem route. Don’s Rail Photos: “917 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”

A southbound LVT Liberty Bell car on 8th Street crosses Walnut Street in Allentown.

LVT Liberty Bell car 1005. Don’s Rail Photos: “1005 was built by Cincinnati Car in June 1930, #3050, as C&LE 123. It was sold to LVT as 1005 in 1938 and scrapped in 1952.”

LVT city streetcar 924. It was built by Brill, around the time 1917-1919.

LVT city streetcar 927, signed for Albright. Don’s Rail Photos: “927 was built by Brill Car Co in February 1919, #20706. It was rebuilt.”

LVT city streetcars 908 (at right), and possibly 413 at left.

LVT city streetcar 908, signed for Albright.

This is an amazing photograph. LVT 1001 is northbound in Norristown, passing the Rambo House Hotel. I assume this was a short distance from where the Liberty Bell met the Philadelphia and Western line. There is a circa 1950-51 Ford parked at right. The car sign just says Express instead of Philadelphia Express, as LVT cut back passenger service to Norristown in 1949. Their fleet of second-hand high speed cars was wearing out, in part due to having to climb hills in Pennsylvania, instead of the flat Midwest prairies they were designed to traverse. The car at left may have a 1951 Pennsylvania license plate, indicating this picture may have been taken shortly before the abandonment of rail service.

This picture was taken at the same location, and same time, as the previous image. We are in Norristown on Swede St. with Airy St. in the background, not far from the point where the LVT Liberty Bell line met the Philadelphia and Western. LVT 1002 is an outbound Allentown Limited. Kenneth Achtert: “#1002 is not yet headed to Allentown, but is backing up on Swede St. about to turn onto Airy St. (note that the front-end pole is up). These single-ended cars would unload at the Norristown Terminal (after through operation was halted) then would back up the 3-4 blocks on Swede and Airy Streets to Rink Loop, back around the loop, then back to the Terminal (now facing north) for the trip to Allentown.”

LVT 1021 is operating as a northbound Allentown Limited. Most of the Liberty Bell route was single tracked, with passing sidings. This is Acorn Siding, located by Normandy Farms in Blue Bell, PA.

The photographer took this picture while riding in a southbound Liberty Bell train on Markley Street in Norristown. Most of this was single track and we are on a passing siding. The northbound car approaching us could be 1021, and the picture probably dates to 1949-51, as the sign on the approaching car does not say Philadelphia. The Reading Company’s Elm Street commuter train station is off to the right.

This LVT Philadelphia Limited car is at Nace Siding, which Wikipedia says was “in open country just north of Souderton and the Souderton carbarn.”

Another picture at Nace Siding. The car is LVT 1008.

This LVT car is signed as a Norristown Local, which dates the picture to circa 1949-51. Not sure of the exact house number location on Airy Street in Norristown, but it has just crossed Cherry Street.

A rear end view of LVT 1030 on Airy Street in Norristown, about to turn onto Swede Street towards the Philadelphia and Western station. As this car originally came from the Indiana Railroad, it was slightly different than the other lightweight high-speed cars, which started out as Cincinnati and Lake Erie “Red Devils.” The IR cars were designed for multiple-unit operation, while the C&LE cars were not. Therefore, car 1030 had a more squared off back end. The C&LE cars were more rounded.

Another shot of LVT 908, signed for Fullerton.

Original Slides For Sale

My friend Jeff Wien passed away nearly two years ago, and I inherited his extensive slide collection, which takes up a lot of space. His interests were very wide-ranging, far more so than mine. One of my resolutions for 2023 is to start going through this collection systematically and decide what to keep, and add to my own collection. Simply leaving all these slides in boxes does not do anyone any good.

It is a fact of life that you can’t keep everything and you can’t take it with you. Since the Trolley Dodger blog has ongoing expenses, and my book projects cost real money, I have decided to sell some of these slides to help defray expenses and de-clutter. Here are the first 30 slides I have listed on eBay. The process of going through these will take several years. I can still post the scanned images to the blog, as I have done below.

Most of the slides below were taken by the late James J. Buckley (1918-1994), who was an excellent photographer.

We continue to purchase prints, slides, and negatives for what we consider our core collection, which we hope will eventually end up at a proper institution that can make good use of it. Those things that do not fit into our core collection can be sold, and the proceeds will help in our overall efforts.

-David Sadowski

Chicago, Rock Island and Pacific Railroad 1974 Original 35mm Kodachrome Slide
Subject: CRI&P 652-610-654 and 14 cars on train 5, intercity service to Rock Island, IL
Location: Chicago IL
Date: May 4, 1974
Photographer: James J. Buckley
This is slide EBA030 in our internal filing system.
From the Wikipedia:
By the time Amtrak was formed in 1971, the once-proud Rock Island was down to just two intercity trains, the Chicago-Peoria Peoria Rocket and the Chicago-Rock Island Quad Cities Rocket, both of which now operated entirely within the borders of Illinois. However, the Rock Island opted against joining Amtrak, in part because the government assessed the Amtrak entrance fee based upon passenger miles operated in 1970. After concluding that the cost of joining would be greater than remaining in the passenger business, the railroad decided to “perform a public service for the state of Illinois” and continue intercity passenger operations. To help manage the service, the Rock Island hired National Association of Railroad Passengers founder Anthony Haswell as managing director of passenger services.
The last two trains plied the Rock Island’s Illinois Division as the track quality declined from 1971 through 1977. The transit times, once a speedy 2½ hours in the 1950s, had lengthened to a 4½ hour run by 1975. The State of Illinois continued to subsidize the service to keep it running. The track program of 1978 helped with main-line timekeeping, although the Rock Island’s management decreed that the two trains were not to delay freight traffic on the route. By this time, both once-proud trains were down to just two coaches, powered by EMD E8 locomotives entering their second decade of service. With the trains frequently running with as many paying passengers as coaches in the train, Illinois withdrew its subsidy, and the two trains made their final runs on December 31, 1978.
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 6
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Amtrak Conrail Train Valpo Local 1971 Original 35mm Kodachrome Slide
Subject: CR 5780-5603 plus 3 commuter train to Valparaiso, IN
Location: Chicago IL
Date: May 14, 1977
Photographer: James J. Buckley
From the Wikipedia:
The Calumet, also commonly called the Valpo Local, was a 43.6-mile (70.2 km) passenger train route operated by Amtrak between Chicago and Valparaiso, Indiana. Despite Amtrak’s mandate to provide only intercity service, the Calumet was a commuter train. Transferred from Conrail in 1979, the full route was shared with Amtrak’s Broadway Limited until 1990; the Calumet was discontinued the next year.
Link to eBay Listing

Bolton Tram 66 Original 1985 35mm Kodachrome Slide UK
Subject: Bolton Tram 66
Location: Fleetwood (on Blackpool Tramway, UK)
Date: July 14, 1985
Photographer: James J. Buckley
From The Bolton News:
The Bolton 66 tramcar was built in 1901 as an open top eight-wheel double deck bogie tram by the Electric Railway and Tramway Carriage Works in Preston.
Bolton 66, the only tram in Blackpool Transport’s Heritage Tramcar fleet which does not originate in Blackpool, is well over one hundred years old and is still in good running order but that has not always been the case.
At the beginning of the 1960’s, Alan Ralphs and Bolton-born Derek Shepherd took the decision to attempt to restore the Bolton tramcar.
After more than 40 years serving the people of Bolton, the tramcar spent twenty years as a semi derelict bodyshell on a farm on the moors above Bolton.
However, with lots of enthusiasm, a group led by the duo, professional electrical engineer Derek Shepherd and supported by Alan Ralphs, spent many hours to completely restore the tram to a new condition taking them 18 years to complete.
In June 1981 the tram was moved to Blackpool and started to operate on the seafront, where it has remained for the last 41 years, due to Covid the 40th anniversary was postponed until this year.
Link to eBay Listing

Chicago, Rock Island and Pacific Railroad 1971 Original 35mm Kodachrome Slide
Subject: CRI&P 664 and 6 cars, commuter train to Blue Island
Location: 47th Street, Chicago IL
Date: September 8, 1971
Photographer: James J. Buckley
From the Wikipedia:
Chicago commuter service
The Rock Island also operated an extensive commuter train service in the Chicago area. The primary route ran from LaSalle Street Station to Joliet along the main line, and a spur line, known as the “Suburban Line” to Blue Island. The main-line trains supplanted the long-distance services that did not stop at the numerous stations on that route. The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south. The Suburban Line made stops every four blocks along the way before rejoining the main line at Western Avenue Junction in Blue Island.
From the 1920s on, the suburban services were operated using Pacific-type 4-6-2 locomotives and specially designed light-heavyweight coaches that with their late 1920s build dates became known as the “Capone” cars. The suburban service became well known in the diesel era, as the steam power was replaced, first with new EMD FP7s and ALCO RS-3s, with two Fairbanks-Morse units added later. In 1949, Pullman-built 2700-series cars arrived as the first air-conditioned commuter cars on the line.
In the 1960s, the Rock Island tried to upgrade the suburban service with newer equipment at lower cost. Second-hand Aerotrains, while less than successful in intercity service, were purchased to provide further air-conditioned accommodations that had proven popular with the 2700 series cars.
When the Milwaukee Road purchased new Budd Company stainless-steel, bilevel cars in 1961, the Rock Island elected to add to a subsequent order and took delivery of its first bilevel equipment in 1964. Power for these new cars was provided by orphaned passenger units: three EMD F7s, an EMD E6, and the two EMD AB6s. The engines were rebuilt with head end power to provide heat, air conditioning, and lighting for the new cars. In 1970, another order, this time for Pullman-built bilevel cars arrived to further supplement the fleet. To provide the power for these cars, several former Union Pacific EMD E8 and EMD E9 diesels were also rebuilt with head end power and added to the commuter pool.
The outdoor passenger concourse and platforms of LaSalle Street Station as built and operated by Metra. The trains shown are commuter runs to Blue Island and Joliet, Illinois.
The commuter service was not exempt from the general decline of the Rock Island through the 1970s. Over time, deferred maintenance took its toll on both track and rolling stock. On the Rock Island, the Capone cars were entering their sixth decade of service and the nearly 30-year-old 2700s suffered from severe corrosion due to the steel used in their construction. LaSalle Street Station, the service’s downtown terminal, suffered from neglect and urban decay with the slab roof of the train shed literally falling apart, requiring its removal. By this time, the Rock Island could not afford to replace the clearly worn-out equipment.
In 1976, the entire Chicago commuter rail system began to receive financial support from the state of Illinois through the Regional Transportation Authority. Operating funds were disbursed to all commuter operators, and the Rock Island was to be provided with new equipment to replace the tired 2700 series and Capone cars. New Budd bilevels that were near copies of the 1961 Milwaukee Road cars arrived in 1978. New EMD F40PH units arrived in late 1977 and, in summer, 1978, briefly could be seen hauling Capone cars. The Rock Island’s commuter F and E units were relegated to freight service or the scrapyard.
With the 1980 end of the Rock Island, the RTA purchased the suburban territory and remaining Rock Island commuter equipment from the estate, while the Chicago and North Western Railway took over operations for a year before the RTA began operating it directly in 1981. LaSalle Street Station was torn down and replaced with the Chicago Stock Exchange building, with a smaller commuter station located one block south of the old station. The RTA gradually rebuilt the track and added more new equipment to the service, leaving the property in better shape than it was in the Rock Island’s heyday, albeit with less track. The Rock Island District, as the Rock Island’s suburban service is now known, now operates as part of Metra, the Chicago commuter rail agency.
Our resident South Side expert M.E. adds, “Your (or maybe the Wikipedia) text says
“The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south.” The wording “paralleling the B&OCT RR passenger line” is not precise. On a sheet of paper, maybe the CRI&P and the B&OCT ran parallel, but in reality, they shared the ground-level trackage for about a mile. The CRI&P’s first station on the Suburban Line (after leaving the Main Line) was at 89th and Loomis (1400 W.). It was (and still is) called Brainerd. One block of Loomis, between 89th and 90th Sts., became a business district. Just as the commuter lines to the north and west saw the development of business districts around commuter train stations, the CRI&P Suburban Line brought about business districts at Brainerd, 95th St., 99th St., 103rd St., and 111th St.
At the western end of that shared mile, about a block west of Ashland Ave. (1600 W.), the B&OCT turned north while the CRI&P turned south. At the eastern end of the shared mile, a few blocks west of Vincennes (which at that point was about 1000 W.), the B&OCT kept going east while the CRI&P Suburban Line ascended to the Main Line and turned north.
Way back (I’m talking about 1950 and earlier), the Halsted St. streetcar line went south on Vincennes, eventually ending at 111th and Sacramento (3000 W.) where it served a row of cemeteries along 111th. Southbound along Vincennes, at 89th St., having just gone under the CRI&P overhead Suburban Line junction with the Main Line, the streetcar line diverged from the street itself onto its own private right-of-way adjacent to the CRI&P Main Line. So 89th and Vincennes was at one time a nice place to watch railroad and streetcar activity.”
Link to eBay Listing

