The conductor on this gate car, on a westbound Douglas Park train at Western Avenue, is waiting to receive the bell signal from the next car, so he can pass it along. Before “L” trains had door control wired up between cars, this is how the system worked. There were many more conductors– a three car train of wooden “L” cars had two conductors, plus the motorman. The date was February 9, 1954. (William C. Hoffman Photo) Andre Kristopans: “One detail – each train had one motorman and one conductor. Conductor worked between first two cars (or in only car if there was only one). The rest of the men were classified as “guards” and had a slightly lower pay rate. Motorman and conductor stayed together all day, guards worked dependent on train length that trip. They were apparently mostly part timers that only worked the longer rush trains, though for instance on North-South where trains were four cars midday at least one guard worked all day.”
Spring is finally here, and the temps are gradually getting warmer. But here at the Trolley Dodger, we feel we’re getting warmer in other ways as well– in the sense that we’re on to something.
After more than six years, we’re getting closer to what I hoped this site could be when it started. Maybe we’re finally realizing some of our true potential, I don’t know. I will leave such determinations to our readers.
But when I started my first transit blog (this is actually the second), someone opined it was long on potential, and short on execution. And I had to agree that this was so. Hey, nobody knows everything about a subject, and we learn as we go along.
And in six plus years, I feel we have improved both the content of this site (our image library) and the information that we provide. And it does seem to fill a need that was out there. I base that on how often our own articles and pictures come up when I do Internet searches on subjects, and the number of times we see our own pictures re-shared on Facebook.
When folks do share our images on Facebook, though, there are a few things that I would ask. First, do not crop out the watermark on our images that identifies them as having come from here. Second, please provide the correct caption information. Too many times, I have seen either partial, or sometimes even incorrect captions placed on our photos when shared.
Finally, please credit the original photographer, when the name of that person is known.
Today, we have a large number of outstanding classic photos for your consideration. Even better, all of them are from our own collections. Some we purchased, and others are scans of original 35mm slides taken by the late William C. Hoffman.
We recently received the Hoffman collection as part of an overall gift of photographs collected and shot by the late Jeffrey L. Wein, a friend for over 40 years. We thank him for his generosity.
You may have seen duplicate slides over the years from some of these Hoffman shots. Bill Hoffman was an avid photographer, and while not always the best from a technical standpoint, he got many shots that are unique and were either missed, or overlooked, by others.
Bill Hoffman’s strong suit was in documenting things that were fast disappearing, those scenes of everyday life that others took for granted. While many of his pictures are not tack-sharp, at least here, we are working with the “best evidence,” the original slides themselves, and not duplicates.
I don’t know what kind of camera equipment he used back in the day, but after he passed away in the late 1980s, a friend gave me Bill Hoffman’s last camera, which was a screw-mount Leica IIIg, a model from 1957.
Meanwhile, after taking a pause due to the pandemic, work will soon resume on our next book Chicago’s Lost “L”s, scheduled to appear on July 12. It has now reached the proofing stage, and there are still a few changes that need to be made.
Arcadia Publishing has priced this at $23.99, and we are doing our best to make sure that you, the reader, will get an excellent value for your money. We will begin our pre-sale at the beginning of June, and each copy purchased from our Online Store will also include a bonus item, as well as being autographed.
PS- If you want to see even more transit-related content than we can share here, check out our Trolley Dodger Facebook group, which currently has 242 members.
CTA 3156, seen here on the Stock Yards branch in the early 1950s, was built by Brill in 1909 for the Lake Street “L”. After it was no longer needed there, it was used on this shuttle operation in the early-to-mid 1950s, still sporting at least one trolley pole. I am not sure of the exact location here, but it is nearby Agar’s Meats and on a section of “L” that was double-tracked. The men in the foreground were either on the roof of a nearby building, or perhaps on the Chicago Junction Railway embankment, if that was close by. (Wendell E. Grove Photo)
On June 6, 1954, the National Railway Historical Society held a fantrip to say goodbye to trolley service on the Red Arrow interurban to West Chester, PA. Cars 14, 20, and 68 were used, and after 20 broke down, it was towed by 68. This was a photo stop, and the slide identifies the location as either “Milltown” or “Mill farm,” the handwriting is hard to make out.
We actually ran another picture from the same photo stop in a previous post:
Cars 14, 20 and 68 at a photo stop along the West Chester line on the June 6, 1954 NRHS fantrip.
Red Arrow Brill-built “Master Unit” 77, signed for the Sharon Hill line, in the early 1950s. This car, built in 1932, has been preserved, but the last report I have is that it is stored inoperable by the Middletown and Hummelstown Railroad.
Ardmore junction was a favorite spot for photographers on the Red Arrow Lines, as the Norristown High-Speed Line crossed over the trolley line to Ardmore. Many photos such as this were posed on fantrips, up until the end of 1966, when buses replaced rail on the Ardmore branch. The date and circumstances of this photo are not known, other than that it was taken in 1961. Car 66 was built by Brill in 1927, and has been preserved at the Pennsylvania Trolley Museum since 1970.
Over the years, Boston has phased out nearly all the street running on its Green Line trolley system, except for a bit of the E line, which now terminates at Heath. Here, on October 30, 1982, Clark Frazier captured this view of MBTA “picture window” PCC 3314, built by Pullman-Standard in 1951, on Huntington Avenue, going by Mission Park on its way to Arborway as part of a two-car train. Although service on the E line was truncated to Heath, trolleys still run at this location today.
Here is a view of the Lake Street “L” looking north from Garfield Park in September 1963. This was a time between the elevation of the west portion of the line in 1962, and the arrival of the new 2000-series “L” cars in 1964. The line was operated using 4000s, which by then had their trolley poles removed, as Lake was now operated with third rail only. These cars are in mid-day storage on a third track. The following year, a new yard opened in Forest Park, making this kind of storage unnecessary.
