Holiday Spirit

Here's Eric Bronsky's 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority "L" station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Here’s Eric Bronsky’s 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority “L” station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Christmas Eve is here once again, and we’re sharing some holiday joy from our readers. Thanks to everyone who let us use their pictures. Whatever your beliefs, we hope for a joyous holiday season for all.

-David Sadowski

From John F. Bromley:

From Kenneth Gear:

From Alan Wickens:

Alan Wickens produces a monthly magazine about Wellington, New Zealand’s (now former) trolleybus system. This was the November ‘special’ to mark the very last day of trolleybus operation there. Click this link to read it.

From Bob Carroll:

Pittsburgh, 1975.

Pittsburgh, 1975.

From Charles Seims:

Jack Bejna writes:

Here’s an early Xmas present for the blog. My favorite CA&E cars are by far the original several orders of woodies, especially before they lost their original window configuration. It’s too bad we didn’t have modern cameras to capture these wooden beauties in all their original configuration. Merry Christmas and a great New Year as well.

And I know I join our readers in wishing the same to you as well, thanks!

CA&E 12 was built by Niles in 1902.

CA&E 12 was built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

Recent Finds

Here are three Red Border Kodachrome slides we recently acquired, plus one circular:

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park "L", on May 26, 1956.

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park “L”, on May 26, 1956.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the "L", which uit in 1951.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the “L”, which uit in 1951.

On July 4, 1953, we are looking north from the stairway to the CTA's "L" station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those "preying mantis" street lights until 1959.

On July 4, 1953, we are looking north from the stairway to the CTA’s “L” station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those “preying mantis” street lights until 1959.

Unfortunately, one tour that you can't take via interurban any longer...

Unfortunately, one tour that you can’t take via interurban any longer…

Santa Is Coming…

The Santa Maria Valley Railroad, that is, in vintage 1959 recordings prepared for the Railroad Record Club of Hawkins, Wisconsin, but previously unissued, now digitally remastered for your enjoyment on compact disc:

From the introduction to the record:

This is Pete Brett. What you are about to hear is a recording of the Santa Maria Valley Railroad in 1959. Engine number 21, Mikado type, 2-8-2, oil burning.

Regular service in 1959, on the Santa Maria Valley, freight only. My recording depicts a composite of different recordings, of different operations. Our train switches in Santa Maria, some switching operation at the John Inglis Frozen Food Company, just outside Santa Maria, which we’ll hear some sounds of mechanical reefers, along with whistles.

Some on-line recordings, as the train proceeds to Betteravia Junction. There, some of the cars are cut out, the engine backs up to Betteravaia, switches, drops off some cars, picks some up, goes back to Betteravia Junction, picks up the rest of the train; we proceed on to Guadalupe, and our junction with the Southern Pacific. There, some switching operations, as some cars are dropped off, others picked up. Later on, the train returns to Betteravaia Junction. Once again, the train splits in two, part of it going to Betteravia, the switching operation there, the train then proceeding on to Santa Maria.

Santa Maria Valley Railroad, 1959.

The remainder of the CD includes 14 additional steam railroad tracks recorded by William A. Steventon, for use in a presentation he gave, demonstrating various types of sounds involved in basic railroad operations.

Total Time: 70:26

A History of the Santa Maria Valley Railroad

From the railroad’s website:

The Santa Maria Valley Railroad (SMVRR.com) has a rich and interesting history, and can be credited, at least in large part, with the Santa Maria Valley becoming an economic powerhouse by building up primarily the agricultural and industrial segments of its economy.

The Santa Maria Valley Railroad commenced construction on July 11, 1911 by an English oil syndicate to haul oil and asphalt from Roadamite to Guadalupe. The SMVRR reached Santa Maria on October 7, 1911 and was completed to Roadamite on November 5, 1911. The SMVRR took over switching operations for Union Sugar Plant. The railroad was initially successful but in the 1920s the sugar plant closed and the railroad drifted into bankruptcy in 1925.

Captain G. Allan Hancock purchased the railroad in 1925 in a bankruptcy auction on the steps of the Santa Barbara County Courthouse and proceeded to build many industries which complemented the railroad. Captain Hancock built a state of the art, fully-equipped engine house to maintain his locomotives and equipment. He invested heavily in the railroad, installing new ties and new rail, and buying locomotives. Captain Hancock developed agriculture in the Santa Maria Valley, introducing new irrigation methods, and invested heavily in packing sheds, an ice plant, and Rosemary Farms. By the mid 1930s the SMVRR was hauling many carloads of sugar beets to the Union Sugar Plant in Betteravia, and crude oil and vegetables out of the valley. The SMVRR was one of the busiest shortline railroads on the west, hauling over 20,000 carloads per year.

At the start of World War II, the SMVRR purchased the old Pacific Coast (narrow gauge) Railroad right-of-way to the Airbase, now the location of the Santa Maria Airport. The Airbase Branch is actually the oldest railroad right-of-way on the SMVRR system, originally constructed in April 1882. In fact, the Airbase Branch is the only Pacific Coast right-of-way still in operation as a railroad.

Roadamite ceased operations in the late 1940s and the line was abandoned from Sisquoc to Roadamite in 1949. The last major track construction was in 1950 when the Battles Branch was built to service a refinery.

The SMVRR was one of the last railroads on the West Coast to run main line steam locomotives. On February 24, 1962, the last run of steam engine 21, with Captain Hancock at the throttle and Walt Disney in the cab, occurred. The SMVRR had purchased its first diesel-electric locomotives, the GE 70-tonners, in 1948. The GE 70-tonners proved to be excellent work horses for the SMVRR and they eventually displaced the steam locomotives.

Captain Hancock passed away in 1965. Two Hancock family trusts took over the SMVRR: the Marian Mullen Trust, controlled by Hancock’s third wife Marian Hancock; and the Rosemary Trust, the descendants of Rosemary, Hancock’s only daughter. Through the years many of the loose carload merchandise business went to trucking and by the late 1970s the fresh vegetable market was gone. Oil produced in the valley eventually left the rails. In August 1993, Holly Sugar closed down the sugar plant in Betteravia. This resulted in the loss of 90% of the railroad’s remaining traffic. The Hancock Trusts eventually concentrated on their more lucrative real estate holdings and the railroad continued to lose its customer base.

The Rosemary Trust took complete control of the railroad in 1999 and worked to turn the fortunes around for the railroad. An intense marketing campaign brought some new customers aboard. The railroad divested its right-of-way east of Highway 101 in Santa Maria and the main line trackage was reduced to 14 miles.

In October 2006 the SMVRR was purchased by the Coast Belle Rail Corporation from the descendants of the Hancock family, ending more than 80 years of control by the Hancock Family. New ownership embarked on a daunting task of rebuilding the line and rebuilding the customer base. To raise public and customer awareness and to raise much needed capital, the SMVRR hosted special events and dinner excursions.

On November 9, 2006 the SMVRR chartered the private car Silver Lariat for a freight customer appreciation excursion. That night was the first public excursion since 1962. On December 9, 2006 the SMVRR held its first ever public open house, the first of several events to reintroduce the public to the railroad. On the weekend of April 5, 2008 the former SMVRR Railbus No. 9 made a cameo appearance during a Motorcar Operators West excursion.

In September 2008 the SMVRR moved its yard and office facilities out of downtown Santa Maria and relocated at the former sugar plant in Betteravia. The new location offers full transload services with team track, dock track and ramp track as well as many acres of on-ground storage.

In July 2016, the SMVRR Headquarters relocates to its new Osburn Yard.

Today, history continues to be made. The past two years were the busiest since the sugar beet plant closed in 1993. New customers have come on board as well as current customers increasing their carloadings. The SMVRR is now a full-service shortline railroad company, performing contract switching, contract track repairs and inspections, and car repairs.

Friends of the Santa Maria Valley Railroad

The Friends of the Santa Maria Valley Railroad (Friends-SMVRR.org) was formed in 2007 to preserve the history of the Santa Maria Valley Railroad and to educate its members on the current railroad industry. Tours and lectures cover the current railroad business, railroad safety, as well as the history of the railroad.

On May 13, 2017, the San Luis Obispo Railroad Museum opened an exhibit entitled, “Two Centuries…One Dream”, the story of the Santa Maria Valley Railroad.

Here are some pictures taken on the occasion of the last steam operation on the Santa Maria Valley on February 24, 1962. I would expect that the “Ward” in one picture was Ward Kimball (1914-2002), one of Disney’s “Nine Old Men”:

A dream that fortunately did not come true: CHICAGO'S LOOP ELEVATED TRACKS TO GO January 4, 1974 - This is a view looking south of the Elevated tracks of Chicago's CTA system on Wabash Avenue. This section along with other portions that formed "The Loop" is scheduled to be taken down sometime in the future with the building of a subway that is to take its place.

