North Shore Line Rarities, Part One

August 23, 2023August 23, 2023David Sadowski 5 Comments

North Shore Line 721 sports an interesting destination sign. The interurban ran several such “named” trains in the 1920s, in an attempt to compete with the steam railroads. The Interstate Eastern ran to Chicago’s south side, where travelers could change for eastbound trains. From 1922 to 1938, a small number of NSL trains ran south of Roosevelt Road, the usual terminus, but did not ultimately attract much ridership. I don’t think the named trains lasted beyond 1932. Where is that sign today? (Robert Heinlein Photo) Correction: J. J. Sedelmaier notes that these were two different trains, the Interstate and the Eastern. Zachary Ehlers: “The Eastern Limiteds left Chicago and Milwaukee at 10am, carrying a Parlor car. The Interstate Limited left Milwaukee at 7:15am and Chicago at 5:05pm, carrying a dining car. (Source: the 1929 PTT).”

Today we are featuring a bevy of rare black-and-white North Shore Line photos taken in the mid-1950s by the late Robert D. Heinlein. Many of these might be considered “roster shots,” attempts to document the entire fleet of cars on a railroad.

There are numerous pictures of the “Farewell to the Shore Line Route” fantrip held by the Central Electric Railfans’ Association on July 24, 1955, the day before the abandonment of service on that branch of the interurban. To some extent, all three cars operated on that trip (154, 190, and 155) were ill-fated. 155 and 190 were damaged in a fire at Highwood on August 11, 1955, along with several other cars, and were scrapped. 154 survived the 1963 abandonment of the railroad, but ultimately succumbed to years of neglect. The body of that car was dumped in a field, after being stripped for parts, and its owners touted its potential as a chicken coop for prospective buyers.

These images were shot on medium format paper-backed roll film, either 120 or 620 size. There were apparently some handling issues, as some of the negatives were light-struck. However, we have included many of these, due to their historic significance.

We could not include all of Mr. Heinlein’s black-and-white images in this post, so there are more to come in future posts. We thank Kevin Heinlein for sharing these excellent images with our readers. We are presenting them in much the same order his father had them sorted in, mainly in car number order rather than by location.

They are especially noteworthy, as they are mainly pictures taken on the Shore Line Route, which was not as well documented as the Skokie Valley Route, as it was abandoned nearly eight years earlier.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,414 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).

Effective immediately, due to the increased cost of international shipping, we will need to quote shipping prices before sending Trolley Dodger orders outside the United States. Until now, we had a fixed price surcharge on most international orders, but we actually lost money shipping out recent orders. It is not our intention to make a profit on international shipping, and we will quote based on actual cost. Thanks.

Robert Heinlein’s North Shore Line Rarities

North Shore Line (originally Chicago & Milwaukee Electric) sweeper 3 was built in 1904 using parts from an earlier sweeper from 1899. It was retired in 1951, and the body was sold to the Illinois Electric Railway Museum in North Chicago. Presumably the sign that says “Garfield” is from the “L”. (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “21 was built by McGuire-Cummings in 1908. The brooms could be removed for work service. It was retired in 1950 and sold to Chicago Hardware Foundry Co. as 238 in 1953.” (Robert Heinlein Photo)

North Shore Line cars 154, 190, and 155 are at the Linden Avenue station in Wilmette on July 24, 1955. This was a Central Electric Railfans’ Association fantrip just prior to the abandonment of the Shore Line Route. (Robert Heinlein Photo)

This and the next picture: The fantrip train makes a photo stop in Lake Bluff, where the branch line to Libertyville and Mundelein started. (Robert Heinlein Photos)

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 Heinlein Photo)

The fantrip train at Linden Avenue in Wilmette.
(Robert Heinlein Photo)

The fantrip train at the Wilmette station near the Chicago and North Western. (Robert Heinlein Photo)

The fantrip train at the Glencoe gauntlet.
(Robert Heinlein Photo)

154 in Kenilworth, by the historic fountain designed by George Maher. (Robert Heinlein Photo)

Car 154. (Robert Heinlein Photo)

Lake Bluff. (Robert Heinlein Photo)

This and the next picture: At the Glencoe gauntlet. (Robert Heinlein Photos)

155, at the tail end of the famtrip train, turns onto Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

In the Winnetka grade separation area. (Robert Heinlein Photo)

I’m wondering if this is the 10th Street station, which in 1955 was the end of the line on the Shore Line Route. It was located on the border between North Chicago and Waukegan. (Robert Heinlein Photo)

Turning onto Greenleaf Avenue in Wilmette.
(Robert Heinlein Photo)

The fantrip train makes a photo stop in the short area of street running in Highland Park. (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “155 was built by Brill in 1915, #19605. It was damaged by fire at Highwood on August 11, 1955, and scrapped. One end from it was used to repair 735.” (Robert Heinlein Photo)

At the east end of the Libertyville/Mundelein branch in Lake Bluff. (Robert Heinlein Photo)

