Ones That Got Away

A CTA Stock Yards shuttle car in September 1957, just prior to the abandonment of this branch line. Service withered away as the Stock Yards did. Both are long gone. A portion of this line used a single track, one-way loop.

A CTA Stock Yards shuttle car in September 1957, just prior to the abandonment of this branch line. Service withered away as the Stock Yards did. Both are long gone. A portion of this line used a single track, one-way loop.

We are back, after working 16 straight days as an election judge here in suburban Cook County, Illinois, just in time to shelter in place during a quarantine. We apologize for the length of time since our last post, but as always, much work has been going on behind the scenes.

We are happy to report that we have a new book project that we are very excited about. More details will be forthcoming in the future, but we are hard at work already and have been for some time.

We have to compete with everyone else when purchasing traction photos, and our finances do not permit us the luxury of winning all the auctions that interest us (and could interest you). For every excellent photo we win, there are many others that slip through our fingers.

We have collected some of these here, and present them for your consideration, along with some explanations of why our luck and finances fell short. It’s always possible that the winning bidders may choose to share some of these fine images with our readers in the future.

Prices on individual images may run as high, in some cases, as $100 for a single 35mm Red Border Kodachrome slide, depending on its quality, subject matter, and rarity.

In future posts, we will go back to showing more photos that we did actually win.

Stay safe.

-David Sadowski

This, and the next seven pictures that follow, were part of a very interesting and unusual auction that we were outbid on. There was a fad in the 1950s for 3-D movies and photos, and these pictures were shot in stereo, probably using a camera called a Stereo Realist, which would shoot two half-frame 35mm images, each offset by approximately the same distance as your eyes. When mounted in a special mount, and viewed with the proper viewer, the result was, lo and behold, 3-D pictures of the CA&E and CTA in mid-1950s Forest Park! This view looks east.

This, and the next seven pictures that follow, were part of a very interesting and unusual auction that we were outbid on. There was a fad in the 1950s for 3-D movies and photos, and these pictures were shot in stereo, probably using a camera called a Stereo Realist, which would shoot two half-frame 35mm images, each offset by approximately the same distance as your eyes. When mounted in a special mount, and viewed with the proper viewer, the result was, lo and behold, 3-D pictures of the CA&E and CTA in mid-1950s Forest Park! This view looks east.

Click this link for a complete rundown on Stereo Realist cameras.

A two-car CA&E train (460 and 421) loops in Forest Park. The 460 is now at the Illinois Railway Museum in Union.

A two-car CA&E train (460 and 421) loops in Forest Park. The 460 is now at the Illinois Railway Museum in Union.

The train seen in a previous picture approaches the terminal. During construction of the nearby expressway in the late 1950s, there were temporary tracks just to the right, and the stores on Des Plaines Avenue were demolished.

The train seen in a previous picture approaches the terminal. During construction of the nearby expressway in the late 1950s, there were temporary tracks just to the right, and the stores on Des Plaines Avenue were demolished.

From 1953 to 1957, passengers could change trains here between the CA&E and CTA. The gas holder shown was a long-time Forest Park landmark.

From 1953 to 1957, passengers could change trains here between the CA&E and CTA. The gas holder shown was a long-time Forest Park landmark.

A CTA wooden Met car on the temporary Van Buren Street right of way, circa early 1954 would be my guess. Note that a Garfield Park line bridge has not yet been dismantled at right, in the middle of the Congress Expressway construction site.

A CTA wooden Met car on the temporary Van Buren Street right of way, circa early 1954 would be my guess. Note that a Garfield Park line bridge has not yet been dismantled at right, in the middle of the Congress Expressway construction site.

The CA&E train loops around, in close proximity to a bus, which presumably would either be CTA's Route 17, going to Bellwood and Westchester (it replaced the Westchester branch of the "L" in 1951) or one of the various Chicago & West Towns routes.

The CA&E train loops around, in close proximity to a bus, which presumably would either be CTA’s Route 17, going to Bellwood and Westchester (it replaced the Westchester branch of the “L” in 1951) or one of the various Chicago & West Towns routes.

The CA&E train has looped and is now ready to pick up passengers for the trip west.

The CA&E train has looped and is now ready to pick up passengers for the trip west.

What are these strange looking freight cars on the Chicago Great Western, just north of the CTA tracks at DesPlaines Avenue? Thomas Kaufman: "That photo in the ones that got away showing a train on the Chicago Great Western appears to be some Maintenance of Way bunk cars used to hold sleeping quarters for the employees. Another giveaway is the orange paint as M of Way cars are generally painted different colors than the standard freight equipment." Andre Kristopans thinks some of those cars could date to the 1880s.

What are these strange looking freight cars on the Chicago Great Western, just north of the CTA tracks at DesPlaines Avenue? Thomas Kaufman: “That photo in the ones that got away showing a train on the Chicago Great Western appears to be some Maintenance of Way bunk cars used to hold sleeping quarters for the employees. Another giveaway is the orange paint as M of Way cars are generally painted different colors than the standard freight equipment.” Andre Kristopans thinks some of those cars could date to the 1880s.

A two-car CTA train of flat-door 6000s is running on the Logan Square route. This may be California Avenue. However, why is there a bag over the coupler? This picture was probably taken in the 1950s.

A two-car CTA train of flat-door 6000s is running on the Logan Square route. This may be California Avenue. However, why is there a bag over the coupler? This picture was probably taken in the 1950s.

What streetcar or interurban ran to Chicago Heights?

What streetcar or interurban ran to Chicago Heights?

I had expected a friend to possibly bid on this nice 1955 North Shore Line picture, but he demurred. We all have our standards for what constitutes a good photo. He said he already had other shots like this, and this shows the back of the train. At any rate, this is street running in Milwaukee.

I had expected a friend to possibly bid on this nice 1955 North Shore Line picture, but he demurred. We all have our standards for what constitutes a good photo. He said he already had other shots like this, and this shows the back of the train. At any rate, this is street running in Milwaukee.

I am not sure where these two views of a CTA "L" station were taken. Answer: two different places. The top picture is 42nd Place on the Kenwood branch of the "L", looking west. The lower picture was taken at Fullerton on the north-south main line.

I am not sure where these two views of a CTA “L” station were taken. Answer: two different places. The top picture is 42nd Place on the Kenwood branch of the “L”, looking west. The lower picture was taken at Fullerton on the north-south main line.

The top picture is the Belmont "L" station, and the bottom is the Illinois Central (now Metra) Electric.

The top picture is the Belmont “L” station, and the bottom is the Illinois Central (now Metra) Electric.

Two downtown shots on the Loop "L", probably 1950s.

Two downtown shots on the Loop “L”, probably 1950s.

This location is a mystery. Daniel Joseph thinks this may be Dorchester, on the Jackson Park branch of the "L".

This location is a mystery. Daniel Joseph thinks this may be Dorchester, on the Jackson Park branch of the “L”.

An IC Electric station.

An IC Electric station.

An original sign, indicating the abandonment of trolley service in Fairmount Park in Philadelphia. This was a unique line, which was about 8 miles long and was not connected to any other Philadelphia streetcar line. It ran only in the park and lasted for 50 years. Open cars were run in the summer, closed cars at other times. By the time it shut down, it was practically an operating museum.

An original sign, indicating the abandonment of trolley service in Fairmount Park in Philadelphia. This was a unique line, which was about 8 miles long and was not connected to any other Philadelphia streetcar line. It ran only in the park and lasted for 50 years. Open cars were run in the summer, closed cars at other times. By the time it shut down, it was practically an operating museum.

The Chicago & West Towns had a line to LaGrange that included some private right-of-way through the Forest Preserves. I assume this is the bridge over the DesPlaines River.

The Chicago & West Towns had a line to LaGrange that included some private right-of-way through the Forest Preserves. I assume this is the bridge over the DesPlaines River.

C&WT 152 on the LaGrange line, signed for the Brookfield Zoo.

C&WT 152 on the LaGrange line, signed for the Brookfield Zoo.

A nice early postcard view of the end of the Logan Square line. Unfortunately, the seller thinks this is worth $100, so I have taken a pass.

A nice early postcard view of the end of the Logan Square line. Unfortunately, the seller thinks this is worth $100, so I have taken a pass.

CTA postwar PCC 7101 (I think), but where? According to Jeff Wien, this is south State Street, between 88th and 92nd.

CTA postwar PCC 7101 (I think), but where? According to Jeff Wien, this is south State Street, between 88th and 92nd.

CTA 144 on one of those late 1950s fantrips... but where? The PCC further ahead is also likely part of the same fantrip, which took place on the weekend, when the CTA substituted buses for streetcars on the dwindling remaining routes prior to the 1958 abandonment. According to Jeff Wien, this picture was taken on May 25, 1958. The occasion was the final Chicago streetcar fantrip held by the Central Electric Railfans' Association. Note that the streetcars are heading north on Dearborn, crossing the Chicago River, using what had once been the southbound track, since this was once a two-way street.

CTA 144 on one of those late 1950s fantrips… but where? The PCC further ahead is also likely part of the same fantrip, which took place on the weekend, when the CTA substituted buses for streetcars on the dwindling remaining routes prior to the 1958 abandonment. According to Jeff Wien, this picture was taken on May 25, 1958. The occasion was the final Chicago streetcar fantrip held by the Central Electric Railfans’ Association. Note that the streetcars are heading north on Dearborn, crossing the Chicago River, using what had once been the southbound track, since this was once a two-way street.

C&WT 107 at, I am pretty sure, the south parking lot of Brookfield Zoo.

C&WT 107 at, I am pretty sure, the south parking lot of Brookfield Zoo.

C&WT 154 in what looks like a late 1930s paint scheme. I presume this is the barn at Cermak and Harlem.

C&WT 154 in what looks like a late 1930s paint scheme. I presume this is the barn at Cermak and Harlem.

Not sure where this picture of C&WT 124 was taken... Maywood? Or could this be Madison Street in Forest Park? Bill Shapotkin adds: "This photo was taken in Maywood. The car is in 19th Ave and the west end of the Madison St Line. The Grade crossing in the background is the C&NW-IHB (the "Melrose Park" C&NW station would be located to right). View looks north."