A dream that fortunately did not come true:

CHICAGO’S LOOP ELEVATED TRACKS TO GO
January 4, 1974 – This is a view looking south of the Elevated tracks of Chicago’s CTA system on Wabash Avenue. This section along with other portions that formed “The Loop” is scheduled to be taken down sometime in the future with the building of a subway that is to take its place.

*Here’s the original message Eric sent out with his card:

40 years ago, who would have imagined that Chicago’s Loop ‘L,’ long reviled as an eyesore and a deterrent to urban revitalization, would one day be viewed as an iconic landmark? The turnaround began soon after the city axed a harebrained scheme to tear down the ‘L’ and replace it with a single subway route under Franklin Street. Property values adjacent to the structure have since risen, and in mild weather you can even dine at a sidewalk café in the shadow of the ‘L’ (Mort’s Deli once offered “‘L’-egant dining under the cars”).

To date, the 120-year-old Loop ‘L’ structure has been restored and all except two of the aging stations have been renovated or replaced. Most recently, Washington/Wabash, a completely new and accessible ‘L’ station with wide platforms beneath a striking glass-and-steel canopy with LED lighting replaced two historic but obsolete stations at Randolph and Madison Streets.

In the spirit of CTA’s annual Holiday Train and Elves’ Workshop Train, and also the “Heritage Fleet,” we digitally enhanced the new Washington/Wabash station with some red-and-green stuff. The North Shore train is grafted from an original photo by William E. Robertson. The elf (someone you know?) is waiting for the train to Santa’s workshop. You might need to enlarge the image to spot some of the other oddities. It’s sort of like a “What’s wrong with this picture” … or should we say, “What’s right with this picture?”

— Eric

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

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Reader Showcase, 12-11-17

Here's a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don's Rail Photos says that Birneys 490 thru 514 were "built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514." There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here’s a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don’s Rail Photos says that Birneys 490 thru 514 were “built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514.” There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here we are again, just in time for the holiday season, bringing many gifts. Like our last post (Reader Showcase, 11-30-17) we are featuring contributions recently sent in by our readers. These include some rare traction shots.

Again, our thanks go out to Jack Bejna, Kenneth Gear, and Larry Sakar for their great contributions and hard work.

In addition, just to keep a hand in, I have added some of our own recent finds that you may enjoy.

Keep those cards and letters coming in, folks!

-David Sadowski

Kenneth Gear shared some additional photos from the collections of the late William A. Steventon of the Railroad Record Club:

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway 130.

Niagara, St. Catharines and Toronto Railway 130.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

A North Shore Line Electroliner at the Milwaukee terminal.

A North Shore Line Electroliner at the Milwaukee terminal.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Jack Bejna writes:

Hi Dave,

I got back to work on my CA&E project and here are some shots of the final order of steel cars. In many cases I have more than one shot of individual cars so if you need any more images I may be able to help. This group of cars completes my coverage of CA&E’s fleet of passenger cars. I’ll move on to the freight motors and other miscellaneous cars that the railroad owned.

In 1941, CA&E ordered 10 new cars (451-460) from the St. Louis Car Company. This final order was not delivered until October 1945, after World War II ended. The new cars were compatible (and could train) with the Pullman and Cincinnati cars, and were used for all types of service. These cars were lighter and included many improvements.

I know our readers appreciate your fine work, and we will be glad to share any and all images you want to share with us.  Thanks again.

CA&E 451.

CA&E 451.

CA&E 452 as new.

CA&E 452 as new.

CA&E 453 plus one on a CERA inspection trip.

CA&E 453 plus one on a CERA inspection trip.

CA&E 454.

CA&E 454.

CA&E 455.

CA&E 455.

CA&E 456, eastbound at Lombard.

CA&E 456, eastbound at Lombard.

CA&E 457 and three more cars at Wheaton.

CA&E 457 and three more cars at Wheaton.

CA&E 457.

CA&E 457.

(See Comments section) Jack Bejna: "Here's the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn't do any work on it. In future posts, if I change/modify an image I will clearly label it as such!"

(See Comments section) Jack Bejna: “Here’s the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn’t do any work on it. In future posts, if I change/modify an image I will clearly label it as such!”

CA&E 458.

CA&E 458.

CA&E 459, eastbound at Wheaton.

CA&E 459, eastbound at Wheaton.

CA&E 460 at Collingbourne.

CA&E 460 at Collingbourne.

Larry Sakar writes:

TM 978 at San Francisco Muni's Geneva Yard in September 1983.

TM 978 at San Francisco Muni’s Geneva Yard in September 1983.

I was going thru my Milwaukee streetcar photos and ran across the one and only shot I got of the 978 in San Francisco. I had to climb on to this concrete wall in front of the yard and hold on to the cyclone fence with one hand and snap the picture with the other. The ledge was quite narrow.

Here is some valuable background for the Los Angeles streetcar and Pacific Electric Railway material. (Editor’s Note: See our previous post Reader Showcase, 11-30-17.

The Los Angeles Railway company operated a large network of streetcar Ines covering every part of Los Angeles. Los Angeles’ streetcar system was a cable railway in its early beginnings, which accounts for the fact that it was narrow gauge for its entire existence. On a number of streets in downtown LA, both the Pacific Electric and LARY operated on the same tracks. In those instances, there were three versus the standard two rails. Both lines shared the outer rail, but LA Railway cars had their own second rail “farther in”.

By the turnoff the 20th Century, the LA system was acquired by the great Henry Huntington. Huntington was the nephew of Collis P. Huntington, one of the big four involved in the creation of the transcontinental railway along with other eventual luminaries like Mark Hopkins, Leland Stanford, and Theodore Judah. Huntington headed the Central Pacific RR which ultimately became the Southern Pacific RR. The Pacific Electric RR was a wholly owned subsidiary of the SP, as were the Interurban Electric RR and Northwestern Pacific RR in the San Francisco Bay area. Henry Huntington transformed the former cable railway into the magnificent Los Angeles Railways Co. He was also the President and CEO of the Pacific Electric Railway, often referred to as “the interurban that helped build southern California.”

As was the case in so many cities, the rise of the private automobile began to take a toll on the streetcar lines, until the outbreak of WWII on December 7, 1941. Every available car was pressed into service. By the war’s end in 1945, the LA streetcar system was in need of renovation. Although both LARY and PE purchased new PCC cars, they could not overcome the post war turn towards freeways. PE’s right-of-way was beset with numerous additional grade crossings thus making the cars slower than competing automobiles and buses. By 1950 the LA Freeway system was knocking at PE’s door. there was little doubt of the eventual outcome. It remained only a matter of when PE would finally be killed off by the highway interests and one other well known menace, National City Lines.

First to succumb to the rail-destroying conglomerate (NCL) was LARY sold by Henry Huntington’s heirs in 1945. The company was renamed Los Angeles Transit Lines and equipment wore the well-known NCL “fruit salad” colors of yellow, green and white. Remarkably the LA system outlasted both Chicago and Milwaukee, abandoning the final five streetcar lines in March 1963. Some of the older equipment, like the sow bellies and Huntington Standard streetcars, were acquired by museums and one was “preserved” at the Travel Town Museum in LA’s Griffith Park. Several LARY PCCs also went to the Orange Empire Trolley Museum in Perris, CA. The remaining and newest PCCs were sold to Cairo, Egypt in 1963.

PE fared no better. Interurban lines on each of the four operating districts, as PE called them, (designated by direction) were abandoned even before the company was sold to bus operator Metropolitan Coach lines in 1953. Supposedly, MCL owner Jesse Haugh, a former officer with Pacific City lines (an NCL company), nearly had a heart attack when he saw the MCL emblem on the PE Interurban cars.

In 1958, both LATL and PE became part of the newly created Los Angeles Metropolitan Transit Authority. But the MTA was, in reality, nothing more than a continuation of the pro-bus MCL/LATL managements. The two-tone green colors of the MTA were the colors of Metropolitan Coach Lines. The last PE line (to Long Beach) went to its grave in April 1961.

As stated previously, streetcar service under the MTA continued until March of 1963. Some of PE’s older 1200-series interurbans and all 20 of the Pullman built PCCs were sold to the General Urguiza Railway in 1959. Four years of storage in the damp, abandoned Hollywood subway brought an early end to their second lives in Argentina.

But the worst insult to transit came next. In 1963, the LAMTA became the SCRTD, Southern California Rapid Transit District. Never has a bus system been so misnamed. There was absolutely nothing “rapid transit” about it!

But when all hoped for California to wake up and return to its past, a transit revolution took place down the California Coast. A brand new light rail line was opened in San Diego in 1980. Known as the San Diego Trolley, it would start a transit revolution that rocked California. True, BART started up in the San Francisco Bay area in 1972, but San Francisco never lost touch with the streetcar the way LA did.

