Our 250th Post

In the early morning hours of a very cold January 21, 1963, motorman Bill Livings removes the headlight from the final North Shore Line interurban train, after it reached the end of the line at Roosevelt Road in Chicago. This was the end of the line for the fabled interurban in a very literal sense.

In the early morning hours of a very cold January 21, 1963, motorman Bill Livings removes the headlight from the final North Shore Line interurban train, after it reached the end of the line at Roosevelt Road in Chicago. This was the end of the line for the fabled interurban in a very literal sense.

This is our 250th Trolley Dodger post, and we figured on making it something special. This time, we have a bevy of historical traction photos for your enjoyment.

If you have been along for the ride with us since this blog started, we salute you, but if you have just recently discovered us, we hope you will find much here to appreciate.

When we first started, one of our critics said this was a “good idea, but lacking in execution.” We hope to have gotten better at this, but freely admit to not knowing everything about anything. We have learned as much from our readers as they have probably learned from us, and the more we have shared with you, the more you have shared with us in turn. It’s very much a two-way street.

If we get something wrong, we can count on our readers to help set us right, so the Trolley Dodger becomes a “self-correcting mechanism” by which we all learn things together, creating an archive of information, and a resource for the future.

It seems that a lot of photos that interest me do not fit into the classic railfan photo mode. By which I mean a 3/4 Kodachrome view of the front of a railcar, taken only in bright sunlight, without a person anywhere in sight. I know photographers who won’t take anything other than this sort of picture.

I mean, I am interested in those types of photos too, and I certainly have taken some myself. But there are other things that interest me, and these include scenes of everyday life, pictures that have historical details, black-and-white photos, photos that are not technically perfect but still grab me somehow. Pictures that have people in them, that show how we lived at a moment in time.

Today’s post has all those kinds of photos. Some of the 35mm black-and-white images were obviously taken by a press photographer. I acquired the original negatives, but have no clue who took them. But there are unique photos of a former Chicago mayor, and various derailments. It might even be possible to determine the date when some of these pictures were taken, based on what you see in the picture.

It might surprise you to know that ‘L’ trains have actually fallen off the structure from time to time. Yes, there was the fateful 1977 accident at Wabash and Lake. But there were other such incidents, one of which is covered here.

There are also several color images taken around 1970, showing people riding an ‘L’ train, standing on subway platforms, and such. These offer a ‘slice of life,’ and if you want to know what the experience was of riding the trains half a century ago, this is a pretty good place to start. The great majority of fans did not take such pictures, but we can be glad that someone did.

We are currently working on a new book that we hope to complete in the near future. As you might expect, some of our research materials cost money. a lot has already been spent on this effort.

More details about that will be forthcoming, but if you would like to contribute financially, there is a link at the end of this post so that you may do so. If your contributions, in any amount, are intended to help with this book project, we will thank you by name in the book.

This is an offer we made for our last book Building Chicago’s Subways, and a number of our readers did help out, and were so thanked.

Enjoy!

-David Sadowski

Recent Finds

I recently purchased this unusual single-sided token. I had to look up what a "lamp check" is. It seems that before heading out on a run, a motorman would exchange one of these tokens for a portable headlamp. At the end of the day, it would be exchanged for the token. (For a picture of just such a headlamp, see the North Shore Line photo at the beginning of this post.)

I recently purchased this unusual single-sided token. I had to look up what a “lamp check” is. It seems that before heading out on a run, a motorman would exchange one of these tokens for a portable headlamp. At the end of the day, it would be exchanged for the token. (For a picture of just such a headlamp, see the North Shore Line photo at the beginning of this post.)

The Jackson station on the Dearborn Street Subway on August 8, 1974.

The Jackson station on the Dearborn Street Subway on August 8, 1974.

A six-car train of CTA 6000s, including two different color schemes, nears Armitage in May 1981. To the right is the ramp leading to the State Street Subway. (Mark Llanuza Photo)

A six-car train of CTA 6000s, including two different color schemes, nears Armitage in May 1981. To the right is the ramp leading to the State Street Subway. (Mark Llanuza Photo)

A train of CTA 6000s is at Jefferson Park on April 21, 1980. This was, at that time, the end of the line. A few years later, service was extended to O'Hare Airport. (Clark Frazier Photo)

A train of CTA 6000s is at Jefferson Park on April 21, 1980. This was, at that time, the end of the line. A few years later, service was extended to O’Hare Airport. (Clark Frazier Photo)

Those CTA 4000s sure did get around! Here we see a pair at the South Shore Line's yard in Michigan City, Indiana in September 1976, surely on their way to a railway museum. (Mark Llanuza Photo)

Those CTA 4000s sure did get around! Here we see a pair at the South Shore Line’s yard in Michigan City, Indiana in September 1976, surely on their way to a railway museum. (Mark Llanuza Photo)

An eastbound Chicago & North Western commuter train is seen from the Harlem Avenue Station on the Lake Street 'L' on January 12, 1963, a few months after the CTA line was relocated onto the embankment. (J. W. Vigrass Photo)

An eastbound Chicago & North Western commuter train is seen from the Harlem Avenue Station on the Lake Street ‘L’ on January 12, 1963, a few months after the CTA line was relocated onto the embankment. (J. W. Vigrass Photo)

A close-up of the previous photo. This shows part of the former Wieboldt's department store in River Forest, which opened in the 1930s. There was a double-decker parking garage, complete with control tower (which I assume was hardly ever used) and if you parked on the upper level, there was a second floor entrance that let you in near the Boy Scouts department. In the back, you can see the type of warehouse building that was prevalent in this area. Both buildings have been torn down and replaced with a more contemporary shopping center. Emerson Wakefield Sr., my grandfather, worked as an electrician for Wieboldt's during the 1930s.

A close-up of the previous photo. This shows part of the former Wieboldt’s department store in River Forest, which opened in the 1930s. There was a double-decker parking garage, complete with control tower (which I assume was hardly ever used) and if you parked on the upper level, there was a second floor entrance that let you in near the Boy Scouts department. In the back, you can see the type of warehouse building that was prevalent in this area. Both buildings have been torn down and replaced with a more contemporary shopping center. Emerson Wakefield Sr., my grandfather, worked as an electrician for Wieboldt’s during the 1930s.

CA&E 434 heads up an eastbound Chicago Express at Western Avenue in September 1948.

CA&E 434 heads up an eastbound Chicago Express at Western Avenue in September 1948.

Chicago Aurora & Elgin trains at the Wells Street Terminal in July 1953, just a few months before the interurban cut back service to Forest Park. I believe that is car 46 at the front of a train of woods. Don's Rail Photos adds, "46 was built by Stephenson in 1903. It was modernized in December 1940 and retired in 1959." The terminal did not connect directly with the Loop. Met 'L' cars turned off to the right and went to the Loop via structure on Van Buren Street. In 1955, due to construction of Lower Wacker Drive, that segment of 'L' was torn down, and CTA trains connected to the Loop via new trackage through the former Wells Street Terminal, which was no longer in use.

Chicago Aurora & Elgin trains at the Wells Street Terminal in July 1953, just a few months before the interurban cut back service to Forest Park. I believe that is car 46 at the front of a train of woods. Don’s Rail Photos adds, “46 was built by Stephenson in 1903. It was modernized in December 1940 and retired in 1959.” The terminal did not connect directly with the Loop. Met ‘L’ cars turned off to the right and went to the Loop via structure on Van Buren Street. In 1955, due to construction of Lower Wacker Drive, that segment of ‘L’ was torn down, and CTA trains connected to the Loop via new trackage through the former Wells Street Terminal, which was no longer in use.

A close-up of the last picture, showing Wells Street Terminal.

A close-up of the last picture, showing Wells Street Terminal.

A southbound Jackson Park "B" train approaches the Belmont station on July 3, 1961. At left is the Vic Theater. Notice a Ravenswood train is also entering the station on the outer track.

A southbound Jackson Park “B” train approaches the Belmont station on July 3, 1961. At left is the Vic Theater. Notice a Ravenswood train is also entering the station on the outer track.

One of the two North Shore Line Electroliners heads south from the CTA's Belmont station on the North-South main line on July 3, 1961. The station has been rebuilt, and instead of an overhead transfer bridge, you cross at mezzanine level now.

One of the two North Shore Line Electroliners heads south from the CTA’s Belmont station on the North-South main line on July 3, 1961. The station has been rebuilt, and instead of an overhead transfer bridge, you cross at mezzanine level now.

A South Shore Line train, including car 102, is at the Randolph Street Terminal on July 2, 1961. This area has been completely transformed. The station is now underground, underneath Millennium Park.

A South Shore Line train, including car 102, is at the Randolph Street Terminal on July 2, 1961. This area has been completely transformed. The station is now underground, underneath Millennium Park.

A South Shore Line train, including car 8, is at Central Station on July 2, 1961.

A South Shore Line train, including car 8, is at Central Station on July 2, 1961.

We are looking west along Washington Street at about 77 East on July 2, 1961. That is the Wabash leg of the Loop 'L'. Just out of view to the right would be the old main Chicago Public Library building, now the Cultural Center.

We are looking west along Washington Street at about 77 East on July 2, 1961. That is the Wabash leg of the Loop ‘L’. Just out of view to the right would be the old main Chicago Public Library building, now the Cultural Center.

The same location today.

The same location today.

A CTA two-car RAvenswood "A" train at Madison and Wells on July 3, 1961. Note the fire extinguisher at the front of the train.

A CTA two-car RAvenswood “A” train at Madison and Wells on July 3, 1961. Note the fire extinguisher at the front of the train.

A Chicago & North Western commuter train at Oak Park, Illinois on July 2, 1961. The train is moving away from us, as these trains use left-hand running. Also to the left you can see the ground-level tracks of the CTA Lake Street 'L'. Just over a year later, those trains were relocated to the C&NW embankment. I assume the location is Marion Street here.

A Chicago & North Western commuter train at Oak Park, Illinois on July 2, 1961. The train is moving away from us, as these trains use left-hand running. Also to the left you can see the ground-level tracks of the CTA Lake Street ‘L’. Just over a year later, those trains were relocated to the C&NW embankment. I assume the location is Marion Street here.