In the general area of Winnetka. (Robert Heinlein Photo)

I’m not sure where this might be… Highland Park or Kenilworth. (Robert Heinlein Photo)

Lake Bluff, going under the Chicago and North Western tracks, where the Mundelein branch began. (Robert Heinlein Photo)

157 was built by Brill in 1915. (Robert Heinlein Photo)

156 was built by Brill in 1915. (Robert Heinlein Photo)

Car 162 at the Wilmette Village Hall. Car 162 is now at East Troy, and is the oldest survivor of the fleet, having been delivered prior to IRM’s 160. It is undergoing restoration. I originally had the wrong location for this one. Thanks to Nick Jenkins for the correction. (Robert Heinlein Photo)

Car 163 in Winnetka. (Robert Heinlein Photo)

Car 157 on Greenleaf Avenue in Wilmette.
(Robert Heinlein Photo)

This and the next photo show 165 in Winnetka. It was built by Jewett in 1917. (Robert Heinlein Photos)

This and the next photo show 169 in Wilmette.
(Robert Heinlein Photos)

169 at Highwood. (Robert Heinlein Photo)

169 in Wilmette. (Robert Heinlein Photo)

Car 175. (Robert Heinlein Photo)

Car 170 was built by the Cincinnati Car Company in 1920. (Robert Heinlein Photo)

Car 176 on Greenleaf Avenue in Wilmette.
(Robert Heinlein Photo)

175 in Winnetka. (Robert Heinlein Photo)

Car 178 is stored on the middle track at Roosevelt Road on the “L”. (Robert Heinlein Photo)

178 on Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

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

Car 186, presumably at Highwood. Don’s Rail Photos (via Archive.org): “186 was built by Cincinnati Car in August 1920, #2450. It was scrapped at Rondout on January 29, 1964.” (Robert Heinlein Photo)

Car 180 at the Milwaukee Terminal. (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “188 was built by Cincinnati Car in August 1920, #2450. It was damaged by fire at Highwood on August 11, 1955, and scrapped.” (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “189 was built by Cincinnati Car in August 1920, #2450. It was damaged by fire at Highwood on August 11, 1955, and scrapped.” (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “190 was built by Cincinnati Car in August 1920, #2450. It was damaged by fire at Highwood on August 11, 1955, and scrapped.” (Robert Heinlein Photo)

The “Greenliner” style logo was painted on, while the Silverliners had logos made of aluminum and bolted on. This is car 190.
(Robert Heinlein Photo)

Car 190, presumably on the 1955 farewell to the Shore Line Route fantrip on July 24, 1955.
(Robert Heinlein Photo)

190 at Highwood. (Robert Heinlein Photo)

190 at the Glencoe gauntlet. (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “192 was built by Cincinnati Car in August 1920, #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964.” (Robert Heinlein Photo)

193 was built by Cincinnati Car in August 1920, #2450. It was scrapped at Rondout on January 29, 1964. (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “195 was built by Cincinnati Car in August 1920, #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964.” (Robert Heinlein Photo)

Don’s Rail Photos (via Archive.org): “196 was built by Cincinnati Car in August 1920, #2450. It was damaged by fire at Highwood on August 11, 1955, and scrapped.” (Robert Heinlein Photo)

This and the next picture: Don’s Rail Photos (via Archive.org): “202 was built by Jewett in 1909 as a combine. In January 1917 it was converted to a merchandise dispatch cars by removing the seating and adding doors at the former passenger end of the cars. In 1936 it was converted to use as a supply car. In August 1946 it was sold to Chicago Hardware Foundry where the body was used as a storage shed for several years.” (Robert Heinlein Photos)

North Shore Line 458 started life as Oregon Electric loco 50. Here it is in Portland on February 2, 1946. (Gordon Spafford Photo)

North Shore Line loco 459 was originally Oregon Electric 51. Here it is in Portland on December 1, 1946. (George Butte Photo)

In the 1960s, you could buy sets of duplicate slides, often taken by the late A. C. Kalmbach, of Kalmbach Publications fame. These have tended to fade badly over the years, probably due to the cheap film stock that was used for duplicating. I purchased this one recently, and took a crack at restoring it. We see a view of the North Shore Line Milwaukee Terminal, probably around 1960, looking east along Michigan Street at Sixth Street.

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

Help Support The Trolley Dodger

This is our 305th 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 1,009,000 page views, for which we are very grateful.

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70 for 70 at IRM (Part One)

July 2, 2023July 3, 2023David Sadowski 3 Comments

The North Shore Line Electroliner has come a long way since it came to IRM in 1982. After the interurban abandoned service in 1963, it went to the Red Arrow Lines (aka the Philadelphia Suburban Transportation Company), where it continued to operate for another dozen years as a “Liberty Liner.” It has certainly come a long way since its return. Here, we see it near IRM’s 50th Avenue “L” station, which came from the Douglas Park line.