By 1990, LA was beginning to rise out of the dense smog that blanketed the area on a daily basis. It was then that the newly formed Los Angeles County Metropolitan Transportation Commission opened its first light rail line, the Blue Line running between downtown LA and Long Beach via the right of way once used by the PE red cars. The line begins in a subway that one connects with via the LA METRO Red Line subway from LAUPT, Los Angeles Union Passenger Terminal (Amtrak and Metrolink Commuter Rail).

Since then, two additional former PE lines to Pasadena and Santa Monica have been rebuilt and placed in service. Diesel commuter rail service, operated by Metrolink, serves other points once served by PE such as Glendale and Burbank. The service extends all the way up the California Coast to San Luis Obispo and south to Oceanside. Here, one can take the frequent trains on Amtrak’s San Diego Surfliner route or the commuter train from Oceanside to San Diego known as the Coaster. The Coaster operates equipment that resembles Toronto’s GO Transit system. Perhaps they are the same type of cars. Somebody familiar with both systems will undoubtedly know.

I went into my timetables and documents collection and found the 1983 San Francisco Historic Streetcar Festival brochure which pictured the cars that were going to operate. You’ll see that TM 978 was one of them. I had to scan it in part and then move it slightly to get the rest of it scanned as it was too long for my screen. I found some interesting things in my timetables and transfers that you are welcome to post if you wish.

Thanks!

San Francisco MUNI Part 3 by Larry Sakar

(Editor’s note: Parts 1 and 2 appeared in our last post, referenced above.)

SAN FRANCISCO MUNICIPAL RAILWAY STREETCAR LINES

The San Francisco Municipal Railway operates 8 streetcar lines. Although that may seem like a substantial number of streetcar lines, it is a fraction of the streetcar lines that once operated in the city by the Golden Gate. The 8 lines serve nearly every part of San Francisco. Within the last few years MUNI was reorganized into the SFMTA –San Francisco Municipal Transit Agency. The Market Street Railway which owns the historic streetcars is not a part of MUNI and receives no transit funding.

The Municipal Railway or MUNI for short uses letters rather than route numbers to identify the streetcar lines. Of course with the exception of the F-Line all of the other routes used modern Light Rail Vehicles with brand new cars now arriving and undergoing testing. The 8 lines are as follows:

E-Embarcadero (south of Market to Cal Train station)
F-Market St. & Wharves
J-Church St.
K-Ingleside
L-Taraval
M-Ocean View
N-Judah
T-Third St.

All trains entering the “downtown” area operate in the Market Street subway (with the exception of the E, F & T lines) to the end of the MUNI subway at Embarcadero station. The Market Street subway is a two-level tube. MUNI streetcars operate on the upper level with BART trains running in the lower tube. The MUNI subway ends at Embarcadero station but BART continues across the bay in a subway laid on the floor of the bay. The tube runs relatively close to the Oakland-San Francisco Bay Bridge.

In the opposite direction BART turns off toward Daly City and eventually Milbrae and the line to San Francisco International Airport. However, they are still in close proximity at the BART Balboa Park station which is near the Curtis Green Light Rail facility. Let’s take a ride on MUNI:

Before the Market St. subway was built, streetcars operated down the center of Market St. from 1st to Duboce, where they turned off and entered the Twin Peaks tunnel. It is one of two streetcar tunnels, the other being the Sunset tunnel.

THE PHOTOS

1-3. I took the first three photos in late December 1973. If it looks like the car is running the wrong way that’s because it is. Long before passage of the Americans with Disabilities Act, protestors decided to call attention to their plight by blocking the tracks on Market Street. PCCs put up their rear poles and ran the wrong way back down Market Street. At least two of the cars seen here were the 1006 thru 1015, which were double ended cars. Note the differing paint schemes between the PCCs.

4. We have operated thru the Twin Peaks tunnel and have arrived at West Portal station. This was the point where the various routes diverged and remains so today. The station was completely rebuilt when the LRVs took over from the PCCs and no longer looks like this.

5. This is the interior of one of the double ended PCCs.

6-7: By 1983 when I took these next two pictures the PCCs had been replaced by new Boeing-Vertol LRVs. The Boeing cars had many problems. When the new F-Market surface line opened in 1995, commuters flocked to the surface cars to avoid the delays caused by malfunctioning Boeing cars in the subway.

8. An interior view of one of the Boeing LRVs, which were articulated. Unlike TMER&L, who assigned numbers to each car of their articulated streetcars and interurbans, MUNI LRVs carried the same car number on each end, with one designated as “A” and the other “B”.

9-10: The Boeing LRVs were replaced by new LRVs built by BREDA. I don’t especially like the boxy looking front end of these cars. When I was in San Francisco on August 5th & 6th of this year (2017), MUNI was testing brand new LRVs which will replace the BREDA cars.

11-13: Three interior views of the BREDA LRVs. Like the Boeing cars before them, these cars have a unique but necessary feature. While operating thru the Market Street subway, steps are not needed as the floors are at platform height. As the cars depart West Portal station a warning bell goes off and a red light begins to flash. The floor then descends to reveal the steps needed to enter the cars from the city streets over which they operate. The door in the rear car has permitted fare cheaters to escape paying a fare. I saw school kids at various stops watch for that door to open. One would then jump in, thus blocking it from closing, while his cohorts scrambled aboard without paying a fare. The motorman was probably well aware of it, but knew better than to challenge the cheaters and risk potential assault. It surprises me that MUNI does not assign undercover personnel to catch these brats in the act.

14-17: This is the Curtis Green Light Rail Center near Balboa Park.

18. A BREDA two-car train lays over in front of the old Geneva car house. Look between the UPS truck and the train, and you’ll see that the old car house is fenced off. The building suffered extensive damage in the 1989 earthquake. MUNI plans to restore it when funding permits. The M-Ocean View, K-Ingleside and J-Church light rail lines all meet here.

19-22: Without question is MUNI’s most scenic streetcar line is the J-Church. A portion of the line operates on private right-of-way along the western edge of Mission Dolores park providing a spectacular view of San Francisco.

Recent Finds

Postwar PCC 4300, heading northbound on Route 42 (which was an offshoot of the Halsted line), has just passed under the New York Central on its way towards Clark and Illinois Streets. That's a Rock Island train passing by, with a Railway Express car.

Postwar PCC 4300, heading northbound on Route 42 (which was an offshoot of the Halsted line), has just passed under the New York Central on its way towards Clark and Illinois Streets. That’s a Rock Island train passing by, with a Railway Express car.

Four CTA prewar PCCs, led by 7033, are lined up on Cottage Grove at 115th in the early 1950s.

Four CTA prewar PCCs, led by 7033, are lined up on Cottage Grove at 115th in the early 1950s.

This one is probably late 1960s, as buildings around the funicular have already been cleared away as part of the redevelopment of the Bunker Hill area.

This one is probably late 1960s, as buildings around the funicular have already been cleared away as part of the redevelopment of the Bunker Hill area.

This view of the Angel's Flight Railway looks more like the early 1950s.

This view of the Angel’s Flight Railway looks more like the early 1950s.

Angel's Flight in the mid-1960s.

Angel’s Flight in the mid-1960s.

Don's Rail Photos says, "707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976." Here, we see it prior to the 1967 rebuilding.

Don’s Rail Photos says, “707 was built by Alco-General Electric in June 1931, #68270, 11193, as NYC 1242, Class R-2. It was renumbered 342 in August 1936. In July 1967 it was rebuilt as CSS&SB 707. It was scrapped in April 1976.” Here, we see it prior to the 1967 rebuilding.

South Shore Line 108 in Michigan City.

South Shore Line 108 in Michigan City.

South Shore Line 111 in Michigan City.

South Shore Line 111 in Michigan City.

South Shore Line 211.

South Shore Line 211.

South Shore Line 111 in the mid-1960s. Not sure if this is in Michigan City or South Bend.

South Shore Line 111 in the mid-1960s. Not sure if this is in Michigan City or South Bend.

To me, this looks like the CTA DesPlaines Avenue terminal as it appeared on April 4, 1959. Work was underway to both reconfigure the terminal and build the adjacent Congress expressway. We are looking east.

To me, this looks like the CTA DesPlaines Avenue terminal as it appeared on April 4, 1959. Work was underway to both reconfigure the terminal and build the adjacent Congress expressway. We are looking east.

North Shore Line 714 on January 20, 1963, the last full day of service before abandonment. 714 is now at the Illinois Railway Museum.

North Shore Line 714 on January 20, 1963, the last full day of service before abandonment. 714 is now at the Illinois Railway Museum.

North Shore Line cars 715 and 748 at the Milwaukee terminal on January 20, 1963. 715 is now preserved at the Fox River Trolley Museum.

North Shore Line cars 715 and 748 at the Milwaukee terminal on January 20, 1963. 715 is now preserved at the Fox River Trolley Museum.

