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.
This is the back end of a southbound CTA Jackson Park “B” train at Sheridan Road on July 7, 1966.
It’s been more than a month since our last post, but that’s not for lack of effort. We have been hard at work on the images in this post. I have put it many, many hours with these pictures in Photoshop to make them look their best, or least, better than how I found them.
Sometimes, it seems that if something can go wrong, it will go wrong. I was up late last night writing more than 50 captions, and somehow they all vanished, and I had to rewrite them. But that’s okay, since the new versions you see here are better.
It’s been our experience that hard work often pays off. You be the judge.
We have also been hard at work on a new book– Chicago’s Lost “L”s, which will focus on those aspects of the system that either no longer exist, or have been completely changed. Work on this book is pretty far along. All the photo selections have been made, and the cover is finished.
We are excited about this new project, and hope you will be too. More information will be forthcoming as things progress.
PS- Our thanks go out to Jeff Wien for sharing some fantastic images from the Wien-Criss Archive.
The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)
A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)
This and the following picture: A Kenosha Motor Coach bus is posed next to the former North Shore Line station circa 1967. The building remains, but has been altered over the years for use, first by a restaurant, then as a day care center. (Charles L. Tauscher Photo, Wien-Criss Archive)
This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)
NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)
An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. H. Higginbotham Photo, Wien-Criss Archive)
An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)
A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)
The El Paso trolley, in its original incarnation, was an international affair, with service to Juarez, Mexico. This picture was taken in 1962. (Wien-Criss Archive)
This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)
A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)
As much as we would like Chicago “L” cars to remain on the structure, there have been a few times when they did not. This April 12, 1974 photo shows one that came pretty close to falling down, but fortunately did not. This looks like downtown, but I am not sure of the exact location. Andre Kristopans adds, “Wreck was at Lake/Wells with 6047-48. Took W to N curve way too fast. This was probably last wreck cleaned up with only Rail derricks, S363 and S367. No rubber tired cranes used.”
We ran a lo-fi version of this picture in a previous post. The location at first was a real mystery, but turned out to be 42nd Place, the terminal of the CTA Kenwood branch, looking west. The next photo was taken further down the platform. (We ran originally ran this with other pictures that we saw on eBay, but hadn’t been able to purchase. It was relisted and we decided to buy it after all.) Ross Harano adds, “The view is looking north rather than west. The building with the chimney is Oakenwald Grammar School at 4071 S. Lake Park that I attended. The tower on the right is the “Kiosk Sphinx” that was on an estate just north of the grammar school. Geoffrey Baer had a segment on his WTTW’s “Ask Geoffrey” about the wealthy family that built a Mediterranean style home with a pool and “Eiffel” tower. The property to the west of the station was owned by Nelson Coal. You can see the coal moving equipment in the photo. Nelson Coal stored mountains of coal east of the terminal tracks next to the Illinois Central Tracks. We used to play soldiers on the coal until we would be chased away by Nelson Coal workers.”
This is the view looking west from the east terminal of the Kenwood branch at 42nd Place. There was a short stretch of steel structure, before the line ran on an embankment owned by the Chicago Junction Railway. Ross Harano: “This view is also looking north. The photo was taken from the north end of the platform next to the control tower building. The tall building in the background is one of the first CHA buildings on the lakefront at Lake Park and Oakwood Boulevard. The railroad tracks that ran with the “L” tracks went east over the Illinois Central tracks and ran south.”
A wooden Chicago “L” car at the Illinois Railway Museum in Union, May 1968. The museum had moved here in 1964 from its original location in North Chicago. I believe that is a Milwaukee streetcar at left.
This postcard, circa 1910, shows one of the single track “L” stations that were a unique feature of the old Stockyards branch.
On February 24, 1957 we see a Douglas Park “L” train crossing over a Garfield Park one, running on temporary tracks in Van Buren Street, while the Congress median line (foreground) is under construction.
On February 24, 1957 a two-car train of CTA 4000s heads east on Van Buren at Ashland. This was the temporary route for part of the Garfield Park “L” from 1953 to 1958.
This is the view looking south from the Lake Street “L” at Paulina on March 17, 1954. The tracks at right were where the Met “L” went over the Lake line. At left is a new connection, just about to be put into service, that allowed Douglas Park trains to go to the Loop via Lake Street. This connection was used from 1954 to 1958, and is now used again by Pink Line trains (the successor to Douglas).
A two-car Kenwood “L” train, including 2910, is in the stub at Indiana Avenue station on February 25, 1955.