Not sure where this picture of C&WT 124 was taken… Maywood? Or could this be Madison Street in Forest Park? Bill Shapotkin adds: “This photo was taken in Maywood. The car is in 19th Ave and the west end of the Madison St Line. The Grade crossing in the background is the C&NW-IHB (the “Melrose Park” C&NW station would be located to right). View looks north.”

By comparing this picture of C&WT 100 with a different one, I have determined this was taken at Madison and Austin in Oak Park.

By comparing this picture of C&WT 100 with a different one, I have determined this was taken at Madison and Austin in Oak Park.

C&WT 111 at Madison and Austin in Oak Park.

C&WT 111 at Madison and Austin in Oak Park.

After what was supposed to be a "temporary" abandonment of the Lehigh Valley Transit's Liberty Bell route between Allentown and Norristown (PA) in September 1951, the railroad wasted no time in ripping up rails, so as to make it permanent. They were out there the very next morning.

After what was supposed to be a “temporary” abandonment of the Lehigh Valley Transit’s Liberty Bell route between Allentown and Norristown (PA) in September 1951, the railroad wasted no time in ripping up rails, so as to make it permanent. They were out there the very next morning.

Illinois Terminal interurban car 284 at an unknown location.

Illinois Terminal interurban car 284 at an unknown location.

CTA prewar PCC 7013 on the Cottage Grove line, circa 1952-55.

CTA prewar PCC 7013 on the Cottage Grove line, circa 1952-55.

In August 1957, a two-car CTA Garfield Park "L" train crosses the Chicago River near Union Station. Less than a year later, this line was replaced by the new Congress line, which connected to the Dearborn-Milwaukee Subway.

In August 1957, a two-car CTA Garfield Park “L” train crosses the Chicago River near Union Station. Less than a year later, this line was replaced by the new Congress line, which connected to the Dearborn-Milwaukee Subway.

CTA wooden "L" cars, including 345 at left, and a Met car at right, being scrapped at Skokie Shops in September 1957.

CTA wooden “L” cars, including 345 at left, and a Met car at right, being scrapped at Skokie Shops in September 1957.

Photos of streetcar company employees are always interesting. The car in this early 1900s photo is signed for Halsted Street.

Photos of streetcar company employees are always interesting. The car in this early 1900s photo is signed for Halsted Street.

Chicago Aurora & Elgin car 20 in South Elgin in August 1968. This is now called the Fox River Trolley Museum. It's original name was RELIC.

Chicago Aurora & Elgin car 20 in South Elgin in August 1968. This is now called the Fox River Trolley Museum. It’s original name was RELIC.

The North Shore Line's Highwood Shops on November 1, 1962, in a photo by R. W. Ferge. Car 767 is at left. Such interior photos are rare.

The North Shore Line’s Highwood Shops on November 1, 1962, in a photo by R. W. Ferge. Car 767 is at left. Such interior photos are rare.

On May 20, 1956, this is a view of the CTA's Metropolitan main line just west of the Loop. By this time, Chicago, Aurora & Elgin trains only ran as far as Forest Park, and 2.5 miles of the Garfield Park line ran in Van Buren Street. These tracks, or two of the four tracks, actually, continued in service for two more years, until the new Congress Expressway median line opened.

On May 20, 1956, this is a view of the CTA’s Metropolitan main line just west of the Loop. By this time, Chicago, Aurora & Elgin trains only ran as far as Forest Park, and 2.5 miles of the Garfield Park line ran in Van Buren Street. These tracks, or two of the four tracks, actually, continued in service for two more years, until the new Congress Expressway median line opened.

South Shore Line car 105 in South Bend, near the end of the line, in August 1955. Service was cut back to the outskirts of town in 1970, but there are plans to bring the line back downtown, although not via street running.

South Shore Line car 105 in South Bend, near the end of the line, in August 1955. Service was cut back to the outskirts of town in 1970, but there are plans to bring the line back downtown, although not via street running.

A CTA prewar PCC car at 77th and Vincennes on August 10, 1956, just prior to scrapping. Note how the seller has given this picture an extreme tilt, just to level it out. These cars were last used on Western Avenue.

A CTA prewar PCC car at 77th and Vincennes on August 10, 1956, just prior to scrapping. Note how the seller has given this picture an extreme tilt, just to level it out. These cars were last used on Western Avenue.

This very nice picture shows two of the CTA's new single car units on November 25, 1960, and was taken by Robert E. Bruneau. These were given high-speed motors and "circus wagon" colors for a time.

This very nice picture shows two of the CTA’s new single car units on November 25, 1960, and was taken by Robert E. Bruneau. These were given high-speed motors and “circus wagon” colors for a time.

This is the first time I can recall an original George Krambles slide being offered for sale. It shows a North Shore Line train "at speed" at Briergate in 1949. There are two schools of thought about such pictures. On the one hand, it's not technically perfect. It does not show a train posed in the sun. On the other hand, it does convey motion. These were moving trains, and boy, did they move!

This is the first time I can recall an original George Krambles slide being offered for sale. It shows a North Shore Line train “at speed” at Briergate in 1949. There are two schools of thought about such pictures. On the one hand, it’s not technically perfect. It does not show a train posed in the sun. On the other hand, it does convey motion. These were moving trains, and boy, did they move!

A Philadelphia PCC on Route 23 (Germantown) is at the Mermaid Loop on July 29, 1968.

A Philadelphia PCC on Route 23 (Germantown) is at the Mermaid Loop on July 29, 1968.

This picture of CTA 144, at the Illinois Electric Railway Museum at its original location in North Chicago, was taken on February 21, 1960. It's very interesting, but we already posted a very similar photo before, so we did not bid on this one.

This picture of CTA 144, at the Illinois Electric Railway Museum at its original location in North Chicago, was taken on February 21, 1960. It’s very interesting, but we already posted a very similar photo before, so we did not bid on this one.

If I had to guess, I would say this Chicago, Aurora & Elgin photo was taken at Wheaton. But so were a lot of such pictures, and the light was not shining the right way to illuminate the ends of the cars on this one.

If I had to guess, I would say this Chicago, Aurora & Elgin photo was taken at Wheaton. But so were a lot of such pictures, and the light was not shining the right way to illuminate the ends of the cars on this one.

A three-car North Shore Line train on June 16, 1962.

A three-car North Shore Line train on June 16, 1962.

One of the two North Shore Line Electroliners on June 17, 1962. Looks like a fantrip.

One of the two North Shore Line Electroliners on June 17, 1962. Looks like a fantrip.

A two-car CTA wooden "L" train on April 13, 1957. I would expect that we are not too far south of Howard Street.

A two-car CTA wooden “L” train on April 13, 1957. I would expect that we are not too far south of Howard Street.

Oak Parkers "of a certain age" might remember there was once a time (up to October 1962) when the outer portion of the Lake Street "L" ran on the ground, using overhead wire, running parallel to South Boulevard. This is an excellent example of such a photo. Note there is no fence on this portion. The "L" was relocated to the adjacent Chicago & North Western embankment.

Oak Parkers “of a certain age” might remember there was once a time (up to October 1962) when the outer portion of the Lake Street “L” ran on the ground, using overhead wire, running parallel to South Boulevard. This is an excellent example of such a photo. Note there is no fence on this portion. The “L” was relocated to the adjacent Chicago & North Western embankment.

Accident photos are a sensitive and controversial topic in the railfan field. Some don't think they should be shown at all, while others believe they are an important part of history. This is the aftermath of the 1977 accident where one CTA train ran into another, right at the corner of Wabash and Lake, and pushed some "L" cars off the structure. Since that tragedy, where several people lost their lives, additional steel has been added to the structure to prevent a reoccurence. This is a Mark Llanuza photo.

Accident photos are a sensitive and controversial topic in the railfan field. Some don’t think they should be shown at all, while others believe they are an important part of history. This is the aftermath of the 1977 accident where one CTA train ran into another, right at the corner of Wabash and Lake, and pushed some “L” cars off the structure. Since that tragedy, where several people lost their lives, additional steel has been added to the structure to prevent a reoccurence. This is a Mark Llanuza photo.

This Mark Llanuza picture from December 1982 says it is a "last run." I can't make out what the sign says, but at the very least, it's a six car CTA "L" train, made up of three sets of 6000-series cars, each painted different colors.

This Mark Llanuza picture from December 1982 says it is a “last run.” I can’t make out what the sign says, but at the very least, it’s a six car CTA “L” train, made up of three sets of 6000-series cars, each painted different colors.

This must be a fantrip train, and the date is August 6, 1972. But where was this taken? It can't be on the Evanston branch, as that was still powered by overhead wire, and there's no evidence of that here. According to Daniel Joseph, this actually is Noyes on the Evanston branch, and the picture must have been taken after third rail was installed. So the date provided could very well be wrong.

This must be a fantrip train, and the date is August 6, 1972. But where was this taken? It can’t be on the Evanston branch, as that was still powered by overhead wire, and there’s no evidence of that here. According to Daniel Joseph, this actually is Noyes on the Evanston branch, and the picture must have been taken after third rail was installed. So the date provided could very well be wrong.

CSL/CTA work car AA101 at 77th and Vincennes in 1955. Don's Rail Photos adds: "AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.

CSL/CTA work car AA101 at 77th and Vincennes in 1955. Don’s Rail Photos adds: “AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.

A 1958 date means this picture of a CTA PCC on Route 22 was taken on the last remaining streetcar line in Chicago, Wentworth. It is headed south. A few people have pointed out that 4385 is headed south on Clark Street, just north of the Chicago River, after passing over freight tracks.

A 1958 date means this picture of a CTA PCC on Route 22 was taken on the last remaining streetcar line in Chicago, Wentworth. It is headed south. A few people have pointed out that 4385 is headed south on Clark Street, just north of the Chicago River, after passing over freight tracks.

