Over the years, I have seen many poor quality duplicate slides with this view, looking to the northwest, with a Garfield Park “L” train crossing the Met bridge over the Chicago River, with Union Station in the background. However, this was scanned from an original red border Kodachrome slide, circa 1955-58. The name of the photographer is not known. This must be a Garfield train, and the results are stunning. Douglas cars were re-routed over the Lake Street “L” in 1954. Logan Square trains began running via the Milwaukee-Dearborn Subway in 1951.
Here we have another bevy of classic traction photos for your enjoyment. All are from our collections, and nearly all were scanned from the original slides and negatives. Then, they were painstakingly worked over in Photoshop to make them look their best.
These views shine a light on the past, but also help illuminate our present and our future. We chose these images because we think they are important. They show some things that still exist, and other things that don’t.
By studying the past, we can learn from it, and the lessons we learn will help us make the decisions that will determine what gets preserved and improved in the future– and what goes by the wayside, into the dustbin of history.
When faced with the darkness of the present times, we could all use more light.
We have an exciting new Compact Disc available now, with audio recorded on the last Chicago Streetcar in 1958. There is additional information about this towards the end of this post, and also in our Online Store.
Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.
Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.
A North Shore Line Electroliner stops on a curve during the early 1950s, while a woman wearing a long skirt and heels departs. This looks like North Chicago Junction.
Don’s Rail Photos: (Caboose) “1003 was built by American Car & Foundry Co in 1926. It was rebuilt without a cupola but restored when it was acquired IRM.” Here is how part of it looked in the early 1950s.
One of the two ex-North Shore Line Electroliners is shown in Philadelphia in December 1963, prior to being repainted as a Red Arrow Liberty Liner.
Although this was scanned from a duplicate slide, this is an excellent and well known shot, showing the last day fantrip on the North Shore Line’s Shore Line Route in July 1955. The location is Kenilworth, and we are looking mainly to the south, and a bit towards the west. The town’s famous fountain, paid for by the Chicago and Milwaukee Electric, the NSL’s predecessor, is at left. It was designed by noted architect George W. Maher (1864-1926), who lived in the area. The Chicago and North Western’s tracks are at right (now Union Pacific).
A northbound Electroliner, just outside of Milwaukee in July 1962. (Jim Martin Photo)
Car 170 is an NSL Lake Bluff local at the east end of the line on December 23, 1962. The tracks going off to the right connected to what was left of the old Shore Line Route. After the 1955 abandonment, a single track was retained for freight and for access to the Highwood Shops. (Jim Martin Photo)
Once the NSL abandonment was formally approved, in May 1962, there was a flurry of fantrip activity soon after. In June 1962, this trip was popular enough that two trains were used. Here they are on the Mundelein branch, posed side by side. One of the Liners made a rare appearance here. (Jim Martin Photo)
An Electroliner has gone past the east end of the Mundelein branch on a June 1962 fantrip, and is now on the single remaining track of the old Shore Line Route, which continued to Highwood (and ended in Highland Park). (Jim Martin Photo)
A three-car North Shore Line train in Lake Bluff on a snowy day on December 23, 1962. (Jim Martin Photo)
North Shore Line car 714, freshly painted, is at the Milwaukee Terminal on June 16, 1962. (Richard H. Young Photo)
The North Shore Line’s Mundelein Terminal on September 7, 1959.
David A. Myers recently sent me this picture, which shows him making an audio recording during the last run of the North Shore Line, in the early morning hours of January 21, 1963. He still has the tape and I hope someday he will have it digitized.
No information came with this black and white negative, but the location is Highwood. Diners 415 and 419 are present. 419 was out of service by 1949, and 415 was converted to a Silverliner the following year, so that helps date the picture. Car 150, built in 1915, is at the right, along with a Merchandise Despatch car. This picture could be from 1947 or even earlier.
Jim Martin caught this meet between both Electroliners at North Chicago Junction in May 1962.
An Electroliner in Lake Bluff in January 1963. This and the following image were consecutive shots taken by the same (unknown) photographer.
The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”
CTA 53 (originally 5003), seen here at Skokie Shops in July 1971, was one of four such articulated sets ordered by the Chicago Rapid Transit Company and delivered in 1947-48. They were the first tangible evidence of the postwar modernization yet to come, under the management of the new Chicago Transit Authority. They were important cars, as the bridge between the 4000 and 6000 series, but were not that successful operationally on their own, even though they were the first Chicago “L” cars to utilize PCC technology. As it turned out, articulation was more of a dead end than a new beginning here, but these cars did pave the way for further refinements that were realized in the 6000s. As oddball equipment, they were eventually relegated to the Skokie Swift, where they lived out their lives until their mid-1980s retirement.
CTA trolleybus 9510 heads west on Roosevelt Road at Ogden Avenue at 6:50 pm on June 16, 1966.
CTA trolleybus 9499 is southbound on Kedzie at 59th Street on September 10, 1963.
CTA 3311, a one-man car, is at the east end of one of the south side routes in the early 1950s. Andre Kristopans: “3311 is at 67th and South Shore on 67th/69th route.”
A CTA single car unit heads north at Isabella Avenue in Evanston in September 1965. This station, closed in 1973, was a short distance from the end of the Evanston branch (Linden Avenue, Wilmette).
