Loose Ends, Part One

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago's "L" system.

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago’s “L” system.

With this, and our next post, we are tying up some loose ends, so to speak. We have collected a great number of images over the last five years, and haven’t always had an opportunity to finish working on them and present them to you here. Just the caption writing alone takes a long time, and there is often research involved.

This is in addition to our usual work in scanning, cropping, straightening, color correction, spot removal, etc., which also takes a considerable effort. There are times when the images pile up, and there are various things that need to be done to them. We recently got around to some of those things.

We hope you enjoy the results, and if you have any questions or comments about these images, be sure to drop us a line. Be sure to refer to each image by its identifying file name. You can generally see what that is by moving your mouse over the image itself.

We also thank our various contributors to today’s post, Jeff Wien of the Wien-Criss Archive, Craig Berndt, and Bill Shapotkin, who have generously shared images from their collections.

I would also be remiss if I failed to note that July 15th was Ray DeGroote’s 90th birthday. Ray is a longtime friend and mentor. He is the dean of Chicago railfans, and has traveled all over, taking unforgettable pictures, sharing his wisdom and experience with others, for a lot longer than most of us have been alive. We wish him all the best.

-David Sadowski

Recent Finds

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner "Valley Forge" at Bryn Mawr in September 1964. (Richard S. Short Photo)

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner “Valley Forge” at Bryn Mawr in September 1964. (Richard S. Short Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don's Rail Photos notes: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don’s Rail Photos notes: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

The names of the two C&WT employees shown in the previous photograph.

The names of the two C&WT employees shown in the previous photograph.

Here is a mystery photo, It was identified as Chicago "L" workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

Here is a mystery photo, It was identified as Chicago “L” workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

Our resident south side expert M.E. writes:

You might be correct that this is the 61st St. yard on the Jackson Park line. I didn’t ride that line very much, because I lived along the Englewood line, so I can’t be sure. If it is 61st St., the view looks southeast.

In the 61st St. yard, I recall the long diagonal track in your picture. I also remember this track seemed to cleave the yard into two parts, such that the trains stored in the northern part would first have to move to the southern part, then onto the diagonal track to reach the mainline. That was rather clumsy.

I tried to recollect the big building in the background on the right. Or maybe there are more than one building. Either way, I think the building(s) could have been low-income project buildings that showed up on the South Side in the 1950s. The building(s) in this picture would be located south of 63rd and west of South Park Way (now King Drive).

The most convincing reason this might be 61st St. yard is, believe it or not, the way the switch is set in the lower right. That switch is set for mainline operation, in particular the northbound track. With this in mind, everything else in this picture falls into place correctly.

UPDATE: After writing all the above, I consulted my Central Electric Railfans Association (CERA) bulletin 115, dated June 1976, which covers the L system between 1947 and 1976. In the back of that book are numerous trackage layouts, including — yes — the 61st St. yard. And that trackage looks exactly like what is in your picture.

You might wonder where the connection between the southbound mainline track and the yard is. According to CERA 115, it is right where the camera is. It is a switch from southbound to northbound mainline track. In fact, you can see part of that switch precisely where your trolleydodger label (watermark) starts.

Thanks for figuring that out.

From 1949 to 1957, the CTA operated the Kenwood branch of the "L" as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met "L", as those lines were equipped with more modern steel cars. Not sure why there are three cars here-- Kenwood usually used one or two car trains in these days.

From 1949 to 1957, the CTA operated the Kenwood branch of the “L” as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met “L”, as those lines were equipped with more modern steel cars. Not sure why there are three cars here– Kenwood usually used one or two car trains in these days.

M.E. writes:
I learned from this picture that the Kenwood stub at Indiana Ave. had room for three cars. I thought it was just two. I guess I never saw a third (idle) car sitting in that space, because the presence of an idle car meant the passengers had to walk farther to connect between Kenwood and mainline trains. (And if Kenwood passengers wanted to connect to southbound mainline trains, they also had to use the overhead bridge between the two mainline platforms.)

I also learned from CERA 115 that the Stock Yards line did have its own yard, east of the Halsted St. station, but that was way back in 1913. No wonder I never saw it.

There is some speculation that the Stock Yards yard from 1913 was never actually used.

Regarding three cars in the Kenwood stub, it’s possible that a portion of the rear car went past the platform, and they didn’t open the rear door, as was the practice at other stations, where the trains ended up being longer than the platforms. (This could also be done with the front door on the head car in other places, but not here.)

M.E. again:

More about your Kenwood stub picture:

Judging by the space between the two cars at the left, I’d have to say the leftmost car was not connected to the other two, and was in fact sitting idle. And, as you mentioned, perhaps the rightmost car isn’t fully next to the platform.

I’d have to agree with that, for another reason: I don’t know whether old wooden cars were ever upgraded to enable a single conductor (or maybe the motorman) to control all doors. If the old cars were not upgraded, then a three-car Kenwood train would need two conductors. The amount of business the Kenwood shuttle did would never justify two conductors. This fortifies my recollection that the Kenwood shuttle never ran with more than two cars, and ran most of the time with just one car.

This picture was taken from the old Halsted "L" station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 - Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street "L" trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground "loop" along with the Lake, Dearborn, and Congress legs.

This picture was taken from the old Halsted “L” station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 – Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street “L” trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground “loop” along with the Lake, Dearborn, and Congress legs. Steve D. points out that the sign has Richard J. Daley on it as mayor, which means it can’t be prior to April 20, 1955.

The old Cicero Avenue station on the Garfield Park "L" stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the "L" crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

The old Cicero Avenue station on the Garfield Park “L” stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the “L” crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the "L" was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the “L” was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

The former Garden City Laundry building today.

The former Garden City Laundry building today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park "L" crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the "L" right in the middle of the highway. It is inconceivable that this would be done today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park “L” crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the “L” right in the middle of the highway. It is inconceivable that this would be done today.

Around July 1, 1957, a westbound CTA Garfield Park "L" train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

Around July 1, 1957, a westbound CTA Garfield Park “L” train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park "L" in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park “L” in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

Chicago Surface Lines 3294 near the Ravenswood 'L' station at Montrose (today's CTA Brown Line)

Chicago Surface Lines 3294 near the Ravenswood ‘L’ station at Montrose (today’s CTA Brown Line)

From the Collections of Craig Berndt

Craig Berndt shared these really nice images, which he purchased from the estate of the late Ken Luttenbacher, who may be the photographer. All were taken on the north side, and many of these pictures were shot from the front of a train, looking out the window (which was most likely opened, since this was in the days before air conditioned rapid transit cars).

While we don’t see a lot of “L” cars, what we do see are some excellent shots of the rights-of-way on the Howard and Evanston lines (today’s Red and Purple Lines).

He adds:

I wrote a book about the Toledo & Chicago Interurban that operated the Ft. Wayne-Garrett-Kendallville-Waterloo line, part of which operated in freight service until May 1945. I made presentations about it at Hoosier Traction Meet a few years ago.

All the pictures in this section are from the Craig Berndt Collection.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the 'L' until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the 'L' structure near Montrose.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the ‘L’ until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the ‘L’ structure near Montrose.

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Just north of Sheridan, looking north towards Wilson, in August 1963.

Just north of Sheridan, looking north towards Wilson, in August 1963.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton "L" station.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton “L” station.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Ravenswood (today's Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

The Ravenswood (today’s Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

From the Wien-Criss Archive

All the images in this section were taken by the late Charles L. Tauscher, and are shared by Jeff Wien, of the Wien-Criss Archive. These pictures show Kenosha buses, most on a fantrip held by the Omnibus Society of America. Bill Shapotkin notes, “OSA Fantrip 33 operated on July 9, 1967. The carrier was then known as Lake Shore Transit/Kenosha. Two different buses where used during the trip- #705 and 709.”

I recognize the former Kenosha North Shore Line station, four years after abandonment. The building still exists, but has been altered. It served as a restaurant for many years, and is now a day car center.

There are also two pictures taken in Racine, with the Frank Lloyd Wright-designed Johnson Wax Building in the background.

The large Pepsi bottlecap ad on the front of one bus reminds me of the streetcars in Johnstown, Pennsylvania that had these too, in pictures taken near the end of service there in 1960.