This is the Illinois Railway Museum‘s 70th anniversary, and in that span, it has certainly become the largest such operation in the United States, and possibly the world. So it should be no surprise that IRM pulled out all the stops for this year’s Trolley Pageant, which featured at least 70 pieces of electric railway equipment in more than 30 consists.

There was a delay in getting started, as there had been a bit of rain in the morning, and in spite of a few hiccups (at one point the power went out, possibly because there were so many things using it), it was a remarkable and unique event that couldn’t have happened anywhere else but Union, Illinois.

We were there to document the event for all those who couldn’t be there in person. This is part one, because we took so many pictures and videos that it would simply be too much to put it all into a single post. This post will feature our still pictures, and part two will include the numerous videos we took.

Many thanks go out to all the hard working volunteers that have made the museum what it is today– a first class operation that is unrivaled, and just keeps getting better and better.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,317 members.

The 2023 IRM Trolley Pageant

Chicago Aurora and Elgin wood car 308, at the head of a four-car train. Don’s Rail Photos (via archive.org): “308 was built by Niles Car & Mfg Co in 1906. It was modernized by unknown date and sold to Indiana Transportation Museum in 1962 and resold to Illinois Railway Museum in 1996.”

CA&E 309. Don’s Rail Photos (via archive.org): “309 was built by Hicks Locomotive Works in 1907. It was modernized in October 1941 and acquired by Illinois Railway Museum in 1962.”

CA&E 36. Don’s Rail Photos (via archive.org): 36 was built by Stephenson in 1903. It was acquired by Trolleyville in 1961 and was painted as Columbia & Southwestern 36. It was sold to Illinois Railway Museum in December 2009.”

CA&E 319. Don’s Rail Photos (via archive.org): “319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern in 1962. It was resold to IRM in December 2009.”

Sand Springs (Oklahoma) Railway car 68 was built by the Cincinnati Car Company in 1918. It was originally delivered to the Cincinnati Lawrenceburg & Aurora in Ohio, and came to IRM in 1967.

Chicago and West Towns Railways 141 was built by McGuire-Cummings in 1924. After streetcar service ended in 1948, the body was stored on a farm. The Electric Railway Historical Society (ERHS) rescued it in 1959, and donated it to IRM in 1973. After a lengthy restoration, it was returned to operating condition in 2014.

Open car 19 was built by the J. G. Brill company in 1914, and operated in Veracruz, Mexico until 1961. It then went to Trolleyville USA in Ohio. IRM acquired it in 2009.

Cleveland center-entrance car 18 was built by the G.C. Kuhlman Car Company in 1914, and ran on the Shaker Heights Rapid Transit line until 1961. It then went to Trolleyville USA, and IRM purchased it in 2013. Frank Hicks has worked to get this car back to operating condition, and this was the first time it ran at IRM.

Center-entrance streetcars had a brief vogue and the most successful of these were called Peter Witts. They were two-man cars, as there was a conductor who collected fares inside. Some systems used a “pay as you enter” system, and some preferred “pay as you pass.” In order to exit through the front door, you had to walk by the conductor and would then pay your fare. The idea was to speed up loading, as fares could be collected while the car was in motion.

SHRT car 18 backs up to get into position for the Trolley Pageant. The conductor is making sure the pole stays on the wire while it is reversed, while the motorman is at the controls over in the other end of the car. Although this may originally have been a double-ended car, it seems to have been converted to single-end at some point in Cleveland.

North Shore Line combine 251, at the head of a five-car train. Don’s Rail Photos (via archive.org): “251 was built by Jewett in 1917, It had its seating reduced from 40 to 24 on October 3, 1925, and it was converted to a Silverliner on June 19, 1953. It was acquired by Illinois Railway Museum in 1963.”

North Shore Line car 160 is now that interurban’s second oldest surviving car, following 162, which was delivered earlier. Don’s Rail Photos (via archive.org): “160 was built by Brill in 1915, (job) #19605. It was acquired by Illinois Railway Museum in 1963.”

North Shore Line coach 714. Don’s Rail Photos (via archive.org): “714 was built by Cincinnati Car Co in 1926, (job) #2890. It is modernized in 1939 and preserved in 1963 by the Illinois Railway Museum.”

North Shore Line car 757. Don’s Rail Photos (via archive.org): “757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as Silverline on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988.”

North Shore Line coach 749. Don’s Rail Photos (via archive.org): “749 was built by Pullman in 1928. It was modernized in 1940 and acquired by Illinois Railway Museum in 1963.”

North Shore Line city streetcar 354. The late Don Ross, from Don’s Rail Photos (via archive.org): “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.”

Illinois Terminal interurban car 101. It ran between St. Louis and Alton. Don’s Rail Photos (via archive.org): “101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL.”

Two Chicago streetcars for the price of one, here. “Matchbox” 1374 was built by St. Louis Car Company (order #715) in 1905. The Chicago Transit Authority turned it into a salt spreader in 1947. It was purchased by the ERHS in 1958 and donated to IRM in 1973. The 3142 was built by J.G. Brill Company (order #21686) in 1923. It too was purchased by ERHS in 1958 and came to IRM in 1973. The white stripe indicates it was used as a one-man car, letting riders know they should board at the front instead of the back.