A North Shore Line train on the bridge over the Chicago River on Wells Street on July 2, 1961.

A North Shore Line train on the bridge over the Chicago River on Wells Street on July 2, 1961.

A South Shore Line train near the Art Institute of Chicago on July 3, 1961.

A South Shore Line train near the Art Institute of Chicago on July 3, 1961.

South Shore Line car 7 at the Fox River Trolley Museum on June 20, 1992.

South Shore Line car 7 at the Fox River Trolley Museum on June 20, 1992.

CTA 4451 at the Fox River Trolley Museum on June 20, 1992.

CTA 4451 at the Fox River Trolley Museum on June 20, 1992.

North Shore Line car 756 at the Fox River Trolley Museum on June 20, 1992.

North Shore Line car 756 at the Fox River Trolley Museum on June 20, 1992.

SF Muni PCC 1030 at the Fox River Trolley Museum on June 20, 1992.

SF Muni PCC 1030 at the Fox River Trolley Museum on June 20, 1992.

CTA 2600s at O'Hare Airport on June 25, 1992.

CTA 2600s at O’Hare Airport on June 25, 1992.

A South Shore Line train at the old Randolph Street Terminal in Chicago on May 26, 1993.

A South Shore Line train at the old Randolph Street Terminal in Chicago on May 26, 1993.

South Shore Line cars near the Art Institute on June 24, 1992.

South Shore Line cars near the Art Institute on June 24, 1992.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

A South Shore Line train at Randolph on May 26, 1993.

CTA trains are run by one person nowadays, but when this picture was taken (circa 1970) the doors were operated by conductors, and each train had a two-person crew.

CTA trains are run by one person nowadays, but when this picture was taken (circa 1970) the doors were operated by conductors, and each train had a two-person crew.

This shows the conductor's station in car 2057. Once a key was inserted, the conductor would look out the window and used buttons to control the doors to either their left or right. There was also a button to signal the motorman.

This shows the conductor’s station in car 2057. Once a key was inserted, the conductor would look out the window and used buttons to control the doors to either their left or right. There was also a button to signal the motorman.

The State Street Subway.

The State Street Subway.

6003 was one of the very first 6000s and would have been delivered in 1950.

6003 was one of the very first 6000s and would have been delivered in 1950.

The woman with the sunglasses has an interesting hairdo.

The woman with the sunglasses has an interesting hairdo.

This, and the next few pictures that follow, show Chicago Mayor Richard J. Daley (1902-1976) taking part in the ceremonial introduction of the then-new CTA 2400-series rapid transit cars. The man behind the door is George Krambles, who eventually became general manager of the CTA. Not sure who the other gent is. Daley was then 74 years old and had been mayor for 21 years. He doesn't look particularly well, and in fact died from a massive heart attack later in the year, while he was at his doctor's office for a check-up. This series of cars was retired a few years ago, although some have been retained for work service, and for the CTA's historic collection. They are available for charters.

This, and the next few pictures that follow, show Chicago Mayor Richard J. Daley (1902-1976) taking part in the ceremonial introduction of the then-new CTA 2400-series rapid transit cars. The man behind the door is George Krambles, who eventually became general manager of the CTA. Not sure who the other gent is. Daley was then 74 years old and had been mayor for 21 years. He doesn’t look particularly well, and in fact died from a massive heart attack later in the year, while he was at his doctor’s office for a check-up. This series of cars was retired a few years ago, although some have been retained for work service, and for the CTA’s historic collection. They are available for charters.

In this, and in the pictures that follow, it looks like demolition work is taking place at State and Lake, in conjunction with renovations at this station. Not sure of the date, but with 2400s in the picture, it can't be earlier than 1976.

In this, and in the pictures that follow, it looks like demolition work is taking place at State and Lake, in conjunction with renovations at this station. Not sure of the date, but with 2400s in the picture, it can’t be earlier than 1976.

CA&E 436. I am wondering if this might be at Laramie Yards in Chicago. Don's Rail Photos adds, "305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954."

CA&E 436. I am wondering if this might be at Laramie Yards in Chicago. Don’s Rail Photos adds, “305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954.”

CA&E 423, signed as an Elgin Local. Don's Rail Photos: "423 was built by Cincinnati Car Co in 1927, (order) #2055."

CA&E 423, signed as an Elgin Local. Don’s Rail Photos: “423 was built by Cincinnati Car Co in 1927, (order) #2055.”

I am not sure of the location of this CA&E car. Could this possibly be on the Batavia branch?

I am not sure of the location of this CA&E car. Could this possibly be on the Batavia branch?

This picture needed a lot of work... this is the "before."

This picture needed a lot of work… this is the “before.”

This is the "after," although I am still not done with it yet. CA&E 433 and 404 are westbound at Oak Park Avenue in suburban Oak Park. The building at left is still there today, but I-290 goes through here now, below grade.

This is the “after,” although I am still not done with it yet. CA&E 433 and 404 are westbound at Oak Park Avenue in suburban Oak Park. The building at left is still there today, but I-290 goes through here now, below grade.

Recent Correspondence

Jon Roma writes:

David, here are photos about the two towers associated with the CRT State Street subway. The negatives 95-C-223 and 95-C-224 are of the south tower, which appears to have been on the west side of the track according to the model board in the picture. Negatives 95-C-243 and 95-C-244 are of the north tower (Armitage).

The images were taken by the equipment manufacturer and are in a private collection. I have the collection owner’s permission to share, provided that there’s a credit such as “Union Switch & Signal (Zachary C. Gillihan collection)”.

These are fascinating, rare glimpses into Chicago history, and I am sure our readers are just as appreciative of you sharing them as I am.

Keep those cards and letters coming in, folks.

-David Sadowski

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the south portal, taken on October 12, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

The interior of the State Street Subway tower at the north portal, taken on October 13, 1943. (Union Switch & Signal Photo, Zachary C. Gillihan Collection)

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 250th 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 624,000 page views, for which we are very grateful.

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As we have said before, “If you buy here, we will be here.”

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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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Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA "L" cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years' service. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA “L” cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years’ service. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 - Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA's desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 – Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA’s desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 - Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an "RJA" at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 – Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an “RJA” at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

From the Collections of William Shapotkin

Again, our tanks to Bill for sharing these with us.

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, "The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle." (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.” (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car "is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east." (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car “is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east.” (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location "is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation." (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location “is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation.” (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location "is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location “is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E.” (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it's a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to "Dutch" Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it’s a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to “Dutch” Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

CTA one-man car 3224 is at 92nd and Baltimore. That's a bus trailing behind. (William Shapotkin Collection)

CTA one-man car 3224 is at 92nd and Baltimore. That’s a bus trailing behind. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 7191 is at 81st and Wallace on Route - Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA 7191 is at 81st and Wallace on Route – Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Michael D. Franklin adds, "This picture shows 6181 heading south on Larrabee St between Crosby St and Kingsbury Street. Building with 'Adams Mfg. Co.' is still standing at 907 N. Larrabee Ave." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, "This car is at East end-of-line in 26th east of Lake Park Ave -- note IC catenary in background. View looks N/E." (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, “This car is at East end-of-line in 26th east of Lake Park Ave — note IC catenary in background. View looks N/E.” (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

Bill Shapotkin writes:

All the pix of a ‘GM&O” passenger train are of the southbound “Plug,” the Chicago-Joliet suburban train. Even after the ICG merger, the train continued to operate with GM&O equipment — and indeed, the loco (do not recall if it was 880-B or not), even got a new GM&O logo stenciled onto its nose. Bi-level equipment arrived (I believe) circa 1977-79, when a second “Plug” was added to the schedule.

A Gulf, Mobile & Ohio passenger train near Chicago's Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A Gulf, Mobile & Ohio passenger train near Chicago’s Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago's Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago’s Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

CTA "Fishbowl" bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA “Fishbowl” bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA "Fishbowl" 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA “Fishbowl” 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 - Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 – Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Railroad Record Club News

From Kenneth Gear:

I just found an interesting RRC document on line. It is a list of all RRC records available at the time of RRC 12 the DM&IR record’s release. I found it on a British vinyl record website but the copy of RRC 12 it came with was already sold. Unfortunately the scan is low res and there wasn’t much I could do to fix it. I color corrected it and sharpened the image. It is readable and contains a little bit of info about the club membership.

Recent Correspondence

Barry Shanoff writes:

I haven’t seen any updates in a while. I hope all is well.

Thanks for writing.

I worked 15 out of 16 days in a row last month as an election judge, and that pretty much wore me out for a while. After that, it took me a couple weeks to get back up to speed.

Meanwhile, I have also been working hard on my next book, now scheduled for publication on October 1st. It’s close to being finished. I am also collecting material for what I hope will be next year’s book.

I have also been collecting lots of new images for the blog (see this post!).  There’s a major article coming soon by Larry Sakar about Milwaukee streetcars, plus lots of images that other people have shared with me, in addition to ones I have purchased.

So although there hasn’t been a post in a while, a lot of work, as always, has been going on behind the scenes.

Charlie Vlk writes:

In case you haven’t come across this site the Indiana Historical Society has photos of 4200s being built and North Shore and South Shore items.

http://images.indianahistory.org/cdm/search/collection/p16797coll21/searchterm/chicago/order/title

There is an excellent film of a North Shore Line wreck filmed on February 24, 1930 at https://mirc.sc.edu/islandora/object/usc%3A48292

PS- Still looking for photos of the Douglas Park CB&Q / El stations.

Thanks very much for sharing these links!

Thomas Kruse writes, regarding our previous post A Shoebox Full of Dreams (September 21, 2017)

A caregiver for my father sent this to me. My father is the Marvin C. Kruse you cited. A few corrections. My dad just celebrated his 96th birthday a few weeks ago, alive and well. Also he never said he was POW.

I LOVE what you have done with his photos that my brother sold. This is a real benefit for all. Very good memories; Dad enjoyed this blog, too.