If anyone can help identify the other locations, that would be greatly appreciated. Again, please refer to each image by file name, thanks.

Bill Shapotkin: "This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station."

Bill Shapotkin: “This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station.”

How this area looks today.

How this area looks today.

Bill Shapotkin: "This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east."

Bill Shapotkin: “This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east.”

Bill Shapotkin: "This photo was taken in ILLINOIS -- on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left)."

Bill Shapotkin: “This photo was taken in ILLINOIS — on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left).”

Bill Shapotkin: "This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!" On the other hand, Russ Schultz says this is 56th Street.

Bill Shapotkin: “This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!” On the other hand, Russ Schultz says this is 56th Street.

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

We will round out today’s post with four excellent images shared by Bill Shapotkin. More will follow in our next post, Loose Ends, Part Two.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

Recent Correspondence

Barry S. writes:

With reference to your material on the launch of the Electroliner, I am passing along this contemporaneous promo /faux ticket. It’s about 30″ high. Due to my inept photo skills, it took three images to capture at least some details. Use and enjoy at your discretion. If any of your readers are interested, the item is for sale. It can be removed from its frame for easier/cheaper shipping.

I will make note of that, and if anyone wants to contact you, I will be sure to forward their info your way, thanks (using my ‘good offices,’ as opposed to my bad ones I guess).

Martin Baumann writes:

I recently discovered your very interesting website. In one post you said you are not sure what happened to Aurora Fox River and Elgin 305.

According to Cleveland’s Transit Vehicles: Equipment and Technology by James A. Toman and Blaine S. Hays it went to Cleveland with the rest of the batch and was retired in 1954 after its motors burned out during a blizzard at Thanksgiving.

That’s good to know, thanks!

Steve De Rose writes:

I am (still) Steve De Rose. If I did not previously mention this, I am also a member of the _American Breweriana Association_, which *just merged* with the East Coast Breweriana Association. Issue 226 of its journal arrived here very recently. John Warnik, of the sub-organization Chicagoland Breweriana Society has a fascinating story about the Yusay Brewery (formerly of 26th St. & Albany Ave). Yusay was one Chicago brewery which did a bunch of ads on transit vehicles. J. Warnik met someone who had seven medium-sized ads and he obtained them. Then came the questions of when these were used and where they appeared?

An ad for Dodge automobiles had Dodge’s 1953 slogan, “You’ve Got To Drive It To Believe It! 1953 Dodge”. This dated the signs to late 1952. He specifically focused on an ad for Yusay which illustrated its character ‘Local Boy’ at a banquet welcoming convention delegates to Chicago. As both the Democratic & Republican 1952 Presidential nomination conventions were held at the International Amphitheatre in Chicago, ‘Local Boy’ was seated between an elephant and a donkey on the dais. This more precisely identified the time frame. From your ‘Trolley Dodger’ weblog, he discerned a route 4 Cottage Grove streetcar, converted to one-man service (4056) with this ad in one of the outside slots near the front of the streetcar. He credits it to all three authors of *_Chicago Streetcar Pictorial, the PCC Car Era 1936-1958_*, including you. But the photograph he identifies and reproduces in this journal article is not the one on page 57 in the book. It looks like it is running southbound in downtown on Wabash between Wacker and Lake. (He shrewdly placed the top of the Yusay ad over the lower right corner of the photograph.)

What this informs us of is that 4056, converted to one-man service in May 1952, made many (if not all) of its runs on Cottage Grove. {Did Madison & Madison-Fifth CTA routes use one-man PCC Cars?}

Thanks for writing.

Looks like we have run two pictures of PCC 4056 with this ad, which probably dates both to the summer of 1952.

Madison and Madison-Fifth did not use one-man PCCs (and I do mean that literally, female bus operators weren’t hired until the 1970s). But after buses replaced streetcars on Madison in 1953, the branch on Fifth was operated briefly as a shuttle, using older red cars (1700-series) that were one-man.

Two-man cars, in any event, were required on any streetcar lines that crossed a railroad. The car would stop and the conductor would get out and look both ways before the car crossed the tracks.

CTA wanted to use one-man cars on 63rd Street, but first held two public hearings, and at one of them (the one on the west portion of the line), there was opposition to the plan, so the line was converted to buses instead. The one-man cars were used on Cottage Grove from 1952-55, and after that became a bus route, Western Avenue got them from 1955-56.

Another thing that CTA did was to substitute buses for PCCs on weekends. This had been a recommendation of a 1951 consultant report.

Keep those cards and letters coming in, folks.

-David Sadowski

St. Louis-built PCC 4056, signed for route 4 - Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach's assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

St. Louis-built PCC 4056, signed for route 4 – Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach’s assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

CTA 4056 is running on Route 4 - Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

CTA 4056 is running on Route 4 – Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32


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

gh1

This is our 252nd 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 644,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

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

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Sweet Home Chicago

In 1938, a visitor to Chicago from the Soviet Union snapped this picture of Chicago PCC 4032 running on route 20 - Madison downtown, and brought it home. Now, more than 80 years later, it has returned to Chicago.

In 1938, a visitor to Chicago from the Soviet Union snapped this picture of Chicago PCC 4032 running on route 20 – Madison downtown, and brought it home. Now, more than 80 years later, it has returned to Chicago.

They say you can never go home again. But no matter how far we may wander from home, there is something, almost like an unseen force, that calls us back to the places we lived in, grew up in, or love the most. And while we often feature transit photos from other cities, Chicago remains our home and will always be our favorite. So today, we are featuring Chicago-area streetcars, rapid transit, interurbans, and buses.

We do have a couple examples of things that, improbably, did find their way home. First, a picture of a Chicago PCC streetcar that has come back “from Russia with love.” Second, prints and negatives of Chicago transit, taken in 1952, that have been reunited after who knows how many years.

We also have some recent photo finds of our own, including a news report from Miles Beitler on the new Pulse bus rapid transit operation in Chicago’s northwest suburbs, and more classic photos shared by Bill Shapotkin and Jeff Wien of the Wien-Criss Archive.  Finally, there is some correspondence with Andre Kristopans.

We thank all our contributors.

Enjoy!

-David Sadowski

PS- If you have comments on individual photos, and I am sure you will, please refer to them by their image number, which you can find by hovering your mouse over the photo (for example, the picture at the top of this post is img882). That is more helpful to me than just saying something was the seventh photo down, etc. We always appreciate hearing from you if you have useful information to contribute regarding locations and other details. Thanks in advance.

We also should not let the opportunity pass to wish Raymond DeGroote, Jr. a happy belated 89th birthday. Ray is a world traveler, a raconteur, and the Dean of Chicago railfans.

Recent Finds

CSL "Matchbox" 1412 is on the Morgan-Racine-Sangamon route in this photo by Edward Frank, Jr. Don's Rail Photos adds, "1412 was built by St Louis Car Co in 1906 as CUT 4641. It was renumbered 1412 in 1913 and became CSL 1412 in 1914. It was retired on March 30, 1948... These cars were built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers." Car 1374 in this series has been lovingly restored to operating condition, at the Illinois Railway Museum.

CSL “Matchbox” 1412 is on the Morgan-Racine-Sangamon route in this photo by Edward Frank, Jr. Don’s Rail Photos adds, “1412 was built by St Louis Car Co in 1906 as CUT 4641. It was renumbered 1412 in 1913 and became CSL 1412 in 1914. It was retired on March 30, 1948… These cars were built by St. Louis Car in 1903 and 1906 for Chicago Union Traction Co. They are similar to the Robertson design without the small windows. Cars of this series were converted to one man operation in later years and have a wide horizontal stripe on the front to denote this. Two were used for an experimental articulated train. A number of these cars were converted to sand and salt service and as flangers.” Car 1374 in this series has been lovingly restored to operating condition, at the Illinois Railway Museum.

A two-car Chicago Aurora & Elgin train, headed up by 433, is just west of the Canal Street station on the Metropolitan four-track main line in August 1953, a month before CA&E service was cut back to Forest Park. (John Szwajkart Photo)

A two-car Chicago Aurora & Elgin train, headed up by 433, is just west of the Canal Street station on the Metropolitan four-track main line in August 1953, a month before CA&E service was cut back to Forest Park. (John Szwajkart Photo)

CTA 4060 is at the front of a two-car Ravenswood "L" train approaching Kimball and Lawrence in this undated photo (1950s-60s).