Chicago Pullman 144 was built in 1908 and ran in regular service until 1954. Until the end of streetcar service four years later, it was only used on fantrips. IRM purchased it in 1959.

CTA PCC streetcar 4391 is using the back-up controller to make its way to the parade staging area, as it is a single-ended car. Since the pole is reversed, the operator is trying to keep it from coming off the wire.

CTA PCC 4391 was built by the St. Louis Car Company in 1948 and ran in Chicago until 1958. ERHS purchased it the following year and it came to IRM in 1973. It is the only surviving car of its type. This is a two-man streetcar– you enter at the rear, pay the conductor, then exit via the middle or front.

Indiana Railroad high-speed lightweight car 65 was built in 1931 by Pullman and ran for a decade in Indiana before making its way to the CRANDIC (Cedar Rapids and Iowa City) in Iowa. It was purchased in 1953 as the first acquisition of the Illinois Electric Railway Museum, then located in North Chicago. The original ten founders each contributed $100 towards the cost. The last survivor of the ten was Malcolm D. McCarter, who died in 2016.

Indiana Railroad car 65 is similar to cars that were built around the same time for the Cincinnati and Lake Erie. After that line quit around 1938, several of those cars went to Lehigh Valley Transit in Pennsylvania, where they ran until 1951. Others made it to Iowa and ran on CRANDIC. The only other surviving Indiana Railroad high-speed car is 55, which was built by a different manufacturer. It survives at the Seashore Trolley Museum in Maine as LVT car 1030.

Two North Shore Line work cars (line car 604 and box motor 229) head west through the depot.

It was nice to see so many families with young children out at the museum for this event.

IRM’s North Shore Line Electroliner, built in 1941 by the St. Louis Car Company, is still undergoing interior restoration, but can operate. It was certainly a welcome addition to the Trolley Pageant.

One of the trolley poles on the Electroliner got snagged and had to be repositioned. Fortunately, no damage was done to the wire.

Where else but IRM could you see not one, but TWO four-car trains, made up of Chicago Aurora and Elgin interurban coaches, side by side? Over the years, the museum has put together a unique and unrivaled collection.

Although not yet numbered, this is either Chicago Aurora and Elgin car 451 or 453, built in 1945 by the St. Louis Car Company. Don’s Rail Photos (via archive.org): “451 was built by St Louis Car Co in September 1945, #1717. It was sold to Trolleyville in 1962 and lettered as Columbia Park & Southwestern. It was transferred as Lake Shore Electric Ry in 2006. It was sold to Illinois Railway Museum in December 2009.” 453 was purchased in 1962 by Trolleyville USA in Ohio, and went to the Electric City Trolley Museum in Scranton, PA in 2009. They considered turning it into an ersatz Laurel Line car, as none of those were saved. Having decided against that, it was acquired by IRM in 2019 and is undergoing restoration. Thus, all four surviving cars of this type are back in Illinois– three at IRM (451, 453, and 460) and 460 at the Fox River Trolley Museum. We recently posted pictures of that restoration. Spence Ziegler adds: “Dave, the unnumbered CA&E car is the 451, from what I understand it’s going to get the original “Futura” font lettering, which will look nice. That’s why the grey is darker also.”

A four-car train of Chicago wooden “L” cars, with 1754 at the rear. It was built by the Jewett Car Company in 1906 for the Northwestern Elevated. After the CTA stopped using wood cars in regular service in 1957, it was converted to a work car. IRM acquired it in 1971.

Broad Street Subway (Philadelphia) car 55 was built by the J.G. Brill Company (order #22488) in 1927. IRM purchased it in 1985, and this was the first time it operated at the museum in 20 years. Notice how it is both wider and longer than a Chicago “L” car, and has three sets of doors for faster service.

I don’t think any other museum besides IRM could field a seven-car Chicago “L” car train. This one consisted of two sets of married pairs and three single car units.

The “L” train makes its run-by, with car 41 in the lead. It was built in 1959 by the St. Louis Car Company and was designed to be operated as a single car for the Evanston line, where the CTA wanted to reduce operating expenses. For several years, riders would pay on the train at off-peak hours, and the train operator had a fare collection box. There was no conductor. Unfortunately, this really slowed down service, as the train could no proceed until everyone boarding had paid. Eventually, 41 was paired with car 28 but that car was eventually damaged and was not saved. 41 came to IRM in 1998.

A Commonwealth Edison diesel switcher came out at one point, probably to help move a disable railcar.

This rare Lake Shore Electric freight trailer was part of a train which included three electric locos, led by Commonwealth Edison 4, built in 1912 by Alco/General Electric (order #3514), which came to IRM in 1962.