Looks like some of the information I dug up applied to a different Marvin C. Kruse. We have corrected the post, thanks. Glad he likes it.

Jack Bejna writes:

Another great post! The time you spend in preparation of these posts has to be enormous and just want you to know that your efforts are appreciated!

More CA&E images to come!

Tony Waller writes:

While I commend you for keeping up the great work, I believe I detected some errors in your photos. In the photo of the Fifth Avenue shuttle’s one-man red car that you said must be 1954 and not the cited 1953. It could well have been 1953. When streetcars were replaced by weekend/holiday buses on Route 20 Madison and Madison/Fifth in March 1952, buses ran on the Fifth Avenue branch only on Saturdays (through to the Loop). One-man red cars instituted the shuttle service on Fifth Avenue on Sundays and major holidays. Following complete bus substitution on the main line of Madison in December 1953, the one-man red car shuttle provided all service (seven days per week) on Fifth Avenue until February 1954 when the branch was discontinued without replacement.

The photo of the IC electric suburban train does not appear to me to be at Halsted (West Pullman) station on the Blue Island branch. I can’t say where it is, however.

The photo of the two wooden “railroad roof” Chicago Rapid Transit cars are not on the Central St., Evanston elevation; but are on the bridge over the nearby North Shore Channel waterway.

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

But as I said above, keep up your great work!

Thanks for the corrections. I did already fix the caption for the IC picture, which was the result of the neg envelopes getting switched between two negs. Not sure whether Bob Selle did this, but in any event I purchased one neg and Jeff Wien the other. Once we swap neg envelopes, order will be restored in the universe.

The www.chicagorailfan.com web site gives May 11, 1952 as the date when buses were substituted for streetcars on weekends for Route 20, but did not say anything about the Madison-Fifth branch line still being operated with trolleys as a shuttle until December 13, 1953.  Admittedly, some of this minutiae does get a bit confusing.

However, this is all clarified on page 284 of Chicago Surface Lines: An Illustrated History (Third Edition), where author Alan R. Lind notes:

“CTA substituted buses for the Madison main line cars on weekends only starting May 11, 1952… (regarding the Madison-Fifth branch) On May 11, 1952 it remained a two-man car route on weekdays to downtown, but became a bus route to downtown on Saturdays only, and a one-man shuttle car route on Sundays only.”

One reason Madison-Fifth was eventually discontinued without bus replacement was the construction of the Congress (now Eisenhower) expressway. It was decided to simply truncate Fifth Avenue at the highway and no bridge was built crossing it. Other cutbacks to that street have followed, to the point where today it is perhaps a vestige of what it once was.

The other thing that cinches it is the calendar. February 15, 1953 was a Sunday, when shuttle cars would have been running, while the following year the 15th was a Monday.  Since Bob Selle marked on his neg envelope that this was a Sunday, the 1953 date must be correct after all.

Our resident South Side expert M. E. writes:

Missed you, wondered where you went. Glad you’re back.

https://thetrolleydodger.files.wordpress.com/2018/04/image616.jpg
Your caption says “signed for route 1 – Cermak.” Cermak was — and still is — route 21, as is displayed on the streetcar’s front sign.

https://thetrolleydodger.files.wordpress.com/2018/04/image742.jpg
The reason the original year given was 1953 is simple — everyone forgets to adjust for a new year until a few months into the new year. I’m sure you have written checks with the prior year’s date.

https://thetrolleydodger.files.wordpress.com/2018/04/image691.jpg
Behind the streetcar you see the tracks and the trolley wires curving to the left. Also, this streetcar is crossing a railroad. Also, the sign indicates the car is westbound to 95th and State. All of this tells me this is the area west of Stony Island Ave. where the 93rd/95th streetcar wiggled through several streets, heading west and south, before crossing the railroad seen in the picture. I also think the person in the front left window of the streetcar is its conductor. When the streetcar approached the railroad crossing, it stopped. The conductor had to get out of the streetcar, walk up to the railroad track, look both ways for trains, and then signal to the motorman if it was okay to cross the railroad tracks. The conductor probably re-boarded the streetcar at the front. He could stay there a while because the next streetcar stop was a fair distance west. By the way, this crossing required a two-man crew, which otherwise would have been only one man because of relatively light patronage on that line. The customers on this particular run were most likely steelworkers heading home.

https://thetrolleydodger.files.wordpress.com/2018/04/image688.jpg
I wondered why there was a Gulf, Mobile and Ohio passenger train in 1972, because most passenger railroads yielded to Amtrak in April 1971 (the only exceptions being the Rock Island, Southern, and Rio Grande). So I guessed this picture has to depict a commuter train. I looked up “GM&O commuter train” in Google, and sure enough, it was GM&O’s only commuter train of the day, called the Plug.

The “2” key on my computer keyboard has been malfunctioning recently, which explains why I typed 1 instead of 21.

Additional research seems to show the 1953 date is correct for image742. See my correspondence with Tony Waller, which I have posted to the main body of the post.

I will post your other corrections later today, thanks! Always great to hear from you.

George Trapp writes:

Great to see your latest post. I do have one small correction on one photo and a couple of observations on another.

The June 22, 1953 view of Tower 18 on the Loop Elevated: The train approaching on the left is an Evanston Express not a Ravenswood. The lead car is a former Northwestern Elevated 1000 series gate car, note left hand cab and trolley poles. The Ravenswood used former South Side gate cars that had been used on the Wilson-Kenwood locals at this time in addition to new 6000’s.. Also, run #509 is an Evanston run number, Ravenswood’s were in the 400’s. Train behind is a Ravenswood at Merchandise Mart with 6131-6200 series cars.

Photo of Air-Door Pullman #528 on State Street bridge running as a Broadway-State tripper on May 18, 1954. Interesting because some of these cars were retained for emergencies after Ashland was converted to bus in Feb., 1954. In your CERA bulletin 146, there’s a photo of a line of them at Devon next to PCC #7195. By May 1954 the Post War PCC fleet was down to 347 cars. One other thing is the former Chicago Motor Coach 1001-1008 series Mack C-50 on the Wabash bridge. Unusual because they were not GM’s CMC’s usual supplier. They were probably purchased at GM’s encouragement because of anti-trust pressure GM was feeling. CMC reverted back to GM for 50 more TDH5103’s delivered four months after the Macks.

It’s great to hear from you; thanks for writing.

Ravenswood was what Bob Selle, the photographer, wrote on his negative envelope, so I went with that. But as we know, no one is infallible, and sometimes what’s written on a neg, slide, or print can turn out to be wrong.

Mr. Selle was a stickler for details, often putting down the day of the week and even the time of day when his pictures were taken, so for him, it’s a rare mistake. I will correct the caption, thanks.

We have written about the last few red cars before, the ones that were kept after May 30, 1954 for emergency use. I am pretty sure we were able to determine which cars they were, and how many.

Adam Platt writes:

Thanks again for the wonderful posts. They keep me up way too late some nights.

You’re welcome!

Wally Weart writes:

A home run, really one of the best so far.

Thanks!!

Glad you like this post.  Again, special thanks to Jeff Wien and Bill Shapotkin for their contributions.

-David Sadowski

Chicago Trolleys

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

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

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

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

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Under Our Tree

Here are some Christmas colors for you. On January 23, 1954, CTA 1782 passes 1774 at the west end of the Lake Street line near Austin Boulevard. Since 1782 has already been repainted green, it most likely could not have been the car in the 1780 series that was oddly renumbered as "78" on the Madison-Fifth shuttle a short time later (see a picture on our previous post Chicago Streetcars in Black-and-White (January 23, 2015). The Park Theater, by then already shuttered, was behind the two streetcars.

Here are some Christmas colors for you. On January 23, 1954, CTA 1782 passes 1774 at the west end of the Lake Street line near Austin Boulevard. Since 1782 has already been repainted green, it most likely could not have been the car in the 1780 series that was oddly renumbered as “78” on the Madison-Fifth shuttle a short time later (see a picture on our previous post Chicago Streetcars in Black-and-White (January 23, 2015). The Park Theater, by then already shuttered, was behind the two streetcars.

I'm having difficulty identifying this car. But note it has a "continental" spare tire, implying it is not one of the cheaper models. The newest it could be is a 1954. The 1955 models wouldn't have been on the market until some months after streetcars quit on Lake Street. So far, my best guess is this may be a 1953 Dodge Coronet. Gary Kleinedler: I believe that the CTA 1782 & 1774 photo shows a 1953 Dodge Coronet Diplomat 2-door hardtop. All 1952 Dodge models had separate, bolted-on rear fenders; the photo shows a straight fender sideline. The 1953 Coronet series was the top trim line (Meadowbrook--Coronet; Wayfarer models were discontinued after 1952), and a Coronet 2-door hardtop would have a three-piece wraparound rear window and V-8 Hemi engine. The 1954 Dodge Coronet (and new top-line Royal) models had the model name in script on the rear fenders, which doesn't seem to be present in the photo. A Continental spare wheel kit and wire wheels (which appear to be present) were both offered as factory options in 1953. I took the above info from the Standard Catalog of American Cars, 1946-1974, John Gunnel, ed.

I’m having difficulty identifying this car. But note it has a “continental” spare tire, implying it is not one of the cheaper models. The newest it could be is a 1954. The 1955 models wouldn’t have been on the market until some months after streetcars quit on Lake Street. So far, my best guess is this may be a 1953 Dodge Coronet.
Gary Kleinedler:

I believe that the CTA 1782 & 1774 photo shows a 1953 Dodge Coronet Diplomat 2-door hardtop. All 1952 Dodge models had separate, bolted-on rear fenders; the photo shows a straight fender sideline. The 1953 Coronet series was the top trim line (Meadowbrook–Coronet; Wayfarer models were discontinued after 1952), and a Coronet 2-door hardtop would have a three-piece wraparound rear window and V-8 Hemi engine. The 1954 Dodge Coronet (and new top-line Royal) models had the model name in script on the rear fenders, which doesn’t seem to be present in the photo. A Continental spare wheel kit and wire wheels (which appear to be present) were both offered as factory options in 1953. I took the above info from the Standard Catalog of American Cars, 1946-1974, John Gunnel, ed.