CTA 4060 is at the front of a two-car Ravenswood “L” train approaching Kimball and Lawrence in this undated photo (1950s-60s).

CTA Pullman 460 is on either Route 8 - Halsted or 9 - Ashland in the early 1950s, you can't quite make it out on the roll sign. However, I am leaning towards Halsted, as Ashland got bussed in 1951, and the auto at left looks more like 1953 vintage. This streetcar was saved by the CTA, and is now at the Illinois Railway Museum. It is one of only three red Pullmans saved, the others being 144 (also at IRM) and 225 (at the Seashore Trolley Museum in Maine). Charles F. Amstein adds that 460 is "on Ashland, just north of 95th Street, looking north-northwet. I grew up in this area and spent much of my time at Beverly Bowling Lanes, seen in the distance at right."

CTA Pullman 460 is on either Route 8 – Halsted or 9 – Ashland in the early 1950s, you can’t quite make it out on the roll sign. However, I am leaning towards Halsted, as Ashland got bussed in 1951, and the auto at left looks more like 1953 vintage. This streetcar was saved by the CTA, and is now at the Illinois Railway Museum. It is one of only three red Pullmans saved, the others being 144 (also at IRM) and 225 (at the Seashore Trolley Museum in Maine). Charles F. Amstein adds that 460 is “on Ashland, just north of 95th Street, looking north-northwet. I grew up in this area and spent much of my time at Beverly Bowling Lanes, seen in the distance at right.”

CTA 4374 is southbound on Clark Street, just south of Diversey, on September 6, 1957, the last day for the north half of Route 22 - Clark-Wentworth. Ricketts (no relation to the current Cubs ownership) was a popular restaurant. At left, down the street, you can just make out the marquee of the Parkway Theater. Autos visible include several Chevys, a Studebaker, and (at left) a 1957 Ford. (Charles H. Thorpe Photo) The tracks curving off to the left went into the CTA's Limits car barn (station), which was located at 2684 N. Clark. It got its name because, a long time earlier, this had been the city limits. There were facilities for cable cars at this location dating back to 1888. Limits car house opened in 1909, and was last used by streetcars in 1954 (the end of the Red Car era). It was used by buses until 1994, and the building was torn down in 1998.

CTA 4374 is southbound on Clark Street, just south of Diversey, on September 6, 1957, the last day for the north half of Route 22 – Clark-Wentworth. Ricketts (no relation to the current Cubs ownership) was a popular restaurant. At left, down the street, you can just make out the marquee of the Parkway Theater. Autos visible include several Chevys, a Studebaker, and (at left) a 1957 Ford. (Charles H. Thorpe Photo) The tracks curving off to the left went into the CTA’s Limits car barn (station), which was located at 2684 N. Clark. It got its name because, a long time earlier, this had been the city limits. There were facilities for cable cars at this location dating back to 1888. Limits car house opened in 1909, and was last used by streetcars in 1954 (the end of the Red Car era). It was used by buses until 1994, and the building was torn down in 1998.

CTA Met car 2907 is at Indiana Avenue, running the Kenwood shuttle on the last day of service, November 30, 1957 (also the last day for regular passenger service for wooden "L" cars).

CTA Met car 2907 is at Indiana Avenue, running the Kenwood shuttle on the last day of service, November 30, 1957 (also the last day for regular passenger service for wooden “L” cars).

CTA one-man car 1769 (here painted green, not red) is at Lake and Austin, west end of Route 16. The date of this Bob Selle photo is December 19, 1953, one year to the day before I was born. The Park Theater at right appears to already be closed.

CTA one-man car 1769 (here painted green, not red) is at Lake and Austin, west end of Route 16. The date of this Bob Selle photo is December 19, 1953, one year to the day before I was born. The Park Theater at right appears to already be closed.

CTA one-man car 1732, in red, heads southwest on Fifth Avenue at Harrison on July 5, 1953. Madison-Fifth was part of Route 20, but as of May 11, 1952, buses were substituted for streetcars on weekends– except for the Fifth Avenue branch, which used streetcars. That must be a Harrison bus in the background. (Robert Selle Photo)

On June 19, 1953 CTA PCC 7070 heads south on Roue 8 - Halsted, passing by the Congress Expressway construction site. PCCs were soon taken off Halsted, which ended streetcar service the following year using older equipment. This photo was taken from the nearby Halsted "L" station, which was not in the expressway footprint. (Robert Selle Photo)

On June 19, 1953 CTA PCC 7070 heads south on Roue 8 – Halsted, passing by the Congress Expressway construction site. PCCs were soon taken off Halsted, which ended streetcar service the following year using older equipment. This photo was taken from the nearby Halsted “L” station, which was not in the expressway footprint. (Robert Selle Photo)

On May 12, 1954, Bob Selle took this picture of CTA Pullman 600, southbound on Route 8 - Halsted. This was less than three weeks before the end of streetcar service on this line. We are just south of the Metropolitan "L" station at Halsted, and crossing over the Congress Expressway construction. That looks like a Studebaker at left.

On May 12, 1954, Bob Selle took this picture of CTA Pullman 600, southbound on Route 8 – Halsted. This was less than three weeks before the end of streetcar service on this line. We are just south of the Metropolitan “L” station at Halsted, and crossing over the Congress Expressway construction. That looks like a Studebaker at left.

In this undated (probably late 1960s) photo taken on the Red Arrow Lines in suburban Philadelphia, Brilliner 10 appears to be changing ends. It is signed for the Media route, although this is not the end of that line. Perhaps there was track work going on. Matthew Nawn adds, "The photo of Red Arrow Lines #10 was taken at the Penn Street stop in Clifton Heights, PA. This is a stop on the Sharon Hill Line."

In this undated (probably late 1960s) photo taken on the Red Arrow Lines in suburban Philadelphia, Brilliner 10 appears to be changing ends. It is signed for the Media route, although this is not the end of that line. Perhaps there was track work going on. Matthew Nawn adds, “The photo of Red Arrow Lines #10 was taken at the Penn Street stop in Clifton Heights, PA. This is a stop on the Sharon Hill Line.”

This is how the interior of Chicago Aurora & Elgin car 301 looked on August 8, 1954, the date of a fantrip for the Central Electric Railfans' Association. Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940." (Robert Selle Photo)

This is how the interior of Chicago Aurora & Elgin car 301 looked on August 8, 1954, the date of a fantrip for the Central Electric Railfans’ Association. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.” (Robert Selle Photo)

CA&E car 434 at an unidentified terminal. possibly Elgin.

CA&E car 434 at an unidentified terminal. possibly Elgin.

Once CA&E service stopped running to downtown Chicago, less equipment was needed. Here, wooden cars 137 and 141 are on the scrap track at the Wheaton Shops. Bob Selle took this picture on August 8, 1954. These cars were purchased from the North Shore Line in 1946.

Once CA&E service stopped running to downtown Chicago, less equipment was needed. Here, wooden cars 137 and 141 are on the scrap track at the Wheaton Shops. Bob Selle took this picture on August 8, 1954. These cars were purchased from the North Shore Line in 1946.

CA&E car 701, ex-Washington, Baltimore & Annapolis. Don's Rail Photos: "701 was built by Cincinnati Car Co in 1913 as WB&A 81. It was sold as CA&E 701 in 1938." Don also notes, "In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937."

CA&E car 701, ex-Washington, Baltimore & Annapolis. Don’s Rail Photos: “701 was built by Cincinnati Car Co in 1913 as WB&A 81. It was sold as CA&E 701 in 1938.”
Don also notes, “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937.”

CA&E 401 at the end of the line in Elgin.

CA&E 401 at the end of the line in Elgin.

CA&E 452 at either Elgin or Aurora.

CA&E 452 at either Elgin or Aurora.

CA&E 457 at the front of a two-car train near the end of either the Aurora or Elgin terminals, as it is operating with overhead wire instead of third rail.

CA&E 457 at the front of a two-car train near the end of either the Aurora or Elgin terminals, as it is operating with overhead wire instead of third rail.