CTA trolley buses- are they coming or going? A June 25, 1974 date indicates they are going, towards Mexico and additional service there. This was just over a year since they last ran in Chicago.

CTA trolley buses- are they coming or going? A June 25, 1974 date indicates they are going, towards Mexico and additional service there. This was just over a year since they last ran in Chicago.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

The Rochester (NY) Subway, 1956.

We haven't actually lost this auction yet, but this image is bundled with several others, and the price has already gone high. But this is an interesting picture, as it shows the temporary CTA Garfield Park/Congress right of way, somewhere west of the Lotus Tunnel, and presumably after a portion of the Congress median line opened in June 1958, but before the highway opened in 1960. Is this Austin Boulevard? At left, there is a residential street. At right, is the future site of the Congress (now Eisenhower) Expressway. In the distance, is perhaps a freight train, an industrial area, or maybe even part of Laramie Yard. A real mystery. We really do hope we will have the financial wherewithal to purchase this fascinating image.

We haven’t actually lost this auction yet, but this image is bundled with several others, and the price has already gone high. But this is an interesting picture, as it shows the temporary CTA Garfield Park/Congress right of way, somewhere west of the Lotus Tunnel, and presumably after a portion of the Congress median line opened in June 1958, but before the highway opened in 1960. Is this Austin Boulevard? At left, there is a residential street. At right, is the future site of the Congress (now Eisenhower) Expressway. In the distance, is perhaps a freight train, an industrial area, or maybe even part of Laramie Yard. A real mystery. We really do hope we will have the financial wherewithal to purchase this fascinating image.

Recent Correspondence

Our resident South side expert M. E. writes:

https://thetrolleydodger.files.wordpress.com/2020/03/10.jpg
I suspect you will find your answer (which interurban line is it?) in this map:
http://www.shore-line.org/images/JS_map.jpg
My two cents is that this is the Chicago and Interurban Traction Co. See
https://donsdepot.donrossgroup.net/dr3137.htm
which is the red line in the shore-line.org map.
I certainly remember the building that housed the barn at 88th and Vincennes. There was still trackage leading into it.

https://thetrolleydodger.files.wordpress.com/2020/03/52.jpg
The sign says Ravenswood. The maximum length of Ravenswood trains was 6 cars.

Thanks… the sign I meant in picture 52 is the one hanging from the chain. I assume this was a Sunday fantrip, during the time when the Rave only ran to Belmont. So they would have been the only train on this part of the line, with photo stops galore.

Tricia Parker writes:

I was writing with a quick inquiry about a recent found beach object, which I believe is a streetcar badge. (Attached) Awhile back, before I found the badge, a friend directed me to your IG page, which I much enjoy!

I am seeking any information, and would be willing to pay for research time. The badge reads (all caps) “S. Haehlen’s 117 Express.” I believe it might be a 1933 World’s Fair route, but it’s a guess.

I am looking to make a brief video about it for educational purposes, and would welcome any knowledge. Happy to give you credit for any information. Thanks so much!

Thank you for your kind words. Let’s see what our readers can make of this.

Glad you like the photos I post on IG, even though I hardly ever put any train pictures there (look for @thetrolleydodger).

Vernon Glover writes:

As a now aging kid from Chicago, I enjoy your efforts a lot. And have purchased some items. Today, however, I am fully engaged in southwestern rail and industrial history, especially the El Paso & Southwestern System, an arm of Phelps Dodge. I have a number of M. D. McCarter prints and I would like to ask properly for permissions in publication for a forthcoming book with the Southern Pacific Historical & Technical Society (SPH&TS).

Anything you have on the current status and address of the McCarter photo collection would be appreciated.

I am not sure what happened to his collection. Unfortunately, he died a few years ago. At one time, I tried calling the phone number listed for him, and there was no answer. I too had purchased some photos from him.

Sorry I can’t be of more assistance. Perhaps someone out there might know?

Todd Liebenauer writes:

Hello – Reaching out to see if you can help with a project I’m working on. My name is Todd Liebenauer, grandson of Karel Liebenauer. I think you may have used some of his pictures in your publications.

My father Karl and I both model O scale trolley cars and we both have a model of the Cleveland 5000 streetcar.

I’ve been researching the internet for every picture I can find of these cars to determine what equipment was on the underbodies of these cars. I have found a number pictures but none have given me a clear enough image of the left sides of the front and rear cars. What I have determined is not all the cars were the same. The pictures I found prove that. Would you happen to have anything you can share about these trolleys?

Attached is a picture of the model I have.

Thanks for any help you might be able to provide.

Another question I can’t answer… but maybe one of our readers might know? Thanks.

Allen Zagel writes:

I found your site while doing a search. Very interesting site.

Anyway, I seem to remember that a series of old Red CSL streetcars had unusual trucks featuring two different size wheels. In searching my Shore Line dispatches, especially #9, page 88, it appears that possibly it was High Side Brill #6063 but I can’t be sure.

Would there be any info or photos or drawings around?

Hopefully you might be able to help?

Thanks for writing. While I don’t know the answer to your question offhand, it’s likely that someone who reads my blog might.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
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]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


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. 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!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways 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.
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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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Progress

In this April 4, 1959 view, a westbound CTA Congress-Milwaukee "A" train crosses DesPlaines Avenue in Forest Park over temporary trackage. I-290 is under construction here, and this portion of highway opened in 1960. The tracks shown here were south of where the line crosses DesPlaines Avenue today. While there was once a grade crossing between the CTA and the B&OCT freight line, the two sets of tracks were grade-separated as part of the highway project, and just east of where this picture was taken, the CTA crosses the highway (and the freight tracks) on a flyover. This was not yet in use in April 1959, and the CTA used temporary tracks that were approximately where the westbound lanes of I-290 are today.

In this April 4, 1959 view, a westbound CTA Congress-Milwaukee “A” train crosses DesPlaines Avenue in Forest Park over temporary trackage. I-290 is under construction here, and this portion of highway opened in 1960. The tracks shown here were south of where the line crosses DesPlaines Avenue today. While there was once a grade crossing between the CTA and the B&OCT freight line, the two sets of tracks were grade-separated as part of the highway project, and just east of where this picture was taken, the CTA crosses the highway (and the freight tracks) on a flyover. This was not yet in use in April 1959, and the CTA used temporary tracks that were approximately where the westbound lanes of I-290 are today.

Progress is our most important product, or so the saying goes:

In engineering, in research, in manufacturing skill, in the values that bring a better, more satisfying life, at General Electric, progress is our most important product.

This was G.E.’s postwar slogan, and here, at the start of a new decade, it’s worth considering how much progress we have, or have not made.

Some of our pictures in this post show progress. It was better to eliminate numerous grade crossings on our transit lines, that much is clear. But was it really better to eliminate entire lines, such as the Chicago Aurora & Elgin interurban? Did that represent progress? Perhaps not, but there are those who think its demise was inevitable.

On the other hand, there are things that have survived in spite of all odds, like Chicago’s Loop “L”, or the former Red Arrow Lines in suburban Philadelphia. The Norristown High Speed Line never offered a one-seat ride to downtown Philly, and yet it continues today, under the auspices of SEPTA, a public agency, while loss of a one-seat ride is widely cited as causing the demise of CA&E. In part, luck and local circumstances are involved in what survives, and what does not.

Do highways represent progress? Some would say no, but it would be difficult to imagine modern life without them. I don’t think we are about to tear up our highways and plant flowers where they once were.

Progress often takes two steps forward, and one step backwards. We may yet see a time when all autos run on electricity, but that does not explain why the Chicago Transit Authority phased out electric trolley buses in 1973.

I’m sure there were those who thought it progress at the time, of a sort. Progress is often in the eye of the beholder.

Here at the Trolley Dodger, we have our own notions of progress. In our case, progress can mean making this blog sustainable, financially and otherwise. It can mean offering something new. It can mean doing a better job of restoring old images.

Understanding the past makes it possible to envision the future. That’s a form of progress we are engaged in.

As we start our sixth year, our motto might as well be, progress is our most important project, for it is something always to strive for, even if it is a project that can never be finished.

In addition to some great recent photo finds, both ours and from the William Shapotkin Collection, we have lots of great new Milwaukee material courtesy of Larry Sakar. As always, many thanks go out to our contributors.

Enjoy!

-David Sadowski

Annual Fundraiser

Our annual fundraiser continues. We are close to reaching our goal. However, we are also very close to our deadline for needing it. We hope to continue this resource for you in 2020.

We have received contributions from several of our readers, for which we are very grateful. Should you consider helping us with a financial contribution of your own, however modest, there are links at the end of this post you can follow.

We will continue to do our best for you. Thank you for your time and consideration.

Recent Finds:

Chicago Aurora & Elgin car 426 heads up a westbound train in September 1946. The location is not identified, other than being in Maywood. My guess is this is 5th Avenue looking east, and you can catch a glimpse of the station at right. This is prior to the installation of high-level platforms.

Chicago Aurora & Elgin car 426 heads up a westbound train in September 1946. The location is not identified, other than being in Maywood. My guess is this is 5th Avenue looking east, and you can catch a glimpse of the station at right. This is prior to the installation of high-level platforms.

A close-up of the previous picture. Perhaps this tower might help identify the location.

A close-up of the previous picture. Perhaps this tower might help identify the location.

This could be the type of tower.

This could be the type of tower.

Chicago Surface Lines car 5939, presumably at Navy Pier, end of the line for the Stony Island route. The streetcar has an NRA sign, (referring to the National Recovery Act) which would date this picture to circa 1933-35.

Chicago Surface Lines car 5939, presumably at Navy Pier, end of the line for the Stony Island route. The streetcar has an NRA sign, (referring to the National Recovery Act) which would date this picture to circa 1933-35.

CA&E wood car 315 at the Wheaton Shops in August 1960. Don's Rail Photos: "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962." (Rick Burn Photo)

CA&E wood car 315 at the Wheaton Shops in August 1960. Don’s Rail Photos: “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.” (Rick Burn Photo)

On April 4, 1959, a CTA Douglas Park train is on the ramp connecting the old "L" structure with the new Congress Expressway median line (and the Dearborn-Milwaukee Subway).