CTA PCC 7101, a product of the St. Louis Car Company, on September 2, 1955. Not sure of the exact location. Our resident south side expert M.E. adds: “As for where this location is, I can more likely tell you where it isn’t. It isn’t on route 49, Western Ave., which was built up everywhere. It isn’t on route 22, Clark-Wentworth, which was also built up everywhere. I thought it might be on route 4, Cottage Grove, just south of 95th, where the streetcar tracks ran in the street for a few blocks before entering private right-of-way. However, I see no sign of the Illinois Central railroad embankment that ran next to Cottage Grove Ave. So that leaves one possibility: Route 36, Broadway-State. Some of that route ran through sparse areas, particularly along 119th St. between Michigan Ave. and Morgan St. My best guess is that this view is on 119th St., looking east from east of Halsted St. Notice the building shadow at the bottom, which means the sun was behind the building, to the south. Ergo, the streetcar is going east. Another reason I think this is 119th St. is the presence of exactly one motor vehicle. 119th St. was far out in those days; buildings were few in number, not just along 119th St. but also route 8A South Halsted (bus). The only “bustling” area that far out was around 119th and Halsted (and west to Morgan), where there were industries like foundries, mills, etc. In fact, I think the only reasons the streetcar line continued to run that far south were (1) to accommodate the people who worked in those industries, and (2) to service the Roseland business district at 111th and Michigan.”
CTA “L” car #1 is at the west end of the Green Line in Oak Park, probably in the 1990s. This car is now on display at the Chicago History Museum.
CTA PCC 4385 is southbound on Clark Street at North Water Street in May 1958, running on Route 22A – Wentworth. (Jeffrey L. Wien Photo)
A northbound CTA Englewood-Howard “A” train, made up of curved-door 6000-series “L” cars, heads into the State Street Subway at the south portal in August 1982.
A southbound CTA Ravenswood “B” train, made up of wooden “L” cars, approaches the Sedgwick station on April 10, 1957.
A two-car mid-day CTA Evanston Express “L” train, made up of single-car units 39 and 47, heads east on Van Buren between LaSalle and State on August 14, 1964. During this period, Loop trains all ran counter-clockwise and there was a continuous platform running from LaSalle to State. The platform sections between stations were removed in 1968.
A northbound CTA Evanston Express train, made up of 4000s, is north of Lawrence Avenue on July 22, 1968. Miles Beitler: “In photo aad017a, the Evanston Express is northbound on the local track between Rosemont Avenue and Sheridan Road (around 6300-6400 north). Granville tower is visible in the distance. PM northbound Evanston Express trains switched to the local track at Granville in order to serve Loyola and Morse stations. (AM trains did not do this.) I believe that sometime in the 1980s or 1990s, to speed up service, Loyola and Morse were no longer served by Evanston Expresses, and the trains remained on the outside express track all the way to Howard.” Andre Kristopans adds, “For years after AM rush until noon Evanston trains used local tracks all the way as Granville tower only manned AM rush. Also AM rush expresses usually crossed over NB as express track was used to lay up trains midday south of Howard. SB expresses always used local tracks to Granville as SB express track did not have 3rd rail north of Granville until 1970s sometime.” Miles Beitler replies, “That is not correct. Third rail was installed on the southbound express track between Howard and Granville at least by 1964, and even before that the expresses ran on that portion using overhead wire.”
A close-up of the previous image, showing Granville Tower.
CTA PCC 7160 is northbound on Clark Street, approaching the loop at Howard Street, on July 5, 1957. (Edward S. Miller Photo)
The Washington station in the State Street Subway in Chicago on July 6, 1975.
CTA single-car unit 39 is southbound at Isabella on August 13, 1964, operating on the Evanston Shuttle.
CTA red Pullman 281 is heading westbound into the turnaround loop at 63rd Place and Narragansett in early 1953. Towards the end of streetcar service on Route 63, older red cars replaced PCCs, which were shifted over to run on Cottage Grove. This residential neighborhood, sparsely populated then, is now completely built up.
CTA salt car AA101 at South Shops, circa 1955-57. Don’s Rail Photos: “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.”
The view looking north along Halsted Street at 42nd Street on Chicago’s south side, from a real photo postcard. The message on the back was dated August 24, 1910. Postal postcards were a new thing in the early 1900s and were very popular. Some, like this, were made by contact printing from the original photo negative. The Union Stock Yards were at left, and you can see the Halsted Station on then-new Stock Yards “L” branch (opened in 1908) in the distance. Automobiles were not yet common, and you can spot a man riding a horse to the left of streetcar 5150. This car was built by Brill in 1905, and was modernized in 1908. When this picture was taken, it was operated by the Chicago City Railway, as the Surface Lines did not come into existence until 1914.
A close-up from the previous photo.
This Skokie Swift sign graced the Dempster Street terminal of what is now the CTA Yellow Line for many years. It is now at the Illinois Railway Museum. Here is how it looked in September 1985. The original running time was more like 6 1/2 minutes when the line opened in 1964, but things got slowed down a bit in the interests of safety, since there are several grade crossings.
CTA single-car unit #1 at the Skokie Swift terminal at Dempster on June 11, 1965. It was built by St. Louis Car Company in 1960 and had high-speed motors. It was sent to General Electric in 1974 and used to test equipment. Since 2016 it has been at the Seashore Trolley Museum in Maine, but it would require a lot of work (and parts) to restore.
We are looking east along the Indiana Avenue “L” station around 1955. The wooden “L” car at back is a spare, being stored on what had once been the main line track up until 1949. The Kenwood branch ran east from here until 1957. The Stockyards branch went west from here. (C. Foreman Photo)
We are looking east from the CTA’s Indiana Avenue “L” station on September 2, 1955. A northbound Howard “B” train, made up of new curved-door 6000s, approaches on what had once been the middle express track. This was changed in 1949, when the CTA made a major revamp of north-south service. Numerous little-used stations were closed, and A/B “skip stop” service introduced, in an effort to speed things up. Since the express track was no longer needed, the CTA used part of it here to establish a pocket track for Kenwood branch trains, which became a shuttle operation. Sean Hunnicutt adds, “6405-06 are at the front.” Andre Kristopans adds, “At Indiana the layup track was the old LOCAL track, the middle in use was the express.” Northbound “L” trains switched over to what had been the express track (middle) just south of Indiana Avenue. I should have made that clear in the caption, thanks.