A Garfield Park “L” train of 4000s heads west at Kedzie on November 6, 1955. Unlike some other stations on the line, this one remained in service until 1958 as it was not directly in the expressway footprint. The first car is a “Baldie,” built circa 1915, and the second is a “Plushie,” from around 1924. These were state of the art cars when new, and were in service for nearly 50 years.
Here, a former Lake Street “L” car heads up a Stockyards shuttle train at Indiana Avenue on April 11, 1954.
Car 1715 is a Lake Street Local at Marion Street in Oak Park. In 1948, locals and expresses were replaced by the CTA’s A/B “skip stop” service.
CTA 3147 is at the front of a Lake Street “B” train at Marion. Despite the age of the car at left (circa 1939) this picture cannot have been taken prior to 1948.
CTA 1780 heads up a Lake Street “A” train at Marion Street. This was not quite the end of the line, as there was a station just west of Harlem Avenue in Forest Park. But this station was far more popular and Harlem and Marion serves today as the end of the line, since the Lake Street “L” was relocated to the adjacent North Western embankment in 1962.
This two-car train (including #299) is at Indiana Avenue station. The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.
When the CTA realigned the north and south side routes, Kenwood became a shuttle. These wooden gate cars (200-series) are being stored on an otherwise unused track on the South Side main. The Kenwood branch itself is at left.
Riders are coming and going from Kenwood car 273 at Indiana Avenue.
CTA gate car #268 (or at least that is what is written on the picture) at Indiana Avenue, operating as a Kenwood shuttle. By the mid-1950s these cars were replaced by former Met “L” cars as they were taken off other lines.
Gate car #204 at Halsted on the Stock Yards branch.
I find this picture of car 1109 and train interesting for a number of reasons. It took a while to figure out where this is, but I believe it is on the Wabash leg of the Loop “L” heading north at Jackson. This area was, for many years, Chicago’s “music row,” and Kimball Pianos is at right. Since we are south of Adams, the station in the rear is Congress and Wabash, which was closed in 1949 and removed soon after, as Congress was widened for the expressway project. The train is an Evanston Express, going to Wilmette, but also mentions Skokie as a destination. Niles Center changed its name to Skokie in 1941, so this picture dates to the 1940s. Then, as now, it is not advisable to put your head or arms outside the car window.
Car 1048 is in the pocket track at Dempster, end of the line for Niles Center. The CTA replaced this with buses in 1948, but the line was revived as the Skokie Swift in 1964, following the North Shore Line’s abandonment the previous year. The historic station building has since been moved slightly to the north and east to provide a bus lane.
Gate car 2324 at Skokie Shops.
4000s going over the North Shore Channel bridge in Evanston, when it appears to be brand new. Not sure of the date. Miles Beitler adds, “It may have been taken during the elevation of the north end of the Evanston line from University Place to just north of Central Street. That project was completed in 1931. There would have been a bridge over the North Shore Channel long before then, as the channel was completed in 1910 and was crossed by a steam railroad at that point, but perhaps the elevation of the line required replacement or reconstruction of the existing bridge.”
2756 was a Met, car built in 1895, that at some point was converted for use as a medical car, and traveled over the Insull properties whenever it was necessary to give physical exams. Here, we see it on the Cross Street team track in Wheaton. Since the car did not have trolley poles, when it went on the North Shore Line, it had to be towed by something else, like a box motor car.
Pullman PCC 4062 being delivered in 1946. This was the first of 600 new postwar streetcars for Chicago.
The view looking north from Howard Street in 1930. The North Shore Line’s Skokie Valeey Route is at left. Straight ahead leads to Evanston and Wilmette.
In the mid-1950s, some new 6000s are being delivered to 63rd Street Lower Yard.
The Kenwood branch was mainly on an embankment owned by the Chicago Junction Railway.
The Kenwood branch, near the east end of the line. The Nelson Coal Company was located at 1119 East 42nd Street. This must be near the end of service, as that looks like a 1957 Dodge at left.
Met cars passing each other at DesPlaines Avenue in Forest Park, possibly circa 1952. There is a bus visible, which could be the CTA #17, which replaced the Westchester branch in December 1951. But it looks like this predates the rearrangement of this area which took place in 1953, when the Chicago Aurora and Elgin cut back service to Forest Park.
Although this circa 1905 postcard view is not very clear, this appears to be the Central Avenue station on the ground level portion of the Lake Street “L”, at a time before the nearby Chicago & North Western elevated its tracks onto an embankment. According to Bill Shapotkin, the C&NW called this station either Austin or “Boulevard.” Clarification from Bill: “This image is indeed of the Central St station of the Lake St ‘L’. That said, the C&NW station was known as “Austin,” NOT “Boulevard.” As confusing as it is, The “Austin” C&NW station was at Central Ave and the “Boulevard” station was at Austin Blvd. This threw me for a while as well — and had to have a old-timer explain it to me.”