CA&E 429 at the head of a two-car train.

CA&E 429 at the head of a two-car train.

CA&E 451 heads up a two-car limited heading towards Chicago.

CA&E 451 heads up a two-car limited heading towards Chicago.

Speedrail (Milwaukee) car 63, a curved-sided product of Cincinnati Car Company, is operating as a local on the turnback track in Waukesha, on June 28 1951, two days before abandonment. (Photo by R. H. Adams, Jr.)

Speedrail (Milwaukee) car 63, a curved-sided product of Cincinnati Car Company, is operating as a local on the turnback track in Waukesha, on June 28 1951, two days before abandonment. (Photo by R. H. Adams, Jr.)

Six years ago, I purchased a couple strips of 35mm Super-XX black-and-white negatives and ran the photos on the blog I had at that time. There was no way to tell the exact date the pictures were taken, but they did contain various clues that helped narrow down the date. I posted the images, and several people guessed as to when they were shot. The consensus that eventually emerged was they were taken between Fall 1952 and Spring 1953. Well, in an act of serendipity, Jeff Wien (by way of Mr. Edward Springer) donated a set of snapshots to me that were made from these same negatives. They are dated December 1952, which is a better answer than we had before. You can see the rest of the photos here.

Six years ago, I purchased a couple strips of 35mm Super-XX black-and-white negatives and ran the photos on the blog I had at that time. There was no way to tell the exact date the pictures were taken, but they did contain various clues that helped narrow down the date. I posted the images, and several people guessed as to when they were shot. The consensus that eventually emerged was they were taken between Fall 1952 and Spring 1953. Well, in an act of serendipity, Jeff Wien (by way of Mr. Edward Springer) donated a set of snapshots to me that were made from these same negatives. They are dated December 1952, which is a better answer than we had before. You can see the rest of the photos here.

Pulse Bus Rapid Transit Celebration

Pace launched its Pulse bus rapid transit this week with the Pulse Milwaukee line which runs between Golf Mill in Niles and the Jefferson Park transit center in Chicago. Pace held a celebration event earlier today (August 15th) at Milwaukee and Touhy in Niles featuring speeches by various politicians, agency bureaucrats, and public transit advocates. A new Pulse bus was parked at the event and was available for public inspection, as well as a Pulse bus station with its passenger amenities.
Since you include bus photos on your blog, I have attached several photos of the event. Feel free to post any or all of them. The Pace website has detailed information about the Pulse service.
Ironically, Richmond (VA) has operated a bus rapid transit line for over a year which is very similar, and it’s also called “Pulse”. I don’t know if this is just a coincidence or if there is some connection between them. However, the Richmond line has dedicated bus-only lanes for part of its length, while our line runs in mixed traffic along Milwaukee Avenue.
-Miles Beitler

From the Collections of William Shapotkin:

On June 21, 1958 an eastbound CTA train is in the station at Pulaski Road on the new Congress rapid transit line, then also known as the West Side Subway. Notice how little fencing there was separating the right-of-way from the highway. Eventually, this was replaced by concrete Jersey barriers after numerous vehicle crashes that impacted the "L". That way, when something hits the fence, it can take a "Jersey bounce."

On June 21, 1958 an eastbound CTA train is in the station at Pulaski Road on the new Congress rapid transit line, then also known as the West Side Subway. Notice how little fencing there was separating the right-of-way from the highway. Eventually, this was replaced by concrete Jersey barriers after numerous vehicle crashes that impacted the “L”. That way, when something hits the fence, it can take a “Jersey bounce.”

On June 21, 1958 a woman enters the new CTA rapid transit station at Pulaski Road on the Congress line, which replaced the Garfield Park "L" the following day. On this day, free rides were given out between Halsted and Cicero Avenues. The fiberglass panels on the sides of the entrance ramp were eventually cut down to allow for better visibility from outside.

On June 21, 1958 a woman enters the new CTA rapid transit station at Pulaski Road on the Congress line, which replaced the Garfield Park “L” the following day. On this day, free rides were given out between Halsted and Cicero Avenues. The fiberglass panels on the sides of the entrance ramp were eventually cut down to allow for better visibility from outside.

A North Shore Line Electroliner on December 28, 1962, less than a month before the end of the line for this interurban.

A North Shore Line Electroliner on December 28, 1962, less than a month before the end of the line for this interurban.

A new 2000-series CTA train at (I am guessing) the Douglas Park yards at 54th Avenue in Cicero on October 25, 1964.

A new 2000-series CTA train at (I am guessing) the Douglas Park yards at 54th Avenue in Cicero on October 25, 1964.

What I presume is the Douglas Park yard on October 25, 1964.

What I presume is the Douglas Park yard on October 25, 1964.

CTA articulated car set 51 (formerly 5001) found new life on the Skokie Swift after being oddball equipment on other lines, along with its three mates. Here, they are seen on the Swift on October 25, 1964, where they helped provide much-needed capacity in the face of unexpectedly large ridership several months after the new branch line began service.

CTA articulated car set 51 (formerly 5001) found new life on the Skokie Swift after being oddball equipment on other lines, along with its three mates. Here, they are seen on the Swift on October 25, 1964, where they helped provide much-needed capacity in the face of unexpectedly large ridership several months after the new branch line began service.

The date stamped on this slide is April 18, 1964, when demonstration rides were given out on the new CTA Skokie Swift branch line. However, that date may be incorrect, as my understanding is on that day, single car units 1-4 were coupled together and operated as a unit to provide demonstration rides, Regular service began on April 20, 1964. So either the units were uncoupled, or the date is wrong. Here, one of the high-speed cars is lowering its pan trolley, at the point where the line changed from overhead wire to third rail "on the fly."

The date stamped on this slide is April 18, 1964, when demonstration rides were given out on the new CTA Skokie Swift branch line. However, that date may be incorrect, as my understanding is on that day, single car units 1-4 were coupled together and operated as a unit to provide demonstration rides, Regular service began on April 20, 1964. So either the units were uncoupled, or the date is wrong. Here, one of the high-speed cars is lowering its pan trolley, at the point where the line changed from overhead wire to third rail “on the fly.”

On October 25, 1964 a pair of 4000-series "L" cars are seen at the Dempster terminal on the Skokie Swift, presumably on a fantrip.

On October 25, 1964 a pair of 4000-series “L” cars are seen at the Dempster terminal on the Skokie Swift, presumably on a fantrip.

This picture of the Dempster terminal is dated April 18, 1964, which would have been the very first day people could ride the Skokie Swift.

This picture of the Dempster terminal is dated April 18, 1964, which would have been the very first day people could ride the Skokie Swift.

Line car S-606 at the Dempster terminal on October 25, 1964. Don's Rail Photos adds, "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." Since the museum was evicted from its home, whatever portion of the car that survives has been taken on by another preservation group, in hopes that it can eventually be rebuilt or restored.

Line car S-606 at the Dempster terminal on October 25, 1964. Don’s Rail Photos adds, “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” Since the museum was evicted from its home, whatever portion of the car that survives has been taken on by another preservation group, in hopes that it can eventually be rebuilt or restored.

The following South Shore Line photos, again courtesy of William Shapotkin, are all dated October 1965 and are from a fantrip.

Here are some classic postcard views, again from the collections of William Shapotkin:

From Jeff Wien and the Wien-Criss Archive:

These pictures of the Illinois Terminal Railroad were taken on July 4, 1950:

Don's Rail Photos: "1565, Class B, was built at Decatur in 1910. It was sold to Illinois Power & Light Co at Campaign on April 10, 1955. It was acquired by Illinois Railway Museum in 1960."

Don’s Rail Photos: “1565, Class B, was built at Decatur in 1910. It was sold to Illinois Power & Light Co at Campaign on April 10, 1955. It was acquired by Illinois Railway Museum in 1960.”

IT 270.

IT 270.

IT 273.

IT 273.

Don's Rail Photos: "276 was built by St Louis Car in 1913. It was air conditioned and the arch windows were covered. It was sold for scrap to Compressed Steel Co on March 13, 1956."

Don’s Rail Photos: “276 was built by St Louis Car in 1913. It was air conditioned and the arch windows were covered. It was sold for scrap to Compressed Steel Co on March 13, 1956.”

IT 281.