North Shore Line box motor 213 (aka a “Merchandise Despatch” car) was built in 1920 by the Cincinnati Car Company (order #2445), and was sold to the Chicago Hardware Foundry in 1955. That was also the original location of the Illinois Electric Railway Museum. When IRM moved to its current location in 1964, 213 went with it.

A Milwaukee Electric logo on a piece of freight equipment in the parade.

For a rather nondescript car, South Shore Line 504 has had an interesting life. It started out in 1925 on the Indiana Public Service as a baggage/coach car. This turned into the Indiana Railroad in 1931, and it became coach/RPO (railway post office) 377 for another decade before that interurban was abandoned. The South Shore Line purchased it, and used it until 1975 to haul newspapers and small packages. (It still has a sign on it advertising their “emergency package service.” IRM bought it in 1975.

South Shore Line line car 1100 was built in 1925 by the St. Louis Car Company for the Indiana Service Corporation, which became the Indiana Railroad in 1931. It began as baggage/coach car 376, and became a coach/RPO in 1935. After the Indiana Railroad abandonment in 1941, the South Shore Line purchased it, and it was converted to a line car in 1947. I actually rode on this car in 1988 on a fantrip for the George Krambles scholorship fund. GK had begun his storied career working for the Indiana Railroad in 1936. IRM acquired it in 2010.

Illinois Central cars 1198 (powered) and 1380 (unpowered) were built by Pullman in 1926 and were used in service until 1972 on the electric suburban service, which later became the Metra Electric. After their retirement, the pair came to IRM. These cars are somewhat similar to the Erie Lackawanna cars that were used in New Jersey.

The seven-car CTA “L” train stops briefly at the depot, before heading west to get into position for its run-by.

CTA “L” cars 30 (left) and 6655 (right). With the two paired, you can see how the position of the doors differed.

And there are still plenty of other cars that hopefully will run in future Trolley Pageants at IRM.

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.

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

This is our 302nd 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 993,000 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.

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.

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.

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.

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From the Collections of Bill Shapotkin

August 16, 2018August 20, 2018David Sadowski 6 Comments

On August 13, 1971 Chicago Rock Island & Pacific #303 and 125 are backing into Blue Island (Burr Oak) yard. Bill Shapotkin adds, “The train is a ROCK Mainline Suburban train (if it had operated via Beverly, it would be west of the depot (to left).”

Today, we feature more classic photos of buses, trolleys, and trains, courtesy of Bill Shapotkin, long a friend of this blog. Mr. Shapotkin should be well-known to many of you from his longtime activities as a transit historian, author, and the many informative programs he has given over the years.

Today’s sampling from the Shapotkin Collection includes some rare pictures of Chicago & North Western RDCs (Budd Rail Diesel Cars), which were self-propelled and ran in Chicago area commuter train service for a short period of time in the 1950s. They replaced steam-powered trains and were in turn replaced by the familiar push-pull diesel bi-levels still in use today.

In addition, there are several pictures of Grand Central Station, a Chicago landmark in use between 1890 and 1969, which was torn down in 1971. We have some interesting correspondence, plus some new images of our own.

Enjoy!

-David Sadowski

PS- We have done our part to make these old images look as good as they possibly can. The C&NW RDC pictures were all shot around 1956 on early Ektachrome film, whose dyes turned out to be unstable and quickly shifted to red. (Technically, the red layer was relatively stable, while the green and blue layers faded.)

It used to be some people thought these sorts of images were only suitable for use as black-and-whites. But with modern technology, it is possible, to some extent, to bring back the original colors. This was easier to do on some than others, but the results look much better than you might expect. If you have ever seen one of these early red Ektachromes, you will know what I mean. Modern films are much more stable and resistant to dye fading.

I would be remiss without mentioning Bill has been involved for many years with the annual Hoosier Traction meet, which takes place in September:

It is that time of year again — the 35th annual gathering of the Hoosier Traction Meet is being held Fri-Sat, Sept 7-8 in Indianapolis, IN. The meet includes two full days of interesting presentations on a variety of subjects, as well as our “Exhibition Room” of vendors — with everything from transfers to track charts available. Book now and you can join us for just $25.00 ($40.00 at the door). We recommend that once you book hotel accommodations as early as possible, as there is an event scheduled at the Indianapolis Motor Speedway that same weekend. By calling the number of the Waterfront Inn (where our event is being held), by mentioning that you are with the Hoosier Traction Meet, you should be able to register at our group rate.

For those of you would are unable to attend both days, we have a special “Saturday Only” rate of just $15.00 ($25.00 at the door). As many of our Friday presentations are repeated on Saturday, you will be able to partake of a wide variety of subjects and presenters.

We hope you are able to join us for what many consider to be THE electric railway gathering in the country…see you there!

Thanking you in advance,

Bill Shapotkin

The Milwaukee Road’s Elgin terminal in August 1970. Bill Shapotkin adds, “The MILW depot in Elgin was built 1948. It is the second depot constructed at the same site. View looks south from Chicago St.”