In March 1958, the Illinois Electric Railway Museum ran a fantrip on parts of the CTA “L” system, using car 1024 and a work car. This was some months after the last wood car was used in regular service. Here, we see train on a siding in Evanston. We previously ran a photo of the same train on the Garfield Park “L” temporary trackage. 1024 went to IERM and has since been restored as car 24.
There was only a short time frame when this picture could have been taken at Halsted and Congress. In the late 1940s, PCCs were used on Halsted, but they were removed starting in 1953, and service ended the following year with older red cars such as this. Under the new bridge, part of the Congress Expressway project, are the subway portals which now serve the rapid transit line that replaced the Garfield Park “L” seen at left.
New 6000s being delivered to Skokie Shops via the North Shore Line. Unfortunately, this picture is too fuzzy to make out the car numbers.
This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photos)
The Homan station on the Lake Street “L” in August 1965. This station was closed as part of the 1990s semi-rebuild of the lake line, and was then moved a few blocks to become the Garfield Park Conservatory station.
A family portrait by CTA articulated compartment car 51 at Dempster in Skokie in October 1968. This car was originally 5001 as delivered in 1947.
In June 1978, work is already underway on the new Forest Park CTA terminal. This was made much easier after the nearby Chicago Great Western train line was abandoned around 1972. The temporary station here occupies the oldd CGW right-of-way and used their bridge over DesPlaines Avenue. Once teh new station was built, the temporary one was torn down (along with the bridge) and the north side of the station now has pickup/dropoff lanes for buses.
The late Gordon E. Lloyd took this picture at North Chicago Junction on April 23, 1961. Chuck W. notes, “The fan trip train on the left, is coming off the Shore Line Route. The train on the right, is the mainline to Chicago, which will split at Upton Junction, with the main line continuing on the Skokie Valley Route and the other branch heading to Libertyville and Mundelein.”
The CTA station at Linden Avenue in Wilmette in January 1970. The building has been preserved, but is no longer used as the station entrance.
The Chicago Surface Lines kept some historic streetcars for use in parades and special events. Since the experimental pre-PCC 7001 is present here, I would say this picture most likely predates the arrival of PCCs in late 1936. It could be from a couple of events in 1936, when Ashland was extended across a new bridge, or when two segments of 87th Street were joined by a new connection.
This picture was found together with the previous one, and as they are sequentially numbered, it may or may not be from the same event. The occasion is a parade, and here we see an authentic 1859 horse car, probably in 1936. This is now at the Illinois Railway Museum. CSL made some recreations of things in 1934, including a faux cable car, but this is the real thing.
A northbound Ravenswood “A” train at Chicago Avenue in the late 1950s.
There were several Red Arrow cars used in afantrip on the West Chester line in Philadelphia’s suburbs on June 6, 1954, and car 68 appears to be one of them. There was a photo stop here at Patrick Avenue, and the bridge is highway 202. This 19-mile interurban line had good ridership, but fell victim to a project that widened West Chester Pike. It was replaced by buses.
Wooje Song writes:
I’m looking for the copyright holder who took attached photos. Attached are the photos I’m looking for.
I’m working in Chopin Theatre as an intern and my boss wants to use those pictures.
The surrounding streets in the first photo are Division and Milwaukee Avenue. The two cars pictured are No. 3208 and No. 3256.
The second one was taken at Ashland (left-right) and Milwaukee (up-down) at the Polish Triangle.
I googled to find out and finally reached you. I hope you have any ideas about this.
Chances are these pictures, circa 1930, are in the public domain. Back then, you had to individually copyright photos. There wasn’t the sort of automatic protection we have today.
Also, any new claim of copyright would depend, today, on their having been unpublished until now. Obviously, that is not the case. These pictures have likely been circulating for a long time.
They don’t look familiar, but I can also ask my readers if they might know who took these.
Hope this helps.
From Our Resident South Side Expert M.E.:
Let me start off by saying your hard work is much appreciated. The CNS&M pictures in particular are dazzling.
First: Your caption says “The photo says this is a Kenwood train, but I am wondering if this is Stock Yards instead.” The answer is: neither. These cars are just sitting idle in storage. But they are probably assigned to the Stock Yards line.
Second: Judging by the water tower in front of the stored cars, and seeing the barrier along the rear of the platform at the right, I conclude this view looks west. The barrier convinced me there is no Stock Yards stub track on the other side of that platform. Ergo, the Stock Yards stub track is off the left side of the picture. And the Stock Yards train went west from Indiana. So the view is west.