On April 4, 1959, a CTA Douglas Park train is on the ramp connecting the old “L” structure with the new Congress Expressway median line (and the Dearborn-Milwaukee Subway).

I presume that this picture, taken on April 13, 1957, shows a CTA Garfield Park "L" train near the east end of the Laramie Yard. (between Laramie 5200 W. and Lavergne 5000 W.) Just east of here, there was a ramp going up to the elevated structure that ran downtown. Just south of here, the Congress (now Eisenhower) Expressway was under construction. Laramie Yard, or portions of it, continued in use for about a year after the new Congress median line opened in June 1958. At left, it looks like a school building, but as far as I can tell, none of the structures in the picture still exist. Today, this area is occupied by the Michele Clark Academic Prep Magnet High School, built in the early 1970s.

I presume that this picture, taken on April 13, 1957, shows a CTA Garfield Park “L” train near the east end of the Laramie Yard. (between Laramie 5200 W. and Lavergne 5000 W.) Just east of here, there was a ramp going up to the elevated structure that ran downtown. Just south of here, the Congress (now Eisenhower) Expressway was under construction. Laramie Yard, or portions of it, continued in use for about a year after the new Congress median line opened in June 1958. At left, it looks like a school building, but as far as I can tell, none of the structures in the picture still exist. Today, this area is occupied by the Michele Clark Academic Prep Magnet High School, built in the early 1970s.

On May 26, 1956, a two-car CA&E interurban train is at the DesPlaines Avenue Terminal in Forest Park. Another train is parked nearby on a small storage track. Between September 20, 1953 and July 3, 1957, CA&E trains terminated here, and riders who wanted to go downtown had to transfer across platform to CTA Garfield Park "L" trains. The track connection between the two lines had been severed, and each one turned around using a loop. The CTA's went above the CA&E on a wooden trestle. This view looks generally to the north. As of this time, construction of the nearby Congress (now Eisenhower) Expressway was planned, but heavy construction work had not yet started here. As it was, when this picture was taken, the CA&E had still not sold their right-of-way crossing the DesPlaines River, a short distance west (left) of here.

On May 26, 1956, a two-car CA&E interurban train is at the DesPlaines Avenue Terminal in Forest Park. Another train is parked nearby on a small storage track. Between September 20, 1953 and July 3, 1957, CA&E trains terminated here, and riders who wanted to go downtown had to transfer across platform to CTA Garfield Park “L” trains. The track connection between the two lines had been severed, and each one turned around using a loop. The CTA’s went above the CA&E on a wooden trestle. This view looks generally to the north. As of this time, construction of the nearby Congress (now Eisenhower) Expressway was planned, but heavy construction work had not yet started here. As it was, when this picture was taken, the CA&E had still not sold their right-of-way crossing the DesPlaines River, a short distance west (left) of here.

On March 14, 1957, photographer Monty Powell captured this view of a CA&E train on the midday storage track at the DesPlaines Avenue terminal in Forest Park. Car 421, built in 1927 by the Cincinnati Car Company, is at the head of a five-car train. In the background, you can see the wooden trestle, used by CTA "L" trains to turn around. We are looking to the west.

On March 14, 1957, photographer Monty Powell captured this view of a CA&E train on the midday storage track at the DesPlaines Avenue terminal in Forest Park. Car 421, built in 1927 by the Cincinnati Car Company, is at the head of a five-car train. In the background, you can see the wooden trestle, used by CTA “L” trains to turn around. We are looking to the west.

From the Collections of William Shapotkin:

CTA 9508 is heading southbound on Route 53 - Pulaski Road on February 4, 1973. (William Shapotkin Collection)

CTA 9508 is heading southbound on Route 53 – Pulaski Road on February 4, 1973. (William Shapotkin Collection)

CTA trolley bus 9532 at 47th and Archer in April 1963. (William Shapotkin Collection)

CTA trolley bus 9532 at 47th and Archer in April 1963. (William Shapotkin Collection)

CSL trolley bus 198. (William Shapotkin Collection)

CSL trolley bus 198. (William Shapotkin Collection)

Chicago Surface Lines trolley bus 139. (William Shapotkin Collection)

Chicago Surface Lines trolley bus 139. (William Shapotkin Collection)

CTA trolley bus 0359 at the North and Cicero garage. (William Shapotkin Collection)

CTA trolley bus 0359 at the North and Cicero garage. (William Shapotkin Collection)

CTA trolley bus 9349 is southbound on Central Avenue at Lake Street. In the background, we see the Austin Town Hall, which was built decades after the town of Austin was annexed into the City of Chicago. (William Shapotkin Collection)

CTA trolley bus 9349 is southbound on Central Avenue at Lake Street. In the background, we see the Austin Town Hall, which was built decades after the town of Austin was annexed into the City of Chicago. (William Shapotkin Collection)

The same location today.

The same location today.

CTA 9536 and 1713 at California and Roscoe in 1957. (William Shapotkin Collection)

CTA 9536 and 1713 at California and Roscoe in 1957. (William Shapotkin Collection)

CTA 6141, working a southbound trip on Route 28 - Stony Island, is westbound on grand Avenue approaching Lake Shore Drive, having just departed the north end of the line at Navy Pier, on August 5, 1952. (William Shapotkin Collection)

CTA 6141, working a southbound trip on Route 28 – Stony Island, is westbound on grand Avenue approaching Lake Shore Drive, having just departed the north end of the line at Navy Pier, on August 5, 1952. (William Shapotkin Collection)

In August 1976, a Harlem-bound "L" train crosses the north approach to Union Station. The view looks south. (William Shapotkin Collection)

In August 1976, a Harlem-bound “L” train crosses the north approach to Union Station. The view looks south. (William Shapotkin Collection)

CTA trolley bus 9534 is eastbound on Fullerton Avenue. I'm not sure when this picture was taken, but it does remind me of the aftermath of the Blizzard of '67, worst in the city's history. (William Shapotkin Collection)

CTA trolley bus 9534 is eastbound on Fullerton Avenue. I’m not sure when this picture was taken, but it does remind me of the aftermath of the Blizzard of ’67, worst in the city’s history. (William Shapotkin Collection)

From Larry Sakar:

I was going thru various pocket folders looking for something totally unrelated to traction when I ran across this. It’s a photocopy of the picture Al Buetschle had taken of him, holding on to the trolley rope on the 978 somewhere on the MUNI property in the summer of `983.

If the orange on 978 doesn’t look quite right, it isn’t the photo or my scanner. 978 had been in Appleton, WI for the Festival of Light. I do not recall what that was all about. 978 ran on temporary track along the Fox River with an electric generator on a flat car to provide the electric power to run the streetcar. There was no trolley wire. By the time of the festival the 978 was owned by a group called “Streetcar ’86 Inc.” I know absolutely nothing about them.

They repainted 978 but had, apparently, never seen a color photo of a Milwaukee streetcar. Consequently, they used a much darker shade of orange than what TM used. They also painted on large numbers for the car’s number which were totally wrong. TM never put on such large car numbers.

That classic T-Bird in front of 978 was Al’s car. I believe I told you that it was destroyed in an accident when he was hit by a bunch of teenagers cruising around who failed to stop and broadsided him. And of course, they were uninsured! To 978’s right are a group of Boeing LRVs, the worst streetcars MUNI ever purchased, I don’t think the MBTA in Boston fared too well with theirs either! It’s been said that this was proof that an airplane manufacturer could not build a streetcar. Boeing proved that was true. I do not recall any other properties who mad the mistake of buying these cars.

The MKE Rapid Transit Line

I though it might be interesting to Trolley Dodger readers to take a photographic ride over the Milwaukee Rapid Transit line between the Public Service Building and the Honey Creek Pkwy. overpass.

For those who may not know of its existence, and those who have knowledge of it, here is a little bit of background information about it. The Milwaukee Rapid Transit Line ran between N. 8th and W. Hibernia Sts to West Jct. This is where the line heading west to Waukesha, Oconomowoc, and Watertown (westbound) split off from the lines to Hales Corners, Burlington & East Troy.

The line was constructed in 5 Phases as follows:
Phase 1: The Town of Wauwatosa Rapid Transit Line
Phase 2: The Cut-off for the East Troy and Burlington lines which linked those lines to the Rapid Transit Line eliminating street running on National Ave.
PHASE 3: The Fairview Ave. Grade Separation Project
Phase 4: The Local West Side Milwaukee Rapid Transit Line (8th to 40th Sts.)
Phase 5: The Rapid Transit Subway: 8th & Hibernia Sts. to the Public Service Bldg. (NEVER COMPLETED).

Phase 1 was completed and opened for business on June 26, 1926. The remaining phases followed in order with Phase 4 completed and opened for business on September 22, 1930. Work on Phase 5 the subway continued until the Depression brought a halt to all construction in 1932. No more than half a block was ever built.

In addition to the lines to Burlington, East Troy, and Watertown, which used the Rapid Transit Line, TM also operated a Local West Side Rapid Transit Service between the PSB and West Jct. Interurbans made the 8 1/2 mile journey in 15 minutes or less.

The Rapid Transit was abandoned on June 30, 1951 under the management of The Milwaukee Rapid Transit & Speedrail Company. The city of Milwaukee purchased the 4 1/2 miles between 8th St. and Soldiers Home station (start of the Calvary Cemetery cut) in 1952 for $1,000,000,800, supposedly the price paid by TM when the land was acquired in 1925. The line had been in receivership since November, 1950 and was being managed by a Trustee, Bruno V. Bitker.

The 4 1/2 miles purchased by the city were subsequently used for the East-West Freeway I-94. In addition to the over one million dollar purchase price, the city had to pay WEPCO an additional $500,000 to move the electric transmission towers off the right-of-way. According to trustee Bitker, a minimum of $250,000 in new capital was needed to keep the Rapid Transit in business.