Chicago & Milwaukee Electric 354, built in 1928 by the St. Louis Car Company, is seen at the Illinois Railway Museum in May 1977. It ran in Milwaukee and Waukegan as a North Shore Line city streetcar.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Peru, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

Minneapolis & St. Louis “doodlebug” GE 29, was used as a railway post office (RPO). According to http://www.rrpicturearchives.net/, ” Number GE-29 was built in 1931, body by Saint Louis Car Company (c/n 1550), the power plant was 400 horsepower EMC Winton Model 148 gasoline engine (c/n 491) coupled to GE electrical gear. I don’t know who is responsible for the boxy structure on the roof but it’s likely the cooling system for the prime mover. This unit went by the name ‘Montgomery’ (painted above the rear truck) and was repowered in August 1950 with a Caterpillar 400 horsepower Model D diesel.”

CTA bus 4606 is at the Roosevelt/Monitor Loop in October 1992 (same one used by trackless trolleys a few years earlier). The view looks E-N/E (toward Monitor Avenue). I don’t know much about the GM Fishbowl next to it, however.

A Milwaukee Road dome car near Union Station in Chicago.

Milwaukee Road equipment in downtown Chicago.

Pace buses in Elgin, June 2003.

A westbound NYC passenger train as it approaches LaSalle Street Station in November 1963. At right is the CRI&P’s coach yard. The view looks south from the Roosevelt Road bridge. (John Szwajkart Photo)

Chicago, IL. NYC loco #7300 is seen as it passes the CRI&P coachyard. The view looks south from the Roosevelt Road bridge in November 1963. (John Szwajkart Photo)

Metra Milwaukee District loco 124 is pushing an eastbound train towards Union Station in Chicago. The view looks east from DesPlaines Street. August 1995. (Dan Munson Photo)

Loco 604 leads a northbound (timetable: westbound) Metra/Milwaukee District passenger train out of Union Station in Chicago. The view looks south-southwest off the Lake Street bridge over the south branch of the Chicago River. July 19, 1990. (Dan Munson Photo)

Control cab 3244 brings up the reat of a westbound Metra/Rock Island train at Joliet Union Station. The view looks west in December 1990. (Paul D. Schneider Photo)

Joliet, IL: Loco 163 is seen pushing an eastbound Metra/Rock Island suburban train across the ATSF/IC (ex-ICG, former GM&O, nee C&A) diamonds at Union Station. The view looks south in December 1990. (Paul D. Schneider Photo)

The imposing clock tower of Grand Central Station, in operation from 1890 to 1969. Located at the southwest corner of Wells and Harrison, it was demolished in 1971. This view looks northwest. (Ron Peisker Photo)

The Wells Street side of Grand Central Station in Chicago. The view looks north along Wells Street in the 1960s. (Ron Peisker Photo)

In the 1960s, and auto is parked on Wells Street in front of Grand Central Station. The view looks to the west-northwest across Wells Street. (Ron Peisker Photo)

Looking west from the clock tower at Grand Central Station in the 1960s. Through these windows are various railroad offices. The building at left in the background is the CGW freight house. (Ron Peisker Photo)

Grand Central Station, Chicago is viewed from the west side of Franklin Street from a point north of Harrison Street. The view looks southwest. (Ron Peisker Photo)

Looking north on Holden Court in March 2000, under the South Side “L”, we are looking north under the St. Charles Air Line bridge. (William Shapotkin Photo)

A westbound B&O freight train prepares to cross the IHB at the Illinois/Indiana state line. The view looks east in September 1959. (John Szwajkart Photo)

This is 91st St Tower in November 1949 — protecting the PRR/ROCK Xing on the ROCK’s Suburban (now Beverly) Branch. The tracks heading off to the upper right are the ROCK. Tracks heading off to the upper left are the PRR.

This billboard, advertising SouthShore Freight, is located west of Indianapolis Boulevard north of the Indiana Toll Road in East Chicago, IN. The view looks west. June 28, 2018. (William Shapotkin Photo)

C&NW cab-coach 152 in Chicago, north of the Clinton Street Tower on August 2, 1978.

An eastbound C&NW train is passing under the CGW bridge on July 9, 1968. Bill Shapotkin adds, “This photo was taken in Lombard east of Grace St. Today, a Great Western Trail x/o over the UP (C&NW) at the same location. View looks west.”

C&NW cab car 254 at Davis Street in Evanston on July 18, 1976.

C&NW GP7 is at an unknown location, on a morning train running between Milwaukee and Madison, Wisconsin in March 1954. Bill Shapotkin: “This location is West Allis, WI just west of Belden Tower (the freight line to Butler is in background). View looks N/E.”

C&NW KO Tower in Lake Bluff, IL on May 5, 1977.

C&NW 1653 at Kenmore station, Chicago.

The C&NW commuter stop in Zion, July 30, 1966.

C&NW RDC cars in Park Ridge, IL.

C&NW RDC cars southbound departing Kenmore station (Granville Avenue) in Chicago.

C&NW 1531 in Kenmore station, Chicago in May 1956.

C&NW RDC cars, southbound at Kenmore station, Chicago, 1956.

C&NW RDC cars in Waukegan, IL.

C&NW RDC car 9933 just north of Thome Avenue in August 1956.

Chicago Surface Lines 6213. Tony Waller adds, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.”

CTA 6213 at 95th and State in 1949.

CSL 6212 on Route 93 near Blackstone, west of Stony Island on August 13, 1947.

Here, we are looking north (from 31st Street) under the South Side “L” mainline. Note supports at left – that portion of the structure dates back to 1892. The pillars and structure at right was added when a third main (express) track was added. June 28, 2018. (William Shapotkin Photo)

A southbound Englewood train approaches 31st Street on the South Side “L” main line. The view looks north from 31st Street. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side “L” main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Jackson Park train makes its stop at the 35th Street “L” station. The view looks north. June 28, 2018. (William Shapotkin Photo)

A westbound Metra train in Blue Island on June 26, 1992. (R. Bullermann Photo)

Metra loco #104 is seen heading a westbound Metra/Milwaukee District suburban train out from Union Station in August 1995. The view looks east from DesPlaines Street. (Dan Munson Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 – 31st, is westbound in 31st Street approaching the South Side “L” main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, approaching the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, makes a stop before crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, having just crossed over the Metra Rock Island tracks at Hale Avenue. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street at Hale Avenue and the Metra Rock Island tracks. View looks northeast. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street, having just crossed over Hale Avenue and Metra Rock Island tracks. The view looks northwest. June 8, 2018. (William Shapotkin Photo)

My Metra title slide… nice, eh? December 1990. (Paul D. Schneider Photo)

A close-up of Metra 126 and its brethren in December 1990. (Paul D. Schneider Photo)

Recent Site Additions

This picture was added to our recent post The Magic of Jack Bejna (August 4, 2018):

Don’s Rail Photos says, (North Shore Line) “213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Chicago Streetcar Tracks Exposed

Exposed streetcar tracks are a rare sight in Chicago nowadays. We recently took some pictures of some on Western Avenue under a viaduct just north of 18th Street, in the northbound lane.

-David Sadowski

While we were in the neighborhood, we took this picture of an inbound CTA Orange Line train on Archer:

Recent Finds

CTA 2029-2030 on the turnaround loop at the DesPlaines Avenue terminal in October 1964. We are looking west. Here, you can see the close proximity of the Chicago Great Western tracks to the right. These have since been removed, and the area turned into a bike path connecting with the Illinois Prairie Path at First Avenue in Maywood.

On July 12, 1955 we see Pittsburgh Railways car 4398 at the Drake Loop. It is signed for the Washington interurban, which continued for several miles from here until interurban service was cut back a few years before this picture was taken. Don’s Rail Photos adds, “4398 was built by St. Louis Car Co. in 1916.” This car was retired in 1956 and has been at the Pennsylvania Trolley Museum in (fittingly) Washington, PA ever since. Service to the Drake Loop ended in 1999, when the last PCC streetcars were retired. In its last few years, it had operated as a shuttle. You can read more about the final days of the Drake Loop here. (C. Foreman Photo)

We recently acquired this World War II-era brochure promoting the Chicago Aurora & Elgin interurban’s services as a way to get around in spite of wartime gasoline rationing and tire shortages:

Here is an article about the new Chicago Subway, from the May 1943 issue of Trains magazine. (For information about our new book Building Chicago’s Subways, see the end of this post).

Recent Correspondence

Mark Batterson writes:

We recently purchased the Navy Yard Car Barn, built in 1891 by the Washington and Georgetown Railroad Company. It was one of four streetcar barns in DC. We’d like to celebrate the history of streetcars in our buildout of the space. I know you’ve got some amazing images in your collection. Is there a way to purchase some of those? We’re also trying to purchase an old DC streetcar. Thought I’d ask if you know where we might be able to find one?

Thanks so much for your time and consideration.

Thanks for writing.

FYI, there is a web page that lists the current whereabouts (as of 2014) of all surviving DC trolley cars:

http://www.bera.org/cgi-bin/pnaerc-query.pl?sel_allown=DC+Transit&match_target=&Tech=Yes&pagelen=200

After the DC system quit in 1963, some PCC cars were shipped overseas and others were heavily modified for use in the Tandy Subway operation, which no longer exists. The bulk of remaining equipment is in museums.

Unfortunately, there were a few DC streetcars that were preserved at first, but were later destroyed. These include the Silver Sightseer PCC and pre-PCC car 1053.

We can offer prints from some of the images on this site, but not others… only the ones we own the rights to. We specialize in the Chicago area, and as a result, do not have that many DC images. But perhaps some of our readers can point you in the right direction for those. (If anyone reads this and can help, write to me and I can put you in touch with Mr. Batterson.

-David Sadowski

Chicago Rapid Transit Company Door Controls

A picture appeared in our last post The Magic of Jack Bejna that has stirred up some correspondence:

This three-car train of Chicago Transit Authority 4000-series “L” cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, “Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station.
Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don’t recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo.
When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at
https://www.chicago-l.org/operations/lines/kenwood.html .
Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no “married pairs” of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings.
Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.)
And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant “proceed”. One ding meant “hold”. The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman’s compartment, his signal to go. The longer the train, the longer it took to leave the station.”

Recently, Jim Huffman commented:

Photo #365? 3-car train of CTA 4000s standing at the 38th St station. I differ with your explanation of the conductors door work.
1. When the CTA took over they made all the doors on the 4000s one-man operated, allowing for trains with odd number of cars . Thus, 8-cars, 4-cars, 3-cars, 1-car= only 1-conductor per train.
2. Way prior to that, the CRT used a conductor between each two cars, doing the doors as you described. 8-cars=8-conductors, etc.
3. But later, prior to the CTA, the CRT re-wired (air?) the 4000s so that a conductor between every two cars could operate all the doors on two cars. 8-cars=4-conductors etc.
4. On multi conductor trains, there was only one signal used and that was by the front conductor, not by the other conductors. Nor were there differing sounds or number of bells or buzzers! The front conductor monitored the rear conductors doors, when all were closed, then he would signal the Motorman. There usually was not much of any delay, the reason for less men was to lower labor costs, not to speed up the train.
This is from my memory & further info from conductors back then.

We replied:

You are referring to the explanation of how door controls worked on the 4000s, given by one of our readers (M. E.) in the caption for the photo called proofs365.jpg.

We had previously reproduced a CTA training brochure dated March 1950 in our post Reader Showcase, 12-11-17. By this time, the 4000s had been retrofitted into semi-permanent married pairs, so a three-car train, as shown in the June 1949 picture, no longer would have been possible.

The 1950 training brochure does mention using a buzzer to notify the next train man in one direction.

This is how Graham Garfield’s excellent web site describes the retrofit:

After the CTA ordered the first set of 6000s (6001-6200), they set about retrofitting the 4000s to make them operate more safely, economically and basically more like the forthcoming 6000s. By the time the 6000s started rolling in, the changes had been pretty much completed. In this overhaul, the 4000s were given multiple unit door control, standardized to use battery voltage for control, the trolley feed on Evanston cars was tied together so only one pole per pair was needed, and they were paired up into “semi-permanently coupled pairs” (as opposed to the “married-pairs” of the 6000s), usually in consecutive numerical order. Additionally, the destination signs (which were all still hand-operated) were changed to display either the route names (i.e. “Ravenswood” or “Lake A”) or both terminals (i.e. “Howard – Jackson Park B”) so they wouldn’t have to be changed for the reverse trip. The number of signs per car was reduced from four to two, not counting the destination board on the front. All this allowed a two-man crew to staff a train of any length.

This does not of course explain door operation prior to 1950, and I promised to do further research, by contacting Andre Kristopans.

PS- in addition to this, in a previous comment on this post, Andre Kristopans wrote, “On CRT the conductor was the man between the first and second cars. The rest were Guards. Motorman and conductor worked together all day but guards were assigned according to train length that trip.”

So, I asked Andre to explain. Here’s what he wrote:

Wood cars very simple – man between each two cars as doors were completely local control. End doors of train were not used. Steel cars more complicated. Originally same as woods – man between each two cars. Remember steels and woods were mixed. In 1940’s changed so man could control doors at both ends of cars on either side of him, so conductor between 1and 2, guards between 3 and 4, 5 and 6, 7 and 8 only. Then in 1950’s full trainlined doors. Initially one conductor for 2 or 4 car trains, working between last 2 cars, on 6 or 8 car trains conductor between cars 3 and 4, guard between last two. Guard eliminated late 50’s, conductor in sane (same?) position now controls all doors.

Thanks for the info. On the woods and early 4000s, how did the guards and conductor signal each other?

They had signal bells. First rear guard pulled the cord that rang the gong at forward end of that car. Then that guard pulled the rope by his position to signal the next guard up. When the conductor got the signal and pulled his rope, the gong by the motorman rang and he released and started up.

Yes the 4000’s evolved. Originally basically operationally identical to woods. Circa 1943 before subway, converted from line voltage control to battery control. Now they were no longer able to train with woods. Around same time changed to door control at each end controlling doors at both ends. In 1950’s full mudc, paired with permanent headlights and permanent markers (over a period of a decade or so!). Shore Line’s Baldies book shows how this happened over time if you compare photos. Large door controls early for single door control, small door controls for entire car control, then no door controls on paired sets.

This is something that has not been looked into much, but a 1970’s 4000 was VERY different from a 1930’s 4000!

Our thanks to Andre and everyone else who contributed to this post. Keep those cards and letters coming in, folks!

-David Sadowski

Pre-Order Our New Book Building Chicago’s Subways

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

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

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

Bibliographic information:

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

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

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

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

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