Third: The 4000-series steel train is a through train from the north side to either Englewood or Jackson Park. That train, heading east through the station but on its way south, was on either the Howard-Jackson Park line or the Ravenwood-Englewood line. The corresponding westbound/northbound track used the track farthest from the camera.
I tried reading the destination sign on the 4000-series front car, but it is too faint. As I recall, it would have said either Howard St.- or Ravenswood- Jackson Park Englewood via subway via subway and the signs in the opposite direction would have said either Jackson Park- or Englewood- Howard St. Ravenswood via subway via subway
The three-track setup through the station means the picture was taken before several major system revisions were made on 1 August 1949: — the northern terminus of the Englewood line became Howard St. — Ravenwood got its own separate line into downtown. — Englewood/Howard A and Jackson Park/Howard B skip-stop service started. — the Kenwood-to-Wilson line was cut back to a shuttle from Indiana Ave. to 42nd Place.
At that time, the trackage and platforms at Indiana Ave. also changed: — the track at the right was almost totally covered over by extending the west/northbound platform out over the track. — the remaining (uncovered) portion of that track became the stub terminal for the Kenwood shuttle. — what was the middle track became the west/northbound track.
Third: The three tracks continued in both directions out of the station. From the east end of the station, the north/south service turned south, and all three tracks continued to just north of the 43rd St. station. From the west end of the station, the north/south service turned north, and all three tracks continued all the way past 18th St. to where the subway began.
This meant the middle track was available for car storage, even through the station. And that is what you see in the picture.
Fourth: Were these stored cars used on the Kenwood or Stock Yards line? I’m going with the Stock Yards line, for four reasons: — The Kenwood line, at its eastern end at 42nd Place, had storage tracks. The Stock Yards line never had a place on its own trackage to store cars. — As your photo in https://thetrolleydodger.com/wp-content/uploads/2020/06/rbk334.jpg illustrates, Kenwood cars could also be stored around the curve east/south of Indiana. — West of the Indiana station, there were five tracks — two for the Stock Yards line and three for the north/south lines. And there were lots and lots of switches between the five tracks. In order to keep the switches clear, Stock Yards cars had to be stored someplace else, such as right there in the station. — I tried reading the sign on the closest stored car (next to the car’s number), and I think the first word says “Stock”.
Several other stations south of downtown were also closed on 1 August 1949: 18th, 26th, 29th, 33rd, and Pershing (leaving Cermak and 35th). Those stations also served the north/south line, but with the new skip/stop service, the stations were closed, and customers had to use surface routes. Here is a list of all closed L stations: https://en.wikipedia.org/wiki/List_of_former_Chicago_%22L%22_stations
Thanks very much as always for your insightful comments.
The idea of a Congress Parkway highway goes back to the Burnham Plan at least, but was kicked around locally through the 20s and 30s before being pushed by Harold Ickes, FDR’s Secretary of the Interior, who came from the northern suburbs. This was his favored alternative to the plan Mayor Kelly was pushing, starting in 1937, which would have converted several of the “L” lines into elevated highways. (A plan which, if realized, would have been a disaster IMHO.)
Congress was not a wide street downtown. It had to be widened for the highway project, and from Dearborn to the west, there was also additional subway construction. The first phase of subway work only brought the Dearborn line as far as Congress, where it stopped.
This work was quite complicated near LaSalle Street Station, as the subway was built, and the street widened, at the same time that trains had to be kept running there.
Work on widening Congress as far east as Michigan Avenue was already happening in 1949, and it was around this time that buildings on the north and south sides of Congress were altered, and new sidewalks were carved out of those structures (including the Auditorium Theater building) so the street could be made wider. In other areas further west, some buildings were actually demolished.
Likewise, work on creating the lower level of Wacker Drive, the section running north and south along what had been Market Street, also began in 1949. The old Market Street Stub was in the way and was torn down. Work proceeded at the rate of about one block per year on that major project, which I think had reached Madison Street by about 1953. A bit further south, this also resulted in the old Met “L” connection to the Loop being rerouted through the former Wells Street Terminal. This took place in 1955 and then a section of “L”, including the station at Franklin and Van Buren, was removed.
All this was taking place, even though many parts of the expressway itself did not open until later– 1955, I believe. Once it was decided to build a highway that would end downtown, the question of how traffic would be distributed there was a major concern, and one which had to be addressed fully even before the highway itself was opened.
We recently acquired some documents that have been scanned, and added to our E-Book The “New Look” in Chicago Transit: 1938-1973, available as a DVD data disc in our Online Store. The first is a brochure detailing (as of 1953) the reasons for the creation of the Chicago Transit Authority, and their accomplishments up to that time.