IT 281.

IT 284.

IT 284.

Don's Rail Photos: "1201 was built by McGuire-Cummings in 1910 as an express motor with 20 seats at the rear. In 1919 it was rebuilt with a small baggage section at the front and the trucks were changed from Curtis to Baldwin."

Don’s Rail Photos: “1201 was built by McGuire-Cummings in 1910 as an express motor with 20 seats at the rear. In 1919 it was rebuilt with a small baggage section at the front and the trucks were changed from Curtis to Baldwin.”

IT 052. This looks like a sleeping car or bunk car and is unpowered.

IT 052. This looks like a sleeping car or bunk car and is unpowered.

Again from the Wien-Criss Archive, here are a series of photos taken at the Chicago Aurora & Elgin’s Wheaton Yards, in August 1959 after the line had stopped running even freight service. Several cars were sold to museum interests and moved off the property in early 1962. Everything else was scrapped. It’s possible that these pictures may have been taken by the late Joseph Saitta of New York.

Looking somewhat worse for wear, here is CA&E car 321 as it looked at the Illinois Electric Railway Museum in North Chicago on June 9, 1962. This and the other cars that were saved from the line had been stored outdoors for a few years, and exposure to the elements took their toll. The museum, now just IRM, moved to Union in 1964. (Wien-Criss Archive Photo)

Looking somewhat worse for wear, here is CA&E car 321 as it looked at the Illinois Electric Railway Museum in North Chicago on June 9, 1962. This and the other cars that were saved from the line had been stored outdoors for a few years, and exposure to the elements took their toll. The museum, now just IRM, moved to Union in 1964. (Wien-Criss Archive Photo)

The following pictures, also from the Wien-Criss Archive, are not very sharp, but do show Chicago transit vehicles in September 1953 and May 1954. There are several shots of the temporary ground-level trackage used from 1953 to 1958 by the Garfield Park “L”, during construction of the Congress Expressway. Those pictures were taken at Van Buren and Western. Some of the PCC photos were snapped in the vicinity of Roosevelt Road, which is also where the Greyhound bus picture was probably taken.

Recent Correspondence

We recently asked Andre Kristopans about which Chicago streetcars, including PCCs, were converted to one-man operation in the CTA era.  Here’s what he reports:

In 1951, all 83 prewar PCCs to OMC on AFE S14000. At same time, 21 Sedans to OMC (3325,3347-3349,3351-3352,3354-3355,3357,3360-3363,3368,3372,3378-3379,6303,6305,6310,6319) on AFE S14001

However almost immediately 20 postwars 4052-4061,7035-7044 to OMC on S14011

155 older cars 1721-1785,3119-3178,6155-6198 to convertible OMC 1948 on S11381

Some additional info. Of the 169 cars in the three groups listed for one-manning, the following were already gone when the plan was announced:

6 under CSL 1945-47 1738,1754,1770,3133,3170,3176
8 under CTA 1948 1727,1763,3130,3150,3152,3155,3159,6197

169 minus above 14 leaves 155 for conversion in 1949

Me: Thanks… and none of the Peter Witts were used in one-man service, right?

Andre: Redone then scrapped replaced by postwars?

Me: Didn’t this have to do with the decision not to one-man 63rd Street? Or was it simply that mixing the Sedans with PCCs would have slowed things down?

Andre: Supposedly one of the aldermen along 63rd pitched a bitch about the sedans after he saw one. Thought they would be “unsafe”. Not sure on what grounds, suspect had to do with center door arrangement. But plan was dropped and sedans scrapped.

Me: Thanks!

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
[/caption]


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

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


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

gh1

This is our 236th 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 539,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

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

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Richard Hofer’s Chicago “L” Pictures

It’s July 1969, and the original Tower 18 at Lake and Wells is being demolished to permit a new track connection to be put in on the Loop “L”. This was necessary so the CTA Lake Street “L” could be through-routed with the new Dan Ryan line that opened on September 28 of that year. The new tower is at left and has itself since been replaced. Prior to this, trains ran counter-clockwise in the same direction on both sets of Loop tracks. Henceforth, they became bi-directional. This is a Richard Hofer photo, from the David Stanley collection. The view looks north, and that is a southbound Ravenswood (today’s Brown Line) train at left.

I recently traveled to Milwaukee and visited David Stanley, and while I was there, he generously allowed me to scan some of his extensive collection of traction slides. Today we are featuring a small part of that collection, some classic photos of the Chicago “L” system, taken by the late Richard R. Hofer (1941-2010). Many of you may recall him from railfan meetings in years past. These pictures show he was an excellent photographer.

You can read Mr. Hofer’s obituary here, and you will note he was a proud Navy veteran. There are also some pictures of him on his Find-A-Grave page.

Scanning a photo, negative, or slide is just the starting point in obtaining the best possible version of that image. Each of these images represents my interpretation of the original source material, which often exhibits a lot of fading or color shift. For many of these images, we are also posting the uncorrected versions, just to show the substantial amount of work that goes into “making things look right.”

In addition, we have some recent photo finds of our own, as well as picture from our Milwaukee sojourn. As always, of you can provide any additional information on what you see in these pictures, do not hesitate to drop us a line.

We also have a new CD collection of rare traction audio from a variety of cities. These were recently digitized from original master tapes from the collections of William A. Steventon, of the Railroad Record Club of Hawkins, WI. You will find more information about that towards the end of our post.

Enjoy!

-David Sadowski

Richard R. Hofer Photos From the David Stanley Collection:

On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton.

The Skokie Swift on April 20, 1964.

The Skokie Swift on April 20, 1964.

The Skokie Swift on April 20, 1964. Note the old tower at right near Dempster, which had been used when “L” service ran on the Niles Center branch here from 1925-48. This tower remained standing for many years.

The Swift on opening day, April 20, 1964.

The Swift on opening day, April 20, 1964.

The Swift strikes a dramatic post on May 10, 1965. The slide identifies this as Main Street.

The Swift strikes a dramatic post on May 10, 1965. The slide identifies this as Main Street.

This car sports an experimental pantograph in October 1966.

This car sports an experimental pantograph in October 1966.

A 5000-series articulated train, renumbered into the 51-54 series, at Dempster in October 1966.

A 5000-series articulated train, renumbered into the 51-54 series, at Dempster in October 1966.

In October 1966, we see one of the four articulated 5000s (this was the original 5000-series, circa 1947-48) at Dempster, after having been retrofitted for Swift service, where they continued to run for another 20 years or so.

In October 1966, we see one of the four articulated 5000s (this was the original 5000-series, circa 1947-48) at Dempster, after having been retrofitted for Swift service, where they continued to run for another 20 years or so.

The Skokie Swift in September 1964.

The Skokie Swift in September 1964.

From 1925 until 1948, the Niles Center line provided local "L" service between Howard and Dempster on tracks owned by the North Shore Line. There were several stations along the way, and here we see one of them, as it appeared in September 1964 before it was removed to improve visibility at this grade crossing. I would have to check to see just which station this was, and whether the third track at left was simply a siding, or went to Skokie Shops. Miles Beitler says this is the "Kostner station looking east. The third track on the left was simply a siding, a remnant of North Shore Line freight service."

From 1925 until 1948, the Niles Center line provided local “L” service between Howard and Dempster on tracks owned by the North Shore Line. There were several stations along the way, and here we see one of them, as it appeared in September 1964 before it was removed to improve visibility at this grade crossing. I would have to check to see just which station this was, and whether the third track at left was simply a siding, or went to Skokie Shops. Miles Beitler says this is the “Kostner station looking east. The third track on the left was simply a siding, a remnant of North Shore Line freight service.”

Here is a nice view of the relatively spartan facilities at Dempster terminal on the Skokie Swift in September 1964. Service had been running for five months. This has since been improved and upgraded.

Here is a nice view of the relatively spartan facilities at Dempster terminal on the Skokie Swift in September 1964. Service had been running for five months. This has since been improved and upgraded.

In October 1966, a southbound Howard train has just left Howard terminal, and a single-car Evanston shuttle train has taken its place. After its riders depart, it will change ends on a siding just south of the station, and then head north after picking up passengers at the opposite platform.