Amtrak Turboliner RTG 1978 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 6715, train 334
Location: Chicago, IL on route to Milwaukee
Date: April 15, 1978
Photographer: James J. Buckley
Link to eBay Listing

mtrak RDC Train 1974 Original 35mm Kodachrome Slide
Subject: Amtrak RDCs 31-30-10, Train 370
Location: Cicero, IL (between Dubuque and Chicago)
Date: June 24, 1974
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 7
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
From the Wikipedia:
The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long.
Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016.
Link to eBay Listing

Pittsburgh PAT PCC 1751 1974 35mm Kodachrome Slide
Subject: Pittsburgh PAT PCC 1751
Location: Broadway near Neeld, Beechview, 42/38 route
Date: May 21, 1974
Photographer: James J. Buckley
Link to eBay Link

Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos car 216
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
Link to eBay Listing

Amtrak Turboliner RTG 1974 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 63-95-94-93-62
Location: Bloomington IL (on Chicago-St. Louis route)
Date: November 2, 1974
Photographer: James J. Buckley
Amtrak took over much of the nation’s rail passenger service in 1971, and the Turboliners were an attempt to modernize. Ultimately, they proved unsuccessful for a variety of reasons, and were withdrawn from service in 1981. Some were rebuilt and were used in the Northeast Corridor from 1988-1994.
Link to eBay Listing

Milwaukee Road Electrification E71 1970 Original 35mm Kodachrome Slide
Subject: Milwaukee Road E71
Location: East end of Butte, MT yard
Date: October 2, 1970
Photographer: Unknown
The Milwaukee Road operated an extensive system of electric freight in its Pacific Extension in the northwestern United States between 1914 and 1974.
Link to eBay Listing

Southern Pacific 4449 Steam Loco “Daylight” 1991 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Benecia
Date: May 17, 1991
Photographer: Unknown
From the Wikipedia:
Southern Pacific 4449, also known as the Daylight, is the only surviving example of Southern Pacific Railroad’s “GS-4” class of 4-8-4 “Northern” type steam locomotives and one of only two GS-class locomotives surviving, the other being “GS-6” 4460 at the National Museum of Transportation in St. Louis, Missouri. GS is an abbreviation of “General Service” or “Golden State,” a nickname for California (where the locomotive was operated in regular service).
The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange “Daylight” paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974.
After this, No. 4449 was then restored to operation for use in the American Freedom Train, which toured the 48 contiguous United States as part of the nation’s 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984.
The locomotive’s operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the Friends of SP 4449. In 1983, a poll of Trains magazine readers selected 4449 as being the most popular locomotive in the United States.
Link to eBay Listing

Southern Pacific 4449 Steam Loco “Daylight” 1984 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Unknown
Date: May 8, 1984
Photographer: Unknown
Link to eBay Listing

Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4020-4015
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
From the Wikipedia:
The City of New Orleans is an Amtrak passenger train which operates on an overnight schedule between Chicago and New Orleans. The train is a successor to the Illinois Central Railroad’s Panama Limited.
The original City of New Orleans began in 1947 as part of the Illinois Central Railroad, and was the longest daylight run in the United States. The daylight train under that name ran through 1971, when it was moved to an overnight schedule as the Panama Limited. The present name was brought back in 1981, still on an overnight schedule. The train is the subject of the bittersweet 1971 song “City of New Orleans”, written by Steve Goodman.
The train operates along a route that has been served in one form or another for over a century. The Panama Limited originally ran from 1911 to 1971, though the IC ran Chicago-New Orleans trains since the turn of the century. Additional corridor service is provided between Chicago and Carbondale, Illinois–the northern leg of the route–by the Illini and Saluki.
Link to eBay Listing

Sao Paulo Brazil CMTC Tram 1807 ex-NYC 1965 Original 35mm Kodachrome Slide
Subject: CMTC 807 (ex-Third Avenue Railway System, NYC)
Location: Sao Paulo, Brazil
Date: March 11, 1965
Photographer: James J. Buckley
From http://www.tramz.com:
Additions in later years included 75 center-door cars, called centex in São Paulo, acquired second-hand in 1947 from the Third Avenue Transit System in New York. Third Avenue Railway had built them for conduit operation in 1938; trolley poles were added in São Paulo, doors were removed on one side and they were numbered 1701-1849. These “Huffliners” ran twice as long in São Paulo as in New York. In 1947 the São Paulo tramway system had 689 trams: 252 single-truck open motors, 28 single-truck open trailers, 153 double-truck open motors,
In 1960 CMTC announced that it would rid the city completely of trams by 1968. The Santa Amaro route, which ran mostly on private right-of-way, would be converted to rapid transit. Several short routes were abandoned in the early 1960s: Barra Funda, Vila Prudente, Brésser, Bosque, Jardim Paulista. After 1963 open trams ran only on the Belém line – it had no turning loop, so required double-end cars. July and August 1966 saw the abandonment of most of the major tram routes in the city: Lapa, Penha, Belém, Pinheiros, Perdizes, Angélica, São Judas Tadeu. In January 1967 the end came to the others: Ipiranga, Fábrica, Casa Verde and Alto da Vila Maria. Only the Santo Amaro line remained. Its inner terminus was cut back to Vila Mariana and henceforth São Paulo, like Rio de Janeiro, had only one standard-gauge trolley line running in an obscure area at the edge of town. On 27 March 1968, with thousands of weeping paulistas lining the route, a cortège of 12 camarões made a final roundtrip to Santo Amaro and ended 96 years of tram service in the city.
Link to eBay Listing

Toronto Streetcar TTC ALRV 4201 1988 Original 35mm Kodachrome Slide
Subject: TTC ALRV 4201
Location: Lake Shore and Symons, Etibicoke, Ontario
Date: May 30, 1988
Photographer: James J. Buckley
Link to eBay Listing

Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4039-4104-4031-4021
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Open Tram 4 Rio de Janeiro Brazil Original 1974 35mm Kodachrome Slide
Subject: CTCG 4
Location: Carioca, Rio de Janeiro
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Baltimore and Ohio Capitol Limited 1967 Original 35mm Kodachrome Slide
Subject: B&O 1419-2415/8
Location: Capitol Limited Train 6 departing Chicago
Date: September 16, 1967
Photographer: James J. Buckley
From the Wikipedia:
The Capitol Limited was an American passenger train run by the Baltimore and Ohio Railroad, originally between New York City and Grand Central Station in Chicago, Illinois, via Union Station, Washington, D.C., Baltimore and Pittsburgh. For almost 48 years, it was the B&O’s flagship passenger train, noted for personalized service and innovation. At the time of its discontinuation on May 1, 1971, when Amtrak took over most rail passenger service in the U.S., the Capitol Limited operated between Washington and Chicago.
Link to eBay Listing

Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos cars 90-223
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 18
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 17
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
From the Wikipedia:
The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long.
Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016.
Link to eBay Listing

Shaker Heights Rapid Transit PCC 41 Original 1968 35mm Kodachrome Slide
Subject: SHRT PCC 41
Location: 55th Street, Cleveland OH
Date: May 25, 1968
Photographer: James J. Buckley
From Don’s Rail Photos: “41 was built by St. Louis Car (Company) in 1946, #1655, as SLPS (St. Louis Public Service) 1766. It was sold as SHRT 41 in 1959 and converted to MU (multiple unit) operation after purchase. It was sold to Buckeye Lake Trolley in 1984.”
Link to eBay Listing

Blackpool Tramway 40 Original 1985 35mm Kodachrome Slide UK
Subject: Blackpool Tramway 40
Location: Fleetwood UK
Date: July 14, 1985
Photographer: James J. Buckley
Blackpool Tramway 40 was built in 1926 and retired in 1963. It has since been part of the collection at the Crich Tramway Village museum. Here, it is shown operating briefly once again on the Blackpool Tramway in 1985.
Link to eBay Listing

Glasgow Tram 1297 Original 1985 35mm Kodachrome Slide UK
Subject: Glasgow Tram 1297
Location: Fleetwood (on Blackpool Tramway, UK)
Date: July 14, 1985
Photographer: James J. Buckley
Glasgow Tram 1297 was built in 1948 and retired in 1962. It is part of the collection at the Crich Tramway Village museum. Here, it is shown operating on the Blackpool Tramway briefly in 1985.
Link to eBay Listing

Great Northern Railway Red River 1954 Original 35mm Red Border Kodachrome Slide
Subject: GNR 12
Location: Departing Minneapolis station for St. Paul
Date: Fall 1954
Photographer: Unknown
From the Wikipedia:
The Red River was a passenger train operated by Great Northern Railway between Grand Forks, North Dakota, and Saint Paul, Minnesota (operating between 1950 and 1968).
History
Great Northern Railway’s third new train set of 1950 was a new schedule named the Red River. The five-car streamliner built by American Car and Foundry Company began service June 25, 1950, operating a daily round trip 324 miles (521 km) each way between Grand Forks, North Dakota, and Saint Paul, Minnesota. The train went southbound in the morning returning northbound in the evening.
The cars for the Red River streamliner were quite different than those built for the International (another 1950 introduction) in that the Red River’s cars had extra insulation and the coaches were equipped with Baker Heaters as there was no steam heat available at the Grand Forks depot where the cars stood overnight. The locomotive was sent to the roundhouse each evening for any running repairs and service so the solution was the installation of the Baker Heaters in the cars.
Link to eBay Listing

Amtrak RDC Train 1975 Original 35mm Kodachrome Slide
Subject: Amtrak RDCs 30-32-15, Train 372 Blackhawk
Location: Crawford (Chicago bound, between Dubuque and Chicago)
Date: September 14, 1975
Photographer: James J. Buckley
Link to eBay Listing

Milwaukee and Suburban Transport 1975 Original 35mm Kodachrome Slide
Subject: M&ST 1466
Location: Wells-River (posed by the old Milwaukee Electric power plant)
Date: June 29, 1975
Photographer: Jeff Wien
Link to eBay Listing

Yakima Valley Transit Trolley 1975 Original 35mm Kodachrome Slide
Subject: YVT 1776/1976
Location: 44th-Nob Hill, Yakima
Date: June 1975
Photographer: Jeff Wien
Link to eBay Listing

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

FYI, my new Arcadia Publishing book The North Shore Line is now finished and has gone to press. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail as soon as we receive them, on or before February 20, 2023.