Johnstown, PA was the smallest city to operate PCC cars, and was a favorite of photographers, but I don’t recall seeing a lot of winter pictures. Here, Johnstown Traction 412, with its distinctive Pepsi bottlecap advertising on the front, is at the Roxbury Loop on March 14, 1959. Streetcar service ended the following year. (Bill Volkmer Photo)
Officials from Skokie and the CTA cut the ribbon at Dempster Street on April 20, 1964, inaugurating Skokie Swift service on file miles of trackage formerly owned by the North Shore Line interurban, which had quit service just over a year before. This is today’s Yellow Line and is now operated using third rail power rather than overhead wire.
We ran a different picture from this event in a previous post:
On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton. (Richard Hofer Photo, David Stanley Collection)
A two-car South Shore Line train, made up of cars 103 and 24, has made it to downtown Chicago during a blizzard in January 1979.
This is the back end of a westbound two-car train of 2000s on the Douglas Park “L” in July 1966, approaching the Laramie Avenue station in Cicero. Laramie was closed in 1992, but was reopened in 2002-2003, while the nearby 54th Avenue station was being redone. The station house at Laramie has been declared historic and is the last remaining one of its type, and has been preserved, although no longer used.
A close-up of the previous picture, giving a better view of the Laramie Avenue station, with 54th Avenue off in the distance.
A remnant of the Laramie station, as it looks today.
Pittsburgh PCC 1646 on Arlington Avenue in Pittsburgh on April 25, 1974. This trackage serves as a bypass route for a nearby transit tunnel, and I actually have rode on it twice– the first time was in 1985, when for a short time, it became an actual route, and then again in 2014, on a fantrip. (Joseph Saitta Photo)
North Shore Line combine car 255 on June 1, 1962. Note the variations in paint color on this car, ranging from a dark green to a bluish green. That should be enough to drive would-be modelers crazy in their quest for authenticity. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.”
A train of CTA 2000s on the then-new Dan Ryan line in November 1969 at 79th Street. (Rick Burn Photo)
A South Shore Line train at 130th and the under construction Calumet Superhighway in April 1952. (James P. Shuman Photo)
Since this shows a Logan Square “L” train on the Met main line, just west of the Loop, it must have been taken between August 1950 (when the 6000s were introduced) and February 1951 (when the Dearborn-Milwaukee Subway opened).
This June 1975 photo of a pair of derelict CTA 4000s was, and remains, somewhat of a mystery. The location is marked as “Forest Glen Yard,” which is actually the name of a bus yard on Chicago’s northwest side. I posted this to our Facebook group, in hopes someone might help identify the location. Three possibilities were suggested: CTA Skokie Shops, Michigan City on the South Shore Line, and Joliet. The nearby freight yard and the orange caboose are clues. According to Andre Kristopans, that’s Chuck Tauscher at right. In his prime, he was an excellent photographer. (S. Downey Photo)
A close-up of the late Charles Tauscher, from the previous photo.
I really have no information about this photo, other than that it might be Mexico City. If I had to guess a date, I would say the early 1960s. What attracted me to it is that you don’t see a lot of photos showing a streetcar and a trolley bus together.
In a previous post, we ran a photo of the Logan Square interlocking tower, taken by the late Roger Puta on April 9, 1966, shortly before this tower was replaced by a new one that continued in use until the line was extended in 1970. Another, similar photo turned up recently, and I bought it. Imagine my surprise when it turns out to have been taken mere minutes after the first one! Although I cannot say for certain, this one may also have been taken by Roger Puta. I believe the man at left is his friend Rick Burn, whose name is written on the back of the slide. However, if that is him, he could hardly have taken the picture, and due to the great similarity with the other shot, it’s entirely possible that Roger Puta took this one as well.
Here is the other photo by Roger Puta:
CTA interlocking tower at Logan Square Terminal, Chicago, IL on April 9, 1966 Roger Puta photograph Roger wrote, “The last mechanical interlocking on the CTA and will be replaced with a new tower.”
South Shore Line trains at the Randolph Street Terminal in August 1965. This terminal has since been completely redone and is now underground, beneath Millennium Park.
On May 25, 1958 there was a fantrip on Chicago’s last remaining streetcar line (Wentworth), less than a month before the final run. This included a tour of South Shops at 77th and Vincennes, and the CTA Historical Collection was trotted out one last time for photos, of which there are many circulating. This batch was taken by J. W. Vigrass. The collection was eventually moved to the Lawndale car barn, where it languished until the 1980s, when it was parsed out to various museums.
CTA PCC 7207 is on Ravenswood near Devon Station (car barn) in the 1950s.
This is the third “L” photo I have, taken at this location, which at first was a mystery, but eventually turned out to be an annex (since demolished) just north of the Merchandise Mart. All three photos may have been taken at the same time, and by the same photographer, in the 1930s. This one shows North Shore Line cars 768 and 769.
This is a Brooklyn PCC car, one of a hundred in use from 1936 to 1956. It is signed for Route 68 and could be heading to the Brooklyn Bridge. Other than that, I have no information.
Stereo images were popular around 1900, and when placed in the proper viewer (sometimes called a “stereopticon”) provided a 3-D effect. This is the left picture from a stereo pair, showing cable cars on Madison Street in downtown Chicago. Some say that the Loop got its name from the paths taken by downtown cable cars, but research has shown the term came into popular use because of the “L’ and the Union Loop, completed in 1897. There are no overhead wires in view here, and none were permitted downtown until 1906. The tracks at left may have been used by horse car lines, since there is no trough for a cable.
The right image of the stereo pair.
This picture shows a Chicago PCC at the Pullman plant in Massachusetts. Chances are excellent that this is car 4062, the first of 310 that Pullman would build for Chicago, starting in 1946.
This is a rare agent’s stub for what is known as an “Interline ticket,” used for one trip involving two different railroads. In this case, it seems the trip involved the Monon Railroad and the Chicago North Shore and Milwaukee, aka the North Shore Line. The passenger may have been a new recruit during World War II, as this ticket was apparently requested by the US government.