CTA PCC 7215 on July 9, 1957. Notice the large dent on the front of the car. In our previous post One Good Turn (January 20, 2017), we ran another picture of this car taken on August 21, 1956 showing the same dent. Chances are, CTA chose not to repair this, as streetcar service was being phased out. This car was retired about two weeks before the Wentworth line was converted to bus on June 21, 1958.

CTA PCC 7215 on July 9, 1957. Notice the large dent on the front of the car. In our previous post One Good Turn (January 20, 2017), we ran another picture of this car taken on August 21, 1956 showing the same dent. Chances are, CTA chose not to repair this, as streetcar service was being phased out. This car was retired about two weeks before the Wentworth line was converted to bus on June 21, 1958.

CTA PCC 7184 is southbound on Clark Street on July 9, 1957. I realize that some people might not like this photo, since it is not perfect and part of the streetcar is blocked by a moving vehicle. But such pictures do give you a sense that these were vehicles in motion.

CTA PCC 7184 is southbound on Clark Street on July 9, 1957. I realize that some people might not like this photo, since it is not perfect and part of the streetcar is blocked by a moving vehicle. But such pictures do give you a sense that these were vehicles in motion.

This view of two Garfield Park "L" trains is somewhere west of the Loop and was taken on April 13, 1957.

This view of two Garfield Park “L” trains is somewhere west of the Loop and was taken on April 13, 1957.

Indiana Railroad 375, probably on a 1938-40 fantrip. Don's Rail Photos: "375 was built by St Louis Car Co in 1926 as Indiana Service Corp 375. It was ass1gned to IRR as 375 in 1932 and rebuilt as a RPO-combine in 1935. It was sold to Chicago South Shore & South Bend in 1941 as 503 and used as a straight baggage car. It was rebuilt in 1952 with windows removed and doors changed."

Indiana Railroad 375, probably on a 1938-40 fantrip. Don’s Rail Photos: “375 was built by St Louis Car Co in 1926 as Indiana Service Corp 375. It was ass1gned to IRR as 375 in 1932 and rebuilt as a RPO-combine in 1935. It was sold to Chicago South Shore & South Bend in 1941 as 503 and used as a straight baggage car. It was rebuilt in 1952 with windows removed and doors changed.”

From the picture, it's hard to tell, but this is either Indiana Railroad lightweight high-speed car 35 or 55. If it is 55, that later went to Lehigh Valley Transit and became their car 1030, which is now at the Seashore Trolley Museum. Again, this appears to be a late 1930s fantrip.

From the picture, it’s hard to tell, but this is either Indiana Railroad lightweight high-speed car 35 or 55. If it is 55, that later went to Lehigh Valley Transit and became their car 1030, which is now at the Seashore Trolley Museum. Again, this appears to be a late 1930s fantrip.

Indiana Railroad 375. This car has been preserved as South Shore Line baggage car 503 since 1996 in Scottsburg, Indiana.

Indiana Railroad 375. This car has been preserved as South Shore Line baggage car 503 since 1996 in Scottsburg, Indiana.

Chicago Rapid Transit Door Control on 4000s

As late as 1950, the Chicago Transit Authority, which took over the Chicago Rapid Transit Company in 1947, was still using a very old-fashioned and labor-intensive method of door control on its 4000-series “L” cars, which were built between 1913 and 1924.

CRT had been unable to invest in more modern methods, which had been introduced in New York in the early 1920s, due to its lack of capital. Ironically, such an investment in multiple-unit door control (with a starting signal supplied to the motorman) would have saved CRT a great deal in labor costs.

If you’ve ever wondered how the old system worked, here is a detailed explanation from a rare 1950 CTA training brochure.  Conductors rode outside between cars, even on some of the newer post-World War II rapid transit cars, before the conductor’s position was moved to a greater place of comfort and safety inside the new “married pairs” of cars.

This brochure suggests that as of March 1950, all 4000-series rapid transit cars had been made into semi-married pairs.  As built, they were all single-car units.  The last single car units (the 1-50 series) were built for the CTA in 1960.

Knittin’ Pretty

Here is a real curiosity. Reading this 1954 brochure through, you might at first think it is simply encouraging people to ride the CTA in order to save a few pennies.

However, as the text goes on, it becomes an argument in favor of the CTA’s “PCC Conversion Program,” whereby 570 fairly new postwar PCC streetcars were scrapped, and some of their parts were used to build a like number of 6000-series rapid transit cars.

The cost of a rapid transit car with all new parts is quoted as $50-60k, while St. Louis Car Company offered to build them for just $32,332 each. Thus a savings between $17-27k per car is implied.

After doing some research, I eventually found a CTA document that gives the actual costs incurred. The first 250 curved-door 6000s, with some recycled parts, actually cost the CTA $54,727.64 apiece.

From this, two conclusions can be drawn. First, that the contract between CTA and SLCC allowed for price adjustments that increased costs by more than 67% over the bid price.

Second, that the PCC Conversion Program did not actually save the CTA between $17-27k as was implied in this brochure (and similar figures claimed elsewhere). Since the cost of the previous order for one hundred 6000s with all new parts was $40,904.01, somehow the cost per car actually increased by nearly $14k per unit.

The difference can be explained in how the program worked. Over time, CTA sold 570 PCCs to SLCC for $14k each. This figure is confirmed on page 13 of the 1961 CTA Annual Report. Meanwhile, the cost for each new rapid transit car ordered appears to have increased by approximately the same amount, at least for the first 250 cars ordered under this arrangement.

The cost per car for subsequent rapid transit car orders, in general, shows a gradual increase. 120 cars purchased in 1957 had a cost of $59,368.84 per car, or $4,600 higher than the first 250.

Perhaps part of this increase is due to inflation, but it is likely that the age and condition of the parts being recycled was another factor.

In light of this, a case can be made that, from a materials standpoint in constructing 570 rapid transit cars, this program did not save any money at all, compared to what it would have cost to build the same number of vehicles with all new parts. In fact, since the recycled parts were not new, chances are the program was a disadvantage, as old parts cannot last as long, or serve as well, compared to new.

The actual goal, it would seem, of the PCC Conversion Program, was to get rid of the PCC streetcars in such a way as to take them off the books without showing a loss compared to their depreciated value. The 570 cars involved were between five and ten years old when scrapped. As we know, there are PCCs that are still being used in regular service by a few transit systems. The newest of these were built 65 years ago.

The CTA had other reasons for wanting to eliminate even the modern PCC streetcars. Curiously, the costs of maintaining track and wire were not cited in any of the various documents I have seen.

On the other hand, the 1951 DeLeuw, Cather consultant’s report recommended that CTA not buy any additional electric vehicles, streetcar or trolley bus, due to the supposed high cost of electricity purchased from Commonwealth Edison. As it turned out, no additional electric vehicles were purchased for the surface system until the recent experiments with battery powered buses.

CTA saved money by eliminating two-man streetcars, through reduced labor costs, but the CTA Board was told in 1954 not to expect any further savings in this regard (after the elimination of red car service). The reasons may be two-fold: in some cases, on the heaviest lines, it was likely advantageous to use two-man PCCs, and some PCCs had been converted to one-man operation, or could be used either way.

The Chicago Transit Authority had an decade-long flirtation with propane buses during the 1950s. Propane was then quite cheap, but the buses so used were severely under-powered and had difficulty maintaining schedules. The service thus provided on the surface system by such buses was of lower quality than the PCC streetcars and may have contributed to continued ridership losses on the surface system in the late 1950s.

One can argue that it might have actually worked to CTA’s advantage to continue operating the PCCs instead of scrapping them.

-David Sadowski

FYI, the above graph shows the costs for various rapid transit car orders placed between 1947 and 1958. A couple things are worth noting. The first four cars were the experimental articulated 5001-5004 units, which were each approximately equivalent in length to two standard "L" cars. This, and their experimental nature, helps explain the relatively high per-unit cost. The 1958 total includes the 50 single car units (#1-50), but does not break down the cost relative to the final 50 married-pair units it is lumped in with.

FYI, the above graph shows the costs for various rapid transit car orders placed between 1947 and 1958. A couple things are worth noting. The first four cars were the experimental articulated 5001-5004 units, which were each approximately equivalent in length to two standard “L” cars. This, and their experimental nature, helps explain the relatively high per-unit cost. The 1958 total includes the 50 single car units (#1-50), but does not break down the cost relative to the final 50 married-pair units it is lumped in with.

Railroad Record Club News

Additional tracks have been added to two of our Railroad Record Club CD releases, which are available through our Online Store.

An additional 11:24 has been added to this disc, which now has a running time of 75:41. Source: The Silverton Train (Your Sound of Steam Souvenir #2, 1964).

We recently obtained another handmade Railroad Record Club acetate disc with some new material on it, which has been added to our RRC Steam Rarities CD. One more track from the East Broad Top has been added, and the Illinois Central track has been improved. The new running time for this disc is 76:34.