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Total time – 74:38

Help Support The Trolley Dodger

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Autumn Leaves

September 30, 2022October 5, 2022David Sadowski 9 Comments

North Shore Line Silverliner 737 (at left) and “Greenliner” 767 (at right) prepare to leave the Milwaukee Terminal on May 24, 1953. (Robert Selle Photo)

Seasons change and Fall is here. Today’s post features classic images from two excellent photographers, Robert A. Selle (1929-2013) and Charles L. Tauscher (1940-2017). Selle was a master of black-and-white photography, while Tauscher shot Kodachrome slides in his prime.

We spent a lot of time working these slides over in Photoshop, making them look their best for you. Some required a lot of cleaning.

Lastly, we have some interesting historical CTA documents to share. Going back to the original source can often shed light on past events.

Keep those cards and letters coming in, folks.

-David Sadowski

New Book Update

FYI we recently turned in a second draft of our upcoming book The North Shore Line to Arcadia Publishing. I am pleased to report that the book has been expanded to 160 pages (from 128), a 25% increase. A publication date of February 20, 2023 has been announced, and we will begin our pre-sale on November 20 of this year.

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 974 members.

Indiana Railroad cars 446, 737, and 68 in Indianapolis, IN on June 3, 1938.

FYI, we are in the process of assisting with the creation of a new Facebook group called Hoosier Traction, which will be formally announced in the near future.

The Hoosier Traction Facebook Group will celebrate electric transit in Indiana and the Midwest, and also support the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

The North Shore Line (nearly all by Robert A. Selle)

North Shore Line car 162 is at the rear of a northbound train at Chicago Avenue on June 30, 1958. This car is now the oldest survivor of the fleet, and recently arrived at East Troy, where it will be restored. (Robert Selle Photo)

North Shore Line tool car 234 (a former Merchandise Despatch car) at Edison Court in Waukegan on August 2, 1958. (Robert Selle Photo)

A view of the abandoned Shore Line Route and the crossover to the Chicago Hardware Foundry Company in North Chicago in April 1956. (Robert Selle Photo)

A view of the abandoned Shore Line Route in North Chicago in April 1956. (Robert Selle Photo)

North Shore Line caboose 1005 at North Chicago in June, 1939. (Richard J. Anderson Photo)

North Shore Line caboose 1004 at North Chicago on September 17, 1955. (Robert Selle Photo)

Former North Shore Line Merchandise Despatch car 213 at North Chicago (Chicago Hardware Foundry Company) on August 20, 1955. (Robert Selle Photo)

Newly painted North Shore Line caboose 1003 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line caboose 1002 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line car 419 is at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 444 at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 169 in Mundelein on August 9, 1953. (Robert Selle Photo)

North Shore Line car 735 is at the Mundelein Yards on August 9, 1953. (Robert Selle Photo)

North Shore Line car 150 is on the rear end of a northbound train at Chicago Avenue on June 3, 1959. (Robert Selle Photo)

North Shore Line diner/lounge car 417 is at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line Silverliner 764 is on a side track at Edison Court in Waukegan on July 26, 1958. (Robert Selle Photo)

North Shore Line car 169 is on a side track at Edison Court in Waukegan on July 9, 1955. (Robert Selle Photo)

North Shore Line car 190, which had recently been damaged by fire, at the Highwood Shops on August 27, 1955. (Robert Selle Photo)

North Shore Line steeple cab loco 452 (with 453 at left) at Great Lakes Naval Station, on August 9, 1953. (Robert Selle Photo)

North Shore Line loco 459 at the Pettibone Shops in North Chicago on October 23, 1954. (Robert Selle Photo)

North Shore Line tool car 234 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 606 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 604 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

Chicago Transit Authority Buses by Charles L. Tauscher

CTA trolley bus 9410 is westbound on Montrose Avenue in June 1961. Note the late 1940s Jeepster at left, and the mid-50s Chevy at right. (Charles L. Tauscher Photo)

CTA trolley bus 9341 is southbound on Central Avenue at North Avenue in August 1965, at a time when a White Castle hamburger cost just 12 cents. (Charles L. Tauscher Photo)

The same location in 2019. There is still a White Castle on the corner, off to the left, but the building in the previous photo has been replaced by a newer one just out of view.

CTA trolley bus 9287 is turning from North Avenue onto Narragansett Avenue in September 1962, so it can go into the off-street loop. It’s possible that the man on the corner looking down may be the late William C. Hoffman. The Terminal Grill is long gone, but this loop is still used by CTA buses.
(Charles L. Tauscher Photo)

The same location in 2021. A Dunkin Donuts has replaced the diner grill. Midas Muffler is still there, down the street at the corner of North Avenue and Ridgeland Avenue in Oak Park. The off-street loop is in Chicago.

CTA 9746 at an unidentified location in April 1963. (Charles L. Tauscher Photo) Andre Kristopans: “9746 is on Giddings east of Austin facing west.”

CTA trolley bus 9502 is southbound on Central Avenue at Bloomingdale (1800 N.) in 1969. (Charles L. Tauscher Photo)

The same location today. The bridge has been replaced since the previous photo.

This is most likely CTA trolley bus 9631 on the April 1, 1973 Omnibus Society of America fantrip that closed out trolley bus service in Chicago. (Charles L. Tauscher Photo)

CTA trolley bus 9761 in 1973. This may be on a fantrip. The location is at Belmont and Kimball, but the side sign says Montrose. (Charles L. Tauscher Photo)

The same location in 2019.

CTA trolley bus 9761 on a 1973 fantrip. Can this be somewhere along Belmont Avenue? (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley bus 9761 at an unidentified location on a 1973 fantrip. (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley buses in dead storage some time after the end of service in 1973. (Charles L. Tauscher Photo)

CTA trolley bus 9325 is westbound on Irving Park Road in September 1968. (Charles L. Tauscher Photo)

CTA trolley bus 9708 at an unidentified location in August 1965. (Charles L. Tauscher Photo) Andre Kristopans: “9708 wyeing in 1965 is most likely at Central and West End. There were not many head-in, back-out wyes in the trolley bus network, and this is only one where buildings would look like this.” The wye was located on the east side of Central Avenue. On September 20, 2022, a gas explosion destroyed the top floor of an apartment building on the west side of Central at West End.

CTA 9761 is signed for Route 80 – Irving Park Road in 1969, but the actual location seems to be Central Avenue not far south from Fullerton, so this may be a fantrip. (Charles L. Tauscher Photo)

CTA 9545 is signed for 47th Street in August 1965. Not sure of the actual location, however. (Charles L. Tauscher Photo) Mike Tuggle adds, “The actual location of this photo is the southeast corner of 48th Street and Lake Park Avenue in the Kenwood area, just north of Hyde Park. I know because I was living about 2 blocks south of that area in August 1965. I was 10 years old at the time. The building at the right is long gone, and to the right of the photo is the old Sam Bell Shell filling station. Today, it is a strip mall. The land on which this trolley stood is occupied by townhomes and condos. The building, partially seen over the trolley was the Lakeridge Hotel, which is has since been renovated into apartments. Thank you. I always look forward to the next issue, though I would like to see more photos in this area as well as Hyde Park, South Shore, Woodlawn and Chatham.” Andre Kristopans: “9545 certainly is 47th, specifically at the gas station terminal between Harper and Lake Park south of 47th.”

CTA 9308 has just crossed over the Chicago River on North Avenue on May 15, 1962. (Charles L. Tauscher Photo)

CTA 2583 is westbound on 103rd Street at Vincennes Avenue in May 1960. (Charles L. Tauscher Photo)

CTA trolley bus 9300 is southbound on Central Avenue in July 1969. (Charles L. Tauscher Photo)

We can infer from this July 1968 photo that CTA trolley bus 9537 could not go through the northbound side of the viaduct under the Chicago and North Western tracks on Central Avenue at Lake Street. There must have been some sort of obstruction. The bus is being pushed so that it can get back to the northbound side of the street where it can be re-wired. (Charles L. Tauscher Photo)

CTA 9761 is northbound at Central Avenue at North Avenue on a 1973 fantrip. (Charles L. Tauscher Photo)

CTA 9670 and 3534 are at an unidentified location in June 1961. (Charles L. Tauscher Photo) Andre Kristopans: “9670/3534 at Cicero and Pensacola.”

CTA 3534 and 9389 are at Irving Park Road and Neenah in June 1961. This off-street loop was as far west as trolley buses went on Irving Park. This loop was later decommissioned and part of it is now used as a private driveway. 3534 is on a fantrip. (Charles L. Tauscher Photo)

Historical CTA Documents

Who can say why some things are kept, while others are destroyed? These historical documents form a paper trail that helps inform our understanding of the past.

Mystery CERA Document

In 2014, I compiled a data disc made up of the first 76 Central Electric Railfans’ Association Bulletins from 1938-47. I recently came across an early document that I had not seen before. Curiously, it is not one of the numbered bulletins, but is called “Circular 115.” Which gives rise to the question, were there really 114 previous circulars issued in the three years prior to this one? And if so, where are they and what happened to them?

Please note that the Trolley Dodger is not affiliated with Central Electric Railfans’ Association.

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Total time – 74:38

Chicago’s Lost “L”s Online Presentation

We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

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Help Support The Trolley Dodger

This is our 292nd 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 915,000 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

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

Catching Up

July 19, 2022September 10, 2022David Sadowski 7 Comments

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”

This is our first post in nearly two months. We have been hard at work on our next book, The North Shore Line. In addition, I worked 16 straight days as an election judge during the recent primary here.

Each of these posts involves a tremendous amount of hard work that may not be apparent to the causal observer. First, we have to scan the negatives, prints, and slides that you see here. Then, they have to be worked over in Photoshop to get the color and density right, and remove any scratches, crud, and other blemishes that have accumulated over the decades since these pictures were taken. This can take hours for just a single photograph, but we think the results are well worth it.

Our goal is to present definitive versions of these classic photos in an online archive for all to enjoy. We see our stuff showing up all over Facebook and other parts of the Internet all the time, and, recently, even in books and magazines put out by others.

It would be nice if, in all cases, we received some credit for our contributions. When people ask permission to use our work, it is freely granted, but all we ask is that we are properly credited, that the original photographer is credited, and that the small watermark we place on these images is not cropped out.

We don’t think this is too much to ask. Meanwhile, we hope you will enjoy this latest batch of classic photographs.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 862 members.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s.
These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don’s Rail Photos: “4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985.” The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the “L” in June 1959.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: “Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media.” Jeff Didlake says, “I agree with Ken Achtert’s thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate.”

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, “That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney.” Kenneth Achtert adds, “2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees.”

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street “L” train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the “L” are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street “L” was shifted over to the nearby C&NW embankment in 1962.

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, “I don’t doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn.”

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

About the image above, M. E. adds:

Your caption reads: “This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove.” My hangup is with the term “newer PCCs”. Yes, they were newer than the red cars, but they were not newer than the PCCs on State St. in the photo. The PCCs that ran on 63rd St. were those that Chicago Surface Lines acquired in 1936 to run on Madison St. Those PCCs were also called “pre-war PCCs”. So perhaps your caption might better say “older red cars had replaced the pre-war PCCs, which were shifted …”

I give you credit for pointing out where a State St. PCC car collided with a gasoline truck. I remember that like it happened yesterday. I also credit the photographer for a terrific action photo.

Also, about this photo:

(1) In the distance is the State St. station on the Englewood L, situated south of 59th St. I spy two more State St. PCC cars at or near the L station. This illustrates how busy the north/south PCC car lines were. The Chicago Surface Lines, then the CTA, ordered a total of 600 post-war PCCs, and they were all needed on just five north/south lines — 36 Broadway/State, 22 Clark/Wentworth, 8 Halsted, 42 Halsted/Archer/Clark, and 49 Western. (The pre-war PCCs were still on 20 Madison.)