A 1953 Dodge Coronet.

A 1953 Dodge Coronet.

dodge-coronet-1953-7


There are lots of great photos under the Trolley Dodger tree this year. Besides the color shots, we have many rare, classic black-and-whites, which came out of one railfan’s scrapbook and were taken in the early-to-mid 1930s. Many of these were taken by one Earl W. McLaughlin of Chicago. There was a man by the same name who worked for the CTA in 1958 (and did some reporting for the Transit News, their employee publication), but I am not yet sure if they are one and the same.

Some railfans like to ride, and others prefer to take pictures. Edward Frank, Jr., whose work we have featured on many occasions, was in the latter category– he rode his bicycle everywhere instead of taking the streetcar, in order to save up money for film. Given the number of shots Mr. McLaughlin took at ends of various lines, I’d say he liked to ride as well as photograph.

As always, if you have any interesting tidbits of information to add to the discussion, after seeing these pictures, don’t hesitate to drop us a line at:

thetrolleydodger@gmail.com

Happy Holidays!

-David Sadowski

PS- So far, I have determined that Earl W. McLaughlin was born in 1915 and died in 1969. For much of his life, he lived on the north side of Chicago, and died in Des Plaines. In 1940, his profession was grading furs.

Illinois Central Electric car 1210 heads up a Randolph St. Express on September 9, 1959. Don's Rail Photos adds, "1100 thru 1239 were built by Pullman in 1929. 1198 went to Illinois Railway Museum in 1972." (Clark Frazier Photo) Andre Kristopans: "IC 1210 – arriving at 91st/South Chicago. Tracks on right were B&O. Note trailers were always at the NORTH end of an IC Electric train, as only a trailer would fit under the old South Water St entrance to Randolph St Station, so in order to use the full track length, trailers always had to lead north." Daniel Gornstein adds, "I'm not sure if anyone else has replied on the IC 91st St. photo yet, but the unquestionable answer is on the catenary pole. If you look closely on the macro view you will see, arranged vertically, this: "SC4-33," meaning South Chicago Subdistrict, located at MP 4.33. The 2 branches used to have independent MP's, but are now shown on Engineering Dept. files as the same distance to South Water St., as the Univ. Pk. mainline does. To the photographer's rear is 91st St. and in the distance, just north of 90th St., is NB signal 420, or approx. MP 4.2. IRM's operable "Suburban Unit" is motor 1198, as noted, and trailer 1380."

Illinois Central Electric car 1210 heads up a Randolph St. Express on September 9, 1959. Don’s Rail Photos adds, “1100 thru 1239 were built by Pullman in 1929. 1198 went to Illinois Railway Museum in 1972.” (Clark Frazier Photo) Andre Kristopans: “IC 1210 – arriving at 91st/South Chicago. Tracks on right were B&O. Note trailers were always at the NORTH end of an IC Electric train, as only a trailer would fit under the old South Water St entrance to Randolph St Station, so in order to use the full track length, trailers always had to lead north.” Daniel Gornstein adds, “I’m not sure if anyone else has replied on the IC 91st St. photo yet, but the unquestionable answer is on the catenary pole. If you look closely on the macro view you will see, arranged vertically, this: “SC4-33,” meaning South Chicago Subdistrict, located at MP 4.33. The 2 branches used to have independent MP’s, but are now shown on Engineering Dept. files as the same distance to South Water St., as the Univ. Pk. mainline does. To the photographer’s rear is 91st St. and in the distance, just north of 90th St., is NB signal 420, or approx. MP 4.2. IRM’s operable “Suburban Unit” is motor 1198, as noted, and trailer 1380.”

This picture, showing a Skokie Swift single car unit at the Dempster terminal, was taken on August 11, 1964. We see an interesting variety of 1960s cars in the parking lot, including a first-generation Corvair. The slide says this is car #30, but under magnification, the number looks more like 39. However, as far as I know, car 39 was then being used in Evanston service with trolley poles. So perhaps 30 is correct. That car is preserved at the Illinois Railway Museum. (Douglas N. Brotjahn Photo)

This picture, showing a Skokie Swift single car unit at the Dempster terminal, was taken on August 11, 1964. We see an interesting variety of 1960s cars in the parking lot, including a first-generation Corvair. The slide says this is car #30, but under magnification, the number looks more like 39. However, as far as I know, car 39 was then being used in Evanston service with trolley poles. So perhaps 30 is correct. That car is preserved at the Illinois Railway Museum. (Douglas N. Brotjahn Photo)

Here, we see MBTA (Boston) double-end PCC 3346 at the Ashmont end of the Ashmont-Mattapan line in November 1977. This picture has special significance to me, as I rode these cars for the first and only time just three months earlier. They were nearing the end of their service lives, however, and by the time I revisited, had been replaced by single-ended PCCs. Over time, the terminals at both ends of this feeder line have been changed, and I don't believe the cars run here any longer. I recall there was a sign somewhere in the vicinity, probably from the 1920s, calling this the "High Speed Trolley." I hope someone managed to save that sign.

Here, we see MBTA (Boston) double-end PCC 3346 at the Ashmont end of the Ashmont-Mattapan line in November 1977. This picture has special significance to me, as I rode these cars for the first and only time just three months earlier. They were nearing the end of their service lives, however, and by the time I revisited, had been replaced by single-ended PCCs. Over time, the terminals at both ends of this feeder line have been changed, and I don’t believe the cars run here any longer. I recall there was a sign somewhere in the vicinity, probably from the 1920s, calling this the “High Speed Trolley.” I hope someone managed to save that sign.

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.”

Here is an enlargement of part of the 1952 CTA Surface System track map. It does show a track connection between Wentworth and State. Possibly some of these connections were kept for bypass use in case of flooded viaducts, such as the one that resulted in the infamous 1950 crash between a PCC car and a gasoline truck. M. E. writes: "The enlarged map you added of the 59th-Wentworth trackage made me think about how the 4 Cottage Grove cars got to the 69th and Ashland barn. Try this: Cottage Grove to 61st, west to State, north to 59th, west to Wentworth, south to 63rd, west to Ashland, south to 69th. You suggested that all this trackage was kept open (at least as late as 1952) to bypass flooded viaducts such as the one on State south of 63rd. This theory would also apply to the viaducts on the 63rd St. line. Much of that line between Wentworth and State consisted of viaducts for four passenger railroads (New York Central + Nickel Plate; Pennsylvania; and Rock Island), as well as Englewood Union Station. In fact, between the station and State St. there was a big yard for New York Central freight, which accounted for the majority of the viaduct over 63rd St. So, if the 63rd St. viaducts were to flood, the 63rd St. cars (let's say heading east) would turn north on Wentworth to 59th, east to State, south to 63rd, then east on 63rd.

Here is an enlargement of part of the 1952 CTA Surface System track map. It does show a track connection between Wentworth and State. Possibly some of these connections were kept for bypass use in case of flooded viaducts, such as the one that resulted in the infamous 1950 crash between a PCC car and a gasoline truck. M. E. writes: “The enlarged map you added of the 59th-Wentworth trackage made me think about how the 4 Cottage Grove cars got to the 69th and Ashland barn. Try this: Cottage Grove to 61st, west to State, north to 59th, west to Wentworth, south to 63rd, west to Ashland, south to 69th. You suggested that all this trackage was kept open (at least as late as 1952) to bypass flooded viaducts such as the one on State south of 63rd. This theory would also apply to the viaducts on the 63rd St. line. Much of that line between Wentworth and State consisted of viaducts for four passenger railroads (New York Central + Nickel Plate; Pennsylvania; and Rock Island), as well as Englewood Union Station. In fact, between the station and State St. there was a big yard for New York Central freight, which accounted for the majority of the viaduct over 63rd St. So, if the 63rd St. viaducts were to flood, the 63rd St. cars (let’s say heading east) would turn north on Wentworth to 59th, east to State, south to 63rd, then east on 63rd.

The same location today.

The same location today.

You might think, at first glance, that this picture of CSL 453 was taken downtown, but you would be wrong. This is the east end of the Lawrence line at Broadway in Chicago's Uptown neighborhood. The motorman and conductor are talking before making the trip west to Austin on August 4, 1934. (Earl W. McLaughlin Photo)

You might think, at first glance, that this picture of CSL 453 was taken downtown, but you would be wrong. This is the east end of the Lawrence line at Broadway in Chicago’s Uptown neighborhood. The motorman and conductor are talking before making the trip west to Austin on August 4, 1934. (Earl W. McLaughlin Photo)

The same location today.

The same location today.

On a foggy day in December 1932, we see CSL "maximum traction" car 6109 southbound at State and Wacker.

On a foggy day in December 1932, we see CSL “maximum traction” car 6109 southbound at State and Wacker.

This photo of CSL 6170 heading northbound, was taken at State and Wacker, probably also in December 1932.

This photo of CSL 6170 heading northbound, was taken at State and Wacker, probably also in December 1932.

This damaged photo of CSL 581 was taken at the Imlay Loop at the outer end of route 56 - Milwaukee, on August 4, 1935. (Earl W. McLaughlin Photo)

This damaged photo of CSL 581 was taken at the Imlay Loop at the outer end of route 56 – Milwaukee, on August 4, 1935. (Earl W. McLaughlin Photo)

Here, we see CSL 6176 on Broadway at Berwyn (5300 N.). This Broadway-Wabash car is going direct to the World's Fair gates at 18th and 23rd Streets on August 4, 1934. (Earl W. McLaughlin Photo)

Here, we see CSL 6176 on Broadway at Berwyn (5300 N.). This Broadway-Wabash car is going direct to the World’s Fair gates at 18th and 23rd Streets on August 4, 1934. (Earl W. McLaughlin Photo)

The same location today.

The same location today.

This picture of CSL 335 may have been taken on route 65 - Grand. If so, it is heading east.

This picture of CSL 335 may have been taken on route 65 – Grand. If so, it is heading east.

CSL 1333, built in 1908.