In October 1966, a southbound Howard train has just left Howard terminal, and a single-car Evanston shuttle train has taken its place. After its riders depart, it will change ends on a siding just south of the station, and then head north after picking up passengers at the opposite platform.

A Skokie Swift single-car unit at Howard in December 1968.

A Skokie Swift single-car unit at Howard in December 1968.

An Evanston train of 4000s at Howard in December 1968.

An Evanston train of 4000s at Howard in December 1968.

Two Swift trains at Howard, December 1968.

Two Swift trains at Howard, December 1968.

At left, a northbound Skokie Swift car, and at right, a southbound Howard “A” train at the Howard terminal in October 1966.

Two single car units in October 1966, both equipped for overhead wire, but for different purposes. In the foreground, an Evanston shuttle car has trolley poles, while the Skokie Swift car at rear uses pantographs. Evanston was converted to third rail in 1973, and the Swift about 30 years after that.

Two single car units in October 1966, both equipped for overhead wire, but for different purposes. In the foreground, an Evanston shuttle car has trolley poles, while the Skokie Swift car at rear uses pantographs. Evanston was converted to third rail in 1973, and the Swift about 30 years after that.

Same as the previous picture, this overhead shot from the transfer bridge, taken in October 1966, shows the difference in current collection on two of the CTA's 50 single car units.

Same as the previous picture, this overhead shot from the transfer bridge, taken in October 1966, shows the difference in current collection on two of the CTA’s 50 single car units.

A southbound Evanston shuttle train approaches the Howard terminal. Third rail was banned in Evanston by local ordinance until 1973.

A southbound Evanston shuttle train approaches the Howard terminal. Third rail was banned in Evanston by local ordinance until 1973.

In September 1964, a four-car Evanston Express train approaches (I think) the old station at State and Van Buren. All four cars are single car units equipped with trolley poles, for use in Evanston where local laws did not permit use of third rail for current collection. In the early 1970s, this station was closed and removed, but was eventually put back, to serve the Harold Washington Library. This leg of the Loop "L" had a continuous platform for some time, which is visible here. George Trapp: "The September 1964 photo of four single unit cars 25-28, 39-50 on the Evanston Express are at Madison & Wells not State & Van Buren. Note crossover at Washington where non rush Ravenswood and late AM Evanston Expresses crossed over to the Inner Loop after stopping at Randolph & Wells on the Outer Loop. There was also a long continuous platform from Randolph to Madison."

In September 1964, a four-car Evanston Express train approaches (I think) the old station at State and Van Buren. All four cars are single car units equipped with trolley poles, for use in Evanston where local laws did not permit use of third rail for current collection. In the early 1970s, this station was closed and removed, but was eventually put back, to serve the Harold Washington Library. This leg of the Loop “L” had a continuous platform for some time, which is visible here. George Trapp: “The September 1964 photo of four single unit cars 25-28, 39-50 on the Evanston Express are at Madison & Wells not State & Van Buren. Note crossover at Washington where non rush Ravenswood and late AM Evanston Expresses crossed over to the Inner Loop after stopping at Randolph & Wells on the Outer Loop. There was also a long continuous platform from Randolph to Madison.”

In September 1964, at a time when the Loop "L" had uni-directional service (counter-clockwise), a Ravenswood "A" train approaches Clark and Lake. On the other hand, George Trapp says we are "at Madison & Wells, notice the clocktower for Grand Central Station with B&O in distance. At that time many more cars is series 6001-6130 still had their original headlight arrangement."

In September 1964, at a time when the Loop “L” had uni-directional service (counter-clockwise), a Ravenswood “A” train approaches Clark and Lake. On the other hand, George Trapp says we are “at Madison & Wells, notice the clocktower for Grand Central Station with B&O in distance. At that time many more cars is series 6001-6130 still had their original headlight arrangement.”

Logan Square yard in December 1966.

Logan Square yard in December 1966.

The tail end of a Congress-Milwaukee "A" train at the Logan Square terminal in September 1964. As you can see, space here was at a premium. George Trapp adds, "Tail end of freshly painted 6592-6591 at Logan Square in Sept. 1964. This set was in builder’s photos by St. Louis Car around June 1957. When new were originally assigned to North-South route as were all high 6000’s until mid 1960, although some 6600’s were on Ravenswood in 1959-60. I always though the old Logan Square terminal was neat, certainly had more character than present one."

The tail end of a Congress-Milwaukee “A” train at the Logan Square terminal in September 1964. As you can see, space here was at a premium. George Trapp adds, “Tail end of freshly painted 6592-6591 at Logan Square in Sept. 1964. This set was in builder’s photos by St. Louis Car around June 1957. When new were originally assigned to North-South route as were all high 6000’s until mid 1960, although some 6600’s were on Ravenswood in 1959-60. I always though the old Logan Square terminal was neat, certainly had more character than present one.”

A southbound Howard "A" train is on the center track. and served stations that either had a center platform or (like Wilson) had two sets of platforms. "B" trains (and the Evanston Express) used the outer tracks and served stations with side platforms. This picture was taken in May 1968. Note the southbound outer track has overhead wire in addition to third rail, for use by freight trains that ran at night until 1973. George Trapp: "Southbound Howard to Englewood “A” train has two cars of 6511-6550 series on head end. This series was split between the North-South and West-Northwest in the 1960’s with cars up to 6550 and 6551-6558 from next series being on North-South in winter months. Note that track 4 was being redone at that time and is missing."

A southbound Howard “A” train is on the center track. and served stations that either had a center platform or (like Wilson) had two sets of platforms. “B” trains (and the Evanston Express) used the outer tracks and served stations with side platforms. This picture was taken in May 1968. Note the southbound outer track has overhead wire in addition to third rail, for use by freight trains that ran at night until 1973. George Trapp: “Southbound Howard to Englewood “A” train has two cars of 6511-6550 series on head end. This series was split between the North-South and West-Northwest in the 1960’s with cars up to 6550 and 6551-6558 from next series being on North-South in winter months. Note that track 4 was being redone at that time and is missing.”

In August 1963, a four-car Douglas-Milwaukee “B” train prepares to leave Logan Square terminal. Until 1970, this was as far into the northwest side of the city that “L” service went. By 1984, the “L” had been extended all the way to O’Hare airport. This train sports a fire extinguisher on its front, a practice that did not last, apparently because some of them were stolen. While this elevated station was replaced by a nearby subway, the building underneath the “L” actually still exists, although it has been so heavily modified that you would never know it is the same structure. The Logan Square terminal was always my favorite “L” station when I was a kid.

Workers are removing the old Tower 18 structure in this July 1969 view. When service on the Loop “L” was made bi-directional, due to the through-routing of the Lake Street “L” and the new Dan Ryan line, the old tower was in the way of new tracks that needed to be installed.

The same basic scene as the last photo, from July 1969. We can tell that this picture was taken prior to the opening of the Dan Ryan line (September 28, 1969) because the train making the turn here is simply signed for Lake. Prior to the through-routing, Lake Street trains went around the Loop, and all traffic went counter-clockwise. The new track connection that allowed bi-directional operation had not yet been installed here.

The same basic scene as the last photo, from July 1969. We can tell that this picture was taken prior to the opening of the Dan Ryan line (September 28, 1969) because the train making the turn here is simply signed for Lake. Prior to the through-routing, Lake Street trains went around the Loop, and all traffic went counter-clockwise. The new track connection that allowed bi-directional operation had not yet been installed here.

A Lake-Dan Ryan train in October 1969, and what appears to be left-hand running.

A Lake-Dan Ryan train in October 1969, and what appears to be left-hand running.

It’s October 1969, and this westbound Lake-Dan Ryan train appears to be running on the “wrong” track, perhaps due to weekend track work on the Loop. This train has just left State and Lake and is heading towards Clark and Lake. Through-routing Lake and the new Dan Ryan line, which happened in September 1969, meant the end of unidirectional operations on the Loop.

Track work near Tower 18, July 1969. A work train of 4000-series “L” cars is most likely parked here.

This picture was taken in April 1973 at one of the Howard line stations near the north end of the line. The two outer tracks are used for express trains, and the inner tracks for locals.

This picture was taken in April 1973 at one of the Howard line stations near the north end of the line. The two outer tracks are used for express trains, and the inner tracks for locals.