The second is the Report of the Committee on Signals and Interlocking for the Chicago Subway, dated June 1941. This committee was made up of representatives from the Department of Subways and Superhighways (City of Chicago), the Committee on Local Transporation (City of Chicago), the Illinois Commerce Commission, Chicago Surface Lines, and Chicago Rapid Transit Company.
Faced with answering the question of what type of signals and interlocking equipment should be used in the subway, which opened in October 1943, the committee did research and made recommendations, as well as presenting their rationale for their particular choices and the reasoning behind certain policies and practices.
Keep those cards and letters coming in, folks!
Now Available On Compact Disc
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99 Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14 [/caption]
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include: Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern $5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere. Disc One Potomac Edison (Hagerstown & Frederick): 01. 3:45 Box motor #5 02. 3:32 Box motor #5, May 24, 1953 03. 4:53 Engine whistle signals, loco #12, January 17, 1954 04. 4:13 Loco #12 Capital Transit: 05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953 06. 1:43 Altoona & Logan Valley: 07. 4:00 Master Unit car #74, August 8, 1953 Shaker Heights Rapid Transit: 08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953 09. 4:04 10. 1:39 Pennsylvania Railroad GG-1s: 11. 4:35 August 27, 1954 12. 4:51 Illinois Terminal: 13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955 14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955 Baltimore Transit: 15. 4:56 Car 5706, January 16, 1954 16. 4:45 Car 5727, January 16, 1954 Niagara, St. Catharines & Toronto: 17. 4:19 Interurbans #83 and #80, October 1954 18. 5:20 #80, October 1954 Total time: 79:30 Disc Two St. Louis Public Service: 01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953 Queensboro Bridge Company (New York City): 02. 5:37 Cars #606, 605, and 601, December 31, 1954 03. 5:17 Third Avenue El (New York City): 04. 5:07 December 31. 1954 05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954 Southern Iowa Railway: 06. 4:46 Loco #400, August 17, 1955 07. 5:09 Passenger interurban #9 IND Subway (New York City): 08. 8:40 Queens Plaza station, December 31, 1954 Last Run of the Hagerstown & Frederick: 09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr. Total time: 61:31 Disc Three Altoona & Logan Valley/Johnstown Traction: 01. 29:34 (Johnstown Traction recordings were made August 9, 1953) Cincinnati Street Railway: 02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951) Toledo & Eastern: 03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958) Capital Transit: 04. 16:26 sounds recorded on board a PCC (early 1950s) Total time: 74:02 Total time (3 discs) – 215:03
The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. 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 251st 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 637,000 page views, for which we are very grateful.
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CTA articulated “Doodlebug” 5003 southbound at Main Street in Evanston. (C. Edward Hedstrom Photo)
An aerial view, showing where the picture of 5003 was taken near Main and Chicago. There is a gap between the CTA Evanston branch and the Metra UP-North Line (formerly, the Chicago & North Western), large enough for a short paved road, now mainly used for parking.
Today, we have another batch of classic Chicago rapid transit photos to share with you. These are not easy to come by, and as far as I can tell, this is only the third time we have devoted an entire post to them.
We have some great pictures of the experimental articulated “Doodlebugs” ordered by the Chicago Rapid Transit Company, which were delivered in 1947-48. These were the first new Chicago rapid transit cars in nearly 25 years, and were inspired by the similar “Bluebird” compartment cars purchased by New York’s Brooklyn-Manhattan Transit in 1939-40.*
Chicago’s Loop “L” is famous world-wide. What is perhaps less known is how a few other cities had short stretches of elevateds, and we have included a couple pictures of those as well. In addition to Baltimore and Boston, shown here, there were also “els” of some sort in Kansas City and Hoboken, New Jersey. To this day, there is more elevated trackage in New York than in Chicago.
Some of today’s pictures were taken at much the same times and places as pictures in those two earlier posts. Sometimes we have been able to identify the times and places when these pictures could have been taken, other times not. As always, if you can help provide any information that might shed light on what’s going on here, we would definitely appreciate it.
You can either leave a comment on this post, or contact us directly at:
PS- These images are being added to our E-book The New Look in Chicago Transit: 1938-1973, available through our Online Store.
Help Support The Trolley Dodger
This is our 129th 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 139,000 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. You can make a donation there as well.
As we have said before, “If you buy here, we will be here.”
We thank you for your support.
*Here are some films of the Bluebirds in action circa 1954, shortly before they were retired:
CTA 5001 at Laramie on September 27, 1948. (Stephen D. Maguire Photo)