CRT 4096 is part of a Normal Park Express. This picture may have been taken on the south side. This car was part of the original order of 4000s, which came with a center door that was never actually used in service. It was closed off to provide more seating. These cars were known as “Baldies,” as opposed to the second 4000s order, the “Plushies.” Our resident south side expert M.E. writes: “This picture must have been taken underneath the pedestrian bridge at the Indiana Ave. station when the shoppers’ specials were running express from 43rd St. into the Loop. The shoppers’ specials ran only northbound. Returning southbound, they were local trains using the local southbound track, which is the track next to the platform at Indiana Ave.. This is the only circumstance I can think of in which a sign would say “Express Normal Pk”. Notice that the Normal Park car is the last car in the train. West of the Harvard station on the Englewood line, Normal Park cars were always attached as the last car of northbound mainline Englewood trains and detached from being the last car on southbound mainline Englewood trains. That arrangement lasted until 1949.”
CRT wood car 1136 is part of a Howard Street Express. The location might be the same as the previous picture.
CRT 4415, a “Plushie,” is part of a Howard Street Express. The nickname came from the plush seats used on these cars. “L” cars wore flags on certain holidays such as the 4th of July.
North Shore Line Electroliner set 801-802 is heading northbound at Loyola on Chicago’s north side “L”. If the train had been southbound, there would be overhead wire, then in use by freight locomotives. This Electroliner set is currently undergoing restoration at the Illinois Railway Museum.
North Shore Line 743 in a pocket track at Edison Court.
Photos showing North Shore Line trains being scrapped after the 1963 abandonment are rare– and this is not one of them. This is car 416, built in 1916 by Cincinnati Car Company, and rebuilt in 1942. It was scrapped shortly after this picture was taken at North Chicago on January 21, 1956, after the car had been damaged in a fire.
Atlantic City once had an interurban known as the Shore Fast Line. Interestingly, it inspired one of the four railroad names in the game Monopoly, the “Short Line.” In the early 1930s, Charles Todd, an early Monopoly player, got tired of trying to fit Shore Fast Line on his handmade Monopoly board, and “shortened” it as a joke. Charles Darrow copied it verbatim, and began to market this version of Atlantic City Monopoly commercially, and the rest is history.
South Shore Line car 100 wore patriotic colors during World War II, and helped promote the sale of War Bonds. A different picture of this car appeared in my 2017 book Chicago Trolleys.
CRT Shopper’s Specials Timetables, 1923-24
Chicago’s “L” system started out as four separate companies, that gradually came together as a single system. This evolution reached its fruition in 1924, when all four entities were combined into the Chicago Rapid Transit Company as part of the Samuel Insull empire.
From about 1913 on, the “L” had been operated more or less as a single unit, but the four underlying companies were still there. As part of this unification process, new all-steel state of the art rapid transit cars were ordered, the 4000-series, in two distinct batches. These were the first “L” cars intended for use on all lines– previously, all cars had been at least partially made from wood, and were ordered for use on one of the four independent “L” lines.
The first 4000s were built circa 1913-15, and the second group from 1923-24. When the later 4000s were put into service, the Insull interests instituted a mid-day “Shopper’s Special” express service on five lines in time for the 1923 Christmas season.
We were fortunate recently to be able to purchase three rare 1923-24 timetables for this service. This type of service was most successful on the Evanston line over the years. The Chicago Transit Authority re-introduced a “Shopper’s Special” as a mid-day Evanston Express in the late 1950s, and this lasted into the early 1990s.
Photos by William C. Hoffman
Bill Hoffman used a Leica iiig camera similar to this for many years.
On October 22, 1953, work was far along on dismantling the former CTA Garfield Park “L” station at Western and Congress. Remarkably, trains ran on this line less than a month before this picture was taken. The tracks at ground level were a bypass route for Western Avenue streetcars, to facilitate construction of a new bridge over the eventual Congress (now Eisenhower) expressway. The view looks to the north. (William C. Hoffman Photo)
An interior view of CTA wood car 1813, built by ACF in 1907. This picture was taken on a May 1, 1955 fantrip, while the train was on the Van Buren Street temporary ground level trackage, where the Garfield Park “L” ran from 1953 to 1958 during construction of the nearby Congress rapid transit line. (William C. Hoffman Photo)
In a previous post, we ran a picture of car 1813 (not by Bill Hoffman), probably taken on the same May 1, 1955 fantrip:
CRT 1813 is part of a two-car train at Sedgwick. The flags may indicate this was a fantrip. (George Trapp Collection)
Bill Hoffman took this picture on July 8, 1954, to compare “old” (left) and “new” types of third rail collection shoes on CTA 6000-series “L” cars. This photo was taken at 43rd Street.