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

HOLIDAY SPECIAL! This book makes an excellent gift. For a limited time only, we have reduced the price to just $17.99 plus shipping. That’s $4.00 off the regular price.

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This is our 202nd 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 347,000 page views, for which we are very grateful.

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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.

Chicago’s “L” Turns 125

Chicago’s famous “L” service first began on June 6, 1892, 125 years ago. The Chicago Transit Authority celebrated that anniversary this Tuesday with two special trains going around the Loop. A lucky few also received a commemorative poster (see above).

The event was well publicized. By the time I got to Clark and Lake around noon, there were hundreds of people waiting to ride historic cars 4271 and 4273, which were built in 1923. There was another train of 2400-series cars, which were retired a few years ago, but a lot fewer people were riding them.

In fact, some riders tried to board them without even realizing they were historic cars. They look very similar to current equipment.

This reminded me of stores I have heard about late 1950s streetcar fantrips here in Chicago. Although red cars were last used in regular service in 1954, they were such a familiar sight to Chicagoans that some tried to board the fantrip cars without realizing these type of cars were no longer being used.

On the way downtown via the Blue Line, I noticed a freight train running on the B&OCT, a rare occurrence nowadays. I also saw a work train, where a flatcar was being hauled by six 2400s. Using retired equipment in work service is a practice railroads have done for a long time.

When the CTA retired the last 4000s in 1973, only two cars were kept. In retrospect, it would have been preferable to have saved more, as evidenced by the large crowds yesterday. But at least something was saved.

Unfortunately, when the iconic 6000s were retired in the 1990s, none were retained as historic cars. The same is true of the 2200s, the last series with “blinker doors.” To see examples of these cars, you will need to visit a trolley museum.

I was one of the lucky few who snagged a poster, but there was no way I could get on the 4000s train at Clark and Lake. So I rode a few stops down, got some pictures, and crowded into the train, which had a “crush load.”

4271-4272 are part of a series of 455 “L” cars built between 1913 and 1924. In their time, they were “state of the art,” and provided good service for about 50 years.

To me, the best part of the 4000s is the gear noise they make when accelerating. While I did not shoot any video yesterday, figuring many other people would fill that gap, I did make some audio recordings, which I hope to post at a future date.

After riding to LaSalle and Van Buren, I got off for some more pictures, before riding the 2400s back to Clark and Lake. A fine, if crowded, time was had by all.

-David Sadowski

A rare freight on the B&OCT in Oak Park.

A rare freight on the B&OCT in Oak Park.

Clark and Lake.

Clark and Lake.

Hundreds attempt to board the special train at Clark and Lake.

Hundreds attempt to board the special train at Clark and Lake.

Clark and Lake.

Clark and Lake.

Clark and Lake.

Clark and Lake.

Between Clark and State.

Between Clark and State.

Randolph and Wabash.

Randolph and Wabash.

Randolph and Wabash.

Randolph and Wabash.

The interior of 4271.

The interior of 4271.

LaSalle and Van Buren.

LaSalle and Van Buren.

The 2400s train.

The 2400s train.

An out of service train passes while we wait for the 4000s.

An out of service train passes while we wait for the 4000s.

4000s between Library and LaSalle.

4000s between Library and LaSalle.

4000s between Library and LaSalle.

4000s between Library and LaSalle.

LaSalle and Van Buren.

LaSalle and Van Buren.

2400s interior.

2400s interior.

2400s at Clark and Lake.

2400s at Clark and Lake.

Riders on the historic train also received vintage paper transfers, which are no longer in use.

Riders on the historic train also received vintage paper transfers, which are no longer in use.

Omnibus Society Trolley Bus Fantrips, 1972-73

North Avenue at the Kennedy Expressway, April 1, 1973.

North Avenue at the Kennedy Expressway, April 1, 1973.

Here are some photos from the last Chicago trolley bus fantrips, sponsored by the Omnibus Society of America. The April 1, 1973 trip took place one week after the last regular trolley bus runs on the CTA. Immediately after this trip, the last two trolley buses to run in Chicago were towed to the Illinois Railway Museum, which now has an operating trolley bus loop. The buses used were all built by Marmon-Herrington.

According to one of the participants on the April 1, 1973 trip, in the week since regular TB service had quit, wires were already removed from a short stretch on North Avenue, near the Kennedy Expressway. Chances are, this was done to provide trucks with greater clearance.

Central at North, northbound, December 3, 1972.

Central at North, northbound, December 3, 1972.

Belmont at Nagle westbound, December 3, 1972.

Belmont at Nagle westbound, December 3, 1972.

Belmont at Kimball eastbound, December 3, 1972.

Belmont at Kimball eastbound, December 3, 1972.

Pulaski at Diversey southbound, December 3, 1972.

Pulaski at Diversey southbound, December 3, 1972.

Belmont at Cumberland, eastbound, December 3, 1972.

Belmont at Cumberland, eastbound, December 3, 1972.

Belmont at Cumberland, eastbound, December 3, 1972.

Belmont at Cumberland, eastbound, December 3, 1972.

Central Avenue at North Avenue, northbound, December 3, 1972.

Central Avenue at North Avenue, northbound, December 3, 1972.

Pulaski Road, April 1, 1973.

Pulaski Road, April 1, 1973.

Pulaski Road, April 1, 1973.

Pulaski Road, April 1, 1973.

Pulaski Road at Diversey, with the old Marshall Fields man-made waterfall in the background, December 3, 1972.

Pulaski Road at Diversey, with the old Marshall Fields man-made waterfall in the background, December 3, 1972.

Central at North Avenue, December 3, 1972.

Central at North Avenue, December 3, 1972.

North and Narragansett, eastbound, April 1, 1973.

North and Narragansett, eastbound, April 1, 1973.

Wires down, at the Kennedy Expressway, April 1, 1973.

Wires down, at the Kennedy Expressway, April 1, 1973.

Fullerton at Parkside, April 1, 1973. This bus turnaround has since been removed.

Fullerton at Parkside, April 1, 1973. This bus turnaround has since been removed.

Belmont at Kimball westbound, April 1, 1973.

Belmont at Kimball westbound, April 1, 1973.

Fullerton at Orchard, westbound, April 1, 1973.

Fullerton at Orchard, westbound, April 1, 1973.

Fullerton at Orchard, westbound, April 1, 1973.

Fullerton at Orchard, westbound, April 1, 1973.

Fullerton Avenue eastbound, April 1, 1973.

Fullerton Avenue eastbound, April 1, 1973.

Chicago Trolleys

Work continues on our upcoming book Chicago Trolleys, which is now in the layout and proofreading stage. The expected publication date is September 25th of this year. We will keep you advised as things progress.

street-railwayreview1895-002

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This is our 184th 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 291,000 page views, for which we are very grateful.

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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.

Trolley Dodger Mailbag, 4-20-2016

As a shout-out to Joel Salomon of the Rockhill Trolley Museum, here is a picture of Chicago, Aurora & Elgin 315 in service on the old Garfield Park "L". 315 is now part of their collection and they are always on the lookout for pictures of that car. (Joe L. Diaz Photo) This picture was taken somewhere west of Paulina Junction, but not as far west as Western Avenue.

As a shout-out to Joel Salomon of the Rockhill Trolley Museum, here is a picture of Chicago, Aurora & Elgin 315 in service on the old Garfield Park “L”. 315 is now part of their collection and they are always on the lookout for pictures of that car. (Joe L. Diaz Photo) This picture was taken somewhere west of Paulina Junction, but not as far west as Western Avenue.

This post was delayed when I came down with the flu last week. But we’re back on our feet in a big way today, with lots of interesting photos, which even include a few mysteries, and plenty of reader correspondence. Keep those cards and letters coming in, folks.

-David Sadowski


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This is our 134th 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 149,000 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.


Hi-res scans of eight more documents have been added to our E-book collection The “New Look” in Chicago Transit: 1938-1973, available in our Online Store. This includes CSL Service News from April 17 and May 17, 1930, and the CTA Rider's Readers from March 1951, August 1951, January 1952, July 1952, August 1952, and December 1952.

Hi-res scans of eight more documents have been added to our E-book collection The “New Look” in Chicago Transit: 1938-1973, available in our Online Store. This includes CSL Service News from April 17 and May 17, 1930, and the CTA Rider’s Readers from March 1951, August 1951, January 1952, July 1952, August 1952, and December 1952.