(2) You mentioned that the photographer was standing on a railroad viaduct. That viaduct spanned State St. just south of 63rd St. The photographer was at the eastern edge of a big freight yard paralleling the New York Central right of way. It is this same freight yard that was used, three blocks east, to deliver new PCC cars, then (later) L cars, to the CTA. The L cars were transferred to the CTA via the L track that ran from the southbound Jackson Park line south past 63rd St. and then down into a ground-level freight yard.

(3) That freight yard also spanned 63rd St., so the westbound red car shown in the photo is about to go underneath the freight yard until it emerges past the New York Central (and Nickel Plate) passenger train tracks, adjacent to the entrance to Englewood Union Station. Past the station, 63rd St. ran under more tracks, first the Rock Island, then the Pennsylvania, both of which also served Englewood Union Station. All told, the trip between State St. and almost to Wentworth Av. was mostly dark 24 hours a day.

(4) The billboard at the left in the photo advertises the ’53 Ford. Assuming this photo was taken in late spring or early summer of 1953 (judging by the clothing on pedestrians and the green foliage), I don’t see any ’53 Fords in the photo.

Buses replaced streetcars on 63rd Street on May 24, 1953, so the picture can’t be from after that, thanks.

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC “L” cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, “Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal.”

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago’s lakefront, in September 1951. (Vic Wagner Photo)

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

The pass for Central Electric Railfans’ Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street “L”. The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line’s Milwaukee Terminal. (William C. Hoffman Photo)

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

The same location in 2015. The streetcar tracks were just to the right of this alley.

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

Don’s Rail Photos: “1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana…” One side of this “L” car was removed, and it was used to transport large rolls of paper. Although Don’s says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Mystery Photo

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western's tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western’s tracks were a short distance east of here, to the right out of view of this photo. (Courtesy of Kevin Heinlein)

A close-up view of car 714, which seems to be painted orange.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

This was also scanned from an original North Shore Line 8x10" nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

This was also scanned from an original North Shore Line 8×10″ nitrate negative in the collections of Robert Heinlein, and was taken at the same time as the previous photo and shows a slightly different view of the same scene. (Courtesy of Kevin Heinlein)

Ray DeGroote Turns 92

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

I dedicated my last book Chicago’s Lost “L”s to my friend Raymond DeGroote, Jr., as the “Dean of Chicago Railfans.” He turned 92 recently. Ray has traveled the world, and has taken thousands of great photos, many of which have been used in books, magazines, and in his excellent slideshows over the years.

And he’s still at it– Ray recently returned from a trip to San Diego for the Electric Railroaders’ Association annual convention. Since returning, other friends have treated him to lunch, and he reports he is “well fed.”

Here are a few of Ray’s classic photos of the North Shore Line:

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans’ Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

The “KX” here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714’s interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

Recent Correspondence

Max Hensley sent us this scan of a 1890 specimen $1,000 bond for the West Chicago Street Railroad Tunnel Company. This cable car tunnel was built in 1893 and crossed the Chicago River near Van Buren Street. Like the other river tunnels, it was eventually enlarged and dug deeper around 1911 for streetcar use. But of the three such tunnels (the others being on Washington and LaSalle Streets), Van Buren was used the least, and does not seem to have seen much action after 1924, except for training use. These tunnels still exist but the approaches have been filled in.

The river tunnels are also discussed at length in my book Building Chicago’s Subways.

Milwaukee Streetcar

We were in Milwaukee on July 13th to help a friend move some things. We did stop by Burns Commons for a few minutes to catch a few pictures (and one video) of Milwaukee’s modern streetcar at its northern terminus:

Did Not Win

Try as we might, our resources are limited. Here are some interesting items that we were not able to purchase, but are still worth a second look:

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the “L”, but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as “Area.” When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6″ wide.

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

Here is what the late Don Ross wrote about the Elgin and Belvedere:

This line was built in 1906 and opened in 1907 between Elgin and Belvidere, 36 miles, to connect the Rockford lines with the Chicago lines. It was under the management of Bion J. Arnold, who was the most distinguished expert in city transit between 1900 and 1925. In 1927 the Rockford to Belvidere segment of the Rockford & Interurban was merged to form the Elgin Belvidere & Rockford. Rockford lightweight interurbans were used, but this was not financially satisfactory. The cars were returned to Rockford Public Service, and the old E&B cars were remodeled for one man service. But it was too late. Competition from the parallel Chicago & North Western and from the automobile caused the line to quit service on March 9, 1930. Arnold purchased two Manhattan Elevated steam locomotives and scrapped the line by himself. It was not completed until the mid to late 1930s.

In 1956, I was checking on ownership of an abandoned C&NW right-of-way for the Illinois Railway Museum, and I stopped in the county clerk’s office in Woodstock. The clerk became curious and then suggested that we might be interested in a piece of property which was on the delinquent tax rolls. It was 50 feet wide and 7 miles long. After paying the taxes for two years, a quit claim was filed and this has become the home of the IRM at Union, IL.

We ran some Elgin and Belvedere photos in a previous post, taken in the mid-1930s by the late Edward Frank, Jr., showing the interurban’s rolling stock in dead storage, waiting for buyers that never materialized.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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Seven Years of Good Luck

January 20, 2022February 5, 2022David Sadowski 6 Comments

Now here’s something you don’t see every day… the 69th Street station on the Normal Park “L”, in color. This short branch closed in 1954.

For most Chicago-area railfans, January 21, 1963 is a day, to paraphrase Franklin D. Roosevelt, that will “live in infamy,” for that is when the Chicago North Shore and Milwaukee, the North Shore Line, breathed its last.

But January 21 is also the date when we started this blog in 2015. This is our seventh anniversary, and I think we have had seven full years of good luck.

In that time, our posts have received 841,000 page views, and over time we have become more and more of a resource for those who are interested in the history of electric traction.

As this is our anniversary post, we pulled out all the stops, and have lots of classic images for you to enjoy. As the 21st is also the 59th anniversary of the North Shore Line abandonment, we have plenty of pictures that pay tribute to that lost interurban.

As we have shared our images with you, you in turn have shared many things with us. We have learned a lot by working together. It has been a great ride here so far, and we can only hope that the next seven years will turn out as well.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 689 members.

Our Next Book

FYI, I recently made a new book proposal to my publisher and it has been accepted. I signed the agreement on the 18th, and with any luck, it will come out later this year.

There is still a lot of hard work to be done, but I will do my best to produce something that is new and different than that which is already out there, and makes a real contribution to our understanding of the past.

One thing working in my favor is there are plenty of great pictures to choose from, and the subject is already legendary.

Here is a summary:

The North Shore Line

As late as 1963, you could take a high-speed streamlined train from Chicago’s Loop elevated, 90 miles north to Milwaukee. This was the Chicago, North Shore and Milwaukee, commonly known as the North Shore Line.

From humble beginnings in the 1890s, as a streetcar line in Waukegan, Illinois, the North Shore Line grew to become, in the words of historian William D. Middleton, a “super interurban.” It reached its peak in the 1920s, under Samuel Insull, when the railroad won the prestigious Charles A. Coffin medal no less than three times.

Besides connecting Milwaukee and Chicago, the North Shore Line served Racine, Kenosha, Waukegan, Lake Bluff, Winnetka, Wilmette, and Evanston. A new Skokie Valley Route, built by Insull, opened in 1926 and helped establish Skokie, Glenview, Northfield, and Northbrook.

The railroad had a branch line serving Libertyville and Mundelein, city streetcars in Waukegan and Milwaukee, and was a pioneer in offering “piggyback” freight service.

Hobbled by the Depression and forced into bankruptcy, the North Shore Line rebounded during the war years with two fast new trains called “Electroliners.” It was finally done in by the automobile, highways, and a lack of government subsidies—but it left a remarkable legacy.

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 284th post.

Each year, around this time, we must renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.

There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.

We thank you in advance for your time and consideration. To date, we have raised $350, which is halfway to our goal. We will also have considerable expenses coming up relating to research for our next book.

Recent Finds

On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park “L” would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met “L” here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.

The old and the new are on display in this 1958 view of the Halsted station on the CTA’s Congress median line. In the background, the old Met “L” is still standing, but would soon be demolished.

North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it “despatch”) station, by this time being rented out to a produce dealer. Don’s Rail Photos: “458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948.”

A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.

A close-up of the previous image. Zach E. writes: “Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave.”

CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)

The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.

The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.

Look at what we have here– the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which “L” is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street “L” at Ashland. It would have been visible from the Paulina “L”, which had closed in 1951, and from the Garfield Park “L”, but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.

The Turtle Wax Turtle.

One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.

Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.

The North Shore logo from a 1942 timetable.

This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.

This is part of a number of photos someone took out of the front window of a CTA “L” train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.

Here, the “L” train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.

The Garfield Park “L” on Van Buren Street at California Avenue, but this time, circa 1954. The old “L” has already been removed, except for the bridge over a nearby railroad.

A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met “L” bridge had not yet been dismantled.

On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)

Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don’s Rail Photos: “C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935.”

Lehigh Valley Transit car 1002, circa 1950. Don’s Rail Photos: “1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952.”

A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.

The Chicago and North Western station in Evanston, during steam days in the early 1900s.

We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the “L”. There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.

Here is the other picture we previously ran of car 2802:

C&IT stands for the Chicago & Interurban Traction Company. Don's Rail Photos says, "The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee." Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

CSL 2802 on a charter, possibly a July 4, 1949 fantrip held by the Electric Railroaders’ Association on various south side lines. Bill Shapotkin writes: “Believe this pic is in the streetcar terminal next to the 63/Halsted ‘L’ station (where the C&IT cars and later busses of South Suburban Safeway and Suburban transit began their runs). View looks east.” M. E. adds, “Bill Shapotkin is correct. This view faces east along 63rd Place on the south side of the 63rd and Halsted (Englewood) L station, which was east of Halsted. One small nit about Bill’s text: The bus lines were named Suburban Transit System and South Suburban Safeway Lines.”
C&IT stands for the Chicago & Interurban Traction Company. Don’s Rail Photos says, “The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee.” Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.

The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.

North Shore Line combine 255. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.” As there are seats visible, this picture dates to circa 1942-46.

Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.

Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.

Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.

This is the Ballston Terminal Railroad, which Frank Hicks calls “a fairly unusual little interurban in upstate New York,” in the early 1900s. More info here.

Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: “No. 434 of the Chicago, Aurora & Elgin – “The Great Third Rail” – was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition.”

North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.

Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

An 0-series Shinkansen “Bullet” train in Tokyo, Japan in June 1968. The North Shore Line’s Electroliners influenced the design of these high-speed trains.

This is the Downey’s station (West Great Lakes) in October 1961.

I assume this may also be at Downeys, in October 1961.

Sailors and others aboard a North Shore Line train in October 1961.

A builder’s photo of Chicago and Milwaukee Electric (later the North Shore Line) car 305. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line streetcar 510. Don’s Rail Photos: “510 and 511 were not really city cars, but were purchased for use on the Mundelein line. They were typical Cincinnati Car lightweights built in 1922. After more of the steel interurbans were received in the next few years, they were replaced by the heavy cars which were thru routed to Chicago. The cars were stored until they were scrapped in 1940.”

North Shore Line wood car 301 at the Highwood Shops in the 1930s. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. 301 and 302 were retired in 1939 and scrapped in 1940.” (Edward Frank, Jr. Photo)

North Shore Line Birney car 334 in Milwaukee. Don’s Rail Photos: “334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” (Donald Ross Photo)

North Shore Line electric loco 458 at the Highwood Shops on September 3, 1963, several months after abandonment. None of the NSL locos were saved, due to the high scrap value they had. (Bill Volkmer Photo)

Chicago Aurora & Elgin wood car 137 at the Wheaton Shops on August 6, 1939, during which time it was leased from the North Shore Line. There were several such cars that were purchased by the CA&E in 1946, making them the last passenger cars acquired by the interurban. It was built by the Jewett Car Company in 1907. (La Mar M. Kelley Photo)

Recent Correspondence

Doug Iverson writes:

David, just heard about your latest adventure into the publishing arena. Hope everything goes well. I would be honored and extremely pleased if you could use this photo of my dad heading to board the North Shore in Racine in the 1940s.