Steel wheels, trolley poles, and coupling detail of CTA high performance cars 6129-6130 at Sedgwick on December 11, 1955. (William C. Hoffman Photo)
On July 21, 1950, a CTA Grafield Park “L” train approaches Marshfield from the west, while a westbound Chicago Aurora & Elgin train is at the station. The tracks curving off to the left are for the Douglas Park branch (today’s Pink Line), (William C. Hoffman Photo)
Chicago Rapid Transit 3023 is southbound at Chicago Avenue on April 6, 1946. Note the tower behind the train, which controlled switching. North of here there were four tracks instead of two. (William C. Hoffman Photo)
On December 2, 1946, Chicago Rapid Transit car 3024 heads up a southbound two-car train at Chicago Avenue. (William C. Hoffman Photo)
This is the view looking east at the CTA 40th and Indiana Avenue station on November 10, 1957. There is a single car Kenwood shuttle train in the pocket track, and Kenwood had less than three weeks to go before abandonment. The sign shows the routing of lines at this station, and there is a sticker over where the Stock Yards line had been, as that branch had already been abandoned not long before (October 6, 1957). (William C. Hoffman Photo)
A close-up of the sign, and an early example of “cancel culture.” The replacement bus was a new #43 Stock Yards Limited, which continued in service until March 26, 1962. Both “L” and bus did not last due to the Stock Yards being in an irreversible decline, and this Chicago landmark closed for good in 1971. (William C. Hoffman Photo)
This is the view looking west along the Congress expressway construction site on December 30, 1954, showing an eastbound four-car Garfield Park “L” train on temporary trackage in Van Buren Street. The highway opened in this area the following year. (William C. Hoffman Photo)
A southbound 6-car train of CTA woods is at 18th Street on the Douglas Park “L” on March 7, 1955. (William C. Hoffman Photo)
The Chicago Transit Authority logo on a new substation under the Harvard “L” station on April 23, 1962. This Englewood branch station closed in 1992, and was demolished during the 1994-96 Green Line reconstruction. (William C. Hoffman Photo)
On August 15, 1954, a four-car CTA train of 6000s heads northbound into the State Street Subway at the south portal at 13th and State. The section of “L” to the left was then not being used by CTA trains on a regular basis. Now the situation is reversed– the “L” is used by regular trains, but the subway portal is not, since Howard trains are connected to the Dan Ryan line via a different tunnel. (William C. Hoffman Photo)
A two car CTA train of 6000s descends into the south portal of the State Street Subway on April 1, 1956. (William C. Hoffman Photo)
Here. we see the tail end of a northbound four-car train of CTA 6000s on the Douglas Park “L” at 18th Street. The date was March 7, 1955. (William C. Hoffman Photo)
On September 15, 1957, a southbound CTA train on the north-south “L” passes by a North Shore Line train (lead car 420) on a fantrip. The lower level tracks were an interchange connection between the “L” and the Milwaukee Road, and were used for freight until 1973. They had once been part of a commuter rail line that the “L” took over north of Wilson Avenue that originally ran at ground level to Evanston. The lower level area is now occupied by Challenger Park. (William C. Hoffman Photo)
When the Lake Street “L” ran at ground level west of Laramie, it ran parallel with the Lake Street streetcar line for a few blocks, before the latter crossed over to the north side of the railroad embankment at Pine Avenue. On May 8, 1954, about three weeks before buses replaced streetcars on CTA Route 16, westbound car 3163 passes an eastbound “L” train made up of 4000s. Note the trolley wires for both used a common support. The “L” was relocated onto the embankment on October 28, 1962. (William C. Hoffman Photo)
An eastbound CTA three-car train of woods passes a westbound CA&E train near Western Avenue on August 9, 1950. This is approximately the same view as a different photo in this post, taken on October 19, 1953, by which time the “L” structure here was being demolished to make way for the Congress expressway. (William C. Hoffman Photo)
On October 19, 1953, we are looking west along the old Garfield Park “L” at Western Avenue, as it was being demolished as part of the Congress expressway construction project. Behind the photographer, the Western Avenue “L” station was already being dismantled, which you can see in a different photo in this post. Remarkably, trains ran on these tracks as late as September 27 in one direction, only about three weeks before this picture was taken by William C. Hoffman. Soon, the Western Avenue streetcar tracks were re-routed in this area, so it could be excavated and the bridge that now goes over the expressway could be built.
When Bill Hoffman tool this picture on August 7, 1954, looking east along Randolph Street at the “L” station on Wabash, it was about to be renovated with, among other things, a large metal CTA logo and a new waiting room. The new station opened in 1957 and included a direct entrance to the second floor of Marshall Field’s. Randolph and Wabash was replaced by a new station at Washington and Wabash (which also replaced Madison) in 2017. This picture is a bit blurry, probably because Hoffman had only a few seconds to take it before getting out of the way from oncoming traffic. I guess you could call it a “grabshot.”
I used a black-and-white version of this image, made from a duplicate slide, in my 2018 book Building Chicago’s Subways. I had tried to borrow the original from Jeff, but he said he had no idea where to find it. So I had to guess at the date, and assumed it was from 1954. But actually, the date was October 19, 1953. Apparently, they were in a rush to get the old Garfield Park “L” structure out of the way here at Western Avenue, so expressway work could proceed. The view looks to the northeast on Western at Congress. Since this was scanned from the original slide, now I can make out that the PCC streetcar at left is 4390, which was still in service in June 1958, when the last Chicago streetcar ran on Wentworth. (William C. Hoffman Photo)
Now here is an amazing photograph. To catch both an eastbound CTA Jackson Park “L” train on the bridge, and a southbound Illinois Central Electric commuter train, is nothing short of fortuitous. But that’s exactly what Bill Hoffman did on August 3, 1958. The bridge is now gone, as CTA “L” service has been cut back to Cottage Grove, and the IC is now Metra Electric.