More World’s Fair Buses

Regarding our post Following Up (April 6, 2016), another tidbit of information has come to light regarding the disposition of 60 buses used by Greyhound to transport visitors at the 1933-34 Chicago World’s Fair (A Century of Progress). We previously reported how it appears at least a dozen of these ended up at the Texas Centennial Exhibition in 1936 with slightly different sheetmetal. Now, it seems that at least four of these buses were used in Michigan to bring people to a tourist attraction:

This 1930s postcard shows at least four former Chicago World's Fair buses being used by the House of David in Benton Harbor, Michigan, a religious community that operated a popular zoo and amusement park. I'm not sure of the connection between Enders Greyhound Lines and the parent Greyhound company, which began as a number of separate firms that were eventually consolidated. You will note the buses still say "World's Fair."

This 1930s postcard shows at least four former Chicago World’s Fair buses being used by the House of David in Benton Harbor, Michigan, a religious community that operated a popular zoo and amusement park. I’m not sure of the connection between Enders Greyhound Lines and the parent Greyhound company, which began as a number of separate firms that were eventually consolidated. You will note the buses still say “World’s Fair.”

Looks like new buses were used at the 1935-36 California Pacific Exposition in San Diego.

Looks like new buses were used at the 1935-36 California Pacific Exposition in San Diego.

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Torkel Korling, Renaissance Man

Peter Korling writes:

I was a streetcar operator for the MUNI of SF during the 60’s and I took the streetcar a block off the tracks-which was a long standing record. I have a picture of me departing the car after the incident. The slip-up was attributed to faulty brakes. I could be more specific- for it was an interesting story- streetcar wise.

I lived on the Southside of Chicago as a child so I love the pics of your streetcars. As all Chicagoans I rode them a lot. I also have made paintings and drawings of elevated trains, subways and interurbans. My father was a noted photographer of Chicago-maybe you heard of him: Torkel Korling.

Torkel Korling (1903-1998) was a true renaissance man. He invented the automatic diaphragm mechanism that made the SLR camera practical. He also invented the collapsing “Tiltall” type tripod.

In addition to this, he was one of the leading industrial and commercial photographers from the 1920s to the 1950s, and later in life, an expert nature photographer who published many books. He did at least one cover shot for Life magazine, and convinced them for just that one time only to leave their large logo off the front cover.

I am fortunate to have met your father when he was 85 and trying to market his latest invention, the “Optipivot.” We discussed photography, and he had nothing but disdain for the methods used by contemporary commercial shooters.

The would waste hundreds of pictures in the hopes of finding something usable. His method, he said, was to carefully set up a “master shot,” and then he would take one or two pictures at the most. Once he got what he wanted, there was no need, he felt, to take another picture.

He also complained to me about how the various Japanese camera manufacturers refused to pay him any royalties for his automatic diaphragm patent, which made the 35mm single lens reflex camera practical. Instead, they waited until his patent expired in the 1950s and then they all came out with such cameras.

He applied for this patent in 1933 and it was awarded three years later. He told me the idea came to him when he was photographing children. They moved around so much that he did not have time to focus his camera with the lens wide open, then reset his aperture to take the picture. His invention allowed viewing with the lens wide open, and then the aperture would automatically change back to its preset f/stop once the shutter was pressed to take the picture.

His invention was licensed by Graflex and first used on their Super D model reflex cameras. According to Camerapedia, “The RB Super D, which features a semi-automatic diaphragm, was produced in 3¼×4¼ (1941-1963) and 4 x 5 (1948-1957) formats.”

Photos taken by Torkel Korling are now in the collections of many museums around the world, and have been featured in several exhibitions. Anyone who has ever used an SLR camera owes Mr. Korling a debt of gratitude.

The Graflex RB Super D camera, which was the first to use Torkel Korling’s patented automatic diaphragm invention:

The April 26, 1937 cover of LIFE magazine featured a picture by Torkel Korling.

The April 26, 1937 cover of LIFE magazine featured a picture by Torkel Korling.

optipivot

optipivot2

L. Demery writes:

The blurb for “Chicago Surface Lines: The Big 5 Routes and 5 Others” (published by the Shore Line Interurban Historical Society) begins as follows:

“In 1931, the five largest Chicago Surface Lines routes, in terms of originating revenue passengers, were Ashland, Clark-Wentworth, Halsted, Madison and Milwaukee. The combined riding on these routes was greater than the total riding in many medium-sized American cities. CSL also had some very small routes in terms of ridership and they demonstrate the diversity of CSL’s operations.”

Does anyone have, or know where to find, a list of annual ridership statistics for individual CSL / CTA lines?

CSL (and other streetcar companies) did compile such statistics, no doubt about that. However, much information of this type (for US systems in general) has been lost or destroyed. Any information or “leads” re. CSL would be greatly appreciated.

Perhaps you can look at the yearly reports issued by the Board of Supervising Engineers during the CSL era?  Or, maybe our readers might have some suggestions.

Christopher J Lemm writes:

After reading your January 2015 story on the CTA Westchester Branch, the picture of the train crossing Madison street in Bellwood brought back some great memories, I grew up in that house, my grandfather was Clarence Lemm, track foreman for the Aurora and Elgin Railroad, he died in 1936. My father followed in grandpa’s footsteps, he worked at CTA 43 years, he started as a clerk and retired as the head of insurance and pensions. When my brother and I were very young my dad would take us for rides on the Aurora and Elgin, he used grandpa’s Sunset Lines employee pin and we all road free of charge. Thank you for some great memories!

Thanks for sharing those reminiscences with us. It’s great when we can help people make these sorts of connections.

John Smatlak writes:

David- Enjoyed your coverage of the former Chicago City Railway Building on South Wabash. I remember seeing one of those same CSL cast iron call boxes on the wall at Limits garage (photos attached).

Speaking of former CSL carhouses that survived into the modern era, I’d love to see some photos of the Lincoln-Wrightwood carhouse. I worked nearby around 1978-79 and went inside the building a few times. At the time it was used by the City as a garage for garbage trucks. The tracks were still in the floor and the repair bay for the streetcars was still very much intact (I even found some old CSL requisition paperwork scattered around on the floor). Sadly I never took any pictures of the building, and of course one day it was gone! I have a few images from when it was used as the temporary home for the CTA’s historic collection, but would love to see some more photos.

Keep up the good work.

CTA Limits Carhouse 8-13-86 3

CTA Limits Carhouse 8-13-86 4

Thanks. FYI, Bill Shapotkin has generously shared some photos he took in 2004 showing a 100-year-old substation originally used by the Chicago City Railway Company, which was then still being used for the Chicago Transit Authority’s South Side “L”:

A CTA substation located on the southwest corner of 42nd and Wabash, as it appeared on July 30, 2004. Constructed under authority of the Board of Supervising Engineers, Chicago Traction, it originally fed power to the streetcars. It now services the "L". View looks southwest. (William Shapotkin Photo)

A CTA substation located on the southwest corner of 42nd and Wabash, as it appeared on July 30, 2004. Constructed under authority of the Board of Supervising Engineers, Chicago Traction, it originally fed power to the streetcars. It now services the “L”. View looks southwest. (William Shapotkin Photo)

Another view of the same building looking east/southeast along the south side of 42nd Street at the back end of the building. (William Shapotkin Photo)

Another view of the same building looking east/southeast along the south side of 42nd Street at the back end of the building. (William Shapotkin Photo)

In this 2004 view, there are street signs still visible on the BOSE-built substation located on the southwest corner of 42nd and Wabash. (William Shapotkin Photo)

In this 2004 view, there are street signs still visible on the BOSE-built substation located on the southwest corner of 42nd and Wabash. (William Shapotkin Photo)

In this 2004 view, we see a Chicago Transit Authority manhole cover, located along the south side of 42nd Street between State and Wabash, in front of a still-in-service BOSE-built substation. (William Shapotkin Photo)

In this 2004 view, we see a Chicago Transit Authority manhole cover, located along the south side of 42nd Street between State and Wabash, in front of a still-in-service BOSE-built substation. (William Shapotkin Photo)

This century-old manhole cover, in the same general area as the previous pictire, still reads Chicago City Railway Company. (William Shapotkin Photo)

This century-old manhole cover, in the same general area as the previous pictire, still reads Chicago City Railway Company. (William Shapotkin Photo)

Scott Greig adds a postscript:

The pictured substation building at 42nd and Wabash is no longer an active substation. I was in there maybe 7-8 years ago, and there was no substation equipment left except the empty shells of some newer equipment. At the time it was being used for storage by CTA’s Power & Way department.


Interesting Photos

Here is a rare color shot of Chicago, South Shore & South Bend car 15, after it had been modernized in 1942. According to CERA Bulletin 41, the car had a red roof, but it looks more purple in this picture. I think the photo shows the accurate color, since a red roof would not have provided contrast with the maroon car body. I'm not sure what date the car was repainted to the much more familiar South Shore Line traction orange, but it may have been shortly after World War II. The car was originally built by Pullman in 1926.