CSL 1333, built in 1908.

CSL 5383 is laying over at the north end of the Ashland line, at Southport and Clark, on August 4, 1934. Since the Ashland bridge over the Chicago River was not opened until 1936, this car would have crossed the river via Southport. (Earl W. McLaughlin Photo)

CSL 5383 is laying over at the north end of the Ashland line, at Southport and Clark, on August 4, 1934. Since the Ashland bridge over the Chicago River was not opened until 1936, this car would have crossed the river via Southport. (Earl W. McLaughlin Photo)

CSL 381. Andre Kristopans: "Probably somewhere in Devon Carbarn yard. Lawrence and Broadway/Wabash both ran out of there." George Trapp adds, "I am pretty sure the location is at the Devon Depot, the east end of the South open yard, the ladder track curves out into Schreiber Avenue behind the photographer. Car 381 is signed for Cottage Grove-Broadway TR#1. Car 3201 to it's left is signed for Lawrence which operated out of Devon in the 1930's, it is one of the two original MU cars, 3200-3201 with 4 motors. These cars operated on Broadway during the daytime as two man cars and as night cars on Lawrence as one man. The car barn structure also looks like Devon Depot."

CSL 381. Andre Kristopans: “Probably somewhere in Devon Carbarn yard. Lawrence and Broadway/Wabash both ran out of there.” George Trapp adds, “I am pretty sure the location is at the Devon Depot, the east end of the South open yard, the ladder track curves out into Schreiber Avenue behind the photographer. Car 381 is signed for Cottage Grove-Broadway TR#1. Car 3201 to it’s left is signed for Lawrence which operated out of Devon in the 1930’s, it is one of the two original MU cars, 3200-3201 with 4 motors. These cars operated on Broadway during the daytime as two man cars and as night cars on Lawrence as one man. The car barn structure also looks like Devon Depot.”

Caption: "Chicago Surface Lines #3284. i man car built by Lightweight Noiseless Car Co. in 1925. Taken: Chicago, Ill., 8-4-34. Former two-man (car) also in MU (multiple unit) service. Now equipped with stop light and foot brakes." The car is shown at the east end of the Montrose line, just west of Broadway. (Earl W. McLaughlin Photo)

Caption: “Chicago Surface Lines #3284. i man car built by Lightweight Noiseless Car Co. in 1925. Taken: Chicago, Ill., 8-4-34. Former two-man (car) also in MU (multiple unit) service. Now equipped with stop light and foot brakes.” The car is shown at the east end of the Montrose line, just west of Broadway. (Earl W. McLaughlin Photo)

This photo of CSL Sedan (Peter Witt) 3325, taken August 4, 1935, was a challenge to identify. These cars were being used exclusively on the Clark-Wentworth line then. The sign for the Heinsen Photo Studio (located at 6221 N. Clark) provided the necessary clue to ID this as Clark and Granville. The car is heading south. (Earl W. McLaughlin Photo)

This photo of CSL Sedan (Peter Witt) 3325, taken August 4, 1935, was a challenge to identify. These cars were being used exclusively on the Clark-Wentworth line then. The sign for the Heinsen Photo Studio (located at 6221 N. Clark) provided the necessary clue to ID this as Clark and Granville. The car is heading south. (Earl W. McLaughlin Photo)

Clark and Granville today. The building that once had a photo studio is still there.

Clark and Granville today. The building that once had a photo studio is still there.

CSL 1984, built by the Chicago Railways Company in 1913-1914, is shown at the east end of the North Avenue line on November 24, 1934. That's Clark Street in the rear. When route 72 was changed to trolley bus in 1949, buses continued to a new turnaround loop east of Clark. The building at rear is the old Plaza Hotel. To see it from another angle, check out our post Trolley Dodger Mailbag, 2-28-2016. (Earl W. McLaughlin Photo)

CSL 1984, built by the Chicago Railways Company in 1913-1914, is shown at the east end of the North Avenue line on November 24, 1934. That’s Clark Street in the rear. When route 72 was changed to trolley bus in 1949, buses continued to a new turnaround loop east of Clark. The building at rear is the old Plaza Hotel. To see it from another angle, check out our post Trolley Dodger Mailbag, 2-28-2016. (Earl W. McLaughlin Photo)

North and Clark today.

North and Clark today.

Here is an interesting photo of CSL one-man car 3110, taken on August 4, 1934. The location is Ashland and Irving Park Road, and the large building at rear is Lake View High School, where my mother graduated in 1946. Since this was two years before the north and south portions of Ashland were connected by a new bridge over the Chicago River, this is a North Ashland Shuttle car, running the two miles between Irving Park (4000 N.) and Fullerton (2400 N.). (Actually, the sign says the car is going to Clybourn, which is just south of Fullerton.) We ran another North Ashland Shuttle photo in our post Chicago Surface Lines Photos, Part Eleven (September 2, 2016). (Earl W. McLaughlin Photo)

Here is an interesting photo of CSL one-man car 3110, taken on August 4, 1934. The location is Ashland and Irving Park Road, and the large building at rear is Lake View High School, where my mother graduated in 1946. Since this was two years before the north and south portions of Ashland were connected by a new bridge over the Chicago River, this is a North Ashland Shuttle car, running the two miles between Irving Park (4000 N.) and Fullerton (2400 N.). (Actually, the sign says the car is going to Clybourn, which is just south of Fullerton.) We ran another North Ashland Shuttle photo in our post Chicago Surface Lines Photos, Part Eleven (September 2, 2016). (Earl W. McLaughlin Photo)

Ashland and Irving Park today.

Ashland and Irving Park today.

It's not easy to determine just where this picture of CSL 1589 was taken on August 4, 1934. The car is signed for Irving Park and Neenah, and with the track configuration, you would expect we are at the east end of the Irving Park line. However, according to my CSL track maps, the crossover was just west of Broadway. If so, that doesn't explain the traffic signal in the picture. Perhaps Irving Park cars turned back just east of Broadway? (Earl W. McLaughlin Photo) Andre Kristopans: "More likely Irving and Clark. Note cemetery behind car."

It’s not easy to determine just where this picture of CSL 1589 was taken on August 4, 1934. The car is signed for Irving Park and Neenah, and with the track configuration, you would expect we are at the east end of the Irving Park line. However, according to my CSL track maps, the crossover was just west of Broadway. If so, that doesn’t explain the traffic signal in the picture. Perhaps Irving Park cars turned back just east of Broadway? (Earl W. McLaughlin Photo) Andre Kristopans: “More likely Irving and Clark. Note cemetery behind car.”

Irving Park and Broadway today.

Irving Park and Broadway today.

CSL 6042 on the State route on November 24, 1934. The Broadway-State through-route did not start until August 19, 1937, so this is likely to be somewhere on the south side. (Earl W. McLaughlin Photo) Andre Kristopans: "I’d bet at the north end of the line, on Division east of Wells. Note car is switching back."

CSL 6042 on the State route on November 24, 1934. The Broadway-State through-route did not start until August 19, 1937, so this is likely to be somewhere on the south side. (Earl W. McLaughlin Photo) Andre Kristopans: “I’d bet at the north end of the line, on Division east of Wells. Note car is switching back.”

Chicago and West Towns car 156 on 22nd Street (or was it already called Cermak road) in Cicero, 1936. The car is heading west and we can just see a glimpse of the Douglas Park "L", which runs just north of Cermak. The car is signed to go to Riverside. Don's Rail Photos: "156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948."

Chicago and West Towns car 156 on 22nd Street (or was it already called Cermak road) in Cicero, 1936. The car is heading west and we can just see a glimpse of the Douglas Park “L”, which runs just north of Cermak. The car is signed to go to Riverside. Don’s Rail Photos: “156 was built by Cummings Car Co in 1927. It was rebuilt in 1942 and scrapped in 1948.”

Don's Rail Photos says Chicago & West Towns car 106 "was built by McGuire-Cummings in 1915. It was dismantled in 1943." Here, we see it heading north on Harlem and Stanley in 1936, having just crossed the Burlington RR.

Don’s Rail Photos says Chicago & West Towns car 106 “was built by McGuire-Cummings in 1915. It was dismantled in 1943.” Here, we see it heading north on Harlem and Stanley in 1936, having just crossed the Burlington RR.

C&WT 101 at the same location in 1936. Note the Harlem stop on the Burlington commuter line at right. Don's Rail Photos adds, "101 was built by McGuire-Cummings in 1917. It was scrapped in 1948."

C&WT 101 at the same location in 1936. Note the Harlem stop on the Burlington commuter line at right. Don’s Rail Photos adds, “101 was built by McGuire-Cummings in 1917. It was scrapped in 1948.”

Harlem and Stanley in Berwyn today. The Harlem stop on the Burlington has been updated, but is still in the same location as the 1936 picture.

Harlem and Stanley in Berwyn today. The Harlem stop on the Burlington has been updated, but is still in the same location as the 1936 picture.

This is not a very good picture, technically (it appears to be a double exposure) but it does show the North Shore Line in Milwaukee in 1934.

This is not a very good picture, technically (it appears to be a double exposure) but it does show the North Shore Line in Milwaukee in 1934.

South Shore Line cars 33, 24 and ? near Chicago's Art Institute on August 17, 1931.

South Shore Line cars 33, 24 and ? near Chicago’s Art Institute on August 17, 1931.

Caption: "Chicago, South Shore and South Bend trailer 207. Although this car has no motors, it has controls, and can be used as (the) head car in (a) train. These trains make the 90 miles to South Bend in 2 hours and go over 100 to keep up schedule, and they go through city streets in several cities, among them Gary. They use tracks of the Illinois Central out and in Chicago. Builder- Pullman."

Caption: “Chicago, South Shore and South Bend trailer 207. Although this car has no motors, it has controls, and can be used as (the) head car in (a) train. These trains make the 90 miles to South Bend in 2 hours and go over 100 to keep up schedule, and they go through city streets in several cities, among them Gary. They use tracks of the Illinois Central out and in Chicago. Builder- Pullman.”