Today, very few traces of the Rapid Transit Line exist. The high tension electric transmission lines, seen west of the Red Star Yeast Co. plant at 28th St. to almost N. 40th St., were moved to the section of the r.o.w adjacent to (south), where an additional 2 tracks could have been laid but never were. That is what motorists traveling on the East-West Freeway see today but chances are few if any know their history or that they are traveling over the former Milwaukee Rapid Transit Line.

We begin our journey at the Public Service Building on W. Michigan St. between N. 2nd and N. 3rd St. The building’s first floor housed the train shed (12 tracks) as well as the waiting room (west wing). For anyone wanting a bite to eat there was the Electric Grill, also in the first floor west wing.

After the demise of Speedrail on 6-30-51 Greyhound Buses and buses of Wisconsin Coach lines (formerly Waukesha Transit Lines) continued using the train shed until February, 1965 when Greyhound opened a new station and 20 story office tower. The office tower faces W. Wisconsin Ave from N. 6th to about 1/2 block west of N. 5th St. The one-story bus terminal was on the NE corner of N. 7th & Wisconsin Michigan Sts and had a two-story parking garage on top of it.

In 2006, Greyhound and WCL moved their terminal to the new Milwaukee Intermodal terminal adjacent to the Amtrak station at N. 5th St. and W. St. Paul Ave. A few years later, Badger Bus Company, whose terminal was across N. 7th St. also moved to the Intermodal station. Since November, 2018 “The HOP” Milwaukee’s new streetcar circulator lays over at the corner of N. 4th & W. St. Paul. The line operates between here and Burns Commons at E. Ogden and N. Prospect Aves.

It is only appropriate that we begin our trip at the Public Service Bldg. Trains exited the trainshed onto N. 3rd St. Those headed for Watertown, East Troy, Burlington or West Jct, then turned left (west) at N. 3rd and W. Michigan Sts. In those days there were no stop and go lights. A traffic policeman controlled the intersections of 2nd, 3rd and 6th & Michigan Sts. At 6th & Michigan Sts. trains turned left (south) again in front of the station of the Chicago North Shore & Milwaukee RR. Operating on N. 6th St for just one block, trains made a right turn onto W. Clybourn St. and followed it for 1 1/2 blocks west between N. 7th & N. 8th Sts. where they turned south (left) onto the private right-of-way. This was the first stop. The line went slightly downhill toward W. St. Paul Ave., but turned west on a sharp curve before reaching it. From here, many fans have said that it was like riding a roller coaster. Trains made a safety stop, and boarded passengers at N. 8th Sts. which was crossed at grade.

Because the planned subway was never completed, a “temporary ramp” was built over the subway portal beneath 8th St. Trains scooted down the ramp, and almost at once made a climb and a sharp turn. Over to the left stood the Rapid Transit Freight Terminal at 940 W. St. Paul Ave. A deck, even with the second floor of the building, was constructed to facilitate the loading and unloading of interurban freight. Railfans dubbed it “the shelf.” Passing the shelf trains entered the one block long Hibernia St. ‘L’ and rounded a curve to immediately dip back into a cut. Between 12th & 40th Sts. all streets passed over the Rapid Transit Line. In a minute’s time came the first of the three “Valley” (Menomonee River Valley) station stops -16th St.

All 3 valley stops, 16th, 27trh & 35th St. were beneath the viaducts that cross the valley from north to south. As we will see in the photos, getting to and from the stations required being able to navigate several sets of stairs. In 1926, there was no such thing as the Americans with Disabilities Act, meaning anyone wheel chair-bound or on crutches was out of luck when it came to riding the Rapid Transit. The same would hold true for the stations along the Town of Wauwatosa Rapid Transit Line which crossed over all streets. The station stops were on the Rapid Transit Line embankment well above street level by 12 or more feet and also required being able to go up or down stairs.

Continuing west, stops were made at 27th & 35th Sts. At 40th St. the line went around a sharp curve to the southwest and scooted across the Menomonee Valley and Bluemound yards of the Milwaukee Road on a long steel bridge. The bridge would become the subject of a fight between two Milwaukee County agencies after abandonment. The Freeway people wanted the bridge removed because they claimed it was in the way of construction of the Stadium Interchange (I-94 and the never completed Stadium Freeway). But the Parks people who were overseeing the construction and eventual operation of Milwaukee County Stadium (at the site of the Story Quarry near 44th St.) wanted it kept and converted into a pedestrian bridge to provide closer and easier access to the new ball park from areas to the east. The bridge, sans decking, track and trolley wire stood as a silent reminder of what Milwaukee once had and had so foolishly thrown away. It was removed in 1954 and the surplus steel used for making repairs to the Holton St. viaduct over the Milwaukee River.

Next up was the stop for National Soldiers Home at 52nd St. Here, Rt. 10 streetcars coming from West Allis or heading to it joined the Rapid Transit line on two tracks of their own, along the north side of the Rapid Transit r.o.w. The Calvary Cemetery cut, as it was called, started at 62nd St. and ran to the west end of the cemetery just east of S. 60th St. Trains (both Rapid Transit and streetcar) now climbed a very steep grade to cross over 60th St. Streetcars made stops at 60th, 62nd & 65th Sts. before descending to street level at 68th St. 68th St. was the next stop for the Rapid Transit and was the first of two stations where passengers wishing to go to West Allis boarded a streetcar at 68th St. or a bus at 84th St.

At 68th St., the Rapid Transit line swept around a broad northwesterly curve that placed the r.o.w. on an alignment between W. Stevenson and W. Adler Sts. At 70th St. motormen had to shut off, so as not to carry current over the circuit breaker located there. Stops from this point west were 73rd, 76th, 79th, 84th & 92nd Sts. Like 68th St. the 92nd St. station was located on a curve this one going southwest. Stations west and south of 92nd St. were Schlinger Ave. also known as Greenfield Jct. This was the place where the Rapid Transit interchanged freight with the Milwaukee Road’s “Air Line.”

Now heading south, stops were made at Adler St., Greenfield Ave. and finally West Jct. Trains headed west to Watertown went down a ramp that swept them due west to come parallel with the Chicago & Northwestern RR. lines to Madison and Butler, this line going up and over the Watertown line on a bridge. Trains bound for Burlington or East Troy crossed over the C&NW on a high, steel bridge and continued southward. West Jct. trains entered the West Jct. loop for the return trip to Milwaukee.

Now that I’ve described the line in words I will continue with photos of many of these locations. These photos will be a mix of owners from TM to Speedrail.

SR 39-40 loading at the PSB H. Danneman coll.

SR 39-40 loading at the PSB H. Danneman coll.

2 car train of 1100's lvg PSB ca. 1930's. Note traffic cop

2 car train of 1100’s lvg PSB ca. 1930’s. Note traffic cop

SR 60 series wb on ramp over subway 8th St.

SR 60 series wb on ramp over subway 8th St.

Surplus 1100's on the shelf 11th St. yards.

Surplus 1100’s on the shelf 11th St. yards.

SR 35-36 EB at 6th & Michigan Sts. 1950 Lew Martin

SR 35-36 EB at 6th & Michigan Sts. 1950 Lew Martin

Car 66 inbound xing N. 8th St. 1951

Car 66 inbound xing N. 8th St. 1951

16th St. sta. on RT line lkg. west. Note US&S signal at right. City of MKE photo

16th St. sta. on RT line lkg. west. Note US&S signal at right. City of MKE photo

A quick note re: the 16th St. station. That little square bldg. seen perched above the r.o.w. was a new substation built solely to feed the Rapid Transit line and was decommissioned and removed after abandonment.

Storage after aband. 1100's east of gas tanks at 25th st.

Storage after aband. 1100’s east of gas tanks at 25th st.

SR 65 on 25th St. curve before 2-8-50. This is car 65 after someone repainted the front with the imitation LVT design save for the Liberty Bell. The car is curving around the gas tanks at 25th St. Lou Martin was standing on the 25th St, overpass shooting down at the car. The 25th St. bridge is now over the freeway.

SR 65 on 25th St. curve before 2-8-50. This is car 65 after someone repainted the front with the imitation LVT design save for the Liberty Bell. The car is curving around the gas tanks at 25th St. Lou Martin was standing on the 25th St, overpass shooting down at the car. The 25th St. bridge is now over the freeway.

RT r.o.w. lkg east @ 27th St.

RT r.o.w. lkg east @ 27th St.

TM 1100's EB at 35th St. sta. RT Line C.N. Barney coll.

TM 1100’s EB at 35th St. sta. RT Line C.N. Barney coll.

TM 1100 WB on RT Bridge over Men. Valley & Mke. Rd.

TM 1100 WB on RT Bridge over Men. Valley & Mke. Rd.

S. 60th St. curve on RT line lkg SW.

S. 60th St. curve on RT line lkg SW.

RT Line r.o.w. lkg east at 61st St. Rt 10 tracks are at left

RT Line r.o.w. lkg east at 61st St. Rt 10 tracks are at left

RT Line r.o.w. lkg east @ 62nd St. sta(for RT. 10 only)

RT Line r.o.w. lkg east @ 62nd St. sta(for RT. 10 only)

68th St. sta. lkg NE in 1937 City of MKE. Survey

68th St. sta. lkg NE in 1937 City of MKE. Survey

RT Line r.o.w. lkg east at 69th St. Note RT. 10 tracks descending @ left

RT Line r.o.w. lkg east at 69th St. Note RT. 10 tracks descending @ left

RT Line r.o.w. lkg east at S. 70th St.

RT Line r.o.w. lkg east at S. 70th St.

RT Line r.o.w. lkg east at S. 73rd St. sta.

RT Line r.o.w. lkg east at S. 73rd St. sta.

I’m including this color shot by the late Lou Martin (below). This is what the Honey Creek Parkway bridge looked like. I think it was the best looking of all the TM bridges, especially with the stone abutments. Something you might find interesting: post WWII, there was a housing shortage in Milwaukee and its surrounds. Temporary barracks were set up in Honey Creek Parkway to house returning veterans especially those who were newly married and didn’t care to live at what had been home.

Take a close look at the photo of 70th St. You can see the warning flag about the circuit breaker hanging from the wire.