My dad’s name was Nathan Norman Iverson. He was born in Forks, Washington on the Olympic Peninsula and traveled to Racine on the Chicago, Milwaukee, St. Paul and Pacific Railroad better known as The Milwaukee Road. As he did most of his traveling during the depression he “rode the rails” trying to cure his wanderlust. In Racine he met my mother and she calmed his wandering spirit. He loved to travel. He always said “Traveling was always more fun than being there.”

I grew up in Racine with The North Shore flying through town in both directions every hour on the half hour.

Thanks for sharing! A remarkable story.

Marty Robinson writes:

Thanks David for your anniversary post. It elicited several memories for me: riding the North Shore Line from Downey into Chicago numerous times while at Great Lakes in 1950/51 at boot camp and electronics school. And a mention of the Railroad Fair, where I worked as a 16-year-old as a conductor on the Deadwood Central.

Glad you enjoyed it, thanks! Marty is front row, center in this 1948 photo from the Chicago Railroad Fair.

Did Not Win

Resources are limited, and we can’t win all the auctions for interesting pictures. Here are some that are still worth another look:

The interior of a Silverliner in 1963.

This is apparently a Chicago area train, but which one? The type of slide mount would indicate a date in the range 1955-58. But the headline visible, on a copy of the Chicago Daily News, refers to the selection of a site for the University of Illinois campus in Chicago. That determination was not made final until 1961. It’s been suggested that this may be the GM&O, but it could also be a Chicago & North Western train known as The 400, which ran between Chicago and Minneapolis. The 400 got its name because the travel time between cities was about 400 minutes. At any rate, it’s an air conditioned car. Mitch Markovitz: “Regarding the parlor car interior. It’s definitely the interior of GM&O parlor “Bloomington,” and not a C&NW parlor. C&NW parlors had parlor chairs from Coach and Car, and the chairs seen in the photo are those from Heywood-Wakefield, in the “Sleepy Hallow model.””

The original Kedzie Avenue station on the Ravenswood “L” (today’s CTA Brown Line) in the early 1970s, not long before it was damaged by fire. We are looking west.

Trolleys to Milwaukee by John Gruber

A copy of this long out-of-print 32-page book is being offered for sale on eBay for $50. One of the fans on the Facebook North Shore Line group lives in Australia and is interested in this book, but international shipping is expensive. So I offered to scan my copy for their benefit. You might enjoy it too.

John E. Gruber (1936-2018) was a notable and very talented photographer, as evidenced in these very striking pictures.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

Help Support The Trolley Dodger

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You can help us continue our original transit research by checking out the fine products in our Online Store.
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Gary Railways, Part One

December 27, 2021January 17, 2022David Sadowski 8 Comments

An early railfan photographer (probably armed with a folding or box camera) captures Gary Railways cars 9 and 17 passing each other, probably circa 1938-39. According to Mitch Markovitz, this is “45th on the Crown Point Line.”

This post features many classic railfan pictures of Gary Railways in the Hoosier State, generously shared from the collections of William Shapotkin.

While it only existed as electric transit from 1906 to 1948, what eventually got reorganized under the name Gary Railways had some interesting characteristics that were of great interest to some of the earliest railfans. The area around Gary developed rapidly into an industrial powerhouse as soon as U.S. Steel built the Gary Works steel mill there. A vibrant and growing city rapidly emerged, but there were many surrounding areas that were kept vacant for future industrial development.

Therefore, Gary Railways had both urban and interurban characteristics. It also had quite a variety of equipment. The system was part of the Samuel Insull empire during the 1920s, and various generations of lightweight, modern cars were purchased.

As with many other electric railways, the system went into a decline during the Great Depression. There was a gradual abandonment and bus substitution, starting with the interurban portions. This, in turn, attracted the attention of many Chicago area railfans who wanted to ride and photograph these lines before they faded into oblivion.

Gary was easily reachable by car and via the South Shore Line. Fans chartered a trip on Gary Railways on May 1, 1938, which was later regarded as the beginning date of the Central Electric Railfans’ Association (CERA). The group wasn’t organized much until later, but that came to be regarded as the start of it all.

The Gary system also had an interesting connection to what was envisioned as the Chicago–New York Electric Air Line Railroad. This “air line” did not involve airplanes, but was meant to be high-speed rail that would travel in a straight line between Chicago and New York City.

Ultimately, only about twenty miles of this Air Line were ever built, before the entire scheme collapsed due to the tremendous cost of actually building it. Portions of what did get built were used by Gary Railways up until 1942.

John F. Humiston (1913-2003) was one of the early railfans photographers whose excellent work is featured here, along with other luminaries as Malcolm D. McCarter, Robert V. Mehlenbeck, Gordon E. Lloyd, Donald Idarius, William C. Janssen, and Edward Frank, Jr.

We will feature more photos from Gary Railways in a future post. In addition, as usual, we have some interesting recent photo finds for your enjoyment.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 658 members.

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 283rd post.

In just about three week’s time, we will need to renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

We thank you in advance for your time and consideration.

-David Sadowski

Gary Railways

Gary Railways snow sweeper 4 on November 21, 1927. (William Shapotkin Collection)

Gary Railways Valparaiso Division train 12, car #1, at the Pine Street Siding alongside Central Avenue in East Gary, Indiana on July 24, 1938. Don’s Rail Photos: “1 was built by Kuhlman Car Co in May 1924, (order) #825, as Gary & Valparaiso Ry 1. It became GRy 1 in 1925 and retired in 1947.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 11, going eastward, meets car 14 heading in the opposite direction, on the Hammond Division at Kennedy Siding along 165th Street in Hammond. This picture was taken at 11:40 am on Friday, May 6, 1938. Don’s Rail Photos: “14 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 11 at Sibley and Oakley at the Hammond city street terminal in 1942. The view looks west from Oakley. (William Shapotkin Collection)

Gary Railways car 9 is on 11th Avenue, just west of Rutledge Street on the Hammond line on July 7, 1946. Don’s Rail Photos: “1st 9 was built by Cummings Car Co in 1926. It was wrecked on 5th Avenue on April 28, 1927, colliding with 201. It was scrapped. 2nd 9 was built by Cummings Car Co in 1927. It replaced 1st 9 and retired in 1946.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 19 on an early CERA fantrip. This date might be March 19, 1939. The well-known CERA drumhead is not yet in evidence. According to the late John Marton, it was first used on a June 25, 1939 sojourn. Don’s Rail Photos: “19 was built by Cummings Car Co in 1927. It was retired in 1946 and the body was acquired by Illinois Railway Museum in 1989.” (William Shapotkin Collection)

Gary Railways car 8 in storage in the yard east of the Gary car barn, on January 18, 1941. Don’s Rail Photos: “8 was built by by Cummings Car Co in 1926. It was retired in 1946.” (William Shapotkin Collection)

Gary Railways car 6 is heading west on 5th Avenue at Clarke Siding in Gary, IN on March 18, 1939. This was the last day of service on the Indiana Harbor Division. Don’s Rail Photos: “6 was built by by Cummings Car Co in 1926. It was retired in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

It’s a bit blurred, but this looks like Gary Railways 12. Don’s Rail Photos: “12 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Edward Frank, Jr. Photo, William Shapotkin Collection)

(Edward Frank, Jr. Photo, William Shapotkin Collection) Mike Franklin: “This is looking west on Sibley St. across Oakley Ave. Oakley Hotel is on the corner to the right.”

The interior of Gary Railways car 18. Don’s Rail Photos: “18 was built by Cummings Car Co in 1927. It was scrapped in 1946.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19 at 145th and Main in Indiana Harbor on Sunday, March 19, 1939 (the day after this line was abandoned). The view looks northwest, with St. Catherine’s Hospital in the distance. (Donald Idarius Photo, William Shapotkin Collection)

Broadway looking north from 9th Avenue in Gary on July 8, 1909. This was the “state of the art” in streetcar and roadway construction at that time. (William Shapotkin Collection)

Gary Railways car 18 is on Bridge Street in Gary, IN, crossing the South Shore Line, on Sunday, June 5, 1938. (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways 207 exiting the gate at the Tube Works onto 2nd Avenue in Gary on Saturday, June 18, 1938. Don’s Rail Photos: “207 was built by Kuhlman Car Co in 1918, #681, as GSRy 207. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways 19, as a Glen Park local. (William Shapotkin Collection)

Gary Railways car 120 at the Gary carbarn on May 1, 1938. I assume it was built by the McGuire-Cummins Manufacturing Company in 1911. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 8 at 5th Avenue and Broadway on May 8, 1932. (Robert V. Mehlenbeck Photo, William Shapotkin Collection)

Gary Railways car 14 at the Mill Gate in Gary, working the Hammond route, on August 18, 1946. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 16 in Hammond on August 18, 1946. Don’s Rail Photos: “16 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (William C. Janssen Photo, William Shapotkin Collection) Mike Franklin adds: “This is looking east on Sibley St toward Oakley Ave. Oakley Hotel on the corner, the Labor Temple next to the east, and the First Baptist Church (larger dome) further down. All is gone except for the white building, once the Federal Building of Hammond, in front of the car located on NE corner of State St & Oakley Ave.”

Gary Railways 17 at Mill Gate on March 19, 1939. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 121. Don’s Rail Photos: “121 was built by McGuire-Cummings Mfg Co in 1911 as G&IRy 121. It got a new roof in 1922 and retired in 1940.” (William Shapotkin Collection)

West 5th Avenue in Gary in 1924. That looks like Gary Railways car 206. If so, it was was built by Kuhlman Car Company in 1918. (William Shapotkin Collection)

Gary Railways car 203. Don’s Rail Photos: “203 was built by Kuhlman Car Co in 1918, #681, as Gary Street Ry 203. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946.” (William Shapotkin Collection)

Gary Railways car 1 is turning into the carbarn off of 22nd Avenue on October 24, 1940. The view looks north from the apron of the car barn. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 19, likely on one of those early late 1930s fantrips. (William Shapotkin Collection)

Gary Railways car 15 in storage at the Gary car barn on January 18, 1941. This car was likely built by Cummings Car Company in 1926. (Malcolm D. McCarter Photo, William Shapotkin Collection)

The former Gary Railways car 50 in service as a diner at 63rd Street and Central Avenue in Chicago on March 8, 1947. Don’s Rail Photos: “50 was built by Cummings Car Co in 1929. It was scrapped in 1946.” (Donald Idarius Photo, William Shapotkin Collection)

Gary, IN. The Central Electric Railfans’ Association day-after abandonment fantrip on March 19, 1939. The view looks west on 37th Street at Michigan Central Crossing (Mississippi Street). (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 3 at Mill Gate on May 1, 1938. Don’s Rail Photos: “3 was built by Kuhlman Car Co in February 1925, #851 as Gary & Hobart Traction Co 3. It became GRy 3 in 1925 and scrapped in 1947.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 5 is on a CERA fantrip, in front of the Hobart car barn on March 19, 1939, the day after regular service here ended. The Nickel Plate’s tracks are visible at rear. Don’s Rail Photos: “5 was built by Kuhlman Car Co in February 1925, #851, as G&HT 5. It became GRy 5 in 1925 and scrapped in 1947.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 12 at Mill Gate (Gary) on May 1, 1938. The EJ&E embankment is visible at rear. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 9 at Mill Gate terminal in 1942, about to pull a trip to Tolleston. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways 213 at 45th and Grand on July 21, 1946. Don’s Rail Photos: “213 was built by Kuhlman Car Co in 1919, #658, as Buffalo & Lake Erie Traction Co 231. It was sold as G&I 213 in 1923 and rebuilt by Cummings Car Co in 1927. It was scrapped in 1947.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19. According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He adds, “Photo 889 is looking south. The railroad crossing in the distance is the South Shore.” I assume this photo was taken on the same day as Shapotkin875, also in this post, on March 19, 1939. (Edward Frank, Jr. Photo, William Shapotkin Collection)