Chicago, North Shore & Milwaukee dining car 417 at Highwood. Don's Rail Photos: "417 were built by Cincinnati Car in June 1924, #2905 as dining car trailer. It was rebuilt as a tavern-lounge on November 8, 1940. It was out service by 1951, retired on December 31, 1955, and scrapped in 1959."

Chicago, North Shore & Milwaukee dining car 417 at Highwood. Don’s Rail Photos: “417 were built by Cincinnati Car in June 1924, #2905 as dining car trailer. It was rebuilt as a tavern-lounge on November 8, 1940. It was out service by 1951, retired on December 31, 1955, and scrapped in 1959.”

This picture of CSS&SB 109 has been restored. The original was not properly fixed in development, and the print has continued to develop over the last 80 years. Eventually, it will fade out completely. Don's Rail Photos adds, "109 was built by Pullman in 1926. It was lengthened in 1944. Air conditioning and picture windows came in 1949." (James B. M. Johnson Photo)

This picture of CSS&SB 109 has been restored. The original was not properly fixed in development, and the print has continued to develop over the last 80 years. Eventually, it will fade out completely. Don’s Rail Photos adds, “109 was built by Pullman in 1926. It was lengthened in 1944. Air conditioning and picture windows came in 1949.” (James B. M. Johnson Photo)

This is another photo that was not properly fixed in development. Don's Rail Photos: "1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005 and plans to complete it in 2009." (James B. M. Johnson Photo)

This is another photo that was not properly fixed in development. Don’s Rail Photos: “1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005 and plans to complete it in 2009.” (James B. M. Johnson Photo)

South Shore Line car 37. Don's Rail Photos: "37 was built by Standard Car in 1929,, #P-3380. It was air conditioned and sold to IRM in 1983."

South Shore Line car 37. Don’s Rail Photos: “37 was built by Standard Car in 1929,, #P-3380. It was air conditioned and sold to IRM in 1983.”

Here is a rare picture. Don's Rail Photos notes, "222 was built by Kuhlman in 1908 for the CLS&SB and was numbered between 101 and 110. It was rebuilt in 1927 to a deluxe coach and numbered 222. Shortly afterwards, when the 200s arrived, it was used by the Way & Structures Dept. Later it was used as a newspaper car, and it was scrapped in 1941." It is identified in this picture as a maintenance of way car.

Here is a rare picture. Don’s Rail Photos notes, “222 was built by Kuhlman in 1908 for the CLS&SB and was numbered between 101 and 110. It was rebuilt in 1927 to a deluxe coach and numbered 222. Shortly afterwards, when the 200s arrived, it was used by the Way & Structures Dept. Later it was used as a newspaper car, and it was scrapped in 1941.” It is identified in this picture as a maintenance of way car.

Here is another rare photo of CSS&SB wooden combine car 1126.

Here is another rare photo of CSS&SB wooden combine car 1126.

Illinois Terminal car 121, as it appeared at Granite City on June 7, 1936. It was then being used in local service on the route between St. Louis and Alton. Don's Rail Photos adds, "121 was built by East St Louis & Suburban in 1924 as 5. It became StL&ARy 5 in 1930 and IT 121 in January 1931. It was sold for scrap to Hyman Michaels Co on July 23, 1953." (Glenn Niceley Photo)

Illinois Terminal car 121, as it appeared at Granite City on June 7, 1936. It was then being used in local service on the route between St. Louis and Alton. Don’s Rail Photos adds, “121 was built by East St Louis & Suburban in 1924 as 5. It became StL&ARy 5 in 1930 and IT 121 in January 1931. It was sold for scrap to Hyman Michaels Co on July 23, 1953.” (Glenn Niceley Photo)

Illinois Terminal car 273 in Bloomington in March 1936. (Robert M. Hanft Photo)

Illinois Terminal car 273 in Bloomington in March 1936. (Robert M. Hanft Photo)

Another rare photo. This is Aurora, Elgin & Fox River Electric "Birney" city car #72 in May 1934. Caption: "Color: Orange. 2 Motors. This system, which operated local cars in Aurora and Elgin, as well as an interurban line between those two cities, abandoned April 1, 1935." Actually, a small portion of the AE&FRE did survive in South Elgin as a freight line, which has now morphed into the Fox River trolley Museum. (Earl W. McLaughlin Photo)

Another rare photo. This is Aurora, Elgin & Fox River Electric “Birney” city car #72 in May 1934. Caption: “Color: Orange. 2 Motors. This system, which operated local cars in Aurora and Elgin, as well as an interurban line between those two cities, abandoned April 1, 1935.” Actually, a small portion of the AE&FRE did survive in South Elgin as a freight line, which has now morphed into the Fox River trolley Museum. (Earl W. McLaughlin Photo)

Again, a rare picture. This is AE&FRE car #206 in Aurora in May 1934. Color: Brown. (Earl W. McLaughlin Photo)

Again, a rare picture. This is AE&FRE car #206 in Aurora in May 1934. Color: Brown. (Earl W. McLaughlin Photo)

Chicago, Aurora & Elgin car 107 under trolley wire in downtown Aurora in 1936. Within a short period of time, the street running in Aurora was eliminated and replaced by a new terminal with private right-of-way. Don's Rail Photos: "107 was built by Stephenson in 1903. It was wrecked in 1914 and rebuilt as an express trailer. It was retired in 1937." I'm not sure if this is really car 107 (as the photo says it is), since this car looks like it can run under its own power, which an express trailer could not do. Andre Kristopans: "CAE car in Aurora – probably 407. 107 was a woodie to begin with!" Don's Rail Photos says, "407 was built by Pullman in 1923." Bill Shapotkin adds, "This pic is indeed in Broadway at the CB&Q overcrossing (just south of Benson). When the streetcars quit in Aurora, the car tracks (which had at one time gone under the CB&Q) were cut-back to this point. The view looks N/E."

Chicago, Aurora & Elgin car 107 under trolley wire in downtown Aurora in 1936. Within a short period of time, the street running in Aurora was eliminated and replaced by a new terminal with private right-of-way. Don’s Rail Photos: “107 was built by Stephenson in 1903. It was wrecked in 1914 and rebuilt as an express trailer. It was retired in 1937.” I’m not sure if this is really car 107 (as the photo says it is), since this car looks like it can run under its own power, which an express trailer could not do. Andre Kristopans: “CAE car in Aurora – probably 407. 107 was a woodie to begin with!” Don’s Rail Photos says, “407 was built by Pullman in 1923.” Bill Shapotkin adds, “This pic is indeed in Broadway at the CB&Q overcrossing (just south of Benson). When the streetcars quit in Aurora, the car tracks (which had at one time gone under the CB&Q) were cut-back to this point. The view looks N/E.”

Caption: "Chicago, Aurora & Elgin trailer 209. This car has controls (like CSS&SB 207) but no motors. Built by Niles." Don's Rail Photos: ""Carolyn" was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959."

Caption: “Chicago, Aurora & Elgin trailer 209. This car has controls (like CSS&SB 207) but no motors. Built by Niles.” Don’s Rail Photos: “”Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.”

Caption: "Chicago, Aurora & Elgin 433, geared for 95 miles an hour." 433 was built by Cincinnati Car Co. in 1927. There is some debate as to just how fast CA&E cars ran. The general consensus is they could do at least 60 mph but that close proximity to nearby buildings might have inflated the "illusion of speed" relative to, say, the North Shore Line, which was in more open areas.

Caption: “Chicago, Aurora & Elgin 433, geared for 95 miles an hour.” 433 was built by Cincinnati Car Co. in 1927. There is some debate as to just how fast CA&E cars ran. The general consensus is they could do at least 60 mph but that close proximity to nearby buildings might have inflated the “illusion of speed” relative to, say, the North Shore Line, which was in more open areas.

Don's Rail Photos says CA&E car 20 "was built by Niles Car in 1902. It was preserved by Railway Electric Leasing & Investing Corp in 1962. It was then transferred to Fox River Trolley Museum in 1984. It is the oldest operating interurban in the United States."

Don’s Rail Photos says CA&E car 20 “was built by Niles Car in 1902. It was preserved by Railway Electric Leasing & Investing Corp in 1962. It was then transferred to Fox River Trolley Museum in 1984. It is the oldest operating interurban in the United States.”


Recent Correspondence

csl-5990-at-carbarn

John Smatlak writes:

I picked up this interesting shot of CSL 5990 at a swap meet. I was intrigued by the transfer table pit and the apartment buildings alongside; it’s obviously at one of the carbarns / shops, any idea of which one?

Before I could post this, John solved his own riddle:

Mystery solved, the photo was taken at West Shops.

That’s incredible detective work… how did you figure it out?

Just looking at the B&W photo one day and got the idea that I’d seen the location in another one of my photos, and upon checking, sure enough that was it.

Always enjoy the Trolley Dodger site, keep up the good work!

Thanks!

cta-west-shops-yesterday-and-7-88


Book Review

The book's cover shows the Hagerstown & Frederick, a Maryland interurban. Ironically, considering the title, it had very few riders.

The book’s cover shows the Hagerstown & Frederick, a Maryland interurban. Ironically, considering the title, it had very few riders.

Electric Interurbans and the American People
By H. Roger Grant, with an introduction by Norman Carlson
Published by Indiana University Press

Here his how the publisher describes this book:

One of the most intriguing yet neglected pieces of American transportation history, electric interurban railroads were designed to assist shoppers, salesmen, farmers, commuters, and pleasure-seekers alike with short distance travel. At a time when most roads were unpaved and horse and buggy travel were costly and difficult, these streetcar-like electric cars were essential to economic growth. But why did interurban fever strike so suddenly and extensively in the Midwest and other areas? Why did thousands of people withdraw their savings to get onto what they believed to be a “gravy train?” How did officials of competing steam railroads respond to these challenges to their operations? H. Roger Grant explores the rise and fall of this fleeting form of transportation that started in the early 1900s and was defunct just 30 years later. Perfect for railfans, Electric Interurbans and the American People is a comprehensive contribution for those who love the flanged wheel.

At its core, the word “interurban” means between cities. The definition of an interurban railway has always been a bit difficult to pin down. Some say it should not include suburbs, or lines that were shorter than 15 miles, or that originated with steam railroads.

No matter what definition you might accept, however, you are likely to find exceptions to all of these rules that still seem “interurban-ish” in character. The Philadelphia & Western is not quite 15 miles long, and yet it was always considered an interurban. The Erie Lackawanna’s Gladstone Branch began life as a steam railroad, yet has always seemed like an interurban at heart.

George Hilton and John Due, in their book The Electric Interurban Railways in America, first published in 1964, declared the interurban era at an end with the demise of the Pacific Electric and North Shore Line. Yet while there are remnants of that era all over this country, they are no longer considered “interurbans.”

Everyone agrees that the Chicago, South Shore & South Bend (now operated by NICTD) is the last surviving major interurban in America. But I would bet that 90% or more of its riders think of it as a commuter rail line today.

Likewise, there is the Blue Line, which runs 22 miles between Los Angeles and Long Beach, much of it in the exact same right-of-way that a Pacific Electric interurban line used until 1961. But the Blue Line is not considered an interurban– it is “light rail.”

There are other latter-day interurbans, such as BART, which runs between San Francisco, Oakland, and other places. In any other era, the PATCO Speedline, which runs between Philadelphia and New Jersey, would likewise be called an interurban and not “rapid transit.”

With all this in mind, I welcome the publication of Electric Interurbans and the American People by H. Roger Grant, simply because its focus is largely on people, and people have often been left out of many such previous books on this subject.* Investing in an interurban railway was always a very risky and speculative venture. But for a time in the early 1900s, thousands of miles of such lines were built.

While Hilton and Due considered the interurban era to have been practically an accident of history, noting that had autos and paved roads been available just a few short years earlier, it might not have happened at all, its effects on America were beneficial and long-lasting. While interurban stockholders may have been caught short in the long run, the connections that these railroads made between cities and communities have been permanent and long-lasting.

With the development of new rail lines, whether called rapid transit, light rail, or high-speed rail, interurbans have made a bit of a comeback in the US, and this seems likely to continue into the future.

The best parts of this book are the ones that deal with various interurban abandonments. I am particularly fond of how the late Maurice Klebolt organized the last passenger trip on the Illinois Terminal interurbans in 1956. Entire towns along the way turned out to pay tribute, many dressed in period costume. We ran a picture of Mr. Klebolt in a recent post.

At just 192 pages, this book, while a welcome addition, just scratches the surface in examining the sociological dimensions of the interurban era. I highly recommend this book to anyone with such an interest. We can only hope that this rich historical vein will continue to be mined by other authors in the future.

-David Sadowski

*I can think of many books where the author seemed to think that people just get in the way of a good photo of an empty railcar.


Marx Trains

Louis Marx and Company was a major toymaker when I was growing up, but they went out of business in 1980. They made a number of metal train sets, and during the 1990s, another firm (Marx Trains) made some interesting O-scale tribute vehicles that I’ve just recently learned about.

These trains aren’t easy to find now, and they don’t come cheap– expect to pay somewhere in the range of $500-750 a set.

This is one car from a three-car CTA "4500s" powered train set that will actually operate on a layout and has sound effects and lights. This was obviously patterned after the 6000s but with only one set of "blinker" doors.

This is one car from a three-car CTA “4500s” powered train set that will actually operate on a layout and has sound effects and lights. This was obviously patterned after the 6000s but with only one set of “blinker” doors.

marxtrainirt4

marxtrainirt6

marxtrainirt9

marxtrainirt2


New Book Project

We are now working on a new paperback book Chicago Trolleys, that we expect will be published in 2017. Original research does cost money, so please consider making a donation to cover our costs. We will keep you updated as we progress, and thank you in advance for your help.


Help Support The Trolley Dodger

gh1

This is our 171st 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 232,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store. You can make a contribution there as well.

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Recent Finds

On August 1, 1951, CTA surface system fares were increased to 17 cents. Here, on two-man PCC 4188, Miss Elma Parrssinen dutifully pays her fare to conductor James Long. According to information provided by Andre Kristopans, which we ran in a previous post, car 4188 had a retirement date of June 9, 1953, making it one of the first postwar cars scrapped as part of the so-called "PCC Conversion Program," whereby some parts from these cars were recycled into new 6000-series "L" cars.

On August 1, 1951, CTA surface system fares were increased to 17 cents. Here, on two-man PCC 4188, Miss Elma Parrssinen dutifully pays her fare to conductor James Long. According to information provided by Andre Kristopans, which we ran in a previous post, car 4188 had a retirement date of June 9, 1953, making it one of the first postwar cars scrapped as part of the so-called “PCC Conversion Program,” whereby some parts from these cars were recycled into new 6000-series “L” cars.

Here are lots of “new” old photos that we have recently unearthed for your viewing pleasure. As always, if you have interesting tidbits of information to add, including locations, do not hesitate to drop us a line, either by leaving a Comment on this post, or by writing us directly at:

thetrolleydodger@gmail.com

Thanks.

-David Sadowski


Chicago Transit

This photo of CTA streetcar 6149 was taken from an original red-border Kodachrome, which identifies the location as the "Campbell Avenue barn yard." However, to me it looks like 69th and Ashland. The slide mount is of a type used by Kodak between 1950 and 1955. I would say this is closer in date the the former.

This photo of CTA streetcar 6149 was taken from an original red-border Kodachrome, which identifies the location as the “Campbell Avenue barn yard.” However, to me it looks like 69th and Ashland. The slide mount is of a type used by Kodak between 1950 and 1955. I would say this is closer in date the the former.

M. E. writes:

Regarding https://thetrolleydodger.files.wordpress.com/2016/12/dave4891.jpg
which was labelled “Campbell Av. barn yard” but you think it is the 69th and Ashland carbarn:

Campbell is 2500 West, which puts it a block west of Western (2400 West). Suppose the original location statement was a mile off. Paulina is 1700 West, a block west of Ashland (1600 West), and at 69th St., Paulina was just west of the carbarn. So I agree with you that this is probably the 69th and Ashland carbarn.

As confirmation, the 67th-69th-71st St. line (route 67) went right past the carbarn, and the destination sign aboard the route 67 car says 71st and California, the western terminus, where the route 67 car will go after leaving the barn.

However, I cannot explain the presence of route 4 Cottage Grove cars at the 69th and Ashland carbarn. The readable destination sign on car 6149 says Cottage Grove and 79th, which is a lot closer to the big carbarn at 77th and Vincennes than it is to 69th and Ashland.

I consulted my Lind book to find out when the 79th Street line and the 67th-69th-71st Street line were converted to buses. Lind says 79th was converted in September 1951 and 67th-69th-71st was converted in May 1953.

So I think this photo was taken after September 1951 and before May 1953. Somehow Cottage Grove cars were able to get to the 69th and Ashland carbarn, even though the trackage diagrams in the Lind book show no switches at 67th and Cottage Grove. Maybe the CTA built switches at 67th and Cottage Grove after September 1951 just for this purpose.

The 69th and Ashland carbarn also housed Western Ave. cars. But that carbarn must have closed soon after May 1953, because after that date, PCC cars on Western used 69th St. trackage to go east to Wentworth, south to Vincennes, and southwest to the 77th and Vincennes carbarn. That lasted until Western was converted to buses in 1956.

Thanks… I will have to look up the closing date for the 69th station (car house).
M. E. replied:
As I recall, the 69th and Ashland carbarn served these lines in the 1950s:
 9 Ashland
49 Western
63 63rd
67 67th-69th-71stLind says both lines 63 and 67 converted to buses in May 1953. But Ashland did not convert until February 1954. And as I said earlier, Western converted in 1956.Therefore, the 69th and Ashland carbarn closed in February 1954, after which Western cars lived at 77th and Vincennes until 1956.

I looked it up on the Internet, and after streetcars left, 69th and Ashland continued to handle buses for many years:

69TH STREET
1601 W. 69th St. (at Ashland Ave.)
Opened in 1908
Capacity in 1911: 191 cars inside/25 cars outside
Capacity in 1943: 191 cars inside/133 cars outside
First used for buses in 1953
Used for propane buses 1953-1973
Last used for streetcars 1954
First diesel buses 1973
Closed June 18, 1995
Replaced by 74th Street Garage
Building demolished in 1998

Source: www.chicagorailfan.com

M. E.:

I moved out of Englewood in November 1954. I wasn’t aware that the 69th and Ashland carbarn became a bus barn and lasted another four decades. Live and learn.

The fact that the 69th and Ashland barn stayed open after May 1954 begs this question: Why didn’t the Western Ave. streetcars continue to use it, rather than travel all the way to 77th and Vincennes?

I think I have an answer. After May 1954 there were only a few remaining streetcar lines:

4 Cottage Grove
22 Clark-Wentworth
36 Broadway-State
49 Western

The CTA probably wanted to consolidate all streetcar operations in one or two barns. The 22 line ran right past the 77th and Vincennes barn; the 36 line was half a mile away; and the 49 line used 69th St. to reach the 77th and Vincennes barn. The 4 line continued to use the 38th and Cottage Grove barn until the 4 line was converted to bus in June 1955. (I found this on the same Web page you cited: http://chicagorailfan.com/rosctaxh.html .)

But herein lies a further question: If 38th and Cottage Grove was kept open until the Cottage Grove line was converted, then why were Cottage Grove cars in the photo of 69th and Ashland? I already mentioned that I saw no trackage that would allow Cottage Grove cars to reach 69th and Ashland.

I had the radical notion that perhaps the photo was not of 69th and Ashland, but instead of 38th and Cottage Grove. But then why would a 67 route streetcar be there? And the same lack of switches at 67th and Cottage Grove would preclude allowing 67th-69th-71st cars to travel to 38th and Cottage Grove.

All told, a mystery.

A mystery alright, and one that perhaps our readers might help solve, thanks.

CTA red cars 612 and 407 at 95th and Ashland in December 1951.

CTA red cars 612 and 407 at 95th and Ashland in December 1951.

Ashland and 95th today, looking north.

Ashland and 95th today, looking north.

In this September 14, 1960 view, we see a pair of CTA 4000s heading east on the ground-level portion of the Lake Street "L", running alongside South Boulevard just west of Oak Park Avenue in suburban Oak Park. Just over two years later, this portion of the line would be relocated to the adjacent Chicago & North Western embankment, where it continues to run today as the Green Line. (Clark Frazier Photo)

In this September 14, 1960 view, we see a pair of CTA 4000s heading east on the ground-level portion of the Lake Street “L”, running alongside South Boulevard just west of Oak Park Avenue in suburban Oak Park. Just over two years later, this portion of the line would be relocated to the adjacent Chicago & North Western embankment, where it continues to run today as the Green Line. (Clark Frazier Photo)

Here is what South Boulevard looks like today, at approximately the same spot.

Here is what South Boulevard looks like today, at approximately the same spot.

Here, we see CTA red Pullman 165 heading west on the private right-of-way portion of the 63rd Street route, a few blocks west of Central Avenue. The date is given as August 17, 1951, although some might argue for 1952 instead. These tracks ran in 63rd Place, which is now a completely built-up residential area a short distance south of 63rd Street.

Here, we see CTA red Pullman 165 heading west on the private right-of-way portion of the 63rd Street route, a few blocks west of Central Avenue. The date is given as August 17, 1951, although some might argue for 1952 instead. These tracks ran in 63rd Place, which is now a completely built-up residential area a short distance south of 63rd Street.

63rd Place today. After streetcars quit, the CTA bus was re-routed onto 63rd Street in this area.

63rd Place today. After streetcars quit, the CTA bus was re-routed onto 63rd Street in this area.

This picture of a 1926-vintage Illinois Central Electric suburban train was taken on September 9, 1959. I am not sure of the location, but it is marked as a Randolph Street Express, and the smokestack at right belongs to a laundry. Service continues today under the aegis of Metra Electric with modern bi-level cars. David Vartanoff writes: "The IC Electric pic is likely Kensington. Look at extreme magnification and one sees the r-o-w expand to 4 tracks." Jack Ferry adds: "The IC Suburban Train is heading northbound at 115th St. Kensington." This would be the same station near where the CTA route 4 - Cottage Grove streetcar ended. That was the site of many pictures over the years.(Clark Frazier Photo)

This picture of a 1926-vintage Illinois Central Electric suburban train was taken on September 9, 1959. I am not sure of the location, but it is marked as a Randolph Street Express, and the smokestack at right belongs to a laundry. Service continues today under the aegis of Metra Electric with modern bi-level cars. David Vartanoff writes: “The IC Electric pic is likely Kensington. Look at extreme magnification and one sees the r-o-w expand to 4 tracks.” Jack Ferry adds: “The IC Suburban Train is heading northbound at 115th St. Kensington.” This would be the same station near where the CTA route 4 – Cottage Grove streetcar ended. That was the site of many pictures over the years.(Clark Frazier Photo)

Here, we are at Cottage Grove and 115th, the south end of route 4. CTA red cars 3182 and 660 are visible. The date given is December 1952, but some might argue for an earlier date than that since there are no PCCs in sight here. The line ran parallel to the Illinois Central Electric suburban service embankment.

Here, we are at Cottage Grove and 115th, the south end of route 4. CTA red cars 3182 and 660 are visible. The date given is December 1952, but some might argue for an earlier date than that since there are no PCCs in sight here. The line ran parallel to the Illinois Central Electric suburban service embankment.

Cottage Grove and 115th today.

Cottage Grove and 115th today.

This wintry scene shows CTA red Pullman 636 on Cottage Grove near the 115th Street end of the line. The date is given as December 1952 but some might argue it should be earlier.

This wintry scene shows CTA red Pullman 636 on Cottage Grove near the 115th Street end of the line. The date is given as December 1952 but some might argue it should be earlier.

It's June 10, 1951, and CTA red Pullman 230 is heading west on Chicago Avenue in this view taken from the Ravenswood "L".

It’s June 10, 1951, and CTA red Pullman 230 is heading west on Chicago Avenue in this view taken from the Ravenswood “L”.

A contemporary view of Chicago Avenue looking east from the "L".

A contemporary view of Chicago Avenue looking east from the “L”.

Here, CSL car 19xx is heading eastbound on Chicago Avenue, having passed the north-south "L" and a safety island.

Here, CSL car 19xx is heading eastbound on Chicago Avenue, having passed the north-south “L” and a safety island.

Chicago Avenue looking west toward the "L".

Chicago Avenue looking west toward the “L”.

CSL 1433.

CSL 1433.

CSL 1724. I'm wondering if this is on Wabash, just north of the Chicago River. (Joe L. Diaz Photo)

CSL 1724. I’m wondering if this is on Wabash, just north of the Chicago River. (Joe L. Diaz Photo)

CSL 1856. Not sure of the exact location, but it appears to be one of Chicago's angle streets. Patrick writes: "CSL 1856 looks to be eastbound on Harrison (it appears signed for Harrison), crossing Ogden. The building on the northeast corner is still there." (Joe L. Diaz Photo)

CSL 1856. Not sure of the exact location, but it appears to be one of Chicago’s angle streets. Patrick writes: “CSL 1856 looks to be eastbound on Harrison (it appears signed for Harrison), crossing Ogden. The building on the northeast corner is still there.” (Joe L. Diaz Photo)

The J.L. Higgie building, at Ogden and Harrison, as it appears today.

The J.L. Higgie building, at Ogden and Harrison, as it appears today.

CSL 1300, signed for Cicero Avenue. (Edward Frank, Jr. Photo)

CSL 1300, signed for Cicero Avenue. (Edward Frank, Jr. Photo)

CSL 1301 on the 14-16th Street line. (Edward Frank, Jr. Photo)

CSL 1301 on the 14-16th Street line. (Edward Frank, Jr. Photo)

Madison and Wells in the early 1900s. Not sure if we are looking east or west. Mike Payne writes, "I believe the picture on Madison and Wells is looking west; in the distance you can see Market St, and the weird “L” stub structure ending on the south side of Madison."

Madison and Wells in the early 1900s. Not sure if we are looking east or west. Mike Payne writes, “I believe the picture on Madison and Wells is looking west; in the distance you can see Market St, and the weird “L” stub structure ending on the south side of Madison.”

The old Market Street stub-end "L" terminal, which was used by Lake Street trains until the late 1940s. It was demolished shortly thereafter, and Market Street itself was turned into the north-south portion of Wacker Drive in the 1950s.

The old Market Street stub-end “L” terminal, which was used by Lake Street trains until the late 1940s. It was demolished shortly thereafter, and Market Street itself was turned into the north-south portion of Wacker Drive in the 1950s.

CSL 1371, signed for Taylor-Sedgwick-Sheffield.

CSL 1371, signed for Taylor-Sedgwick-Sheffield.

CTA 1693 on the Division route, probably in the late 1940s. (Edward Frank, Jr. Photo)

CTA 1693 on the Division route, probably in the late 1940s. (Edward Frank, Jr. Photo)

CSL 1885 southbound on the Kedzie line. From the street addresses, I'd say we are on California Avenue. The sign on the from of the car advertises "1275 New Streetcars and Buses - Soon," so perhaps this is circa 1945-46. I recently came across a CTA document advertising the 1275 figure, and it was dated January 1946. (Joe L. Diaz Photo)

CSL 1885 southbound on the Kedzie line. From the street addresses, I’d say we are on California Avenue. The sign on the from of the car advertises “1275 New Streetcars and Buses – Soon,” so perhaps this is circa 1945-46. I recently came across a CTA document advertising the 1275 figure, and it was dated January 1946. (Joe L. Diaz Photo)

CSL 1459. (Edward Frank, Jr. Photo)

CSL 1459. (Edward Frank, Jr. Photo)

CSL 1076 is southbound in the 1940s, but on which line? Perhaps the sign, indicating a route via Larrabee and Wells, offers a clue. Phil Oellrich says, "CSL car 1076 is southbound on Damen Avenue about to turn south on Lincoln Avenue at Irving Park Blvd. The route is Lincoln-Rosehill . On August 1, 1948, the CTA discontinued Lincoln-Rosehill service, while extending the North Damen Bus to follow roughly the same route north of Irving Park. The white Terra-Cotta building behind car 1076 housed the North Center Theatre at 4031 N Lincoln, which opened on February 3, 1926 and closed in 1963. The building was demolished in 1966-67." (Edward Frank, Jr. Photo)

CSL 1076 is southbound in the 1940s, but on which line? Perhaps the sign, indicating a route via Larrabee and Wells, offers a clue. Phil Oellrich says, “CSL car 1076 is southbound on Damen Avenue about to turn south on Lincoln Avenue at Irving Park Blvd. The route is Lincoln-Rosehill . On August 1, 1948, the CTA discontinued Lincoln-Rosehill service, while extending the North Damen Bus to follow roughly the same route north of Irving Park. The white Terra-Cotta building behind car 1076 housed the North Center Theatre at 4031 N Lincoln, which opened on February 3, 1926 and closed in 1963. The building was demolished in 1966-67.” (Edward Frank, Jr. Photo)

The same corner today. Lincoln is to the left, Damen to the right, and Irving Park would be right behind us. We are looking north.

The same corner today. Lincoln is to the left, Damen to the right, and Irving Park would be right behind us. We are looking north.

CSL 3106. But which line is this, and which "L" is in the background? It's hard to make out for sure, but the side sign may say 18th Street. Patrick writes: "CSL 3106 is on Leavitt, northbound, at 21st Street. The buildings are still there. The Douglas L is in the background." (Joe L. Diaz Photo)

CSL 3106. But which line is this, and which “L” is in the background? It’s hard to make out for sure, but the side sign may say 18th Street. Patrick writes: “CSL 3106 is on Leavitt, northbound, at 21st Street. The buildings are still there. The Douglas L is in the background.” (Joe L. Diaz Photo)