Here is a rare color shot of Chicago, South Shore & South Bend car 15, after it had been modernized in 1942. According to CERA Bulletin 41, the car had a red roof, but it looks more purple in this picture. I think the photo shows the accurate color, since a red roof would not have provided contrast with the maroon car body. I’m not sure what date the car was repainted to the much more familiar South Shore Line traction orange, but it may have been shortly after World War II. The car was originally built by Pullman in 1926.

This rare photo of South Shore Line car 1126, signed "To Chicago, the Boulevardier," is dated February 14, 1939, although I do not know whether that is the date the picture was taken, or when it was printed. Incredibly, this car survives. As Don's Rail Photos notes, "1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005..." According to a 2015 Chicago Tribune article, the car is now in Murphysboro, Illinois, and is 80% restored.

This rare photo of South Shore Line car 1126, signed “To Chicago, the Boulevardier,” is dated February 14, 1939, although I do not know whether that is the date the picture was taken, or when it was printed. Incredibly, this car survives. As Don’s Rail Photos notes, “1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005…” According to a 2015 Chicago Tribune article, the car is now in Murphysboro, Illinois, and is 80% restored.

The coming of summer also means more construction and demolition projects. A four-car CA&E train is seen on the old CTA Garfield Park "L" at Ogden on October 19, 1952. Demolition of buildings for the Congress Expressway is well underway.

The coming of summer also means more construction and demolition projects. A four-car CA&E train is seen on the old CTA Garfield Park “L” at Ogden on October 19, 1952. Demolition of buildings for the Congress Expressway is well underway.

CTA red Pullman 144, long a mainstay at the Illinois Railway Museum, is shown on the Wentworth line on a May 25, 1958 CERA fantrip, less than a month before the end of all streetcar service on Chicago. (Homer G. Benton Photo) That's a 1956 Oldsmobile at left. M. E. writes, "This picture faces northwest and was taken at about 16th and Clark. The rail embankment on the left is the main line into LaSalle St. Station, at that time used by the New York Central, Nickel Plate and Rock Island. Today that line is the Metra Rock Island. The railroad viaduct crossing Clark St. behind car 144 is the Saint. Charles Air Line of the Illinois Central, which ran due west from the IC main line near the lake. Just north of that viaduct is the viaduct for the main line into Dearborn Station, which crossed Clark St. on a southwest / northeast angle before turning due north into the station. The streetcar tracks went under both viaducts on private right-of-way adjacent to the west side of Clark St. Car 144's destination sign says Vincennes - 77th, where the South Shops were then and still are today."

CTA red Pullman 144, long a mainstay at the Illinois Railway Museum, is shown on the Wentworth line on a May 25, 1958 CERA fantrip, less than a month before the end of all streetcar service on Chicago. (Homer G. Benton Photo) That’s a 1956 Oldsmobile at left. M. E. writes, “This picture faces northwest and was taken at about 16th and Clark. The rail embankment on the left is the main line into LaSalle St. Station, at that time used by the New York Central, Nickel Plate and Rock Island. Today that line is the Metra Rock Island. The railroad viaduct crossing Clark St. behind car 144 is the Saint. Charles Air Line of the Illinois Central, which ran due west from the IC main line near the lake. Just north of that viaduct is the viaduct for the main line into Dearborn Station, which crossed Clark St. on a southwest / northeast angle before turning due north into the station. The streetcar tracks went under both viaducts on private right-of-way adjacent to the west side of Clark St. Car 144’s destination sign says Vincennes – 77th, where the South Shops were then and still are today.”

Summer is coming, and along with it, summer music festivals. Here, North Shore Line car 167 is shown at the entrance to Ravinia Park. This was part of the old Shore Line Route, abandoned in 1955. There is a parking lot where the tracks used to be, although you can still ride Metra trains there. Perhaps the festival dates can help determine what year this picture was taken.

Summer is coming, and along with it, summer music festivals. Here, North Shore Line car 167 is shown at the entrance to Ravinia Park. This was part of the old Shore Line Route, abandoned in 1955. There is a parking lot where the tracks used to be, although you can still ride Metra trains there. Perhaps the festival dates can help determine what year this picture was taken.

According to Don's Rail Photos, Chicago North Shore & Milwaukee 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." This photo by the late Bob Selle shows it newly delivered to the Chicago Hardware Foundry in North Chicago on August 7, 1955.

According to Don’s Rail Photos, Chicago North Shore & Milwaukee 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.” This photo by the late Bob Selle shows it newly delivered to the Chicago Hardware Foundry in North Chicago on August 7, 1955.

The late Bob Selle took this great shot of an outbound Milwaukee Road commuter train leaving Union Station in Chicago on August 8, 1958. These were some of the consists I saw as a child, since I lived very close to what is now the Metra Milwaukee District West Line. Ridership was nothing compared to what it is today, and I believe bi-levels were not introduced here until around 1961-62. That's the Merchandise Mart across the Chicago River. This picture was taken from the Lake Street overpass. That looks like a 1957 Oldsmobile convertible at left.

The late Bob Selle took this great shot of an outbound Milwaukee Road commuter train leaving Union Station in Chicago on August 8, 1958. These were some of the consists I saw as a child, since I lived very close to what is now the Metra Milwaukee District West Line. Ridership was nothing compared to what it is today, and I believe bi-levels were not introduced here until around 1961-62. That’s the Merchandise Mart across the Chicago River. This picture was taken from the Lake Street overpass. That looks like a 1957 Oldsmobile convertible at left.

This photo of a Chicago & North Western train of bi-levels was taken by Al Clum in June 1962. But where? One reader writes, "The descending tracks in the foreground of the photo are leading to the North Shore Line's North Chicago Junction Station. The CNW train is on the CNW embankment between Great Lakes to the south and North Chicago to the north. Since the headlights are not turned on on the locomotive, one would presume that the train is a push-pull heading south."

This photo of a Chicago & North Western train of bi-levels was taken by Al Clum in June 1962. But where? One reader writes, “The descending tracks in the foreground of the photo are leading to the North Shore Line’s North Chicago Junction Station. The CNW train is on the CNW embankment between Great Lakes to the south and North Chicago to the north. Since the headlights are not turned on on the locomotive, one would presume that the train is a push-pull heading south.”

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

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

Busy action at an Illinois Terminal station, but where? Perhaps the bus sign might be a clue. This type of scene was once commonplace in American life during the first half of the 20th century. PS- Don Ross says this is Springfield.

Busy action at an Illinois Terminal station, but where? Perhaps the bus sign might be a clue. This type of scene was once commonplace in American life during the first half of the 20th century. PS- Don Ross says this is Springfield.

My guess is that this picture shows the final interurban run on the Illinois Terminal, and this man may be the president of the railroad. If so, the date is March 3, 1956. (Glenn L. Sticken Photo) There is another photo of that same train, taken by the same photographer, in our earlier post Historic Chicago Buses, Part Three (November 23, 2015).

My guess is that this picture shows the final interurban run on the Illinois Terminal, and this man may be the president of the railroad. If so, the date is March 3, 1956. (Glenn L. Sticken Photo) There is another photo of that same train, taken by the same photographer, in our earlier post Historic Chicago Buses, Part Three (November 23, 2015).

Illinois Terminal car 241 at the Museum of Transportation in St. Louis in February 1958. Don's Rail Photos says, "241 was built by American Car & Foundry in July 1907, #5080. It went to the National Museum of Transport on July 25, 1950."

Illinois Terminal car 241 at the Museum of Transportation in St. Louis in February 1958. Don’s Rail Photos says, “241 was built by American Car & Foundry in July 1907, #5080. It went to the National Museum of Transport on July 25, 1950.”

The last run of the Illinois Terminal interurban, shown here in Carlinville, took place on March 3, 1956. Older equipment like car 284 was used instead of the railroad's relatively new streamliners. The black bunting draped on this car is now at the Illinois Railway Museum.

The last run of the Illinois Terminal interurban, shown here in Carlinville, took place on March 3, 1956. Older equipment like car 284 was used instead of the railroad’s relatively new streamliners. The black bunting draped on this car is now at the Illinois Railway Museum.

Illinois Terminal 276 and 530 on a 1955 fantrip in Urbana.

Illinois Terminal 276 and 530 on a 1955 fantrip in Urbana.

The final passenger train on the Illinois Terminal Railroad makes a station stop in Girard, March 2, 1956. (Dale Jenkins Collection)

The final passenger train on the Illinois Terminal Railroad makes a station stop in Girard, March 2, 1956. (Dale Jenkins Collection)

This old postcard photo, which shows obvious signs of being retouched, shows the Fifth Avenue station on the AE&C (later CA&E), most likely in the early 1900s when it was new. We are looking west, and it appears the area was not that built up yet. Contrast this with pictures of the same station in the interurban's waning days, in our post A Cold Last Ride (January 25, 2016). The postcard itself was printed by William G. Hoffman of 4340 Jackson Boulevard in Chicago, apparently no relation to the late railfan photographer Bill Hoffman.