The idea behind the “New York Air Line” was simple– build a track in a straight path between Chicago and New York, reducing the distance traveled by a considerable amount, and use electric vehicles to compete with the steam railroads. It would have been an early form of high-speed rail. But engineering and fundraising challenges proved insurmountable, and the venture collapsed after only about 20 miles of track were built in the vicinity of Gary. Parts were incorporated into the Gary streetcar system. (William Shapotkin Collection)

Gary in the early 1900s. I believe this is a part of the New York Air Line. (William Shapotkin Collection)

Gary was a boom town that sprung up practically overnight in the early 1900s. New roads and streetcar lines sprung up along with it. (William Shapotkin Collection)

A streetcar line under construction in Gary in the early 1900s. (William Shapotkin Collection)

Gary Railways car 6 on the Indiana Harbor Division, west on Fifth Avenue at Colfax Siding in Gary, IN on Saturday, March 18, 1939. (John F. Humiston Photo, William Shapotkin Collection)

Breaking ground for grading at East Gary, five miles from Gary, on June 16, 1909. From the Air Line News, July 1909. (William Shapotkin Collection)

Gary Union Atation. Chris Cole says this “the former NYC/AMTRAK station in Gary. It still stands although in a derelict condition between the railroad tracks and the Indiana Toll Road.”(William Shapotkin Collection)

(William Shapotkin Collection)

Railroad dignitaries at Air Line Park. From the Air Line News, July 1909. (William Shapotkin Collection)

(William Shapotkin Collection)

The Lake Shore Depot in Gary in the early 1900s. (William Shapotkin Collection)

(William Shapotkin Collection)

Gary Railways 109 in storage at the Gary car barn in September 1938. Don’s Rail Photos: “109 was built by McGuire-Cummins Mfg Co in 1910 as G&I Ry 109. It was made one man in 1927 and scrapped in 1939.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 102. According to the caption, street railway service in Gary was inaugurated with this car. (William Shapotkin Collection)

Gary Railways car 17 at the Pennsylvania Railroad crossing in Tolleston on July 21, 1946. Don’s Rail Photos: “17 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19 on a trestle along a highway. This was a CERA Railfan Special on March 13, 1939 (IMHO, this date may actually have been the 19th, in which case the late Mr. McCarter had a typo in his photo database). According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He continues, “Photo 875 is looking north. The factory on the left was a Cudahy soap plant that made Old Dutch Cleanser. I believe there was a car shop located there as well to service Cudahy’s refrigerator fleet. The first railroad crossing near the factory is the EJ&E line between Shearson and Cavanaugh. The distant crossing is the B&OCT/SLIC joint line.” (M. D. McCarter Photo, William Shapotkin Collection)

Air Line car 102. (William Shapotkin Collection)

Looking west along the Air Line toward Monon Crossing on October 17, 1908. From the Air Line News, November 1908. (William Shapotkin Collection)

Laying track west of the Monon Railroad crossing on July 22, 1908. From the Air Line News, August 1908. (William Shapotkin Collection)

Gary Railways car 19 in downtown Gary, on one of those early fantrips, circa 1939. (William Shapotkin Collection)

Gary Railways car 128 at the Gary car barn on May 1, 1938. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 22 at the Mill Gate terminal in Gary on May 1, 1938. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 19 on a fantrip, circa 1939. (William Shapotkin Collection)

Gary Railways car 19, likely also on a 1939 CERA fantrip. (William Shapotkin Collection)

Recent Finds

South Side Elevated locomotive #22 on April 17, 1898, just as this “L” was converting from steam to electricity (note the third rail). This was scanned from a second-generation negative. The original was a 5×7 glass plate neg, and I believe this one was contact printed from that. Now, I took out some of the most obvious imperfections with Photoshop, and the result is probably the best you could hope for, from an image that is 123 years old. (Ralph D. Cleveland Photo)

The North Shore Line’s massive Zion station, as it looked in the early 1960s. The elders in what started out as a religious community insisted that the railroad build a station this size, anticipating rapid growth in their community that did not materialize. The station was torn down within a few years of the interurban’s 1963 abandonment. The current population is about 23,500.

An early postcard view of the Chicago Stock Yards and the “L” branch by the same name.

Did Not Win

Our resources are always limited, and therefore we do not win the auctions for everything we think will interest our readers. Still, these items we did not win are definitely worth a second look:

This early image of Chicago Aurora and Elgin cars 24, 10, and 20 recently sold for $100.99. It was described as being the original 4x5" negative, not a copy.

This early image of Chicago Aurora and Elgin cars 24, 10, and 20 recently sold for $100.99. It was described as being the original 4×5″ negative, not a copy.

A North Shore Line blueprint recently sold for $122.50 on eBay. Don’s Rail Photos: “410 was built as a trailer observation car by Cincinnati Car in June 1923, #2640. It was out of service in 1932. It was rebuilt on December 31, 1942, as a two motor coach by closing in the open platform and changing the seating.”

Here is a really nice slide that I unfortunately did not win. Lehigh Valley Transit’s Liberty Bell Limited, picking up passengers in Allentown, PA. This interurban quit in 1951.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

Total time – 121:22

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

Help Support The Trolley Dodger

This is our 283rd 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 833,000 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

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

Recent Finds and New Releases

December 17, 2021May 27, 2024David Sadowski Leave a comment

A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

Besides our usual crop of classic traction photos, this time we also have exciting news about two new products related to the Railroad Record Club. Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases.

The result is a new book on disc, A Guide To the Railroad Record Club (see article below). This was quite a project and labor of love on Ken’s part!

Even better, a considerable part of the proceeds of these releases, both available through our Online Store or through the links below, will go to defray some of the thousands of dollars Ken has spent in trying to preserve this history for future generations. Chances are, without his efforts, the Steventon Railroad Record Club collection of tapes and other artifacts would have ended up in a dumpster by now, for lack of interest on anyone’s part in saving them.

For this, Ken deserves the thanks of anyone who enjoys hearing these historic recordings.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 643 members.

Kenneth Gear now has a Facebook group for all things related to the Railroad Record Club, and other railroad audio recordings. Again, it is a private group.

Auction for Jim Martin’s North Shore Line Sign

Jim Martin is a great guy, and you may have seen some of the North Shore Line videos he has posted to YouTube, taken from his original color 8mm movies. He recently contacted us, as he wants to sell an original porcelain-on-metal North Shore Line sign he purchased from legendary Chicago bookseller Owen Davies in 1962. (You can read more about Owen Davies here.)

This must have been from a Shore Line Route station, since the North Shore Line was still in operation at that time. You can find out more about this eBay auction here. Although we are running the auction and providing our “good offices,” 100% of the proceeds will go to Jim.

It ends at 9:02 PM Central Time on Friday, December 17th. Good luck with your bids.

Now Available – A Guide to the Railroad Record Club E-Book:

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

As many Trolley Dodger readers are aware David and I have been trying to preserve the legacy of William Steventon’s Railroad Record Club. To that end we have collected all the released LPs and reissued them on CDs. We have posted many RRC traction photographs in this blog, put together a history of the club and gathered biographical information about William Steventon and his recording associates.

We uncovered some interesting information about the techniques and equipment used to make field recordings in the pre-digital age and the process of producing the LPs. I acquired the William Steventon estate and discovered a veritable treasure trove of unreleased audio, master tapes, original artwork commissioned for the album jackets, test pressings, movie films and numerous artifacts from all phases of the record making procedure from field tape to released LP.

Despite all that we accomplished we still had one very important question to answer. Now that we had all this material, how do we make it available to everyone who would be interested.

Much audio has been donated to museums and historical societies and CDs are offered for sale in the online store. The history of the club and the story of my efforts to buy the estate have appeared in this blog, but still, that didn’t seem to be enough. We wanted to do more. This wonderful historical material deserves more.

David finally hit on the perfect idea, he suggested that I write an eBook. This format would allow us to present not only a more detailed history of the club and an updated account of my purchase of the estate, but it could also include audio files, photo scans and movie files. Virtually all the Railroad Record Club archive could be gathered into one place!

I began to put the eBook together over a year ago. I rewrote the RRC history that appeared in this blog adding a lot of newly discovered data. Next, I revised my account of the estate purchase and wrote and entirely new chapter detailing the preservation efforts and the cost it entailed. I made lists of every single object acquired and made notes on condition. I spent many days photographing every item including scores of record jackets, labels, pressing plates and test pressings from the many editions of each LP. Countless hours were spent scanning documents, personal letters, magazine ads and articles. Photographs from the collection needed scanning and retouching. All this had to be cataloged and organized and information from many different sources had to be interpreted and fit into the timeline of RRC milestones. A lot of time and effort went into making the Railroad Record Club archive available on a convenient and inexpensive data disc electronic book.

In addition to all of the above, I have compiled what I think is an invaluable resource for RRC enthusiasts. The eBook has a compendium section that contains details about every released record. Each LP’s entry has all the accumulated information we have so far been able to discover about a particular record. Details such as the original release date, reissue date, differences in the various edition jackets and liner notes, master tape specifics and recording dates are listed. There are photo scans of each of the LP’s jackets, labels, test pressings, print blocks, master tapes, pressing plates and artwork. An “Additional Information” section is included for each record detailing any interesting facts we uncovered about the recordist, railroad equipment or notable incidents occurring during the field recording. Best of all each record’s entry has bonus audio tracks that may include unreleased recordings, audio salvaged from ancient homemade records, radio programs and/or railroad sounds from tapes that were in Steventon’s personal collection. Here are a two sample photos of record labels and the “data sheet” entry for Record Number SP-6.

RAILROAD RECORD CLUB

COMPENDIUM

DATA SHEET

RECORD NUMBER: SP-6

TITLE: THE MILWAUKEE ROAD

Box Cab Locomotives On The Coast Division

RELEASED ON 12 INCH DISC ONLY

NRP MATRIX CODE: NR 15567

YEAR OF FIRST PRESSING: 1983

JACKET ILLUSTRATION NOTES:

1st edition jacket has a drawing of CMSt.P&P box cab locomotive No. 10500 by Marshall (Pat) McMahon. Caption under drawing reads “No. 10500, later E-25 on Houser Way Renton, WA in the 1930’s. Drawn from a photo by James A. Turner in the warren W. Wing collection.”

Back has liner notes.

2nd edition jacket identical to 1st edition

SURVIVING MASTER TAPE(S):

None in the William Steventon estate.

DOCUMENT/PHOTO FOLDER CONTENTS:

(There may exist other editions and variations then those pictured)

1st edition jacket front and back

1st and 2nd edition labels

NRP test pressing labels side 1 and 2

Cassette card

McMahon CMSt.P&P box cab artwork

SOUND FOLDER CONTENTS:

Short excerpt from the unofficial sampler.

Elwin Purington CMSt.P&P box cab bonus track.

Sound folder notes:

Track 1:

In 1965 William Steventon ceased operating the Railroad Record Club as an actual “club.”

From then on all records were sold individually with no minimum to buy. He also stopped producing the sampler records at this time and no sampler records were made after the 8th year (1964).

To continue where Steventon left off an unofficial special pressings sampler has been made for this eBook. Excerpts of approximately 3 minutes each have been added to the sounds folders of the special pressings records.

Track 2:

This track was recorded by and is narrated by Elwin Purington. The recordings were made at Black River Junction near Seattle, Washington in 1960. The audio was taken from a tape-recorded letter Purington made to Steventon in 1961. These are some of Purington’s earliest stereo recordings and are very realistic. The air horn on those box cab monsters might blow you right out of your chair!

The scene opens as a long train arrives at Black River Junction powered by a set of the old box cabs. Various switching maneuvers are made in the yard. Then the cars are taken north on the wye and a “flying switch” is made and the caboose is moved over to the head end of the locomotives. The caboose’s high pitched air whistle is heard as the train, caboose now leading, crosses a road. Now heading east the train does more switching work. With all local work completed the caboose is put back where it belongs and the train heads out on the south leg of the wye towards Tacoma.

Total: 15:44

ADDITIONAL INFORMATION:

On the jacket front this record is advertised as the 30th anniversary issue 1953-1983. Steventon always dated the beginning of the Railroad Record Club to 1953, the year he made his first railroad recordings.

With the exception for two tracks on side 1, this is the only RRC record recorded in true stereo.

This was the last all new Railroad Record Club release.

Steventon first heard these Milwaukee Road box cab recordings in 1961. It would be 22 years before the recordings were finally released on vinyl.

Elsewhere on the eBook are scans of traction photographs that were sold by the Railroad Record Club.

There is a movie file containing William Steventon’s railroad home movies with footage of the PRR, B&O, N&W and NY Central among others. Traction fans will certainly enjoy scenes of the Washington D. C. Capital Transit streetcars and freight operations. A few screenshots follow:

Every known Steventon recording date, location and subject railroad has been collected and organized into a list.

Record ideas that never came to be are discussed and some interesting facts about the records and the people that recorded them are revealed.

For instance:

William Steventon endured health problems from an early age and his father, an engineer on the New York Central, broke company rules by allowing young William in the cab with him for fear that the child may die without them having spent enough time together.

Record Number 9 was recorded by Thomas A. Hosick. He was co-inventor of the low-pollution, Eliptocline automotive steam vapor engine and was featured in a 1966 cover story in Popular Science magazine.

William Steventon had the assistance of an CNS&M train accident victim in securing permission to make recordings on board North Shore trains.

Record SP-6 was the last all new RRC record and the only one recorded in stereo.

Many other previously unknown facts about the 37-year history of the Railroad Record Club have been painstakingly collected and combined with rare audio and video, vintage ads, photographs, catalogs and much more. A more complete look at the Railroad Record Club would be impossible to produce.

Despite all the work and research that went into compiling this archive, profit and return on investment was not the driving force. Preservation was! It is our belief that the best way to ensure that the legacy of the RRC continues to educate and entertain for years to come is to get it into as many hands as possible. That is why we are offering this incredible amount of material for the low price of $19.99. Each part of this eBook is worth that price on its own. Hours of vintage railroad audio, two video programs and scores of traction photos are included for that one low price. The compendium will prove to be a much-used resource to anyone who is a Railroad Record Club devotee. Even if you have little interest in the RRC itself, the audio and video alone is an outstanding bargain. Please consider purchasing a copy and help David and I preserve the work that William Steventon and all his contributors worked so hard to create.

–Kenneth Gear

Now Available:

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren’t going to those places.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

The same location today, courtesy of Mark J. Wolodarsky.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.” It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don’s Rail Photos: “M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and now preserved at the IRM (since) 1989.”

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: “354 was built by St Louis Car Co in January 1928, #1453. It became the last car on August 12, 1951. It was purchased by the president of the Chicago Hardware Foundry. It was painted into the green and red of CHF, but the motors were removed. The car was acquired by the Illinois Electric Railway Museum (now IRM). Restoration began in 1958 (I put many hours on the car), and it is now in operation in Union. When I visited the car in 1989, it brought back many happy memories.”

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee.
(Ray Muller Photo)

Chicago North Shore and Milwaukee car 300. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans’ Association private car in 1941.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that’s how the cars were lettered.

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting “tiger stripes.”

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the “James W. Ransom,” named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don’s Rail Photos: “2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951.” (Charles Able Photo)

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

The Atlantic City and Shore (aka the “Shore Fast Line”) ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar Kelley’s large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 – Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don’s Rail Photos: “6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932.”

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don’s Rail Photos: “2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945.” (Robert W. Gibson Photo)

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

CTA 4000s and 2200s on the Loop “L” in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

On May 16, 1954, CTA red Pullman 479 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

I recently won this auction for “an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. ’06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee.”

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

Total time – 121:22

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

Help Support The Trolley Dodger

This is our 282nd 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 830,000 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

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

Milwaukee Then and Now

November 19, 2021November 21, 2021David Sadowski 2 Comments

Photographer Richard H. Young took this picture of North Shore Line car 157 at the Milwaukee Terminal on June 16, 1962 during a fantrip. It must have been taken at nearly the exact same time as a photo we ran some time ago, which was somewhat controversial, and shows the same scene from a different angle, with the Milwaukee Road train shed off in the distance, behind car 157.

The same location today.

The other slide, also from the same June 16, 1962 fantrip.

Looking east along Clybourn today.

Most of today’s post is by guest author and historian Larry Sakar, who takes us on a journey following the North Shore Line interurban’s former path through Milwaukee. We hope that you will enjoy it.

Larry is the author of Speedrail: Milwaukee’s Last Rapid Transit? published in 1991 by Interurbans Press. Used copies are available through Amazon and other booksellers.

Larry was inspired, in part, by some of the Milwaukee photos we ran in our recent post Trick or Treat (October 31 2021). We will have more such pictures in future posts.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 596 members.

Auction for Rare North Shore Line Ticket Cabinet From Dempster Street Station, Skokie

FYI, much as I would like to think otherwise, you can’t keep everything. And thus I have reluctantly decided to part with the original North Shore Line ticket cabinet from the Dempster Street Station in Skokie, which was willed to me earlier this year by my late friend Jeffrey L. Wien. The proceeds will help to underwrite the cost of the Trolley Dodger blog.

The auction ends the evening of Saturday, November 20th. Full details are here:
https://www.ebay.com/itm/125004938263

Milwaukee Then and Now by Larry Sakar

From sometime in 1920 until January 21 1963, the downtown (main) station of the Chicago North Shore & Milwaukee Railroad was on the southeast corner of North 6th and West Sycamore Streets. In the 1930 renaming of Milwaukee streets West Sycamore became West Michigan Streets. The first photo shows a train laying over at the station in the evening. Date and photographer unknown.

After the North Shore Line abandoned operations on January 21 1963, the former station sat vacant until late May into early June 1964 when it was razed to make way for another downtown Milwaukee parking lot. This Tom Manz aerial photo shows the southwest corner of track 1 or where track 1 used to be. You are looking west at the intersection of North 6th Street and West Clybourn Street. Note the start of the 6th Street viaduct at bottom left. The overhead catenary bridges stood for many years post-abandonment. West Clybourn Avenue continues across the intersection with North 6th Street. The angled street seen branching odd immediately left of Clybourn Avenue is the start of West Saint Paul Ave. In North Shore’s day Saint Paul Avenue did not go east of North 6th Street, nor did it cross beneath the 6th Street viaduct. The street that is today Saint Paul Avenue east of North 6th Street was known as West Fowler Street in North Shore Line’s day and contained nothing but warehouses. Saint Paul Avenue continued east of North 6th Street starting in 1965 when the new Milwaukee Road passenger station opened on now West Saint Paul Avenue and North 5th Street. Today it has become the Milwaukee Intermodal station serving Amtrak and several bus lines. Today (2021) the site of the Milwaukee North Shore line Station is occupied by Secura Insurance Company.

North Shore trains leaving the 6th & Michigan Streets Milwaukee station cut across the intersection of North 6th Street and West Clybourn Avenue, made a curve to the left and entered the north approach to the 6th Street viaduct. There are four viaducts across the Menomonee River Valley in Milwaukee. All of them run north-south. They are 6th Street, 16th Street, 27th Street, and 35th Street. The North Shore line had exclusive access to the 6th Street viaduct. North Shore Line’s competitor The Milwaukee Electric Railway and Light Company operated streetcars over both the 16th and 27th Street viaducts. The 35th Street viaduct was the last of the four to be built. The Route 35 streetcar line ended at West Mount Vernon Avenue and did not cross the viaduct. After Route 35 was converted to Trackless trolley wire was erected and trolleybuses ran across the viaduct. Today Route 35 diesel buses of the Milwaukee County Transit System operate across all four viaducts. Post-NSL abandonment the North Shore Line’s rails remained intact but the overhead catenary bridges were removed in later years. The condition of the bridge in the 1990s had become so bad that buses and trucks were banned. Traffic was confined to the inner two lanes. Pieces of the 6th Street viaduct were actually falling off. (1951 Don Ross Photo)

The 6th Street viaduct was torn down in 2000. The scrappers nwere selling sections of North Shore Line rail to anyone willing to pay their exorbitant asking price. It has been rebuilt into two separate bridges which meet at ground level at West Canal Street. The decision to make it into two bridges which meet at Canal Street was likely influenced by the opening of the Potawatomi Hotel and Bingo Casino at North 17th and West Canal Streets. (Christopher N. Barney Photo)

North Shore Line tracks on the 6th St. viaduct. (1989 Christopher N. Barney Photo)

North Shore Line trains continued south on South 6th Street until West Scott Street. Here they made a left turn and followed West Scott Street south for one block on a curvy part of the right-of-way for one block east to South Fifth Street where they turned right onto South Fifth Street. Their next stop was West Greenfield Avenue.

The city of Milwaukee or the county (I’m not sure which) purchased that one block. Today southbound traffic on South 6th Street turns onto what is left of that one block and makes the nearly identical turn to get to West Greenfield Avenue which is the first ramp to southbound Interstate Highway 94 south of downtown Milwaukee. The former factory seen in many photos of North Shore Line trains at this location still stands and is in use for low income housing. (Christopher N. Barney Photo)

As our train continues plodding along on South Fifth Street we pass West Chase Avenue. where we see this rather odd shaped building. In the days of the North Shore Line, South 5th Street was a beautiful south side neighborhood all the way south to West Harrison Avenue. When the I-94 freeway was built every home and business along the east side of South Fifth Street was torn down to accommodate the expressway on and off ramps. Several homes and businesses on the street’s west side also suffered the same fate. (1955 Don Ross Photo)

The same location in 2016. A Chris Barney Photo.

At South Fifth and West Mitchell Streets we stop to pick-up passengers on the northwest corner. Our train passes Notre Dame Catholic High School and Saint Stanislaus Church. (Frank Butts Photo, January 1963)

Notre Dame Catholic High School and Saint Stanislaus Church are still there today, and look just as they did in North Shore’s day. The automobiles are different, but nothing remains to show that North Shore Line trains once stopped here. (Christopher N. Barney Photo)

Let’s begin the rest of our southbound trip on the North Shore Line at Harrison Avenue (the NSL called it Harrison Street). Harrison Avenue marked the end of street running and the start of the private right-of-way. The Harrison Street shops building and yards sat along the east side of the property.

After the North Shore Line was abandoned in 1963, the track and wire was removed but the building remained standing. As the years went by its appearance worsened. All of the windows had the glass removed and were boarded up. But the front of the building continued to display its heritage. Above the door that opened into the shops was the original stone letterboard which said Chicago and Milwaukee Electric Railway 1908. According to TWERHS president Chuck Westerman, TWERHS obtained the letterboard and brought it with them when they moved out to East Troy in 1972. (This was the original East Troy Trolley Museum.) While lifting it to be moved one day it was accidentally dropped and shattered into pieces.

I vividly recall coming home from school one day in 1968. I would always read the Milwaukee Journal before dinner. The “Journal” as we called it for short was Milwaukee’s evening newspaper.

On the editorial page was a drawing of a decrepit looking building with the caption (as best I can recall) that read North Shore Line shops. The editorial urged the demolition of the building because it was located directly above Interstate 94. Southbound drivers did not see it because the highway is sort of “tucked-in” beneath a cement retaining wall. However, northbound drivers got a full view. The editorial said that this gave a bad impression to anyone coming into Milwaukee on I94 from the south.

Up to that point, I was not aware that the Harrison shops building was still standing. Armed with that information I went there that weekend. The building looked every bit as bad as the editorial cartoon had depicted it. The former right-of-way was just bare ground. There wasn’t a trace of any of the tracks that had been there.

The building was torn down but I don’t know when. If you looked in a Milwaukee City Directory from 1963 on, the shops complex was not even listed. It was as if it had vanished into thin air. I had expected the address to be listed with “Vacant” shown after.

In 2017 the former Harrison Street shops property was redeveloped into Saint Augustine’s Academy, a Christian college preparatory school complete with stadium and playing field. Chris Barney, who took the present day pictures, thought the shops were on the southbound side of the right-of-way and did not take any pictures of the stadium and playing field which now occupies the site of the Harrison Street shops.

Notice the houses in the background. You see the corner of the school in the left corner (upper corner) of Chris’ photo. Now look to the right just slightly and on the northwest corner of 5th & Harrison you see a house with a window kind of dead center in the upper story. Also note the row of houses along S. 5th on the right side of the picture. Now look at the shots of the Electroliner arriving at 5th & Harrison before it. Every one of those houses, including the one on the northwest corner is still there. The only thing besides the shops that isn’t was that one story building on the right with cars parked against it. It was some sort of machine shop but I don’t think it was related to the North Shore Line. Those houses may not be there for much longer. The school is proposing to buy that entire block of S. 5th for one block north of Harrison Avenue. They want to construct a quad with a movie theater, an athletic building and other amenities for their students. The proposal including drawings of what it might look like appeared in the Milwaukee Journal about two or so months ago.

Next Stop: Oklahoma Avenue

For many years, TMER&L’s Route 16 streetcar line South 6th Street operated between North 60th and West Vliet Streets, all the way across town, via various routings. From downtown Milwaukee south, TM streetcars operated out of the downtown area via various streets to North Third Street and West Plankinton Avenue.

Here they turned south on and followed Plankinton Avenue, which becomes south Second Street after crossing the Menomonee River. Second Street was used as far as West Greenfield Avenue, where cars turned left and went one block east to South First Street. Another right turn took Route 16 streetcars to the intersection of S. Kinnickinnic Avenue and West Mitchell Streets.

This was and to this day is the location of MCTS’ (then TM’s) Kinnickinnic Avenue car [now bus] station. Streetcars turned west on West Mitchell Street and traveled west to its intersection with South Sixth Street. Cars turned left (southbound) and ran on South Sixth Street (South First Avenue before 1930) to West Euclid Street, where they turned west to South Ninth Place to reach the end of the line at West Morgan Avenue.

The “convoluted” route out of downtown Milwaukee was due to one factor- The North Shore Line. The 6th Street viaduct across the Menomonee River Valley was the exclusive property of the Chicago and Milwaukee Electric Railway and was used by both southbound and northbound North Shore Line interurbans, as well as the Birney cars and later St. Louis-built 350 series city cars on North Shore’s beloved “Nickel Dinky Line.”

TM streetcars had South Sixth Street all to themselves from West Mitchell Street south, because the North Shore’s cars operated on South Fifth Street. After getting onto the private right-of-way at Harrison Street the North Shore cars ran on an embankment high above South Sixth Street.

The “Dinky Line” ended at West Oklahoma Avenue, then traveled one block farther south to West Euclid Avenue, where they changed ends and laid over at a tiny platform just north of the Oklahoma Avenue crossing. It’s hard to believe that anyone would hike up the steep stairs from Sixth Street to the platform, but they did, many after walking blocks out of their way just to save five cents. TM streetcar fare was ten cents vs. the “Dinky” line which was a nickel. South side Milwaukeeans were notoriously frugal!

Today South Sixth Street and West Oklahoma Avenue is the one spot on the abandoned North Shore right of way that shows a hint on what used to be here.

A list of the ways in which the North Shore’s “Nickel Dinky Line” beat TM’s Route 16 streetcar line:

1. The “Dinky Line” was faster. TM streetcars on Route 16 had to stop every two blocks. The “Dinky Line” stopped only at major intersections, i.e. Fifth and Mitchell, Fifth and Greenfield and Fifth and National.
2. Between Harrison Avenue and Sixth and Oklahoma, the “Dinky” was on private right-of-way.
3. The North Shore “Dinky Line’s fare was a nickel for its entire life. TMER&L was steadily increasing fares.
4. The North Shore “Dinky Line” only crossed two short bridges on the Sixth Street viaduct. The one nearest the Sixth and Clybourn Streets end of the NSL station was over the Menomonee River, and the other just past W. Canal Street, (which as the name implies was the Menomonee River canal) a branch off the river. TM streetcars had to contend with crossings of the Milwaukee River, the Menomonee River and the Kinnickinnic River.

6th & Oklahoma in the 1940s. (Don Ross Photo)

The remains of the abandoned right-of-way at 6th and Oklahoma. (Christopher N. Barney Photo)

The End of the North Shore Line Right-of-Way

Continuing south on the private right-of-way above South Sixth Street, North Shore Line trains crossed over West Holt Avenue. In addition, the Milwaukee Road trains coming out of downtown Milwaukee and heading for points south such as Chicago or Bensenville crossed at grade. I do not have any pictures of that area.

After the North Shore Line was abandoned in 1963, the area saw a significant change in 1965. West of South Sixth Street, Holt Avenue was connected to West Morgan Avenue at South Ninth Street. This was done to expedite traffic heading to the entrance ramp to either southbound or northbound Interstate Highway 94.

The Milwaukee Road was grade separated by a long bridge across South Sixth Street. Seeking to take advantage of this, The Milwaukee and Suburban Transport Company (aka “The Transport Company ”) added a “Park ‘n’ Ride lot along the east side of the abandoned North Shore Line right-of-way. This lot is for riders on Bus Route 40- the Holt-College Freeway Flyer line.

Buses do not enter the parking lot, but stop on a bus-only section of the off ramp to pick-up or discharge passengers. As best as I have been able to tell, this ramp occupies at least part, if not all of the North Shore line’s northbound track. This could easily have been transformed into a Rapid Transit line between Mitchell International Airport and downtown Milwaukee.

Just before the abandoned right-of-way gets to its present day end at West Bolivar Avenue, it passes through what was once the Sixth Street cut. The cut began at West Howard Avenue and continued south to TMER & L’s Rapid Transit Line to Hales Corners at Greenwood Junction Lakeside Belt Line, which carried coal from Powereton Junction (approximately South 13th Street and West Waterford Avenue) to the Lakeside Power Plant.

This was strictly a freight line except for a 1939 CERA fan trip, which operated over it all the way west to the connection with TM’s Hales Corners Rapid Transit line at Greenwood Junction (South 100th Street one block south of West Howard Avenue.

North Shore trains emerged from the cut after crossing beneath West Waterford Avenue. CERA Bulletin 107, Route of the Electroliners states that the cut was three miles long. That is incorrect. It was three blocks long. The cut was filled in by the city of Milwaukee in March 1989. This area had once been the Town of Lake.

The tall, round tower seen across South Sixth Street is the former Town of Lake water tower which no longer holds water. The tower has been used for all sorts of things since being replaced by the water treatment plant almost next to its north face on the southwest corner of South Sixth Street and West Howard Avenue.

One additional piece of information that may be of interest to Trolley Dodger readers. You can now purchase a garden plot on the filled-in 6th Street cut and grow what you line. Quite a few people seem to have done just that. I do not know what it costs.

Finally, we come to the end of the North Shore Line’s abandoned right-of-way within the city of Milwaukee at West Bolivar Avenue. The high embankment ends suddenly and goes no further south. This is where present day I-94 coming from downtown and heading west to the Mitchell Interchange crosses over South 6th Street.

From the south side of I-94 south, the right-of-way is completely gone. The land is occupied by restaurants, hotels from the former crossing of West Layton Avenue to the Airport Business Park. If you weren’t previously aware of the wonderful interurban line that passed this way you would never know it now.

No trace of the North Shore exists anywhere south of this point, except for a tiny spot where it crossed beneath the intersection of South Howell and West Rawson Avenues. I end with a Then and Now view at Howell and Rawson. Post-abandonment the bridges above the NSL were removed and the grades of both streets lowered.

In case you might be wondering, the abandoned NSL right-of-way is posted in spots ‘NO TRESPASSING PROPERTY OF MILWAUKEE COUNTY EXPRESSWAY COMMISSION.”

A North Shore Line two-car train is southbound in the 6th Street cut at Norwich Ave. (Bob Genack Photo)

The Old Town of Lake water tower at S. 6th & W. Norwich in 1989 (Christopher N. Barney Photo)

North Shore Line 749 and three others, northbound at Bolivar Avenue in 1955. (Don Ross Photo)

The abandoned North Shore Line right-of-way at West Bolivar Ave. This is where the abandoned right-of-way now comes to an abrupt end within the city limits of Milwaukee.

North Shore Line 758 is northbound at Howell and Rawson in 1955. (Don Ross Photo)

Howell and Rawson, looking south on Howell (present day) (Christopher N. Barney Photo)

Howell and Rawson, looking southeast (present day) (Christopher N. Barney Photo)

Postscript

I thought you’d enjoy these two NSL pics. The first one is what we’ve been discussing about TM and NSL competing at 6th and Oklahoma. You have an 800-series car on TM route 16 northbound, and a Birney up on the embankment laying over ready to return to downtown Milwaukee. I don’t know who took it. The fact that the NSL car is a Birney and because you have a streetcar on Route 16 places this picture sometime before July 1947.

The second photo shows one of the “Liners” at full speed one block farther south at 6th and Euclid. It is southbound passing the Heil Company. Heil made things like garbage trucks and other types of municipal vehicles. The building is still there, next to the abandoned right-of-way, but the Heil Company is gone. The building now houses corporate offices for Aurora Health Care. If you look to the left, you get a pretty good idea of just how high up that right-of-way was above South Sixth Street. Don Ross took this picture. He must have had someone holding on to him because a “Liner” coming past you at full speed would have tossed you down to 6th Street. I don’t think I’d have ever tried anything like this!

-Larry Sakar

Thanks, Larry! Keep those cards and letters coming in, folks!

-David Sadowski

Recent Finds

CTA PCC 7202 is southbound on Clark Street near 15th Street and the St. Charles Air Line, possibly around 1956.

CTA PCCs 7195 and 7180 at 81st and Halsted, south end of Route 22, possibly circa 1956.

CTA PCCs 7175 and 7160 at 81st and Halsted.

CTA red Pullman 863 is northbound on Stony Island at 72nd Street, headed towards Navy Pier. Stuart B. Slaymaker: “Big Kaiser-Frazer dealer in the right background.”

This picture of Milwaukee trolley buses was taken in March 1964. Here’s what Larry Sakar says about it: “I know exactly what this is and where. After the last trolley buses ended service on June 30,1965, The Transport Company (The Milwaukee Suburban Transport Corp.) moved all of them (if not all then a lot of them) to Cold Spring shops. M&STC made a deal to sell them to Mexico City which is where they ended up. What you see here is one of them being brought down to lower Cold Spring where TM (M&STC’s predecessor) had a connection directly to the Milwaukee Road. According to Russ Schultz, whom I consider to be the leading authority on Milwaukee trolley buses and Dave Stanley also, M&STC sold 50 Marmon-Herrington trolley buses to Mexico City on February 10, 1964. That was the first batch. In 1967 M&STC sold 51 additional Marmons to Mexico City and according to Russ they were shipped in August and September of that year.”

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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A Tribute to the North Shore Line

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