The southbound express track on the northern portion of the Howard line had overhead wire equipped, for use by freight trains that the CTA was obliged to operate for customers along this line north of Irving Park Road. This was a holdover of service that originally had been offered by the Milwaukee Road, which leased this line to the Chicago Rapid Transit Company. The Chicago Transit Authority purchased it in the early 1950s, and freight service ended right around the time this picture was taken.

The southbound express track on the northern portion of the Howard line had overhead wire equipped, for use by freight trains that the CTA was obliged to operate for customers along this line north of Irving Park Road. This was a holdover of service that originally had been offered by the Milwaukee Road, which leased this line to the Chicago Rapid Transit Company. The Chicago Transit Authority purchased it in the early 1950s, and freight service ended right around the time this picture was taken.

Wilson Avenue, April 1973.

Wilson Avenue, April 1973.

An Englewood-Howard train at Wilson Avenue in April 1973. This station has since been completely redone.

An Englewood-Howard train at Wilson Avenue in April 1973. This station has since been completely redone.

In the late 1950s, a fourth track was added to a small portion of the Howard line that previously only had three tracks. This platform was added at that time, and was used by southbound North Shore Line trains. I was actually on a southbound Howard train one day when it unexpectedly stopped here, so I got off and took a look around, just to see what it was like. This has all been removed now, of course. The overhead wire was used by freight trains that ran at night. This picture was taken in April 1973.

In the late 1950s, a fourth track was added to a small portion of the Howard line that previously only had three tracks. This platform was added at that time, and was used by southbound North Shore Line trains. I was actually on a southbound Howard train one day when it unexpectedly stopped here, so I got off and took a look around, just to see what it was like. This has all been removed now, of course. The overhead wire was used by freight trains that ran at night. This picture was taken in April 1973.

The view looking the other way from the platform at Wilson that opened around 1960 (this picture taken in April 1973).

The view looking the other way from the platform at Wilson that opened around 1960 (this picture taken in April 1973).

CTA's Tower 18 at Lake and Wells in July 1971, looking north.

CTA’s Tower 18 at Lake and Wells in July 1971, looking north.

A work train of 4000s is southbound just north of the Loop in July 1971.

A work train of 4000s is southbound just north of the Loop in July 1971.

Here, we are looking north from the old Randolph and Wells station in May 1971, looking to the junction of Wells and Lake. This station has since been replaced by Washington and Wells.

Here, we are looking north from the old Randolph and Wells station in May 1971, looking to the junction of Wells and Lake. This station has since been replaced by Washington and Wells.

In May 1971, we see the rear of a northbound Evanston Express train of 4000s, just leaving the old Randolph and Wells station.

In May 1971, we see the rear of a northbound Evanston Express train of 4000s, just leaving the old Randolph and Wells station.

If I had to guess the location of this July 1971 picture, taken on Chicago's north side, it would be between Wilson and Sheridan.

If I had to guess the location of this July 1971 picture, taken on Chicago’s north side, it would be between Wilson and Sheridan.

This Howard “A” train is heading southbound in July 1971, under a section that still had overhead wire for use by freight trains that ran at night. The Howard train, of course, used third rail for current collection exclusively. Perhaps one of our readers can help identify which station this is.

This picture was taken at Granville on the Howard line in May 1971.

This picture was taken at Granville on the Howard line in May 1971.

Again, Granville on the Howard line in May 1971.

Again, Granville on the Howard line in May 1971.

The rest of the work train, in July 1971.

The rest of the work train, in July 1971.

This July 1971 photo shows either the Halsted or Racine station on the Congress line. The train is heading west, away from the photographer. In those days, many stations had these “pay on train” signs, and when illuminated, that meant there was no ticket agent on duty, and the conductor would collect your fare on the train. There are no more conductors now, so this practice ended a long time ago. There were large grassy areas on each side of the tracks along portions of the right-of-way, because plans originally called for four tracks here. There had been four tracks when this was part of the Metrolpolitan “L” main line. In the new arrangement, two tracks would have been used by Lake Street “L” trains, which were at one time intended to be re-routed onto the Congress line.

If this is the same location as the last picture, this is the Racine station, this time looking to the east. Again, this is July 1971. This is a westbound Congress-Milwaukee “A” train.

Finally, here is the uncorrected version of the picture at the top of this post.

Finally, here is the uncorrected version of the picture at the top of this post.

Milwaukee Trip

Here are some photos I took in Milwaukee on May 3rd. They show the new Milwaukee streetcar circulator line, which began service last November, and memorabilia from the Dave Stanley collection. On the way up, I stopped in Kenosha and snapped a few pictures of the tourist PCC line there.

Recent Finds

Two CTA “L” trains pass each other at Wabash and Lake in April 1975. At left, we see a Loop Shuttle made up of 6000s; at right, a Lake-Dan Ryan set of 2000s. The Loop Shuttle was intended to make it easier to get from one downtown station to another, but was not really necessary and was eventually discontinued. It originally came about in the wake of the 1969 changes, whereby the Loop was made bi-directional. At rear we see the old Sun-Times/Daily News building, which stood at 401 N. Wabash from 1958 until 2005. It is now the site of the Trump International Hotel and Tower. Just over two years after this picture was taken, part of an “L” train fell off the structure at this curve.

On March 2, 1980, photographer Arthur H. Peterson snapped this picture of CTA Historic Cars 4271-4272 at the Dempster terminal in Skokie. The occasion was a fantrip.

On March 2, 1980, photographer Arthur H. Peterson snapped this picture of CTA Historic Cars 4271-4272 at the Dempster terminal in Skokie. The occasion was a fantrip.

In February 1977, a two-car CTA Ravenswood train of “flat door” 6000s is about to stop at the old Clark and Lake station in the Loop, on its way towards Kimball and Lawrence on Chicago’s northwest side. This station has since been replaced by a more modern one, with entrances connected to nearby buildings.

Chicago & North Western steam locomotive 511, a 4-6-2, is northbound at the EJ&E (Elgin Joliet & Eastern Railway) overpass in North Chicago, IL on the afternoon of July 13, 1955. In the foreground, we see the tracks of the Chicago North Shore & Milwaukee, the North Shore Line. North Chicago was also the original home of the Illinois Electric Railway Museum, which relocated to Union in the early 1960s. (Robert Selle Photo)

Chicago & North Western steam locomotive 511, a 4-6-2, is northbound at the EJ&E (Elgin Joliet & Eastern Railway) overpass in North Chicago, IL on the afternoon of July 13, 1955. In the foreground, we see the tracks of the Chicago North Shore & Milwaukee, the North Shore Line. North Chicago was also the original home of the Illinois Electric Railway Museum, which relocated to Union in the early 1960s. (Robert Selle Photo)

Recent Correspondence:

Miles Beitler writes:

This may be of interest to the history buffs — just before the opening day of Skokie Swift revenue service in 1964, the CTA ran free demonstration rides between Dempster and Howard. I was with a group of people on the Chicago Avenue bridge watching the trains coming in and out of Howard. I overheard a conversation among several of them, possibly CTA officials or workers, to the effect that the CRT/North Shore had originally planned for the tracks to run under Chicago Avenue and the C&NW but then to immediately rise and pass through the rest of Evanston on an embankment. However, this would have required the closing of Custer Avenue, which the City of Evanston refused to do. So the open cut was continued past Asbury, and the embankment did not begin until just east of Dodge.

Dave, you know much more about the Lake Street line than I do. How was the transition from 3rd rail to trolley poles done on Lake? Did they raise or lower the poles at Laramie, or was it done on the fly between Laramie and Central?

On Lake, the transition point was originally at Laramie, but some time prior to the 1962 changeover to the embankment, this was moved further west, to a point closer to Central, most likely to facilitate construction. This may have been done in 1961. I believe we have posted pictures in the past showing both changeover points.

Miles Beitler, again (in reference to some of the comments at the end of this post):

I want to clarify an earlier comment regarding when the Evanston Express began using track 1 between Howard and Granville. Andre Kristopans claimed that it wasn’t until the late ’60s, but I’m sure it was before that based on my personal knowledge and information from Graham Garfield. I mentioned that in my earlier comment — see the paragraph below — but let me expand on that.