This old postcard photo, which shows obvious signs of being retouched, shows the Fifth Avenue station on the AE&C (later CA&E), most likely in the early 1900s when it was new. We are looking west, and it appears the area was not that built up yet. Contrast this with pictures of the same station in the interurban’s waning days, in our post A Cold Last Ride (January 25, 2016). The postcard itself was printed by William G. Hoffman of 4340 Jackson Boulevard in Chicago, apparently no relation to the late railfan photographer Bill Hoffman.

New Site Additions

This picture has been added to our previous post West Towns Streetcars in Black-and-White (August 4, 2015):

Chicago & West Towns 142 at the east end of the Lake Street line at Austin Boulevard on July 4, 1946. The building at right is the old Park Theatre. This is a "sister" car to the 141, now preserved in operating condition at the Illinois Railway Museum.

Chicago & West Towns 142 at the east end of the Lake Street line at Austin Boulevard on July 4, 1946. The building at right is the old Park Theatre. This is a “sister” car to the 141, now preserved in operating condition at the Illinois Railway Museum.

This photo has been added to our post West Towns Streetcars in Color (February 10, 2015):

Chicago & West Towns Railways car 112 heads south at Harlem and Cermak on August 17, 1947.

Chicago & West Towns Railways car 112 heads south at Harlem and Cermak on August 17, 1947.

Electroliner Restoration Update

This shows the Liner (car 801A) at IRM in 2013 when the campaign began. We held an open house, arranged for special air conditioning, and gave tours/explanations of the planned restoration project. It was towed to and from the barn and displayed at the 50th Ave Platform.

This shows the Liner (car 801A) at IRM in 2013 when the campaign began. We held an open house, arranged for special air conditioning, and gave tours/explanations of the planned restoration project. It was towed to and from the barn and displayed at the 50th Ave Platform.

Today’s post is by guest contributor Tom Sharratt, who gives an update on the ongoing project to restore the Electroliner at the Illinois Railway Museum.  All photos are by Tom, unless otherwise indicated.

ELECTROLINER UPDATE

Progress continued during the cold and snowy winter months, a lot of it in preparation for removing the trucks from the train. In service, this was accomplished by the North Shore Line at Milwaukee’s Harrison Street Shop which built a transfer table specifically to allow removing the articulate trucks from the Liner. IRM does not have a transfer table, although there is a drop pit in the steam shop. A drop pit is not designed to do the same job as a transfer table. Removal of the trucks will mark the first of the “heavy” work projects that need to be done: repair of all motors, as required; inspection and turning or replacement of wheels, as necessary; and inspection and repairs to the trucks themselves.

As reported earlier, the pit in barn 4 has been modified with the addition of makeshift gas heating. After some fine tuning of the heating components to maximize the heat produced and developing a means of keeping the heat in the area where the work is done, volunteers succeeded in removing all electrical leads to the motors, uncoupling all air leads to the brakes, and all ground straps. The trucks are now ready to be removed from the train.

But how to remove them from the articulated train? That has been a question that has caused a lot of brainstorming over the past six months. Several options have been considered. One proposal is to “de-articulate” the cars by replacing each of the three trucks that are between cars with two individual shop trucks thereby allowing each individual car to move independently. The two end trucks would also be replaced with shop trucks. This option would have several advantages, a big one being to open the pit track for other cars that need to be worked on using the pit. The Liner is so long that if it is on the pit track, there is insufficient room for effective work on other equipment. This option, if selected, would allow one or two Liner cars to remain on the stub end of the pit track while interior work is being done, and the other cars would be moved to another barn.

It would also allow some very unique pictures of the Electroliner! When the train was moved from Pennsylvania, it had to be moved several miles over the highway on flatbeds to the nearest active rail line where the cars were mounted in pairs on two TTX cars and shipped to IRM where the train was “reassembled.” We’re not aware of any other time that the cars were separated – if anyone knows of such a case, please let us know.

Because of the difficulty and expected expense of accomplishing this work, the Museum Board decided to get three bids on how to best proceed and the estimated cost. The process of contacting possible contractors is ongoing, and it is hoped that by the end of July a decision can be made and a contract signed. Of course, we have no way of knowing at this time how soon the work may begin or how long it might take, but the process of selecting a contractor has begun.

We are able to move forward with the “heavy” work only because of our success in raising funds – we have the money to do what has been described above. There will be more expensive, specialized work to be done, in particular restoration or replacement of the air conditioning system. Donations continue to come in to support the restoration, and in the first four months of 2015 alone just over $45,000 has been received. The Electroliner campaign has raised over $550,000 since fund raising began just under two years ago!

Your continued help is needed, and you can get a nice authentic piece of the Liner by “Buying a Seat” for a donation of $300! To donate via credit card, call Jan Nunez (she works daily except Thurs/Fri) and talk to her ONLY. The number is: 815-923-4391 #2. Otherwise, use the address below.

Your donation can be made online by visiting the IRM online store.

You can also send a check to:

Campaign for the Electroliner
Illinois Railway Museum
PO BOX 427
Union, IL
60180

Thanks!

-Tom Sharratt

PS- The Electroliner fundraiser also has a Facebook page you can check out.

Editor’s Note: You can contact Tom directly at: tssharratt@mwt.net

Here is a very early picture. Not sure who took the original - not me. The color of the fabric is redder than what we are finding under the seats as we reupholster. Of course, what we are finding is AT LEAST 52 years old, more like at least 60.

Here is a very early picture. Not sure who took the original – not me. The color of the fabric is redder than what we are finding under the seats as we reupholster. Of course, what we are finding is AT LEAST 52 years old, more like at least 60.

This shows some of the work we are doing on the windows. Each is being opened and cleaned, metal repaired as necessary, and the “seal” or gasket replaced. This is probably the first time this work has ever been done - my guess only. The gaskets are all in need of replacement. PROBLEM: It is a non standard seal, therefore we will have to have a die made specially which will be the biggest cost. We’ll then order enough to do all our windows with a 50% overrun to cover mistakes in installation, etc. We have talked with Rockhill Trolley Museum about sharing some of this cost as they will want to do the same thing at some point - but they are a lot further from this stage than we are. Estimated cost: $12 - 15K. We have asked for grants to pay for this work, but none have been approved yet.

This shows some of the work we are doing on the windows. Each is being opened and cleaned, metal repaired as necessary, and the “seal” or gasket replaced. This is probably the first time this work has ever been done – my guess only. The gaskets are all in need of replacement. PROBLEM: It is a non standard seal, therefore we will have to have a die made specially which will be the biggest cost. We’ll then order enough to do all our windows with a 50% overrun to cover mistakes in installation, etc. We have talked with Rockhill Trolley Museum about sharing some of this cost as they will want to do the same thing at some point – but they are a lot further from this stage than we are. Estimated cost: $12 – 15K. We have asked for grants to pay for this work, but none have been approved yet.

This shows the motorman’s seat. Only a few swatches can be made from these - two have been sold already. If anyone is interested, get your order in soon.

This shows the motorman’s seat. Only a few swatches can be made from these – two have been sold already. If anyone is interested, get your order in soon.

This shows the motorman’s cabin gauge.

This shows the motorman’s cabin gauge.

Another shot of the liner on display in 2013.

Another shot of the liner on display in 2013.

This shows the animal illustrations in the lounge car. The Red Arrow lines left these, but replaced the ones in the coaches with Liberty Bells.

This shows the animal illustrations in the lounge car. The Red Arrow lines left these, but replaced the ones in the coaches with Liberty Bells.

This one shows a seat that will be reupholstered. You can see the material (cut) that Red Arrow installed; beneath it is the NSL fabric (I believe it was reupholstered once by the NSL.) A swatch of the red material is what will be given to those who “Buy a Seat” for $300. (Rod Turner Photo)

This one shows a seat that will be reupholstered. You can see the material (cut) that Red Arrow installed; beneath it is the NSL fabric (I believe it was reupholstered once by the NSL.) A swatch of the red material is what will be given to those who “Buy a Seat” for $300. (Rod Turner Photo)

This is one of a number of slides that I bought from Chuck Westerman. I have no idea who took the picture. It shows combine 253 outside the Harrison Street shops. Of special interest are the planks shown in the foreground between the nearest two tracks. These are the southern most of four tracks that went into the shop, and just outside the doors. They cover the transfer table that was built especially for removing the Liners' trucks.

This is one of a number of slides that I bought from Chuck Westerman. I have no idea who took the picture.
It shows combine 253 outside the Harrison Street shops. Of special interest are the planks shown in the foreground between the nearest two tracks. These are the southern most of four tracks that went into the shop, and just outside the doors. They cover the transfer table that was built especially for removing the Liners’ trucks.

(Rod Turner Photo)

(Rod Turner Photo)

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection - Photographer Unknown)

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection – Photographer Unknown)