Milwaukee Electric articulated unit 1190 is on Main Street in Waukesha, Wisconsin on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”
Milwaukee Electric heavyweight car 1119 is on Main Street on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”
Milwaukee streetcar 972 at the Harwood Avenue terminal in Wauwatosa, circa 1955-58. (W. H. Higginbotham Photo)
The Public Service Building in downtown Milwaukee, located at 4th and Michigan, had been the former rapid transit terminal until 1951. Here is how it appeared on August 23, 1964. (William C. Hoffman Photo) Larry Sakar: “this is the southeast corner of the PSB at 3rd (not 4th) and Michigan Sts. You are looking southeast. Greyhound would continue using the PSB until February, 1965 when it moved to its own, brand new terminal on the northeast corner of North 7th & W. Michigan Sts. In addition to the 3 story terminal on the Michigan St side (the station had about a dozen angled spaces that the buses pulled into. Spaces 1 and 2 were used solely by Wisconsin Coach Lines buses to Waukesha, Racine & Kenosha and for a short time Port Washington. Atop the bus terminal was (and still is) a 2 story parking garage. On the Wisconsin Avenue side Greyhound constructed a 20 story office building. In 2006 when the Amtrak station was remodeled and a bus area added to the west of it in what had been a freight yard (became) a new bus station (outdoor platforms only). Today the entire complex is the Milwaukee Intermodal station.”
Milwaukee streetcar 953 is at the west end of the long Wells Street viaduct (at 44th), circa 1955-58. (W. H. Higginbotham Photo)
A Milwaukee Route 10 streetcar is on the Wells Street viaduct on September 5, 1954. (William C. Hoffman Photo)
A Miller Brewery Company beer wagon at the base of the Wells Street viaduct on September 6, 1954. (William C. Hoffman Photo)
Route 10 streetcar 953 heads east on Wells Street in Milwaukee, having just passed the Pabst theater, on June 25, 1956. (William C. Hoffman Photo)
The same location in 2019.
The caption on this slide says, “M&S body replica at Fond du Lac station, August 4, 1957.”
Two Milwaukee streetcars, including 861, on Howell during a National Railway Historical Society fantrip on September 3, 1955. (Paul Kutta Photo) Larry Sakar: “Photo aad021a is correct. That is Howell Avenue where the streetcar is laying over. More specifically, it is the intersection of South Howell Ave, and East Howard Ave which was the end of the line for Route 11 Vliet-Howell and later just Howell when streetcars came off of Vliet St. For a while in the 40’s streetcars went about a mile farther south on Howell Avenue to the intersection of East Bolivar Ave. Before this became part of the city of Milwaukee this was the Town of Lake. This area was given the name Tippecanoe. If you would turn a bit more east, today on the southeast corner of Howell & Howard there is a branch of the Milwaukee Public Library appropriately called Tippecanoe. Library. MPL calls their branches, “Neighborhood libraries”.”
Milwaukee streetcar 903 is in white and green as the “Stay Alive” car on Route 10 on October 2, 1953. Larry Sakar: “This is car 943 the Milwaukee Safety Commission green and white car. Dave Stanley and some of the other Milwaukee TM fans I know have said that if streetcars had lasted until July of 1975 when the Milwaukee County Transit System took over M&STC this is what they’d have looked like sans the safety message. Here is the great irony involving car 943. It didn’t practice what it preached. It was wrecked in 1955 at 4th & Wells Sts. downtown when it collided with a city of Milwaukee garbage truck. OOPS!”
A Milwaukee Road Hiawatha train in Milwaukee in 1954. Larry Sakar: “aad013a is the original Milwaukee Road station at North 4th & W. Everett Streets. The easternmost part of the trainshed was kiddie-corner from the southwest corner of the Public Service Bldg. but the station building was at 4th St. fAcing the park that is still there.Over the years that park has had lord knows how many different names. Today it is called Zeidler Union Park. However the Zeidler for whom it’s named is not Frank who was Mayor of Milqwaukee from 1948-1960. The park is named for Frank’s older brother, Carl who was Mayor for just two years 1940 to the outbreak of WWII on 12-7-41. He was in the U.S. Naval; Reserve and was called to Active Duty early in 1942. He was killed in action when the ship he was on was torpedoed and sunk by a Japanese submarine. in 1943. Carl was a Democrat. Frank was a Socialist. The site of the Everett St. Milwaukee Road station is now I794. That row of smaller buildings to the right of the train belonged to the Railway Express Agency. After he was no longer employed as a towerman, the late Don Ross went to work for REA. Remember, when express died out on passenger trains they became REA Air Express but they didn’t last.”
A Chicago Aurora & Elgin freight train, led by electric locos 4005 and 4006, is at Lakewood on March 17, 1957. (James J. Buckley Photo)
Pacific Electric blimp car 401 is signed for San Pedro. We have no other information on this original red border Kodachrome slide, but PE service to San Pedro was replaced by bus on January 2, 1949.
The caption on this September 11, 1977 photo in New York City says, “Jamaica Avenue, 160th Street – Last train.” Bill Wasik writes, “Re the 9/11/1977 NYC photo: Exploring New York City a few months after moving there in 1977, I entered an uptown-bound subway train at a station near the New York Stock Exchange, intending to take a short ride north to Midtown Manhattan. Minutes later, I had to change my plans when the train suddenly emerged in sunlight on the Lower East Side and began to cross the Williamsburg Bridge heading east to Brooklyn. With nothing better to do on a nice late summer afternoon, I decided to take this “J” train to the end of the line, which at the time was near where the car shown in this photo is stopped. The setting here was an ancient elevated structure that ran above the Jamaica Avenue shopping district in Queens, apparently on the day Jamaica Line service (once known as the Broadway Elevated) was cut back from 160th Street west to Queens Boulevard. The structure shown here was demolished around 1980, with bus service and the 1988 opening of the Archer Avenue rapid transit lines eventually replacing portions of the old Broadway El west to 121st Street in Queens.”
Vintage District of Columbia streetcar 303 and trailer 1512 are on a May 1959 fantrip. There are no wires here, as underground conduit was used for power in DC. Don’s Rail Photos: “303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian.”
Boston MTA PCC 3219 is about to descend into the Tremont subway entrance at Pleasant Street on April 23, 1960. This portal was closed on November 19, 1961 and sealed up. It is presently the location of Elliot Norton Park, although there have been proposals to reuse the portal.
The same location in 2020.
Baltimore Transit PCC 7102 is on route 8 – Irvington on November 2, 1963, in a view taken out of the front window of a PCC going the opposite way. Streetcar service in Baltimore ended the next day, but light rail returned to the city in 1992.
One of the two Liberty Liners (ex-North Shore Line Electroliners) on the Red Arrow’s Norristown High-Speed Line in March 1964. (David H. Cope Photo)
A two-car train of Bullets, near the Philadelphia city limits, in this October 26, 1946 photo by David H. Cope.
A Philadelphia and Western Bullet car is near the Norristown terminal on May 14, 1949.
Open car 20 on the Five Mile Beach Electric Railway in Wildwood, New Jersey on August 26, 1934. This car still exists and is now owned by the Liberty Historic Railway. In 2019 the body of car 20 was sent to Gomaco for restoration, in hopes it can operation once again in the future.
New Compact Disc, Now Available:
The Last Chicago Streetcars 1958
# of Discs – 1
Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.
Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.
These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.
As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.
Total time – 74:38
Chicago’s Lost “L”s Online Presentation
We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.
The Trolley Dodger On the Air
We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.
Our Latest Book, Now Available:
Chicago’s Lost “L”s
From the back cover:
Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.
The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.
Title Chicago’s Lost “L”s Images of America Author David Sadowski Edition illustrated Publisher Arcadia Publishing (SC), 2021 ISBN 1467100007, 9781467100007 Length 128 pages
Chapters: 01. The South Side “L” 02. The Lake Street “L” 03. The Metropolitan “L” 04. The Northwestern “L” 05. The Union Loop 06. Lost Equipment 07. Lost Interurbans 08. Lost Terminals 09. Lost… and Found
Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.
The price of $23.99 includes shipping within the United States.
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North Shore Line car 413 heads up a southbound train under wire at the Loyola curve in June 1961, from a Kodachrome II slide. Kodachrome was first introduced in 1935, and it was reformulated in 1961 although still a very slow film at ISO 25. Prior to this it was ISO 10. Don’s Rail Photos: “413 was built as a trailer observation car by Cincinnati Car in June 1924, #2765. It was out of service in 1932. 413 was rebuilt on May 28, 1943.” (J. William Vigrass Photo)
The Trolley Dodger blog started on January 21, 2015, making this our sixth anniversary. We chose the date deliberately, as it was also the day when the fabled North Shore Line interurban ran its last. We wanted there to be beginnings, as well as endings, associated with that date.
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We have lots for you this go-round… plenty of new images, including many in color, a rare article about the Metropolitan West Side Elevated, some submissions from our readers, and more photos from the William Shapotkin collection, and even a product review. We also have some North Shore Line content.
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CTA 979 is southbound on State, just south of Lake Street. Romance on the High Seas, playing at the State-Lake theater, was released on June 25, 1948, probably about the time when this picture was taken. The streetcar still has a CSL emblem as this was early in the CTA era.
A North Shore Line train at Randolph and Wabash.
The North Shore Line’s headquarters in Highwood, with line car 604 out front. Not sure what caused the lightstruck portion of the neg, but I may try to repair the image in Photoshop at some future date since it is distracting.
A close-up of the previous image. Don’s Rail Photos: “604 was built by the C&ME in 1914. It was acquired by IRM in 1963.”
I was very fortunate to purchase this 1950s negative showing the CTA Stock Yards branch. Daniel Adams: “The view is facing east, at the intersection of Exchange and Packers Avenues. Racine Avenue Station, the first station encountered when a train consist pulls into the famed Stock Yards loop, can be seen in the distance. This train is beginning to make the first curve of the loop, to be heading south and soon pulling into Packers Station, which just a short distance away. Way back in the background, we can see the rather hazy tower of the Stock Yards National Bank, which stood on the west side of South Halsted Street.” Andre Kristopans notes, “A correction re Stock Yards – the first station on the loop was Racine, the second SWIFT, then Packers, then Armour.” So this train is between Racine and Swift.
Philadelphia Suburban Transportation Company (aka Red Arrow) double-ended car 18 at 69th Street Terminal in July 1963. Don’s Rail Photos: “18 was built by St Louis Car Co in 1949, #1755. It became SEPTA 18 in 1970 sold to BERA in 1982.”
Philadelphia Suburban Transportation Company (formerly the Philadelphia & Western, aka Red Arrow) Bullet car 207 in July 1963. 207 was built by Brill in 1931, order #22932, as P&W 207. It became PST 207 in 1948 and SEPTA 207 in 1970. I understand it is now preserved at Seashore Trolley Museum in Maine. This car had extended wheelbase trucks and was tested up to 100 mph.
Chicago Aurora & Elgin wood car 28 in Forest Park in 1952. The front of the car is not in sharp focus because it was moving towards the photographer. Back then, film speeds, and therefore shutter speeds, were quite slow. The fastest film speed in use then was Kodak Super-XX, introduced in 1940, at ISO 200. But this is probably not that film. Panatomic-X, which Kodak began selling in 1933, was ISO 32, and Plus-X, introduced in 1938, was originally ISO 50 (later bumped up to 125). Photographers often dealt with the shutter speed problem by taking their pictures while a train was still at a distance. The tracks curve off to the right in the distance. I am not sure of the exact location, although the Eisenhower expressway is here now.
North Shore Line Silverliner 740 at Howard Street, probably in the late 1950s. This was an Ektachrome slide that was not date stamped, which means it is probably before 1958, but after 1955. It had faded to red, like many other such early Ektachromes that had unstable dyes. It was an attractive alternative to Kodachrome in that era, though, because the film speed was 32 instead of Kodachrome’s 10.
While not the greatest photo, from a technical perspective, this is an original Kodachrome slide taken by George Krambles. This is perhaps only the second such slide I have purchased. It was shot at North Chicago Junction on January 20, 1952. Occasionally, railfan photographers would trade original slides, and this one was owned by J. William Vigrass.
NSL 707 heads up a northbound train crossing Dempster Street in Skokie in September 1958. Just behind the train, you can see a tiny bit of the station, which has been preserved and moved to a slightly different location. The southbound shelter was much more basic, and was approximately where the CTA built a new platform for Skokie Swift trains in 1964. Again, this was an early Ektachrome slide that had shifted to red (actually, it was the other color dyes that badly faded, leaving mostly the red visible) and was restored in Photoshop. (J. William Vigrass Photo)
A northbound North Shore Line train rounds the curve at Lake and Wabash in June 1961. We are looking to the east. This is an early Kodachrome II slide. The film had a faster ISO than the original Kodachrome, and was said to be sharper, with a thinner emulsion. But not all photographers were happy about the change, and it had a bit less contrast, and some missed the “Rembrandt blacks” of the old version. (J. William Vigrass Photo)
A view of the North Shore Line’s massive station at Zion, taken from the front of a train in July 1960 by J. William Vigrass. The city insisted on a large station, as they were confidant that their religious community would quickly grow, which it did not. It was torn down soon after the line quit in 1963. This is from an Ektachrome slide that had not faded, suggesting that Kodak had fixed the dye fading problem by 1960.
Milwaukee and Suburban Transport car 995 is on Route 10, the last Milwaukee streetcar line in the classic era, in August 1957. The 995 was one of the last two cars operated (along with 975) there on March 2, 1958. Streetcar service returned to Milwaukee on November 2, 2018, when a 2.1 mile route, known as “The Hop,” opened.
The North Shore Line’s Harrison Street Shops in July 1960. (J. William Vigrass Photo)
J. William Vigrass took this picture in July 1960 and marked it as “NSL” at Harrison (presumably, by the shops in Milwaukee). Edward Skuchas: “This is a Western 20 yard air dump car. They were used on railroads and trolley lines. Wilkes-Barre Railways had 2 or 3 and they adapted the ends for a radial drawbar. Car Works imported models in O & HO scale brass. They tilt and the sides lift.” David Cole thinks this may be the remains of the NSL weed sprayer shown in CERA B-106.
A northbound Electroliner stops at Adams and Wabash on the Loop “L” in September 1959. While I am sure the sailors are about to board, chances are the woman in the blue dress is too, since she is carrying a small suitcase. (J. William Vigrass Photo)
A closer view of the last image. Carl Fischer Music, at 312 S. Wabash Avenue, was a place where you could buy sheet music for both popular and classical. They still sell online. This location closed on April 16, 1999. The Epicurean Restaurant, at 316 S. Wabash, served Hungarian food and may have closed in the 1970s.
Although photographer J. William Vigrass labelled this September 1960 slide as “NSL,” readers on our TD Facebook group have identified it as the Chicago & North Western’s Racine Depot, which still exists, although no longer used as a train station.
This circa 1955-58 Ektachrome slide, with the color restored, shows an Electroliner on the four-track section of the north side “L”. Not sure of the exact location. (J. William Vigrass Photo) Mike Franklin: “This is looking west from the Sedgwick Station on the North side L. (House to the right is still there at 1542 Hudson Ave.)”
CA&E 410 awaits scrapping at Wheaton on April 23, 1962. It was built by Pullman in 1923. sister car 409 is now at the Illinois Railway Museum. (K. C. Henkels Photo)
Red Arrow car 83 on the Media line in September 1959. The street sign says School Lane.
Red Arrow car 77, signed for the West Chester line, is at 69th Street Terminal in January 1954.
From the standpoint of classic railfan photography, this is perhaps the best shot in today’s post, and shows Red Arrow car 24 on the Media line in May 1956.
Red Arrow car 13 on the Media line in November 1959.
Red Arrow Brilliner 5 on the Ardmore line in July 1959. This narrow street may be why this line was somewhat rerouted after being converted to bus at the end of 1966.
This map, although not very clear, shows the track arrangement on the Loop “L” as it was in 1906, seven years before it was changed to run counter-clockwise, with all trains going in the same direction. That was done to facilitate through-routing north side and south side trains. North is down on this map. In 1906, the Loop was bi-directional with left-hand running. The Lake Street and Northwestern “L”s also ran left-handed, while the South Side and Met trains ran right-handed. From the October 19, 1906 edition of the Electric Railway Review.
Although this old real photo postcard identifies this as the “N. W. “L”,” this is actually the Met crossing the Chicago River over two side-by-side bridges. According to Daniel Adams, this picture cannot have been taken after mid-1915, as swing bridge shown, on Jackson Boulevard, was replaced then. Once I receive the original of this in the mail, I will post a better version. Thanks to J. J. Sedelmaier for improving this one.
The Metropolitan West Side Elevated – 1895
We recently purchased the June 6, 1895 edition of Leslie’s Weekly, which has an extensive article, including numerous photographs and drawings, of the then-new Metropolitan West Side Elevated in Chicago:
The Normandy Flats was a large apartment building, purchased by the Met and moved to a new location. The 1894 Chicago Blue Book gave the Normandy Flats’ address as 2300-2302 S. Indiana Avenue, presumably where the building was relocated during the construction of the Metropolitan West Side “L”, as it was apparently in the way of something.
The original Franklin Street Terminal was only open from 1895 to 1897, and this is the first time I have seen a description of what it looked like. As far as I am aware, no one has yet found a photo. It closed when the Union Loop opened. At the same time, a new “L” station was opened at Franklin and Van Buren. Another terminal was later built on this site, extending back to Wells Street. It opened in 1904.
Why aren’t there more images of the Franklin Street Terminal? Well, for one thing, it opened late, apparently too late to be photographed for the big publicity push that coincided with the opening of the Met “L”. Hence this illustration. There is a photo showing the other side of the building (or buildings– the accompanying article seems to indicate the terminal went through two buildings). Then, it closed little more than two years later, coinciding with the opening of the Union Loop, and any publicity surely concentrated on that, and not the terminal closing.
From the Collections of William Shapotkin:
A “meet” between a steam train and a Chicago & West Towns Railway streetcar in LaGrange in the late 1940s. You can see evidence of the postwar construction boom in the background. Not sure if this was a fantrip.
This picture has been the subject of some discussion on Facebook. It’s a Pennsylvania Railroad “Doodlebug,” probably after 1948, at Baltimore, MD. It is apparently a Parkton local. John Engleman: “Actually, actually, it’s just sitting in what was called “the sleeper yard” at Pennsylvania Station probably between morning inbound and afternoon outbound trips to Parkton. A and B tracks and the platform that served them can be seen just beyond the Charles Street bridge.”
A Delaware, Lackawanna and Western electric commuter train in New Jersey. This railroad merged with the Erie in 1960 to form the Erie Lackawanna. The commuter service continues under NJ Transit.
Aurora, Elgin & Fox River Electric diesel switcher #5, which continued freight operations after the remaining remnant of the line was de-electrified. A section of this line is now the trackage of the Fox River Trolley Museum in South Elgin, IL.
Chicago & Eastern Illinois #4, the “Whippoorwill,” arrives at 63rd Street (Little Englewood Station) in July 1947.
Louisville & Nashville Railroad freight engine #1827 after being overhauled at the South Louisville Shops.
Wabash #21 Blue Bird at 63rd Street (Little Englewood Station) in July 1947.
A Chicago & Interurban Traction Company car. This line operated between 63rd and Halsted and Kankakee, and was abandoned in 1927, due to increased competition from the Illinois Central Electric.
Chicago & Joliet Railway #212. This system ran from Archer and Cicero Avenues in Chicago and connected to the Chicago, Ottawa, & Peoria interurban. It was abandoned in 1933.
Chicago & Joliet Electric car 200. This car, the “Louis Joliet,” was built by C&JE in the 1920s.
Milwaukee Road #E-5.
Long Island Railroad snow plow #193.
Pittsburgh Railways at Resee-Charleroi. The car is signed for Riverview. Larry Lovejoy adds: “The picture of Pittsburgh Railways Company low floor car 3769 is on the Charleroi line northbound at White Barn Siding. The date is 27 July 1952 and the occasion is a fantrip sponsored by the Pittsburgh Electric Railway Club. The line was abandoned ten months later. Today’s Pennsylvania Trolley Museum is the direct descendant of PERC and preserves sister car 3756. While “Riverview” was a turnback point on the Charleroi line, that destination sign is actually inappropriate at this particular location.”
Pittsburgh Railways line car M212 at the Washington Junction Yard. Larry Lovejoy: “The photo of Pittsburgh Railways line car M212 is at Castle Shannon Car House. There was no yard at Washington Junction, which is about a mile south of Castle Shannon.”
Philadelphia & Western Strafford car 161 at Norristown on December 27, 1958. It was built by Brill in 1927 and continued to operate until sometime between 1888 and 1990. It is now owned by the New York Museum of Transportation.
P&W Strafford car 163 on June 24, 1955. After retirement in the 1990s, it was rebuilt into a gas-mechanical car and operated in Mt. Dora, Florida, but it is not certain whether it still exists.
P&W Strafford car 162 on September 28, 1958. Don’s Rail Photos: “62 was built by Brill in June 1927, #22529. It was rebuilt as 162 in 1931 and became PST 162 in 1948. It became SEPTA 162 in 1970. It was sold to Rockhill Trolley Museum in 1991.” Today it is the only survivor of the fleet preserved as a modernized 160 series car.
Don’s Rail Photos: “64 was built by Brill in June 1927, #22529. It was rebuilt as 164 in 1931 and became PST 164 in 1948. It became SEPTA 164 in 1970 and became a de-icing car in 1989. It was sold to Travel Northern Allegheny in 1992 but never used. It was sold to East Troy Electric Ry in 1994 and rebuilt as ETE Ry 64 in 2000. It was sold to Electric City Trolley Museum and will be restored as P&W 164.” Here it is on September 28, 1958.
P&W 165 at 69th Street Yards on November 12, 1958.
Product Test – The Pixl-Latr
The Pixl-Latr is an interesting new product that may be useful to people who have film negatives, but no easy way to scan them. It was developed as a Kickstarter project.
I decided to purchase one, and here are my results.
The Pixl-Latr is a negative holder that can accommodate 35mm, medium format, and 4″x5″ size films. It has a diffused backing to prevent the formation of Newton Rings on your scans. It pairs well with this LED light box. I practiced using it with a cellphone camera. The Pixl-Latr is not a substitute for a flatbed scanner, but is certainly more portable, and may come in handy in certain situations where a scanner is not available.
My cellphone picture, before working on it with an image editor.
I reversed out the negative into a positive image.
After cropping and adjusting both density and contrast. But the image is still technically a color image, and could be improved further by eliminating those subtle color casts.
The finished product, as a black-and-white image. Not bad! Compare with the scanned image elsewhere in this post.
The only downside of my usual method of scanning negatives is the formation of Newton Rings, caused by the negative coming into direct contact with the bottom glass of the scanner. I do use ANR (anti-Newton Ring) glass on top of the negative, which diffuses the light and prevents their formation. Fortunately, these are only noticeable at high magnification.
You can read more about Newton’s Rings here. They are an interference pattern, caused when one of the two items pressed together acts as a lens.
LeRoy Blommaert writes:
How I met (and rode) the North Shore Line
I remember quite vividly the first time I saw the North Shore Line as well as the first time I rode it. It was the same time.
I was a sophomore in high school and I was on the debate team. We were to participate in a round robin tournament at St Mary’s in Evanston. We were given the address and told to take the L and change at Howard—but nothing beyond that.
While I had taken the L many times from Bryn Mawr to Wilson Ave, and downtown and to my grandmother’s on the west side, it was, with one exception, with my mother. I had never taken the L north. Neither apparently had my three companions.
We get to Howard; we get off; and we wait—but not too long. Soon something pulls in unlike anything I had ever seen before on the L. It was beautiful; it was powerful. I was entranced and I wanted to ride it. And not just sometime in the future. But now! Immediately! And I did. I persuaded my colleagues that this was the train we needed to take. They were somewhat skeptical but in the end they agreed.
I was generally a good boy (a very good boy in fact) who always followed the rules and rarely did anything I thought was wrong. But this time? This time was different! I wasn’t sure that it was not the train to take, but I had doubts that it was the right train. These doubts I dismissed.
We got on. It was one of the older cars. I remember it had a stove inside. I also remember how fast it went once we left the station and entered the cut. The conductor dutifully asked for our tickets. Obviously, we did not have them. I explained where we wanted to go; he said we got the wrong train, and we were left off at the first station—Skokie.
There we waited for the first train south. It was getting dark and no one was around. In those days, unlike today, there was very little around. We waited about an hour. Needless to say, we did not make it to the debate tournament.
The next time I rode the North Shore, the trip was much longer: to Milwaukee and back. It was a fan trip. I believe it was a Klebolt trip. I went with my father. How I found out about it, I don’t remember, as I did not know any railfans then. It was on this trip that I met Roy Benedict. I remember he wore a football helmet, not the kind we know today, but a leather one, the kind they wore in the 1920s. He had made some track maps that he either gave away or sold.
As fate would have it, in my freshman or sophomore year of college, we moved to Skokie—within walking distance of that same station. One summer I got a job in the Loop—in the Insurance Exchange Building. The best part of the job was riding the North Shore each week day. I got off at Quincy and Wells and for the trip back home, I walked to the station at Adams and Wabash. It was there I met Jeff Wien, who was a ticket agent for the summer. From there it was onto CERA meetings, to and from which I was able again to ride my favorite railroad in those early days. It is still my favorite railroad, except that sadly I can no longer ride it, except at the Illinois Railway Museum, but that is not the same. The speed is absent as is the distance and the varying landscapes.
I first became aware of the North Shore from seeing the trains stored on the L south of Roosevelt Rd. Taking the Englewood L into the loop and as our train descended into the subway our tracks were straddled by the tracks holding the stored North Shore cars. My first trip on the North Shore was when I was in HS and needed to cut short my time with family on vacation and return to Chicago. I caught the first southbound train from Racine. I became a regular weekend rider when I was getting technical training as a new swabbie at the Great Lakes Naval Training Center. Getting off at LaSalle Street Station to catch a Rock Island commuter train I now realized that the large crowd of sailors we had often encountered coming down from the L platform had come from a North Shore train from Great Lakes.
LaSalle Street Station was the only one of the Chicago downtown railroad stations with direct access to the L. As a kid when we were downtown on shopping trips we often took the L to the department stores. Because the L trains were circling the loop in one direction it wasn’t possible to return that way and we would catch the Division/Van Buren streetcar on State for the return to LaSalle Street Station.
This prompted a discussion on the Trolley Dodger Facebook group about two other not-so-direct connections between the “L” and downtown train stations. Between 1970 and 1989, the Northwest Passage connected the C&NW terminal to the Clinton “L” station. It displaced Track 1 during those years.
The Canal Street station on the Met main line had a passageway leading to Union Station until the Garfield Park “L” was replaced by the new Congress median line in 1958. Here is a description from Graham Garfield’s excellent web site:
A new Union Station, serving several main line intercity railroads, was formally opened July 23, 1925, replacing an earlier railroad station on a similar site. The Chicago Daily Tribune on same day contained a paid advertisement stating, “A short enclosed passageway connects the station directly with the Canal Street Station of the Elevated Railroad.” Within the Canal “L” station a stairway went down to Union Station’s underground track level, then a walkway ran for half a block, separated from Union Station’s track area by an iron fence, and finally into the lobby of Union Station. The article “Chicago’s Stations: Gates to Everywhere” from the August 1948 issues of Trains magazine also discussed the “L”-Union Station tunnel:
“It’s kind of tough, also, that we can’t get out on the platform and look at the prow-pointed T1 at the head end of many Pennsy trains. But Union is all business, and frowns at folk who try to sneak by the gatemen ‘just to see the trains.’ Here’s a tip, though: if you go along ‘frustration walk’ — which is the entrance leading from the Canal Street ‘L’ station — you can get a squint of a train or two at the southwestern end of the terminal. Like as not, there will be some Burlington open-platform cars used on suburban runs out Aurora way.
“‘Frustration walk’ is so dubbed because commuters must walk along an iron-railed thoroughfare beside the tracks to enter the terminal. Then to go out to the train they are obliged to hike back from whence the came on the other side of the formidable railing. Short-cutting is verboten at Union. Many a commuter has seen his train pull out as he dashed madly down ‘frustration walk’ in an attempt to catch the train.”
There are some conflicting descriptions of how the tunnel actually connected to the “L” station. According to some accounts, the passage was accessed from within the Canal Street station building, suggesting the connection was to the station house. Others recall that the passage from Union Station deposited them on the Canal station platform, not in the station house, with fare collection in between.2 It is believed that there were, in fact, two access routes between the elevated platforms and the tunnel. Passengers en route from the elevated platform walked through the headhouse of the rapid transit station. While passengers from the tunnel went directly to the platforms after passing through a fare collection point.
Stuart B. Slaymaker adds:
The walkway was along Track 2. This would have been Track Zero. I seem to recall, it dumped you at or near the original outbound cab court. It was still there in 1979, when I worked at Station Services for Amtrak. Dark. Gate was locked with a big switch lock and an iron chain. In the dim light, I could see check-in desks from long-discontinued streamliners, like The Olympian Hiawatha and the Trail Blazer. All stored along the walkway, that formerly went to the Canal Street L Station. It must have been a LONG walk. The signs and ephemera behind the locked gate were covered with inches of black sooty dirt. I left CUS in September of 1979, and never saw this, again. I always wondered if any of the displays ever got saved.
Daniel Joseph found another one– Parnell on the Englewood branch. From www-chicago-l.org:
The Parnell station was adjacent to the Chicago & Western Indiana Railroad’s 63rd Street station, sometimes also called the “Little Englewood” station. Although the C&WI’s station fronted onto 63rd Street, there was also an enclosed pedestrian connection from the Parnell “L” station to the steam railroad’s facility.
Mike Jacob writes:
Hello. I came across your website while trying to find information on a print I have. Please see the attached. Have you seen it before or have any idea on the artist? Thank you in advance.
Thanks for writing. I can’t quite make out the signature, although the first name seems to be Jerome.
The artist is not familiar to me, but I would imagine they were copying an old photograph. There were two North Shore Line stations in Wilmette, and it’s not that easy to identify which one this is. This was part of the Shore Line Route, which was abandoned in 1955.
Perhaps our readers might know something more.
John G. Gaul writes:
Dempster Street- January 20, 1963. Nine years old at the time and living in Evanston, my Dad took my brother and I to Dempster St one last time. They’re not very good, but I’m glad I brought my little old box camera with me. It was a very cold day I recall.
Photos by John G. Gaul:
We thank all our contributors. Keep those cards and letters coming in, folks!
New Steam Audio CD:
FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.
RGTS Rio Grande to Silverton: A Sound Portrait of Mountain Railroading Price: $14.99
These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961. It is long out of print.
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo
Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.
As with all of our recordings, this CD comes with the complete, original liner notes.
Total time – 45:49
The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Order Our New Book Building Chicago’s Subways There were three subway anniversaries in 2018 in Chicago: 60 years since the West Side Subway opened (June 22, 1958) 75 years since the State Street Subway opened (October 17, 1943) 80 years since subway construction started (December 17, 1938) To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!
Title Building Chicago’s Subways Images of America
Author David Sadowski
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages Chapter Titles: 01. The River Tunnels 02. The Freight Tunnels 03. Make No Little Plans 04. The State Street Subway 05. The Dearborn-Milwaukee Subway 06. Displaced 07. Death of an Interurban 08. The Last Street Railway 09. Subways and Superhighways 10. Subways Since 1960 Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author. The price of $23.99 includes shipping within the United States. For Shipping to US Addresses: For Shipping to Canada: For Shipping Elsewhere:
Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Help Support The Trolley Dodger
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One of the two brand-new North Shore Line Electroliners at the Milwaukee terminal in June 1941.
For the longest time, January 21 has been a dark day in the railfan hobby as this was when the Chicago, North Shore & Milwaukee ceased operations in 1963. That was 55 years ago today.
We run North Shore Line pictures all the time, all through the year. Every day is a day to celebrate that storied interurban.
But January 21st is also the anniversary of when we started this blog. We have been here now for three whole years, with 206 posts and 362,000 page views to date. We hope to be here for a long time to come. That is another reason to celebrate.
Here are some more great traction photos for your enjoyment. We thank our readers for sharing them.
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“Former North Shore derrick car 607 and car 237, both now owned by Chicago Hardware Foundry Co., at North Chicago, Illinois, November 14, 1953.” Don’s Rail Photos adds: “237 was built by Cincinnati in May 1924, #2720, as a merchandise dispatch car. It was rebuilt with 2 motors and later as a sleet cutter,” and “607 was built by Cincinnati in November 1924, #2730. It was retired in 1949 and sold to Chicago Hardware Foundry in 1950 and renumbered 239.” North Chicago was also the original home of the Illinois Electric Railway Museum. (Photo by Robert Selle)
“Views of North Shore Line #189 and 150 at Highwood Shops, Saturday noon, August 7, 1955.” (Robert Selle Photo)
Chicago Aurora & Elgin car 403 “coming into Aurora from Wheaton (stopped to let off passengers).” This picture was taken on Wednesday afternoon, July 14, 1954. (Robert Selle Photo)
“CA&E freight train headed by loco 2001, to Wheaton from Aurora (taken at Batavia Junction), Saturday noon, April 25, 1953.” Notice all the platform extensions here have been turned up to provide the train with enough clearance to pass. They were flipped down for use by passenger trains. (Robert Selle Photo)
“CTA 1-man arched roof 3162 (in green and cream) on Lake Street, just west of Kostner (4400W), Saturday noon, November 28, 1953.” This was one of a handful of older streetcars that were repainted into a dark green by the CTA circa 195-54. (Robert Selle Photo)
Chicago Transit Authority PCCs 7229 and 7090 at 77th and Vincennes, along with salt spreader AA46. The date was May 16, 1954, when Central Electric Railfans’ Association held a red car fantrip. Don’s Rail Photos: “AA46, salt car, was built by St Louis Car Co in 1903 as CUTCo 4779. It was renumbered 1250 in 1913 and became CSL 1250 in 1914. It was rebuilt as salt car in 1931 and renumbered AA46 on April 15, 1948. It was retired on December 27, 1955.” (James C. Barrick Photo)
CTA 3093 encounters a flock of pigs at the Stock Yards on March 13, 1948. The streetcar is southbound on Throop at Hilleck Street on the Morgan-Racine line, which was abandoned on July 24 of that year. (Malcolm D. McCarter Collection)
“3 CTA Big Pullmans: #400, 295 and 374, in the yards at the end of the Kedzie barn (5th and Kedzie), August 9, 1953.” (Robert Selle Photo)
“8:05 am, Thursday morning, March 31, 1955: Chicago & North Western loco 654 (4-6-2), with commuter train, coming east toward camera at high speed at Oak Park Avenue, Oak Park, Il.” (Robert Selle Photo)