More trivia concerning the Rapid Transit line bridges from 68th St. west. When the Rapid Transit line was completed in 1930 ,TM decided to do what they’d already done on several bridges on the MRK-Milwaukee-Racine-Kenosha line– advertise the “product.” Five bridges were chosen for this purpose, starting with Schlinger Ave. Each bridge had the word “Rapid” in that special font I like to call “Rapid Transit” followed by the number of minutes the Rapid Transit took to reach downtown from that point, and then ending with the word “Transit”. Schlinger was 18 minutes. The last one chosen – 68th St. was 11 Minutes to Downtown. The other 3 bridges were 92nd St., 84th St. and 76th St. Try getting to downtown Milwaukee from 68th St. in 11 minutes on the East-West Freeway (I94). GOOD LUCK!!!

The tanks in the background at 25th St. belonged to the Milwaukee Gas Light Company at 2400 W. St. Paul Ave. They were removed when the expressway was built. Post abandonment, the 1100 series single and duplexes were placed in storage at 25th St. Lightweight cars (the 30 and 40 series articulateds and the 60 series curved side cars) were stored on the tracks that lead into the never completed subway. Cars 300 & 301 were stored on the “shelf”.

Cars were moved to the Waukesha Gravel pit (still owned by Jay Maeder) on 2-29-52. Scrapping began the next day. By mid-October it was all over. The gravel pit was filled in around 1978 and today you’d never know it had been there. Gravel pit substation stood until 11-11-63 when it was torn down to make way for the new County Trunk Highway A bypass around downtown Waukesha. It was a little 2 lane highway when I saw it for the first time in 1967. Today, it is the very busy and very big Highways 59 & 164 bypass. The Waukesha loop and station are both gone.

I also forgot to point out in my commentary that Wisconsin Coach Lines was originally Waukesha Transit Lines, which became a thorn in Speedrail’s side when the PSC and its ever so “honest” chairman John C. Doerfer allowed WTL and Cardinal Bus Lines to continue operating even after the 12 hour service shutdown in February, 1951. Today WCL is part of the big bus conglomerate Coach USA, as is United Limo which operates the line to O’Hare from S. 13th & W. Edgerton almost directly east of me by 42 blocks. (I’m 2 blocks from 55th & Edgerton.) in the Heritage Village Apt. complex.

Rumor has it that when Greyhound pulled out of the PSB for the last time in early February of 1965 WEPCO employees sick of the noise and diesel fumes of the buses repunctuated Greyhound’s famous slogan of “Thank you for going Greyhound” to “Thank you for going, Greyhound!”

-Larry Sakar

60 SERIES AND GREYHOUND SILVER SIDES @ 3RD AND MICHIGAN The Medford Hotel on the NW corner of 3rd & Michigan (long gone) was the perfect place to watch activity at the PSB. Look at this.

60 SERIES AND GREYHOUND SILVER SIDES @ 3RD AND MICHIGAN The Medford Hotel on the NW corner of 3rd & Michigan (long gone) was the perfect place to watch activity at the PSB. Look at this.

RT line r.o.w. lkg west @ Honey Creek Pkwy bridge

RT line r.o.w. lkg west @ Honey Creek Pkwy bridge

SR 300 xing Honey Creek Pkwy bridge 5-7-50

SR 300 xing Honey Creek Pkwy bridge 5-7-50

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
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]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


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. 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!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways 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) 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

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This is our 247th 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 589,000 page views, for which we are very grateful.

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Five Years (Part One)

You've probably seen "first day of issue" stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

You’ve probably seen “first day of issue” stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

January 21 has long been a sad day for railfans, as this was when the fabled North Shore Line ran its last interurban train between Chicago and Milwaukee in 1963, truly the end of an era in American transportation history.  To make things worse, that was a bitterly cold day.

But it is also the date when, five years ago, we started this blog.

As we celebrate that event, I thought it would be a good idea to offer a retrospective of some of our favorite images from our first 245 posts. That’s a lot to choose from, so we’re doing this in two installments. If you are a regular reader, no doubt you have your own favorites.  Today’s post covers 2015 and 2016.

We are currently in the middle of our annual fundraiser. Right now, we are only part way to our goal of raising $400 to cover our fees for the coming year. We have already received several contributions, and we thank everyone who has helped to date.

If you would like to see the Trolley Dodger continue for another year, I hope you will consider making a contribution (if you have not yet already done so). There are links at the bottom of this post you can follow, in addition to our usual Online Store.

Any additional funds received, beyond those needed for our goal, will be used to purchase more images for future blog posts.

It’s been a great five years. Thanks for being a part of it. We will be back in a few days with an all-new post.  Part Two of our “Best of” will appear early next month.

-David Sadowski

From 52 Years Ago Today… (January 21, 2015):

Electroliner 801-802 passes Tower 18 on Chicago's Loop.

Electroliner 801-802 passes Tower 18 on Chicago’s Loop.

Line car 606 at the Milwaukee terminal. According to Don's Rail Photos, "606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum."

Line car 606 at the Milwaukee terminal. According to Don’s Rail Photos, “606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.”

From Chicago Streetcars in Black-and-White (January 23, 2015):

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

From CTA’s Westchester Branch – What Might Have Been (January 26, 2015):

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

From The CTA, the CA&E, and “Political Influence” (February 18, 2015):

Brand-new “flat door” cars 6003-6004 are shown to good advantage at the North Water Terminal in 1950. (Clark Equipment Co. Photo)

From Chicago Streetcars In Color (February 22, 2015):

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago's streetcar system.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago’s streetcar system.

From Chicago Streetcars in Black-and-White, Part 2 (February 28, 2015):

Car 1821 passing under the Sacramento station on the old Garfield Park "L". The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

Car 1821 passing under the Sacramento station on the old Garfield Park “L”. The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

From Chicago Streetcars in Color, Part 2 (March 9, 2015):

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

From Chicago Streetcars in Black-and-White, Part 4 (April 1, 2015):

George Foelschow writes, CSL 2811 "is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks)." (Joe L. Diaz Photo)

George Foelschow writes, CSL 2811 “is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks).” (Joe L. Diaz Photo)

From Chicago Rapid Transit Mystery Photos – Solved (April 28, 2015):

Image #811, according to Andre Kristopans, shows a "Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound." Edward Maurath notes that car "223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’."

Image #811, according to Andre Kristopans, shows a “Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound.” Edward Maurath notes that car “223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’.”

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

From Electroliner Restoration Update (May 31, 2015):

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)

From Chicago PCC Mystery Photos – Part 1 (June 20, 2015):

M. E. writes, "I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd. When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland. Things that are in this photo: -- The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman's Pure Food grocery store. -- The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation -- NOT! -- On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth's were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of store employees, unlike the ensuing K Mart and its ilk. -- See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown Economist, which today is the Southtown Star. Their printing plant was on Union Ave. (700 West) south of 65th St., not far from 63rd and Halsted. -- North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop." Bill Wasik adds, "This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo." Jeff Wien adds, "Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street."

M. E. writes, “I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd.
When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland.
Things that are in this photo:
— The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman’s Pure Food grocery store.
— The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation — NOT!
— On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth’s were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of
store employees, unlike the ensuing K Mart and its ilk.
— See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown
Economist, which today is the Southtown Star. Their printing plant was on Union
Ave. (700 West) south of 65th St., not far from 63rd and Halsted.
— North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost
was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop.” Bill Wasik adds, “This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo.”
Jeff Wien adds, “Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street.”

#43 - Len Marcus says, "Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue." Bill Wasik adds, "This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer." Bill Shapotkin: "A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge -- damn, some things never change.)"

#43 – Len Marcus says, “Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue.” Bill Wasik adds, “This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer.” Bill Shapotkin: “A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge — damn, some things never change.)”

From CA&E Mystery Photos – Part 1 (July 14, 2015):

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

From The CA&E in Black-and-White (July 31, 2015):

#16 - CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last "standard" interurban cars built in the US, although this is a somewhat debatable point.

#16 – CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 More LVT Photos & Trolley Dodger Mailbag, 12-14-2015but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last “standard” interurban cars built in the US, although this is a somewhat debatable point.

From Chicago PCC Updates (August 30, 2015):

A two-car train of "flat door" 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park "L" in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, "That's 6053-54."

A two-car train of “flat door” 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park “L” in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, “That’s 6053-54.”

From A North Shore Line Potpourri, Part Two (August 22, 2015):

A two-car (170-709) North Shore Line Chicago Express "at speed" (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

A two-car (170-709) North Shore Line Chicago Express “at speed” (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

From More Hoosier Traction (September 2, 2015):

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

From Traction in Milwaukee (September 16, 2015):

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don's Rail Photos adds, "1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950."

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don’s Rail Photos adds, “1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950.”

From More Chicago PCC Photos – Part Four (October 12, 2015):

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

From More Chicago PCC Photos – Part Six (November 30, 2015):

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, "The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957."

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, “The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957.”

From More LVT Photos & Trolley Dodger Mailbag, 12-14-2015 (December 14, 2015):

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

From Attention, Juice Fans! (January 22, 2016):

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

From Lost and Found (February 12, 2016):

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

From Chicago Rapid Transit Photos, Part Three (March 23, 2016):

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

CTA 5003 on the Met "L" near Throop Street Shops in 1948. (St. Louis Car Company Photo)

CTA 5003 on the Met “L” near Throop Street Shops in 1948. (St. Louis Car Company Photo)

From More Chicago PCC Photos – Part Eight (April 28, 2016):

Andre Kristopans comments on this 1930s photo: "Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note: 1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936. 2) Behind is a southbound Kedzie car. 3) Street is way too narrow to be anywhere on Madison. Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip."

Andre Kristopans comments on this 1930s photo: “Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note:
1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936.
2) Behind is a southbound Kedzie car.
3) Street is way too narrow to be anywhere on Madison.
Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip.”

From Spring Cleaning (May 16, 2016):

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a "baldy" with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a “baldy” with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

From Night Beat (June 21, 2016):

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don's Rail Photos: "26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways." (C. Edward Hedstrom Photo) To read more about 26's Michigan sojourn, click here.

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (C. Edward Hedstrom Photo) To read more about 26’s Michigan sojourn, click here.

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don's Rail Photos adds, "25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947."

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don’s Rail Photos adds, “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.”

From More Mystery Photos (July 29, 2016):

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:"The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan." Beacon Street is the MBTA Green Line "C" branch.

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:”The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan.” Beacon Street is the MBTA Green Line “C” branch.

From Some Thoughts on “Displaced” (August 30, 2016):

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there's one car, since the other "married pair" behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there’s one car, since the other “married pair” behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

From Red Arrow in West Chester (September 13, 2016):

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

From Chicago Rapid Transit Photos, Part Four (September 20, 2016):

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park "L" structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park “L” structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

From Chicago Rapid Transit Photos, Part Five (September 26, 2016):

Here, we have a difference of opinion. George Trapp: "2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before." On the other hand, Brian M. Hicks says that this view "is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31)." (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: "The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in."

Here, we have a difference of opinion. George Trapp: “2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before.” On the other hand, Brian M. Hicks says that this view “is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31).” (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: “The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in.”

From Chicago Rapid Transit Photos, Part Six (October 3, 2016):

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

From Chicago Streetcars in Color, Part Four (October 26, 2016):

CSL 1786 under the Lake Street "L" on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC's assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, "This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location."

CSL 1786 under the Lake Street “L” on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC’s assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, “This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location.”

From Chicago Rapid Transit Photos, Part Eight (November 16, 2016):

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

From Recent Finds (December 2, 2016):

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

From Under Our Tree (December 27, 2016):

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: "When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus."

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: “When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus.”

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
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]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


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. 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!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways 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) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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Chicago in the 1950s

You would be forgiven for not recognizing this location, but that's the Western Avenue station on the Humboldt Park "L", just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

You would be forgiven for not recognizing this location, but that’s the Western Avenue station on the Humboldt Park “L”, just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

Today’s photos have two things in common. First, they were all taken in Chicago during the 1950s. Second, they were all shared with our readers by Jeffrey L. Wien of the Wien-Criss Archive.  We thank him for his generosity.

The color pictures were taken by the late Bill Hoffman. The photographer who took the black-and-whites is not known, but it seems possible it was someone who did not live in this area, but came to visit. They were not all taken at the same time, however. All those seem to date between 1952 and 1954.

As always, if you have any information to share about these pictures, or simply have a question or comment, do not hesitate to let us know. We look forward to hearing from you.

-David Sadowski

Black-and-White:

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to "one man operation," meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to “one man operation,” meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it's running Route 36 - Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it’s running Route 36 – Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 - Cottage Grove. (Wien-Criss Archive)

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 – Cottage Grove. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood "L" (today's Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood “L” (today’s Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 - Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 – Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is "Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980's and in what was a real mindblower, the reporter on scene actually called it an "old CTA facility". Not quite - CSL sold it in 1920s, but amazingly close!" Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is “Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980’s and in what was a real mindblower, the reporter on scene actually called it an “old CTA facility”. Not quite – CSL sold it in 1920s, but amazingly close!” Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 - Clark-Wentworth. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 – Clark-Wentworth. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

Color:

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 - Halsted Downtown. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 – Halsted Downtown. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

CTA 640 is running under the "L" on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 640 is running under the “L” on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood "L", now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood “L”, now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden "L" cars about to cross Western on the temporary right of way for the Garfield Park "L" during expressway construction. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden “L” cars about to cross Western on the temporary right of way for the Garfield Park “L” during expressway construction. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square "L" on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square “L” on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park "L" (today's Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park “L” (today’s Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park "L" train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park “L” train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956-- just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956– just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park "L" station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park “L” station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park "L" on April 22, 1955. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park “L” on April 22, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park "L" on October 5, 1953. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park “L” on October 5, 1953. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park "L" on June 22, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park “L” on June 22, 1955. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

Recent Correspondence

Our resident South side history expert M. E. writes:

I have a lot of comments about your latest post #241. Where to begin?

https://thetrolleydodger.files.wordpress.com/2019/10/pic512.jpg
Your caption says this streetcar is on 77th St. No, it is on Vincennes Ave., in front of the 77th St. barn, heading north.

https://thetrolleydodger.files.wordpress.com/2019/10/pic530.jpg
First, a nit: I think this picture is at 107th rather than 105th. The streetcar is running on the Halsted/Vincennes/111th St. line, heading northeast on Vincennes. What makes this picture so interesting is the road sign, “Keep left of tracks.” That’s because, precisely at this spot, the streetcar tracks moved off the street and onto private right-of-way between Vincennes Ave. and the main line of the Chicago, Rock Island and Pacific railroad. This pattern ran from 107th St. north to the Rock Island suburban line viaduct at 89th St., at which point the streetcar tracks rejoined Vincennes Ave. to go under the viaduct.

https://thetrolleydodger.files.wordpress.com/2019/10/pic534.jpg
This picture was taken from the eastbound platform of the Englewood L station spanning Halsted St. At that time, Halsted was still a very busy business district; in fact, I read somewhere that Englewood was the busiest business district outside the Loop. Notice the Yellow cabs waiting for L passengers.
Beneath this L platform, along 63rd Place, were streetcar tracks for Halsted cars that ended at 63rd St., as well as curb space for the two suburban bus companies, South Suburban Safeway Lines and Suburban Transit System.

https://thetrolleydodger.files.wordpress.com/2019/10/pic535.jpg
This picture is the reverse direction, looking north from the westbound platform of the Englewood L at Halsted. The cross street is 63rd St. The stores from left to right are: S S Kresge, on the southwest corner; The Ace department store on the northwest corner; and Sears Roebuck, the huge building on the northeast corner (with a Hillman’s grocery in the basement). The southeast corner building was nondescript, although at one point it was a Stineway drug store. Notice
the streetcar tracks turning between Halsted and 63rd. Some southbound
Halsted cars ended their runs at 63rd. They turned east on 63rd to Union Ave. (700 W.), then south to 63rd Place, then west to alongside (south of) the Halsted L station, then back north on Halsted.

https://thetrolleydodger.files.wordpress.com/2019/10/pic544.jpg
Two things in this picture:
(1) The red-and-white bus in the background belonged to the South Suburban Safeway Lines. In those days, the fastest way from the south side to the Loop was the Englewood L, which ended at 63rd Place and Loomis (1400 W.) And of course the Englewood business district was very prosperous. So the suburban bus line went as far as 63rd Place and Halsted (next to the L station). The suburban bus company had two routes into Englewood — one north along Western, then east on 63rd (this was the Harvey bus), the other north along Halsted St. from the south (this was the Chicago Heights bus). The other bus company running from the south suburbs into Englewood was the Suburban Transit System, which ran primarily east and west along 95th St. out to Oak Lawn and beyond. To reach Englewood, this bus line ran east on 95th to Vincennes, north to 87th, west to Morgan, north to 63rd, then east to the Englewood L.
(2) As can be seen from each side of the street in this photo, Western Ave. was auto dealer row for a mile or so to either side of 63rd St.

https://thetrolleydodger.files.wordpress.com/2019/10/pic555.jpg
and
https://thetrolleydodger.files.wordpress.com/2019/10/pic558.jpg
The streetcars shown here were Western Ave. cars, running east on 69th St. to get to the Vincennes / 77th St. barn. Western Ave. cars had used the carbarn at 69th and Ashland until it closed. After that, the streetcars had to use the 77th and Vincennes barn. The only way to get there (still with usable tracks and live trolley wires) was along 69th St. to Wentworth (200 W.), south to 73rd St. at Vincennes, then southwest on Vincennes to the barn at 77th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic556.jpg
This view is looking south along Western at 71st St. The tracks going to the right were for the 67th/69th/71st line, which used Western to travel between 69th and 71st.

https://thetrolleydodger.files.wordpress.com/2019/10/pic566.jpg
And this photo is at 69th and Western, showing a northbound Western car turning east on 69th to head to the 77th St. barn. I see no turning track from southbound Western to eastbound 69th. The lack of such a track indicates that any Western car ending its run and heading to the 77th and Vincennes barn had to start at the 79th and Western terminal, go north on Western, then turn east on 69th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic568.jpg
Two CTA bus routes served the 79th and Western station: West 79th (to almost Cicero Ave.) and South Western (to 119th St.) The buses shown were manufactured by ACF Brill, probably in the 1940s, because they had stick shifts. (Really!)

M. E.

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
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]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


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 last November, 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. 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!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways 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) 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

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CTA’s 6000s Run Again

The historic train approaches Adams and Wabash.

The historic train approaches Adams and Wabash.

October 1st was the 72nd anniversary of when the Chicago Transit Authority took over operating the elevated and most of the surface transit lines. To celebrate this milestone, the CTA held a Customer Appreciation Day event in the Loop, using newly repatriated historic “L” cars 6711 and 6712. Built in 1959, this pair had been at the National Museum of Transportation in St. Louis since the 1990s.

This type of “L” car was once synonymous with the CTA, as these are part of a series of all-new rapid transit cars introduced in the 1950s. There were a total of 770 such cars built in various configurations and delivered between 1950 and 1959. They replaced wooden “L” cars, many of which were half a century old upon retirement.

Being metal-bodied, the 6000-series cars were designed to operate in Chicago’s new subways as well as its famous elevated lines. The first batch of such cars finally made it possible to open the Dearborn-Milwaukee Subway in 1951. The State Street Subway had opened in 1943, prior to the creation of the Chicago Transit Authority, using existing steel cars built in the early 1920s.

While October 1, 1947 is the date when the CTA finally took charge of local transit, its origins naturally go back further than that. The City of Chicago was always intimately involved in local transit matters, even in the era of private ownership which came crashing down into bankruptcy during the Great Depression.

Then-Mayor Edward J. Kelly spearheaded efforts to build Chicago’s first subways, and his “go-to guy” in this regard was Philip Harrington (1886-1949). In the late 1930s, he became head of the City’s Department of Subways and Superhighways, and was also the principal author of a comprehensive transportation plan known locally as the “Green Book”. (One thing that is not certain, is whether there is any connection between the green binding of this book, and the later adoption of green as the more-or-less official CTA color in early days.)

When the Chicago Transit Authority officially came into being on June 28, 1945, Harrington was unanimously chosen as its first Chairman. What followed was a two-year transition period, where the CTA became a functioning entity and prepared for the official takeover which eventually came, after, under the management of the courts, the existing private owners of the Chicago Rapid Transit and Chicago Surface Lines companies were bought out.  (CTA purchased the assets of the Chicago Motor Coach Company five years later, completing the process of transit unification.)

During this time, while CRT and CSL were still in charge, the CTA, operating in an unofficial capacity, was really calling the shots, deciding what new equipment would be ordered, and where it would run once delivered.

Given that Philip Harrington died 70 years ago, it is remarkable that his son Michael is still with us (I believe he is about 84 years old), and took part in the first trip on these historic cars. I spoke briefly with him, and promised to send him copies of my two Arcadia books, which deal with the turbulent times when his father played such an important role. As a child, Michael Harrington was a witness to events such as the opening of Chicago’s first subway in 1943.

You can read an appreciation of Philip Harrington here.

WBEZ, Chicago’s public radio station, was on the scene talking to people who came out to ride this special train. I was interviewed by a reporter for a few minutes and answered various questions.

I was asked what was so special about the 6000-series cars. They were state of the art when new, and had advanced technology for their time, including improved acceleration and braking, and were quieter than what they replaced, even though the old stuff made “all the right noises.”  (The older 4000-series cars have a very distinctive sound, which many people find pleasant and comes from the gearing.)

They had comfortable seats, especially compared to some of today’s equipment, but one thing they did not have was air conditioning. You had to open the windows, and if the weather was right, a nice refreshing breeze wafted through. A trip through the subway, however, was very LOUD with the windows open, an experience that thankfully modern riders don’t get to have.

As light-weight cars, though, the 6000s did “shake, rattle, and roll” and their riding qualities led some fans to dub them “Spam Cans.” But for various reasons, the final cars in this series, of which 6711-6712 are examples, were a bit heavier than the first ones, and hence rode better also.

Andy Warhol famously said that “In the future, everybody will be famous for 15 minutes.” But while I did end up on the radio yesterday, I’m not even sure I got 15 seconds out of the segment on these rides, which totaled less than a minute. You can hear it here.

I applaud the CTA for expanding their collection of historic railcars by bringing some of them back from museums. New York City has several entire trains of older cars it can run, and events such as these are very popular and create tremendous goodwill.  It’s important that organizations have a sense of the history that has made them great.

The 6000s were always my favorite “L” cars, and riding them once again brought back many memories. Some people were probably riding them for the first time, based on the looks of various people on our train. I hope you will enjoy our short photo essay, followed by a few of our recent photo finds.

-David Sadowski

PS- We regret to report the recent passing of Father Philip F. Cioffi at age 63. Father Phil, as we all knew him, was widely known as one of the “nice guys” in the railfan field, and had served on the boards of various organizations over the years. He will be missed. You can read his obituary here.

From 11 am to 12:30 pm, tickets were required, along with payment of a regular CTA fare. People were able to register online. We were in group one. From 12:30 until 2, anyone could ride the historic cars.

From 11 am to 12:30 pm, tickets were required, along with payment of a regular CTA fare. People were able to register online. We were in group one. From 12:30 until 2, anyone could ride the historic cars.

The ticketed trips began and ended at Washington and Wabash, CTA's newest Loop station, which replaced two others.

The ticketed trips began and ended at Washington and Wabash, CTA’s newest Loop station, which replaced two others.

There were separate areas for both boarding and leaving the historic train.

There were separate areas for both boarding and leaving the historic train.

Meanwhile, regular service continued on the Loop.

Meanwhile, regular service continued on the Loop.

Michael Harrington, son of the late Philip Harrington (1886-1949), first Chairman of the Chicago Transit Authority from 1945-49, talks to a WBEZ reporter.

Michael Harrington, son of the late Philip Harrington (1886-1949), first Chairman of the Chicago Transit Authority from 1945-49, talks to a WBEZ reporter.

Cameras are out as our train arrives.

Cameras are out as our train arrives.

The view out the back window.

The view out the back window.

The operator's cab, with the controller, which handles both acceleration and braking.

The operator’s cab, with the controller, which handles both acceleration and braking.

I am not sure what the purpose is of this structure, which the CTA has built on part of the platform of a former station at Randolph and Wells.

I am not sure what the purpose is of this structure, which the CTA has built on part of the platform of a former station at Randolph and Wells.

We are looking west along Lake Street at Wells. The structure at right is called Tower 18, which controls this busy intersection, once the busiest of its type in the world. This is the third such tower building at this location.

We are looking west along Lake Street at Wells. The structure at right is called Tower 18, which controls this busy intersection, once the busiest of its type in the world. This is the third such tower building at this location.

Graham Garfield is CTA's General Manager, RPM (Red and Purple Lines Modernization Project) Operations & Communication Coordination. He also serves as the CTA's historian, and was a conductor on this trip. Nowadays, CTA trains are run by only one person, but this trip was handled the old fashioned way, and Graham was outfitted as usual in a period-correct uniform.

Graham Garfield is CTA’s General Manager, RPM (Red and Purple Lines Modernization Project) Operations & Communication Coordination. He also serves as the CTA’s historian, and was a conductor on this trip. Nowadays, CTA trains are run by only one person, but this trip was handled the old fashioned way, and Graham was outfitted as usual in a period-correct uniform.

Having dropped off the riders from trip one, 6711-6712 head down to the end of the platform at Washington and Wabash to pick people up for the second go-round.

Having dropped off the riders from trip one, 6711-6712 head down to the end of the platform at Washington and Wabash to pick people up for the second go-round.

Adams and Wabash.

Adams and Wabash.

Recent Finds

Here is an example of some early "flat door" 6000s running in the 1950s, on the outer portions of the old Garfield Park "L". I am not sure whether this picture was taken in Forest Park, just east of DesPlaines Avenue (near where the "L" crossed the B&OCT), or along the south edge of Columbus Park a few miles further east.

Here is an example of some early “flat door” 6000s running in the 1950s, on the outer portions of the old Garfield Park “L”. I am not sure whether this picture was taken in Forest Park, just east of DesPlaines Avenue (near where the “L” crossed the B&OCT), or along the south edge of Columbus Park a few miles further east.

This picture, taken on June 16, 1947, shows a Birney car owned by the North Shore Line at the Harrison Street shops in Milwaukee. The tiny streetcar was built by Cincinnati Car Company in 1922, and was used in city streetcar service on the 5th-6th Streets line by the interurban.

This picture, taken on June 16, 1947, shows a Birney car owned by the North Shore Line at the Harrison Street shops in Milwaukee. The tiny streetcar was built by Cincinnati Car Company in 1922, and was used in city streetcar service on the 5th-6th Streets line by the interurban.

Here is Chicago, Aurora & Elgin car 406 on a Central Electric Railfans' Association fantrip on August 8, 1954. Photographer Bob Selle notes, "View from abandoned power house-- second story. At Glenwood Park station. Photo stop between Batavia and the Junction." (In other words, on the Batavia branch.)

Here is Chicago, Aurora & Elgin car 406 on a Central Electric Railfans’ Association fantrip on August 8, 1954. Photographer Bob Selle notes, “View from abandoned power house– second story. At Glenwood Park station. Photo stop between Batavia and the Junction.” (In other words, on the Batavia branch.)

It's August 8, 1954, again on a CERA fantrip, and CA&E car 406 is making a photo stop on the line between Wheaton and Aurora in this Bob Selle view. The way people are walking about along the tracks, with unprotected electric third rail, would never be allowed today for safety and liability reasons.

It’s August 8, 1954, again on a CERA fantrip, and CA&E car 406 is making a photo stop on the line between Wheaton and Aurora in this Bob Selle view. The way people are walking about along the tracks, with unprotected electric third rail, would never be allowed today for safety and liability reasons.

After passenger service on the CA&E ended abruptly on July 3, 1957, there were still a few fantrips held. Here is one such train on October 26, 1958. We see cars 430, 403(?), and 453 east of First Avenue near Maywood. The conductor in this Bob Selle photo is climbing aboard at a switch. Presumably, this is as far east as CA&E trains could go at the time, since what is now I-290 was under construction where the interurban once crossed the DesPlaines River. The CA&E's bridge was dutifully moved to the north a bit, and new tracks leading to the DesPlaines terminal built by 1959, with no trains ever to run on them.

After passenger service on the CA&E ended abruptly on July 3, 1957, there were still a few fantrips held. Here is one such train on October 26, 1958. We see cars 430, 403(?), and 453 east of First Avenue near Maywood. The conductor in this Bob Selle photo is climbing aboard at a switch. Presumably, this is as far east as CA&E trains could go at the time, since what is now I-290 was under construction where the interurban once crossed the DesPlaines River. The CA&E’s bridge was dutifully moved to the north a bit, and new tracks leading to the DesPlaines terminal built by 1959, with no trains ever to run on them.

Lake and Pine

As the years go by, there are fewer and fewer places where you can see Chicago streetcar tracks. One such place is the viaduct at Lake and Pine. This is where Route 16 streetcars of the Chicago Surface Line (and later, Chicago Transit Authority) crossed over from one side of the Chicago & North Western viaduct to the other. There were many pictures taken at this location, where Lake Street “L” trains also ran on the ground. Streetcar service here ended in May 1954, and the “L” was relocated onto the embankment in October 1962.

We have published numerous pictures taken at this location, and a few years ago, we even went back and shot some pictures of rail. You can see those here.

Recently, the tracks were removed from the eastern half of the viaduct. Here’s how things looked as of September 25th.

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
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]


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


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 last November, 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. 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!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways 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) 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