Bill Hoffman’s notes: “October 25, 1954. View northwest – Halsted Street station – Englewood “L” line – (63rd Place). Old Chicago & Interurban Traction terminal in foreground.” Our resident south side expert M.E. adds: “Lots of things to say about this picture. (1) The first car has the old Rapid Transit System paint job. It seems to me that, when the CTA formed married pairs of L cars, they would have repainted the CRT car in current CTA livery. So I think the cars on this train were not married pairs. (2) Notice the eastbound train, which is stopped, extends past the platform. I think the rear of the train also extends past the rear of the platform. Why? Until 1949, Normal park L cars were attached or detached from mainline Englewood trains at Harvard. Therefore, Englewood trains west of Harvard had one less car than trains had east of Harvard. But after 1949, when Normal Park service became a shuttle to and from Harvard, all Englewood trains had the same number of cars both west and east of Harvard. I think the train shown has 7 cars. One reason, of course, is the CRT paint on only one car. A second reason is that, as I recall, platform lengths back then accommodated 6 cars. Therefore the first and seventh cars would extend past the platform. A third factor would be if there were still multiple conductors who stood between cars to open and close entry and exit doors. There would be no conductor at the rear of the train, and no conductor at the front. So the train could extend past the platform at both ends. But if, by then, there were indeed married pairs and only one conductor who controlled all the doors, then why is only the first car still painted in CRT colors? Too bad we can’t count the cars. (3) The bus shown belonged to the South Suburban Safeway Lines, which essentially replaced the Chicago & Interurban Traction Co. and kept the same route along Halsted St. into Chicago, ending on the south side of the 63rd and Halsted L station. But in the meantime, the bus company started a second route north of Harvey that used Dixie Highway, Western Ave., and 63rd St., and ended at the 63rd/Halsted L. So the SSL bus shown could be on either the Halsted line or the Western line. The other bus line that served 63rd/Halsted was the Suburban Transit System, based in Oak Lawn. All this bus service came to Englewood because the shopping district centered around 63rd and Halsted was the largest outside the Loop. (4) Landmark buildings in the picture: (a) The Sears store was on the northeast corner of 63rd and Halsted. (b) The tower at the far left was atop the Wieboldt store on the southwest corner of 63rd and Green (a half-block west of Halsted). (5) West of the interurban building, and just past the tree, is the Rapid Transit station entrance from 63rd Place. There was also an entrance on Halsted St. (6) The red neon sign at the left seems to say “Ambulances”. I don’t know what that was about. (7) This picture was made possible because the buildings on the south side of 63rd Place had been razed, leaving a mound of dirt and rocks.” Andre Kristopans adds: “You are correct the shot at 63/Halsted has odd number of cars, and therefore can’t be consecutive numbers. As I understand, the plushies were paired up starting in 1950s, but baldies never really were. There was an effort made circa 1949, but until the end there were mismates. It was only after the plushies came off Lake and went to Ravenswood 1964 was there really an effort to keep pairs together. Remember there were trailers around until about 1960, so you had to pair a trailer with a motor both on Lake and Evanston. Also, “CTA”ing 4000s was a multi-part process. Install MUDC, convert from line to battery control, add permanent markers, add headlights, repaint. Not all at same time. Have seen photos of cars in brown with marker boxes and headlights and cars in green without. Another item – how were train splits handled? There were at least three locations where in-service trains were split. Harvard on Englewood, Laramie on Garfield, Damen on Logan Square. I assume a fresh crew of two handled the cut section, shuttling Harvard to 69, Laramie to 22/Mannheim (or Roosevelt) and Damen to Lawndale, with one guard going off duty at the cut location and going back on aboard the next inbound train. Also there were cuts and adds at midroute yards, but that was simply the guards on the cut or add ending there. Finally, there were thru Jackson Park trains to Linden rush hours until the reorganization. Probably only part of train went thru, with rest being added to a southbound at Howard? Howard was not a major yard until 1950s apparently, Wilson was.”
From September 20, 1953, until July 3, 1957, Chicago Aurora & Elgin interurban train service terminated in Forest Park, and commuters had to change trains to ride the CTA Garfield Park “L” if they wanted to continue downtown. They had to pay a regular CTA fare (packs of tokens were available at a discount) and portions of the ride were slow, at least on the 2.3 miles where Garfield was temporarily running on surface trackage in Van Buren street. The CTA and CA&E did their best to coordinate service, however, as evidenced by these signs lined up at Laramie Avenue on August 7, 1955. (William C. Hoffman Photo)
While this is not the greatest picture, from a technical standpoint (it is blurred), it does show CTA streetcar 1749, one of a few that had been painted green, running under the Lake Street “L”. The view looks east at Central Park Boulevard, by Garfield Park. I am not sure why the streetcar is signed for Route 21, which was Cermak Road. The “L” cars up top are midday storage on a third track. The Lake “L” did not have a proper storage yard until 1964, when a new one opened west of Harlem Avenue in Forest Park. (William C. Hoffman Photo)
In the Red
Bill Hoffman didn’t just shoot Kodachrome slide film. Sometimes he used Ektachrome, and occasionally, Agfachrome. Ektachrome had a higher film speed than Kodachrome (32 vs. 10) in the 1950s. Unfortunately, time has proven that the dyes used in early Ektachrome film were unstable and subject to fading.
I scanned some of these faded slides, and took a stab at color correcting them. They appear almost entirely red, due to the extreme fading of the other color layers. Years ago, it was felt there was little that could be done with these images, except convert them to black-and-white.
With computers, it is now possible to do a better job at repairing some of these images.
So, first here are the red versions, and then the versions that are not so red. Unfortunately, only one of them really looks “right.” Sometimes, there is only so much you can do.
The view looking west at 41st Street on the “L” as of June 28, 1962. The freight cars are on Chicago Junction Railway tracks. The old Stock Yards “L” branch would have run to the west just south of the CTA main line. East of here, the former Kenwood branch ran on CJR’s embankment. The “L” turned north here via “Powerhouse Curve.” (William C. Hoffman Photo)
CTA riders enter the “L” station at 63rd and Loomis after a snow storm on April 17, 1961. This station was built in 1907, and was the terminal for the Englewood branch until it was extended about two blocks west to Ashland Avenue in 1969. (William C. Hoffman Photo)
On September 13, 1959, the Chicago White Sox were in first place in the American League, but had not yet clinched the pennant. That happened on September 22 in Cleveland, after which Fire Commissioner Robert Quinn ordered the air raid sirens to blow here for five minutes. But the CTA was already encouraging baseball fans to take the “L” to Comiskey Park for the upcoming World Series, which the pale hose lost in six games to the Los Angeles Dodgers. This is the north face of the CTA “L” station at State and Van Buren, which appears largely unchanged since it was built in 1897. This station closed in 1973 and was removed two years later. It was replaced by a new station serving the Harold Washington Library in 1997. (William C. Hoffman Photo) Our resident south side expert M.E. adds: “My eagle eye says the destination sign on the bus reads “42 Halsted- Downtown”, which ran along State St. north of Archer Ave. Also: The US flag in the picture is a brand-new, 50-state flag that took effect on 20 August 1959 when Hawaii became the 50th state. The tall building at the left would be the Sears store on the southeast corner of State and Van Buren.”
On August 24, 1958, we are looking to the southeast at the State Street Subway’s south portal at 13th and State. A northbound CTA train heads into the tunnel, while North Shore Line cars are sitting up on the nearby “L”. Between 1949 and the 1963 abandonment, NSL trains had exclusive use of the Roosevelt Road “L” station, just north of here, and used the nearby tracks for storage. Now, those tracks are used by the CTA Green Line, while this subway portal only sees use when Red Line trains are diverted to the “L”. (William C. Hoffman Photo)
On June 15, 1956, just two days before streetcars were replaced by buses on Western Avenue, two CTA PCCs meet a Garfield Park “L” train running on temporary trackage on Van Buren Street. (William C. Hoffman Photo)
On March 25, 1962, a Central Electric Railfans’ Association fantrip used North Shore Line cars 771-415-753-251 on the Evanston branch, where NSL cars had last run in 1955 (when the Shore Line Route was abandoned). Here, the train is at Isabella. This lightly used station closed in 1973 and was removed soon after. (William C. Hoffman Photo)
A CTA rapid transit sign at Randolph and Wells on May 12, 1961. This was a difficult one to correct, as I really have no idea what color this sign was. (William C. Hoffman Photo)
The late Jeffrey L. Wien would have celebrated his 80th birthday on April 3rd. We were all young once. Somehow I ended up with photos of him as a child. I will try to get them to his sister. Mom wrote: “May 1944. My new outfit– navy overalls and red jacket and beret. Mama likes to dress me in red– the better to keep her eyes on me.”
Keep those cards and letters coming in, folks!
New Steam Audio CD:
FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.
RGTS Rio Grande to Silverton: A Sound Portrait of Mountain Railroading Price: $14.99
These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961. It is long out of print.
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo
Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.
As with all of our recordings, this CD comes with the complete, original liner notes.
Total time – 45:49
The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Order Our New Book Building Chicago’s Subways There were three subway anniversaries in 2018 in Chicago: 60 years since the West Side Subway opened (June 22, 1958) 75 years since the State Street Subway opened (October 17, 1943) 80 years since subway construction started (December 17, 1938) To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!
Title Building Chicago’s Subways Images of America
Author David Sadowski
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages Chapter Titles: 01. The River Tunnels 02. The Freight Tunnels 03. Make No Little Plans 04. The State Street Subway 05. The Dearborn-Milwaukee Subway 06. Displaced 07. Death of an Interurban 08. The Last Street Railway 09. Subways and Superhighways 10. Subways Since 1960 Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author. The price of $23.99 includes shipping within the United States. For Shipping to US Addresses: For Shipping to Canada: For Shipping Elsewhere:
Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Help Support The Trolley Dodger This is our 265th 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 752,000 page views, for which we are very grateful. You can help us continue our original transit research by checking out the fine products in our Online Store. As we have said before, “If you buy here, we will be here.” We thank you for your support. DONATIONS In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty. Your financial contributions help make this web site better, and are greatly appreciated.
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)
Life is full of loose ends, and so is this post. Let’s see if we can tie a few up.
Most of what you see in this post is a tribute to Robert Heinlein and the late Jeffrey L. Wien. I spent a lot of time working on these images, because I wanted to give these gentlemen a 100% effort.
There were several slides that I scanned last year for Jeff, that I had not yet had a chance to work over in Photoshop at the time of his passing on January 6th. These were 35mm color slides he had purchased on eBay, to fill in holes in his collection. In his later years, he took great pleasure in buying images that he had not been able to take himself.
Jeff had told me on a number of occasions that I was free to post anything here from his vast collection. So I am sure he would not mind that I share these with you now, after I made them look better. In fact, I think he would be glad I followed through on this. Perhaps the best tribute I can give my friend is to continue the work of historic preservation, which meant so much to him.
Publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958 in 2015 inadvertently created another loose end. Jeff had some duplicate slides he had acquired in 1959, several of which were used in the book. He was certain that these were pictures taken by Charles Tauscher, and this included the photo on the book’s front cover, showing a Clark-Wentworth PCC passing by Wrigley Field.
While we were working on the book, Jeff bought Tauscher’s photo collection, and was disappointed when the originals of these slides did not turn up there (although many other excellent slides did– Tauscher was a great photographer in his own right).
After the book came out, we found out the duplicate slides in question had actually been shot by Bob Heinlein. In 2016, Bob loaned us his original red border Kodachrome slides, so we could set the historical record straight. Now you can see them too, and we can finally give credit where credit is due. It seems an even dozen of these were used in B-146, but the ones that weren’t are every bit as good.
The 24 pictures of Bob’s that are here were all taken between October 1956 and September 1957, and nearly all on the north side of Chicago. By then, the only remaining streetcar lines in the city were Clark-Wentworth and Broadway. Western was replaced by buses a few months before Bob started taking these pictures.
Broadway had been de-coupled from its southerly half (State) in December 1955. Clark and Broadway shared a car barn (Devon) and a portion of their route south of Diversey, so their fates were tied together. By the end of 1957, there were no more north side streetcars, and the last remaining line (Wentworth) only made it until June 21, 1958, when 7213 became the last Chicago streetcar.
In our last post, we featured an extensive article about the Metropolitan West Side Elevated from an 1895 issue of Leslie’s Weekly. After I purchased the magazine, it took 35 days for it to show up. It spent some time, no doubt, buried in a USPS distribution center in December, probably at the bottom of the pile.
Because of the delay, the seller graciously offered to send me an 1894 Leslie’s with another article about the Chicago elevated. He did, but it turns out the article is not about the “L”, but actually details the start of the grade separation movement of steam railroads in the Chicago area, which is another subject I am interested in. You can read it here, from the September 20, 1894 issue of Leslie’s Weekly.
In addition, we have some new recent photo finds of our own. One of these was also a “loose end.” I recently received the negative of CTA streetcar 1743 downtown. I didn’t recall buying this recently. Then, I looked at the postmark on the envelope– June 15, 2020! Turns out I did buy this, and had forgotten all about it. Chances are, the envelope was put into the wrong PO Box by mistake, and whoever owns that box doesn’t regularly check their mail. But all’s well that ends well.
There are a couple of pictures from the collections of John Smatlak. We thank him for sharing these with our readers.
We are grateful for all our contributors. Keep those cards and letters coming in, folks!
Our Annual Fundraiser
We thank our readers for making 2020 our most successful yet, with 133,246 page views, surpassing our previous record of 2016, and a 30% increase over the previous year. Each January, we ask our readers to help defray the expenses involved with file storage, web hosting, domain registration and other overhead, the “nuts and bolts” things that make this blog possible. Fortunately, thanks to all of you, we have have received $705 to date, meeting our original goal. Additional donations are always welcome, and will be used to purchase more classic images for this site. If you enjoy what you see here, and would like it to continue, please consider making a donation by clicking on this link, or the one at the top or bottom of this post.
We thank you in advance for your time, consideration, and your generous support.
Robert Heinlein’s Chicago PCCs:
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).
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)
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)
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)
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 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 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)
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 7200 is turning south from Devon onto Broadway in 1957. (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 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 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 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 7191 passing by Wrigley Field. (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 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 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 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 7192 at Kinzie and Dearborn in 1957. (Robert Heinlein Photo)
I was curious about this car, shown in the previous photo, so I posted it to a Facebook group devoted to 1955-56 Packards and asked, “Is this a Packard?” Apparently, it is a 1956 Clipper, produced and sold by Packard. For that year and that year only, it was its own separate brand and not branded as a Packard. But I think you would be forgiven for calling it a 1956 Packard Clipper Constellation.
The 1956 Clipper Constellation, made by Packard. From what I have read, there may only be one place, somewhere on the trunk, that identifies this as a Packard. They tried to make it a brand of its own, just for this one year. Packard merged with Studebaker, and the final two years of Packards (1957-58) were rebranded Studebakers. 1956 was the last year that Packard built its own cars.
CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)
CTA 7171 is northbound on Clark Street, passing Wrigley Field. (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 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)
From the Wien-Criss Archive:
The North Shore Line’s Libertyville station on the Mundelein branch in January 1963. (Wien-Criss Archive)
NJ Transit car 6 on the Newark City Subway in July 1975. After the PCCs were replaced in 2001, this car went to the Rockhill Trolley Museum. Sister car #4 (ex-Twin Cities Rapid Transit) is now at the Illinois Railway Museum. (Wien-Criss Archive)
CTA 2554 on a westbound Douglas-Milwaukee B-train between Jefferson Park and Montrose on August 17, 1978. (Wien-Criss Archive)
Chicago North Shore & Milwaukee 764 heads up a train at North Chicago Junction on January 16, 1960. (William D. Volkmer Photo, Wien-Criss Archive)
This is the “before” version of the following slide, the raw scan prior to my working it over in Photoshop.
A North Shore Line employee’s shanty at the Milwaukee Terminal on June 17, 1962. “Cream City” is a nickname for Milwaukee. I believe a fantrip was held on that day, which helps explain the photographer at left. (Wien-Criss Archive)
The North Shore Line’s Woodridge station in August 1962. This was one of several 1920s-era stations designed in “Insull Spanish.” Only two such stations exist today, one of which is Beverly Shores on the South Shore Line. The Woodridge station was demolished after the North Shore Line shut down in 1963. (Wien-Criss Archive)
North Shore Line 714 heads up a northbound train at Loyola on July 13, 1955. Car 714 is now at the Illinois Railway Museum. (Wien-Criss Archive)
A North Shore Line train on the Shore Line Route is southbound in Winnetka in September 1954. This section was grade-separated in 1940, along with the adjacent Chicago & North Western tracks, following a series of pedestrian accidents. Harold L. Ickes, Secretary of the Interior under President Franklin D. Roosevelt, approved Federal aid that paid for part of this work, in a similar fashion to Chicago’s Initial System of Subways. Ickes had lived in the area for many years. The train is moving towards the photographer, and the front is blurred due to the shutter speed that had to be used, in the days when Kodachrome was ISO 10. (Wien-Criss Archive)
One of the two Electroliners crosses the North Shore Channel on October 21, 1950. After the abandonment of the North Shore Line in 1963, this became part of the route of the CTA Skokie Swift, today’s Yellow Line. This is near the border between Skokie and Evanston. (Wien-Criss Archive)
The entrance to the South Shore Line platforms at Randolph Street Station on August 4, 1974. This has since been completely modernized, and the neon sign is now at the Illinois Railway Museum. (Douglas N. Grotjahn Photo, Wien-Criss Archive)
Chicago South Shore and South Bend 23 is at the head of a westbound train at Miller, Indiana on October 1, 1990. (Bill McCoy Photo, Wien-Criss Archive)
Although this picture was originally identified as Franklin Street, north of the Loop, it’s actually at 8th Street, south of the Loop. The clue is the Big 4 Advertising carriers storefront, which was located at 26 E. 8th Street. Thanks to John Suhayda for pointing this out. The head North Shore Line car is 420, and this photo was taken by Robert F. Collins on June 2, 1960. (Wien-Criss Archive)
North Shore Line 727 and 729 are northbound at Belmont on the CTA north side “L” on May 20, 1962. Don’s Rail Photos: “727 was built by Cincinnati Car Co in 1926, #2890. It was modernized in 1939 and sold to Iowa Chapter, National Railway Historical Society in 1963. It became Iowa Terminal RR 102 in 1967 and acquired by Iowa Trolley Museum in 1987. It was restored to some extent as CNS&M 727 and apparently returned to Iowa Terminal RR.” (Wien-Criss Archive) John Nicholson: “Off to the right behind the “L” structure Benty Hobby Supplies was still a going concern. I remember it still being in operation into the early 1980s right around the time I moved into the Lake View neighborhood. Now hobby shops are becoming as scarce as interurbans.”
North Shore Line Silverliners 770, 738, and 767 just north of Wilson Avenue on June 2, 1962. This is probably a “substitute Liner,” meaning they were temporarily taking the place of an Electroliner when one of that pair was being serviced. (Wien-Criss Archive) John Nicholson adds: “I noticed you referred to the three Silverliners pictured just north of Wilson (taken On Saturday, June 2, 1962) as a possible “substitute Electroliner.” The latest ruling from the recently-departed Mr. Horaheck was that “substitute Electroliner” is incorrect. The correct term should be “equipment substituting for a shopped Electroliner.” Since the train did not have No. 415 in the consist, it was probably just a three-car train of Silverliners.”
North Shore Line car 754 gets a bath at the Milwaukee Terminal on May 14, 1961. (Gordon E. Lloyd Photo, Wien-Criss Archive)
North Shore Line car 758 is at the rear of a northbound train at Dempster Street in Skokie in August 1962. This is now where the CTA Yellow Line ends, and the historic station building has been moved a short distance away, but has been restored. (Wien-Criss Archive)
This Seabord Coast Line streamlined diesel train #4900 was built in 1936 by St. Louis Car Company, and was an obvious influence on the design of the North Shore Line Electroliners, built five years later, The 4900 was scrapped in 1971 after Amtrak took over intercity passenger rail service. It is shown here in August 1969 and was originally Seaboard Air Line 2028. Like the Electroliners, it was one of a pair. (Wien-Criss Archive)
Pennsylvania Railroad steam train 612 at the Parkway overpass, Sea Girt, NJ, October 20, 1957. #612 was a K-4S (4-6-2) “Pacific” built in Juniata during 1917 and retired in April 1958. (Wien-Criss Archive)
Atlantic City Brilliner 205 on December 28, 1955. From http://www.nycsubway.org: “The third electrified service in Atlantic City lasted longer than the others and it was a streetcar line that made its way from a place called The Inlet at the north end of Atlantic City and operated largely along the city’s major thoroughfare, Atlantic Avenue, southward and through the communities of Ventnor, Margate and Longport. Owned and operated by the Atlantic City Transportation Company, this service was distinctive, during its final decade-and-a-half, in that its basic fleet of cars consisted in twenty-five streamlined Brilliners, the Philadelphia-based Brill Company’s competitive answer to the PCC car. Other properties purchased small fleets of similar Brilliners, but only in Atlantic City did this unique car serve as the basic rolling stock of a transit system. Until the very end of streetcar service in December of 1955, the Brilliners were supplemented by a small number of conventional Hog Island cars.” So, this picture was taken just off the Boardwalk at The Inlet, near Captain Starn’s Restaurant and Yacht Bar, one of the most famous seafood eateries in America in the 1940s, 50s, and 60s. It opened in 1940 and closed in 1979. This was part of a complex offering sailboat rides, speedboats, a fish market, and sea lions. It was featured in the 1972 film The King of Marvin Gardens. (Wien-Criss Archive)
Here is a video, with some shots of the Atlantic City Brilliners (built 1938-39), with their distinctive “tavern” doors (starts at about 9:38):
Baltimore Transit Company Brilliner 7501 on the Eastern Avenue route. It was built on December 19, 1938. Jeff was actually in Baltimore on the last day of streetcar service on November 3, 1963. Light rail transit returned to the Baltimore area in 1992. (Wien-Criss Archive)
Philadelphia Transportation Company Brilliner 2023 is north of Olney Avenue in May 1953, on a fantrip. Don’s Rail Photos: “2023 was built by Brill Car Co in April 1939, #23763-006. It was scrapped in August 1956.” Brill had been part of the group that developed the PCC car, but refused to pay patent royalties to other companies and dropped out, preferring to go their own way. It was a fatal mistake. By the time Brill introduced their PCC-lookalike, the Brilliner, in 1938, St. Louis Car Company had the PCC market sewed up, and Brill’s was viewed as an inferior product in some ways. Hence, few were sold– one to Philadelphia, one to Baltimore, 24 to Atlantic City, and 10 to Red Arrow. Brill made its last streetcar in 1941. (Wien-Criss Archive)
Philadelphia Transportation Company 6213 was known as a Nearside Peter Witt car. Here is an explanation from http://www.ectma.org/nearside.html : “The 1500 Nearside Cars represented the largest single group of cars in Philadelphia until 1948. They were aquired in five orders between 1911 and 1913 and were numbered 6000 – 7499. As originally built they had only a single double door in the front and a conductor’s booth immediately behind the motorman. A small rear door existed for emergency use only. Previous practice with double end cars was for the car to stop at the far side of intersections so passengers could board the rear platform where the conductor was stationed. The name “Nearside” derives from the fact that these new single end cars stopped for passengers at the near side of each intersection. The double door was arranged with the front leaves opening in for incoming passengers and the rear leaves opening out for exiting passengers. Between 1919 and 1921 to solve the “muzzle loading” problem, 1160 of the 1500 cars were equipped with center doors and the “Peter Witt” fare collection system with the conductor stationed in the middle of the car.” 6213 is on Route 15 – Girard Avenue, which still has a streetcar line, which is currently on hiatus while its small fleet of PCC II cars are being rebuilt. This is from a “half frame” slide. Half frame had a brief fad in the 1950s as a way to double the number of pictures on a roll, but it also had half the film area of 35mm, and therefore wasn’t as sharp. The slide mount gives the location as “Richmond Street near the Ship Yards.” This would be on the eastern portion of the line. This type of streetcar was retired here in 1957. (Wien-Criss Archive)
Atlantic City Brilliner 218. The movie poster advertises Welcome Stranger, a film starring Bing Crosby, John Garfield, and Barry Fitzgerald, released in June 1947, which may help date this photo. (Wien-Criss Archive)