Graham Garfield states on his website “No gauntlet track was needed for third rail clearance on Track 1 between Howard and Granville because there was no third rail there until November 1964, this section instead being solely powered by overhead wire.” Garfield also states that this is when SB afternoon Evanston Express trains began using track 1 out of Howard, but this may only be an assumption.

Why do I say that this may only be an assumption? Because elsewhere on his website, Garfield says:

“The year 1955 brought a new express service. On November 28th, the Shoppers Special service was reinstated on an experimental basis. The service ran Monday through Friday midday to the Loop using 6000-series cars 6123-6130 (specially equipped with trolley poles) and 5000-series cars 5001-5004. The Shoppers Special made all stops between Linden and South Boulevard, then Fullerton, the Merchandise Mart, and the Loop.”

So according to Garfield, these trains came from Evanston with their poles raised, and they breezed right through Howard without stopping. Were the poles quickly lowered while the train was passing Howard on track 2? It would seem more logical for the train to pass Howard on track 1, keeping its poles raised, and lower the poles at Granville instead. But then Garfield mentions that Howard was added as a stop the following year, and he displays a photo of a Shoppers Special stopped at Howard with its poles down. So I just don’t know which track these trains used, and perhaps Garfield isn’t sure either.

One point I’m absolutely clear on: I vividly recall watching from the Chicago Avenue (Evanston) bridge as North Shore trains approached Howard while the conductors or trainmen stood outside the cars and raised the trolley poles. Andre Kristopans confirmed this as well.

Prewar Chicago PCC 7010 is at the western terminal of Route 63 - 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were "tiger stripes," intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Prewar Chicago PCC 7010 is at the western terminal of Route 63 – 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were “tiger stripes,” intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Our resident South side expert M. E. writes:

Regarding
https://thetrolleydodger.files.wordpress.com/2019/04/img066-1.jpg
I want to discuss the name of the town. Is it Summit or Argo?

I remember using the names interchangeably. There was, and still is, Argo Community High School. But Amtrak and Metra call their station Summit.If you Google “Summit Illinois”, up comes another possibility: Summit-Argo.  If you go to http://www.usps.com/zip4 and enter the address 6400 Archer Av, which is where Corn Products (maker of Argo Starch) is located, up comes “6400 S Archer Rd, Summit Argo IL 60501-1935”. Finally, if you google “Corn Products Illinois”, up comes that same street address, but in Bedford Park.

All of which means the area southwest of 63rd and Archer is sort of in no-man’s-land.

OK, here’s a nit comment about the picture itself. The bus headed for Argo may have said Argo rather than Summit because there is no place to turn around at 63rd and Archer. So the bus probably had to turn left onto Archer and proceed to Corn Products’ parking lot in order to turn around.

There is no town called Argo… the entire area is Summit. The Argo name comes from the factory, which has led locals to nickname it “Summit-Argo.” Here is a map, which shows the area in question is Summit, even though there is an Argo High School:

M. E. replies:

If there is no town called Argo, wherefore cometh the name Summit Argo? Why not just Summit?

The only current pure use of the name Argo is for the high school. But why did that name originate? Might the town have been named Argo when the school began?

Here’s something interesting I just discovered at http://www.usps.com/zip4 . There, you can look up a ZIP code and see which cities have that ZIP code.
For 60501, I see:

Recommended city name
SUMMIT ARGO

Other city names recognized for addresses in this ZIP code
ARGO
BEDFORD PARK
SUMMIT

This tells me some people still use Argo as the town name.

Back to the CTA bus sign 63A ARGO. Why would the CTA do that? They could just as easily have accommodated 63A SUMMIT. I contend they used ARGO because the locals in that area called the town Argo. And I contend the town was called Argo because its largest employer, Corn Products, manufactured Argo Starch.

I have yet another source: A book titled “Train Watcher’s Guide to Chicago”, authored by John Szwajkart, dated 1976. It is accompanied by a map of railroad tracks in the entire Chicago area. The map shows two separate stations: Argo and Summit. The Argo station is south of Summit, around where Corn Products is located.

Finally, I fall back on what I remember calling that area when I was a kid. I called it Argo. Anecdotal, of course.

So it boils down to this: We can agree to disagree.

But isn’t this fun?

M E

The town of Summit was founded in 1890, and the Argo factory was started in 1907 in an unincorporated area to the south of Summit. Summit annexed it in 1911.

The USPS will accept names for areas that are not, strictly speaking, the actual municipal names. I can think of numerous instances of this happening. Sometimes, these are neighborhood nicknames. Such is the case with “Summit Argo.”

Interestingly, there is a film called Argo, which has nothing to do with Summit or Argo in Illinois.

Arrrgh!!!

-David Sadowski

Now Available On Compact Disc

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


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern

$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.

Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30

Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31

Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02

Total time (3 discs) – 215:03


The Trolley Dodger On the Air

We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

The price of $23.99 includes shipping within the United States.

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

Help Support The Trolley Dodger

gh1

This is our 231st 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 517,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

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

We thank you for your support.

DONATIONS

In order to continue giving you the kinds of historic railroad images that you have come to expect from The Trolley Dodger, we need your help and support. It costs money to maintain this website, and to do the sort of historic research that is our specialty.

Your financial contributions help make this web site better, and are greatly appreciated.

Giving Thanks

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This year, in this holiday season, we give thanks for many things… among them, our health, our friends, and our family. And on behalf of this blog, I am thankful for you, our readers, for it is due to your generous support that we can continue to share these fine, old photos with you here.

Today, we have a 1959 CTA commemorative booklet, shared by Miles Beitler, plus some interesting recent finds of our own. Enjoy!

-David Sadowski

The Trolley Dodger On the Air

We were recently asked by WGN radio here in Chicago to discuss our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Meet the Author

FYI, I will be at Centuries and Sleuths bookstore in suburban Forest Park, Illinois from 3 to 5 pm on Saturday, November 24th, to discuss and sign copies of my new book Building Chicago’s Subways. We hope to see you there.

Centuries and Sleuths Bookstore
7419 Madison St.
Forest Park, IL 60130
(708)771-7243

1959 CTA Commemorative Brochure

Miles Beitler writes:

In 1959, a commemorative booklet was issued by the CTA as the new Congress line (referred to at the times as the “West Side Subway”) was being completed. I have had the booklet since that time.

The entire booklet is 23 pages (page 2 was omitted as it is blank), and although it features the West-Northwest route, it also covers the other CTA rail lines in operation at that time, along with bus lines, streetcar service which had just ended, Chicago transit history, and future plans for Chicago area transit. There are numerous photos as well.

Thanks!


Recent Finds

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world's fair.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world’s fair.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The "L" has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The “L” has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) "Master Unit" car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) “Master Unit” car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park "L").

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park “L”).

North Shore Line 715 is on the Mundelein branch in July 1950.

North Shore Line 715 is on the Mundelein branch in July 1950.

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 - Highland Park. (Richard S. Short Photo)

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 – Highland Park. (Richard S. Short Photo)

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park "L") in September 1936.

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park “L”) in September 1936.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park "L", on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park “L”, on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CTA 3164 is at the Hamlin station on the Lake Street "L" in August 1948.

CTA 3164 is at the Hamlin station on the Lake Street “L” in August 1948.

CA&E 421 is at Wheaton Yard in September 1936.

CA&E 421 is at Wheaton Yard in September 1936.

Don's Rail Photos says CA&E express motor 5 "was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953." Here, we see it in Wheaton in August 1948.

Don’s Rail Photos says CA&E express motor 5 “was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953.” Here, we see it in Wheaton in August 1948.

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

Building Chicago's Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the "L" was extended to O'Hare airport.

Building Chicago’s Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the “L” was extended to O’Hare airport.

An early 1900s view of Chicago's Union Stock Yards. The Stock Yards "L" branch can be seen at left. It closed in 1957.

An early 1900s view of Chicago’s Union Stock Yards. The Stock Yards “L” branch can be seen at left. It closed in 1957.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood "L" is now the Brown Line.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood “L” is now the Brown Line.

CTA prewar PCC 4023 is northbound on Route 4 - Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA prewar PCC 4023 is northbound on Route 4 – Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

CTA "Peter Witt" car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

CTA “Peter Witt” car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year 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: