North Shore Line Rarities, Part Three

Silverliner 773 is northbound at Belmont. At left, you can see part of the platform the CTA added in 1953, used only by southbound NSL trains. This was to prevent such riders, upon exiting their train, from making a free transfer to the CTA. They would need to exit, re-enter the CTA station, and pay another fare. This was implemented after the Chicago Aurora and Elgin stopped running on the CTA. Riders departing CA&E trains in Forest Park also had to pay a full CTA fare to continue inbound. (Robert D. Heinlein Photo) Miles Beitler adds, "If you zoom in on the photo, there appears to be a northbound train of wood cars just north of the station. The absence of trolley poles would indicate this was a Ravenswood train. If this train was in revenue service, it dates the photo to 1957 at the latest, and more likely the mid-1950s." Frederic Lestina: "The 4000 series cars in the southbound North-South route train did not receive overhead sealed beam light fixtures until 1953 or so. The Ravenwood train in the background consisted of open platform wood cars and such cars were retired in 1955. Also, the last of the 4000 series cars were displaced from the North – South route by the new CTA 6201 class in 1955. So I would set the timeframe in which the photo was taken to be between 1953 and 1955."

Silverliner 773 is northbound at Belmont. At left, you can see part of the platform the CTA added in 1953, used only by southbound NSL trains. This was to prevent such riders, upon exiting their train, from making a free transfer to the CTA. They would need to exit, re-enter the CTA station, and pay another fare. This was implemented after the Chicago Aurora and Elgin stopped running on the CTA. Riders departing CA&E trains in Forest Park also had to pay a full CTA fare to continue inbound. (Robert D. Heinlein Photo) Miles Beitler adds, “If you zoom in on the photo, there appears to be a northbound train of wood cars just north of the station. The absence of trolley poles would indicate this was a Ravenswood train. If this train was in revenue service, it dates the photo to 1957 at the latest, and more likely the mid-1950s.” Frederic Lestina: “The 4000 series cars in the southbound North-South route train did not receive overhead sealed beam light fixtures until 1953 or so. The Ravenwood train in the background consisted of open platform wood cars and such cars were retired in 1955. Also, the last of the 4000 series cars were displaced from the North – South route by the new CTA 6201 class in 1955. So I would set the timeframe in which the photo was taken to be between 1953 and 1955.”

This is our third and last post featuring black-and-white pictures of the North Shore Line, taken by the late Robert D. Heinlein. All seem to have been taken in the mid-1950s.

In the era before color photography more or less took over the railfan hobby, fans would try and document, as much as possible, an entire railroad’s fleet. They would have black-and-white prints made and would often paste them into scrapbooks of roster shots. This practice was so widespread that you could practically call some of these fans “Rosterfarians.”

Mr. Heinlein was no exception, and now, more than 65 years later, we can marvel at the dedication of these fans, in documenting what they considered was a way of life that was fast disappearing from the American scene. We, in turn, thank Kevin Heinlein for sharing these wonderful images with our readers.

We also have some recent photo finds, which include color shots by Mr. Heinlein and black-and-whites by Robert A. Selle, among other things. Both were excellent photographers.

Keep those cards and letters coming in.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,431 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

Our Next Book Project

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

North Shore Line Roster Shots by Robert D. Heinlein

The interior of car 721. (Robert D. Heinlein Photo)

The interior of car 721. (Robert D. Heinlein Photo)

The control cab of NSL 721. (Robert D. Heinlein Photo)

The control cab of NSL 721. (Robert D. Heinlein Photo)

This station, and Madison/Wabash, have since been replaced by a new one at Washington and Wabash. (Robert D. Heinlein Photo)

NSL 724 is northbound at Randolph and Wabash, at the head of a two-car train.
This station, and Madison/Wabash, have since been replaced by a new one at Washington and Wabash. (Robert D. Heinlein Photo)

Silverliner 737. (Robert D. Heinlein Photo)

Silverliner 737. (Robert D. Heinlein Photo)

Silverliner 738 (center) is heading northbound at Howard Street. (Robert D. Heinlein Photo)

Silverliner 738 (center) is heading northbound at Howard Street. (Robert D. Heinlein Photo)

NSL 743. (Robert D. Heinlein Photo)

NSL 743. (Robert D. Heinlein Photo)

NSL 746 at Roosevelt Road. (Robert D. Heinlein Photo)

NSL 746 at Roosevelt Road. (Robert D. Heinlein Photo)

Silverliner 750 at the Highwood Shops. (Robert D. Heinlein Photo)

Silverliner 750 at the Highwood Shops. (Robert D. Heinlein Photo)

Silverliner 756 is stopped, possibly for a photo stop, while the conductor consults his watch. (Robert D. Heinlein Photo)

Silverliner 756 is stopped, possibly for a photo stop, while the conductor consults his watch. (Robert D. Heinlein Photo)

NSL 758, at the rear end of an Illini Railroad Club charter. (Robert D. Heinlein Photo)

NSL 758, at the rear end of an Illini Railroad Club charter. (Robert D. Heinlein Photo)

NSL 759 at the Milwaukee Terminal. (Robert D. Heinlein Photo)

NSL 759 at the Milwaukee Terminal. (Robert D. Heinlein Photo)

NSL 761 at Howard Street. (Robert D. Heinlein Photo)

NSL 761 at Howard Street. (Robert D. Heinlein Photo)

NSL 762. (Robert D. Heinlein Photo)

NSL 762. (Robert D. Heinlein Photo)

Silverliner 766, at left, is at the head of an Illini Railroad Club fantrip train at the Mundelein Terminal. The regular service train is at right. (Robert D. Heinlein Photo)

Silverliner 766, at left, is at the head of an Illini Railroad Club fantrip train at the Mundelein Terminal. The regular service train is at right. (Robert D. Heinlein Photo)

Silverliner 766 is part of a fantrip train on Greenleaf Avenue in Wilmette, on the Shore Line Route. (Robert D. Heinlein Photo)

Silverliner 766 is part of a fantrip train on Greenleaf Avenue in Wilmette, on the Shore Line Route. (Robert D. Heinlein Photo)

Silverliner 771. (Robert D. Heinlein Photo)

Silverliner 771. (Robert D. Heinlein Photo)

Silverliner 773. (Robert D. Heinlein Photo)

Silverliner 773. (Robert D. Heinlein Photo)

NSL 774 on the "L", possibly at Roosevelt Road. (Robert D. Heinlein Photo)

NSL 774 on the “L”, possibly at Roosevelt Road. (Robert D. Heinlein Photo)

Silverliners 776 and 756 at speed. (Robert D. Heinlein Photo)

Silverliners 776 and 756 at speed. (Robert D. Heinlein Photo)

A two-car train of standard coaches has just left the Milwaukee Terminal. (Robert D. Heinlein Photo)

A two-car train of standard coaches has just left the Milwaukee Terminal. (Robert D. Heinlein Photo)

On the Winnetka Grade Separation portion of the Shore Line Route. (Robert D. Heinlein Photo)

On the Winnetka Grade Separation portion of the Shore Line Route. (Robert D. Heinlein Photo)

Electroliner 801-802 is at speed in Skokie. (Robert D. Heinlein Photo)

Electroliner 801-802 is at speed in Skokie.
(Robert D. Heinlein Photo)

Electroliner 801-802 is on 6th Street in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 801-802 is on 6th Street in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 801-802, possibly departing the Kenosha station. (Robert D. Heinlein Photo)

Electroliner 801-802, possibly departing the Kenosha station. (Robert D. Heinlein Photo)

Electroliner 801-802 at Kenosha (most likely a photo stop on a fantrip). (Robert D. Heinlein Photo)

Electroliner 801-802 at Kenosha (most likely a photo stop on a fantrip). (Robert D. Heinlein Photo)

Electroliner 801-802 on the 6th Street Viaduct in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 801-802 on the 6th Street Viaduct in Milwaukee. (Robert D. Heinlein Photo)

Electroliner 803-804 on the Skokie Valley Route. (Robert D. Heinlein Photo)

Electroliner 803-804 on the Skokie Valley Route.
(Robert D. Heinlein Photo)

NSL Electroliner 803-804, northbound at Belmont. (Robert D. Heinlein Photo)

NSL Electroliner 803-804, northbound at Belmont. (Robert D. Heinlein Photo)

NSL Electroliner 803-804 at speed. (Robert D. Heinlein Photo)

NSL Electroliner 803-804 at speed. (Robert D. Heinlein Photo)

NSL 803-804 on Lake Street at LaSalle Street downtown. (Robert D. Heinlein Photo)

NSL 803-804 on Lake Street at LaSalle Street downtown. (Robert D. Heinlein Photo)

The Chicago Aurora and Elgin's Mt. Carmel Branch (also called the Cook County Branch) used overhead wire instead of thrid rail, and was an important source of freight revenue for the interurban. When I-290 was built in the late 1950s, a new bridge took the tracks over the highway. Although CA&E freight service ended in June 1959, the interurban did apparently use this bridge prior to abandonment, as I have seen a photo. Cars could also drive on this bridge, which remained in use at least until 1986. The overhead wire remained up for several years after this branch was taken over by the Indiana Harbor Belt, which used diesel engines. This slide was processed in November 1962. We are looking north. The bridge itself was removed years ago. (Robert D. Heinlein Photo)

The Chicago Aurora and Elgin’s Mt. Carmel Branch (also called the Cook County Branch) used overhead wire instead of thrid rail, and was an important source of freight revenue for the interurban. When I-290 was built in the late 1950s, a new bridge took the tracks over the highway. Although CA&E freight service ended in June 1959, the interurban did apparently use this bridge prior to abandonment, as I have seen a photo. Cars could also drive on this bridge, which remained in use at least until 1986. The overhead wire remained up for several years after this branch was taken over by the Indiana Harbor Belt, which used diesel engines. This slide was processed in November 1962. We are looking north. The bridge itself was removed years ago. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin wood car 315, at the Wheaton Yards in a slide processed in April 1962. Some of the windows on this car were boarded up for shipment to the Rockhill Trolley Museum in Pennsylvania, which happened shortly after this picture was taken by Robert Heinlein. 315 was built by Kuhlman Car Company in 1909.

Chicago Aurora and Elgin wood car 315, at the Wheaton Yards in a slide processed in April 1962. Some of the windows on this car were boarded up for shipment to the Rockhill Trolley Museum in Pennsylvania, which happened shortly after this picture was taken by Robert Heinlein. 315 was built by Kuhlman Car Company in 1909.

(This and the next picture) Don's Rail Photos (via Archive.org): "(Northwestern "L" car) 1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, a trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana (circa 1958), where it was scrapped in 1966." Some other sources put the scrap date in the 1970s. This paper mill removed one side of the car to make it easier to load and unload the rolls of paper it transported. As a result, by the time it was finally retired, the body of 1796 was not structurally sound. It was scrapped for parts to help keep sister car 1797 running at the Illinois Railway Museum. Here, we see it on May 5, 1960 in Bogalusa, Louisiana. (Robert D. Heinlein Photos)

(This and the next picture) Don’s Rail Photos (via Archive.org): “(Northwestern “L” car) 1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, a trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana (circa 1958), where it was scrapped in 1966.” Some other sources put the scrap date in the 1970s. This paper mill removed one side of the car to make it easier to load and unload the rolls of paper it transported. As a result, by the time it was finally retired, the body of 1796 was not structurally sound. It was scrapped for parts to help keep sister car 1797 running at the Illinois Railway Museum. Here, we see it on May 5, 1960 in Bogalusa, Louisiana. (Robert D. Heinlein Photos)

Chicago Aurora and Elgin 401 at the 11th Avenue station in Maywood on June 29, 1957, just a few days before the abrupt end of passenger service. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 401 at the 11th Avenue station in Maywood on June 29, 1957, just a few days before the abrupt end of passenger service. (Robert D. Heinlein Photo)

The interior of Chicago Aurora and Elgin 414 at the Wheaton Shops on April 17, 1957. (Robert D. Heinlein Photo)

The interior of Chicago Aurora and Elgin 414 at the Wheaton Shops on April 17, 1957. (Robert D. Heinlein Photo)

While passenger service on the Chicago Aurora and Elgin did end abruptly at mid-day on July 3, 1957, there were various attempts to get service restored after that. On March 6, 1958, a charter trip, using a two-car train, toured the western suburbs as "The Mass Transit Special," meeting local officials in various towns along the way (and at least one marching band). Here, we see cars 417 and 460 westbound in Wheaton. Although the effort to save the CA&E ultimately failed, there were at least two other charter trips, the last in December 1958. (Robert Heinlein Photo) The former CA&E right-of-way is now the Illinois Prairie Path. The old CA&E Wheaton station would have been behind the photographer. Car 460 is now at the Illinois Railway Museum.

While passenger service on the Chicago Aurora and Elgin did end abruptly at mid-day on July 3, 1957, there were various attempts to get service restored after that. On March 6, 1958, a charter trip, using a two-car train, toured the western suburbs as “The Mass Transit Special,” meeting local officials in various towns along the way (and at least one marching band). Here, we see cars 417 and 460 westbound in Wheaton. Although the effort to save the CA&E ultimately failed, there were at least two other charter trips, the last in December 1958. (Robert Heinlein Photo) The former CA&E right-of-way is now the Illinois Prairie Path. The old CA&E Wheaton station would have been behind the photographer. Car 460 is now at the Illinois Railway Museum.

The same location on September 9, 2023.

The same location on September 9, 2023.

On May 5, 1963, this is what remained of Chicago Aurora and Elgin car 419 after it was torched during scrapping at the Wheaton Yards. The metal parts that remained would be broken apart and hauled away. 419 was built by Pullman in 1923. Sister car 409, now at the Illinois Railway Museum, is the only Pullman that survives from the fleet. (Robert D. Heinlein Photo)

On May 5, 1963, this is what remained of Chicago Aurora and Elgin car 419 after it was torched during scrapping at the Wheaton Yards. The metal parts that remained would be broken apart and hauled away. 419 was built by Pullman in 1923. Sister car 409, now at the Illinois Railway Museum, is the only Pullman that survives from the fleet. (Robert D. Heinlein Photo)

The control cab of Chicago Aurora and Elgin 460 on an October 26, 1958 fantrip-- the final time it operated on the CA&E. There was one later fantrip, but it used two of the wood cars. The 460 is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

The control cab of Chicago Aurora and Elgin 460 on an October 26, 1958 fantrip– the final time it operated on the CA&E. There was one later fantrip, but it used two of the wood cars. The 460 is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Here is a view of the back end of the Chicago and West Towns bus garage (and former streetcar barn) at North Boulevard and Cuyler Avenue in Oak Park on March 16, 1957. There are a couple of West Towns "Old Look" buses parked in the distance. (Robert D. Heinlein Photo) Mike Franklin: "Photo was taken from atop (and below) a spur feeding off of the C&NW tracks, which provided deliveries to a coal company on the NE corner of Ridgeland & North Blvd. It was removed sometime in the mid 1970's." After West Towns was absorbed into PACE, this garage was replaced by one further west on Lake Street. After the building was torn down in the 1980s, a Dominick's Finer Foods went up, and this in turn has been replaced by a Pete's Fresh Market.

Here is a view of the back end of the Chicago and West Towns bus garage (and former streetcar barn) at North Boulevard and Cuyler Avenue in Oak Park on March 16, 1957. There are a couple of West Towns “Old Look” buses parked in the distance. (Robert D. Heinlein Photo) Mike Franklin: “Photo was taken from atop (and below) a spur feeding off of the C&NW tracks, which provided deliveries to a coal company on the NE corner of Ridgeland & North Blvd. It was removed sometime in the mid 1970’s.” After West Towns was absorbed into PACE, this garage was replaced by one further west on Lake Street. After the building was torn down in the 1980s, a Dominick’s Finer Foods went up, and this in turn has been replaced by a Pete’s Fresh Market.

Chicago Aurora and Elgin 460 is at the Aurora Terminal on April 17, 1957. Chances are this wasn't a fantrip, as that was a Wednesday. Back then, the great majority of such trips were held on Sundays. This car is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 460 is at the Aurora Terminal on April 17, 1957. Chances are this wasn’t a fantrip, as that was a Wednesday. Back then, the great majority of such trips were held on Sundays. This car is now at the Illinois Railway Museum. (Robert D. Heinlein Photo)

The body of Roanoke Railway and Electric car 57 near Salem, VA on August 31, 1957. This is a lightweight Brill Master Unit streetcar, built in 1929. Streetcar service in Roanoke ended in 1948. Sister car 51 is at the Seashore Trolley Museum in Maine. (George Krambles Photo, Robert D. Heinlein Collection)

The body of Roanoke Railway and Electric car 57 near Salem, VA on August 31, 1957. This is a lightweight Brill Master Unit streetcar, built in 1929. Streetcar service in Roanoke ended in 1948. Sister car 51 is at the Seashore Trolley Museum in Maine. (George Krambles Photo, Robert D. Heinlein Collection)

Aurora Elgin and Chicago city streetcar 256.

Aurora Elgin and Chicago city streetcar 256.

In May 1962, workers began tearing up the tracks of the abandoned Chicago Aurora and Elgin Railway. (Robert D. Heinlein Photo)

In May 1962, workers began tearing up the tracks of the abandoned Chicago Aurora and Elgin Railway. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 410 heads up a westbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 410 heads up a westbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is at the rear of an eastbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is at the rear of an eastbound two-car train at the 25th Avenue station in Bellwood on June 29, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin car 460 is at the front of a two-car train, heading westbound at the 25th Avenue station in Bellwood on May 18, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin car 460 is at the front of a two-car train, heading westbound at the 25th Avenue station in Bellwood on May 18, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is westbound at 9th Avenue in Maywood on April 20, 1957. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin 421 is westbound at 9th Avenue in Maywood on April 20, 1957. (Robert D. Heinlein Photo)

Some very creative fantrips were held back in the old days, using unusual equipment. Here, we see a Central Electric Railfans' Association excursion on the Chicago Aurora and Elgin interurban, probably prior to World War II, using electric freight locomotives and cabooses.

Some very creative fantrips were held back in the old days, using unusual equipment. Here, we see a Central Electric Railfans’ Association excursion on the Chicago Aurora and Elgin interurban, probably prior to World War II, using electric freight locomotives and cabooses.

After the Chicago Aurora and Elgin interurban was abandoned, the railroad put their rolling stock up for sale. The ten curved-sided cars, built in 1945 by the St. Louis Car Company, were the newest and the railroad had hopes of finding buyers for them. Cleveland considered purchasing them for a rapid transit extension to an airport, but that project was delayed, and didn't open until 1969. Finally, Gerald E. Brookins (pictured here as they were being moved off the property in 1962) purchased four of the cars for his Trolleyville USA, which provided transportation within a trailer park he owned in Ohio. Now, all four are back in Illinois-- three at IRM, one at Fox River Trolley Museum. (Robert D. Heinlein Collection)

After the Chicago Aurora and Elgin interurban was abandoned, the railroad put their rolling stock up for sale. The ten curved-sided cars, built in 1945 by the St. Louis Car Company, were the newest and the railroad had hopes of finding buyers for them. Cleveland considered purchasing them for a rapid transit extension to an airport, but that project was delayed, and didn’t open until 1969. Finally, Gerald E. Brookins (pictured here as they were being moved off the property in 1962) purchased four of the cars for his Trolleyville USA, which provided transportation within a trailer park he owned in Ohio. Now, all four are back in Illinois– three at IRM, one at Fox River Trolley Museum. (Robert D. Heinlein Collection)

On April 17, 1957, Chicago Aurora and Elgin wood car 318 is on a fantrip on the Batavia branch, by the Fox River. Robert D. Heinlein took this picture from the second floor of the abandoned powerhouse nearby in Glenwood Park. It has since been demolished, but at one time, provided the electricity for the entire railroad. It was the first major electricity provider in the western suburbs.

On April 17, 1957, Chicago Aurora and Elgin wood car 318 is on a fantrip on the Batavia branch, by the Fox River. Robert D. Heinlein took this picture from the second floor of the abandoned powerhouse nearby in Glenwood Park. It has since been demolished, but at one time, provided the electricity for the entire railroad. It was the first major electricity provider in the western suburbs.

Former Aurora Elgin and Fox River Electric car 300 is seen in suburban Cleveland on the Shaker Heights Rapid Transit line. Don's Rail Photos (via Archive.org): "300 was built by St Louis Car in 1924. #1308. In 1936 it was sold to Cleveland Interurban RR as 300. CI became Shaker Heights Rapid Transit in 1944. It was sold to Milwaukee Rapid Transit & Speedrail in May 1950 as 300. It was scrapped in 1952." With that in mind, this picture dates to between 1936 and 1950. Sister cars 303, 304, and 306 have been preserved in various railway museums.

Former Aurora Elgin and Fox River Electric car 300 is seen in suburban Cleveland on the Shaker Heights Rapid Transit line. Don’s Rail Photos (via Archive.org): “300 was built by St Louis Car in 1924. #1308. In 1936 it was sold to Cleveland Interurban RR as 300. CI became Shaker Heights Rapid Transit in 1944. It was sold to Milwaukee Rapid Transit & Speedrail in May 1950 as 300. It was scrapped in 1952.” With that in mind, this picture dates to between 1936 and 1950. Sister cars 303, 304, and 306 have been preserved in various railway museums.

Chicago Aurora and Elgin car 459 on a siding in downtown Aurora by the Fox River on April 21, 1957. As with the end of the line in Elgin, overhead wire was used instead of third rail. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin car 459 on a siding in downtown Aurora by the Fox River on April 21, 1957. As with the end of the line in Elgin, overhead wire was used instead of third rail. (Robert D. Heinlein Photo)

North Shore Line electric loco 450 in Milwaukee on February 15, 1938. (T. G. Wurm Photo) Don's Rail Photos (via Archive.org): "450 was built in 1907 by Alco, (order) #44386, and General Electric, #2696. It was sold to Commonwealth Edison Co. as 6 in February 1948."

North Shore Line electric loco 450 in Milwaukee on February 15, 1938. (T. G. Wurm Photo) Don’s Rail Photos (via Archive.org): “450 was built in 1907 by Alco, (order) #44386, and General Electric, #2696. It was sold to Commonwealth Edison Co. as 6 in February 1948.”

Chicago Aurora and Elgin car 457 at Wesley Street in Wheaton on June 30, 1957, just a few days before the interurban suspended passenger service. This bridge carried the Elgin branch over the Chicago and North Western (now the Union Pacific). (Robert D. Heinlein Photo)

Chicago Aurora and Elgin car 457 at Wesley Street in Wheaton on June 30, 1957, just a few days before the interurban suspended passenger service. This bridge carried the Elgin branch over the Chicago and North Western (now the Union Pacific). (Robert D. Heinlein Photo)

This picture, taken by Robert D. Heinlein on June 30, 1957 in Wheaton, shows the differences between Chicago Aurora and Elgin wood car 309, at left, and steel car 454 at right.

This picture, taken by Robert D. Heinlein on June 30, 1957 in Wheaton, shows the differences between Chicago Aurora and Elgin wood car 309, at left, and steel car 454 at right.

Chicago Aurora and Elgin cars 455, 452, and 459, as they were being scrapped in Wheaton on June 16, 1963. Out of a ten-car order, built in 1945 by the St. Louis Car Company, only four were saved-- all bought by Gerald E. Brookins for his Trolleyville USA operation at a trailer park in Ohio. Now all four are back in Illinois. These cars only saw 12 years of regular service. (Robert D. Heinlein Photo)

Chicago Aurora and Elgin cars 455, 452, and 459, as they were being scrapped in Wheaton on June 16, 1963. Out of a ten-car order, built in 1945 by the St. Louis Car Company, only four were saved– all bought by Gerald E. Brookins for his Trolleyville USA operation at a trailer park in Ohio. Now all four are back in Illinois. These cars only saw 12 years of regular service. (Robert D. Heinlein Photo)

On August 8, 1954, photographer Robert A. Selle took this picture of Chicago Aurora and Elgin car 459 during a fantrip photo stop on the Elgin branch. The event was a Central Electric Railfans' Association excursion. When the time comes to submit potential cover images for my next book, this could be among them. When we worked on my last book, I had to submit six different images, and then we chose the one that worked best. Although the sign says "St. Charles - Geneva," that branch of the CA&E had last run in 1937, but as Bob Bresse-Rodenkirk notes, "Elgin branch trains connected at Lakewood after 1937 for CA&E buses to St. Charles and Geneva." Michael Crist thinks we are "sitting on the Milwaukee Road interchange track just east of Raymond Street, Elgin."

On August 8, 1954, photographer Robert A. Selle took this picture of Chicago Aurora and Elgin car 459 during a fantrip photo stop on the Elgin branch. The event was a Central Electric Railfans’ Association excursion. When the time comes to submit potential cover images for my next book, this could be among them. When we worked on my last book, I had to submit six different images, and then we chose the one that worked best. Although the sign says “St. Charles – Geneva,” that branch of the CA&E had last run in 1937, but as Bob Bresse-Rodenkirk notes, “Elgin branch trains connected at Lakewood after 1937 for CA&E buses to St. Charles and Geneva.” Michael Crist thinks we are “sitting on the Milwaukee Road interchange track just east of Raymond Street, Elgin.”

Here are the bodies of Chicago and West Towns streetcars 164 and 165 on March 22, 1959. After trolley service ended on the line to LaGrange in 1948, they were apparently dumped in the woods along First Avenue, just north of North Avenue in Melrose Park. (Robert A. Selle Photo)

Here are the bodies of Chicago and West Towns streetcars 164 and 165 on March 22, 1959. After trolley service ended on the line to LaGrange in 1948, they were apparently dumped in the woods along First Avenue, just north of North Avenue in Melrose Park. (Robert A. Selle Photo)

Five Chicago and West Towns streetcar bodies, in the woods along First Avenue just north of North Avenue on March 22, 1959. Car 141, the only survivor of the fleet, was sold as a chicken coop and was retrieved around this time by the ERHS (Electric Railway Historical Society) group. who tried to get a museum going on a farm in Downers Grove, IL. When that effort failed in 1973, the collection went to the Illinois Railway Museum. After a long, international search for parts, IRM eventually got 141 running again about 10 years ago. (Robert A. Selle Photo)

Five Chicago and West Towns streetcar bodies, in the woods along First Avenue just north of North Avenue on March 22, 1959. Car 141, the only survivor of the fleet, was sold as a chicken coop and was retrieved around this time by the ERHS (Electric Railway Historical Society) group. who tried to get a museum going on a farm in Downers Grove, IL. When that effort failed in 1973, the collection went to the Illinois Railway Museum. After a long, international search for parts, IRM eventually got 141 running again about 10 years ago. (Robert A. Selle Photo)

On Saturday, September 26, 1953, CTA "L" car 2899 is looping at the western end of the Garfield Park line at DesPlaines Avenue in Forest Park, while Chicago Aurora and Elgin car 413 rolls out of the terminal on its way west. This was the new arrangement, starting on September 20th, where the two railroads were no longer connected to each other. Therefore, two loops were necessary that did not directly intersect. There had previously been a loop here for turning CTA trains at ground level, and it was located just behind where the new loop is seen here. This new system remained in place until the CA&E suspended passenger service in 1957, and the CTA reconfigured the entire area in 1959 as work continued nearby on the new expressway. (Robert A. Selle Photo)

On Saturday, September 26, 1953, CTA “L” car 2899 is looping at the western end of the Garfield Park line at DesPlaines Avenue in Forest Park, while Chicago Aurora and Elgin car 413 rolls out of the terminal on its way west. This was the new arrangement, starting on September 20th, where the two railroads were no longer connected to each other. Therefore, two loops were necessary that did not directly intersect. There had previously been a loop here for turning CTA trains at ground level, and it was located just behind where the new loop is seen here. This new system remained in place until the CA&E suspended passenger service in 1957, and the CTA reconfigured the entire area in 1959 as work continued nearby on the new expressway. (Robert A. Selle Photo)

On Sunday afternoon, March 21, 1954, a westbound CTA Douglas Park "L" train is at the Racine station on the Metropolitan Main Line. This was shortly before the station closed and was demolished as part of the construction project that built the Congress (now Eisenhower) expressway. This was a four-track "L", but by this time, Garfield Park trains had been rerouted onto temporary ground-level trackage on Van Buren Street. Logan Square trains had stopped using this part of the "L" in 1951. Starting in April 1954, Douglas Park trains went downtown via a new connection to the Lake Street "L"-- the same routing that the Pink Line uses today. (Robert A. Selle Photo)

On Sunday afternoon, March 21, 1954, a westbound CTA Douglas Park “L” train is at the Racine station on the Metropolitan Main Line. This was shortly before the station closed and was demolished as part of the construction project that built the Congress (now Eisenhower) expressway. This was a four-track “L”, but by this time, Garfield Park trains had been rerouted onto temporary ground-level trackage on Van Buren Street. Logan Square trains had stopped using this part of the “L” in 1951. Starting in April 1954, Douglas Park trains went downtown via a new connection to the Lake Street “L”– the same routing that the Pink Line uses today. (Robert A. Selle Photo)

On December 9, 1951, the CTA, as part of their efforts to speed things up on the "L", brought A/B "skip stop" service to the Douglas Park branch. Several lightly used stations were closed, but Wood Street (1800 W, 2100 S) was one of three that were given "partial" service. There was no agent on duty, and riders had to put a token into a turnstyle to enter. Soon the other two such stations were closed, but Wood continued as a partial service station from May 3, 1952 until May 19, 1957, when it was closed. Certain "B" trains that stopped at Wood had a special sign, which you see here, in this photo taken by Robert A. Selle on March 21, 1954. (Station info from www.chicago-l.org)

On December 9, 1951, the CTA, as part of their efforts to speed things up on the “L”, brought A/B “skip stop” service to the Douglas Park branch. Several lightly used stations were closed, but Wood Street (1800 W, 2100 S) was one of three that were given “partial” service. There was no agent on duty, and riders had to put a token into a turnstyle to enter. Soon the other two such stations were closed, but Wood continued as a partial service station from May 3, 1952 until May 19, 1957, when it was closed. Certain “B” trains that stopped at Wood had a special sign, which you see here, in this photo taken by Robert A. Selle on March 21, 1954. (Station info from http://www.chicago-l.org)

This is the interior of CTA wooden "L" car 3141, taken on December 12, 1953 at the Indiana Avenue station. It was operating on the Stock Yards branch and was laying over on a stub end track. (Robert A. Selle Photo)

This is the interior of CTA wooden “L” car 3141, taken on December 12, 1953 at the Indiana Avenue station. It was operating on the Stock Yards branch and was laying over on a stub end track. (Robert A. Selle Photo)

A CTA 1700-series "L" car leaves the pocket track at Indiana Avenue on Saturday afternoon, November 28, 1953, for its trip east to 42nd and Oakenwald. Between 1949 and 1957, Kenwood operated as a shuttle, after which it was discontinued. (Robert A. Selle Photo)

A CTA 1700-series “L” car leaves the pocket track at Indiana Avenue on Saturday afternoon, November 28, 1953, for its trip east to 42nd and Oakenwald. Between 1949 and 1957, Kenwood operated as a shuttle, after which it was discontinued. (Robert A. Selle Photo)

This is apparently the only Birney car that ran on the Aurora streetcar system. Here's what the Hicks Car Works blog has to say about it: "In 1920, in order to improve service, the company (Aurora Plainfield and Joliet Railway) ordered a new four-wheel Birney streetcar to operate the local line in Joliet... On July 21, 1924, the company was authorized to abandon its line. All service was stopped on August 31, 1924, being one of the first interurban systems in Illinois to be abandoned... The Birney streetcar was shipped to the Aurora streetcar system, with delivery being made via the Chicago & Illinois Valley Railway to Morris, the Fox & Illinois Union Railway to Yorkville, and then over the abandoned (but not yet dismantled) Yorkville division of the Aurora Elgin & Fox River Electric Company to Aurora. (Aurora Plainfield and Joliet) 101 - AR (arch roof) ST (single truck) DE (double end) Birney streetcar - St. Louis (Car Company)1920 (ord#1249) - K63 control, St Louis 7 truck - sold in 1924 to Aurora Elgin & Fox River Electric as number 48."

This is apparently the only Birney car that ran on the Aurora streetcar system. Here’s what the Hicks Car Works blog has to say about it: “In 1920, in order to improve service, the company (Aurora Plainfield and Joliet Railway) ordered a new four-wheel Birney streetcar to operate the local line in Joliet… On July 21, 1924, the company was authorized to abandon its line. All service was stopped on August 31, 1924, being one of the first interurban systems in Illinois to be abandoned… The Birney streetcar was shipped to the Aurora streetcar system, with delivery being made via the Chicago & Illinois Valley Railway to Morris, the Fox & Illinois Union Railway to Yorkville, and then over the abandoned (but not yet dismantled) Yorkville division of the Aurora Elgin & Fox River Electric Company to Aurora. (Aurora Plainfield and Joliet) 101 – AR (arch roof) ST (single truck) DE (double end) Birney streetcar – St. Louis (Car Company)1920 (ord#1249) – K63 control, St Louis 7 truck – sold in 1924 to Aurora Elgin & Fox River Electric as number 48.”

Another view of Aurora Elgin and Fox River Electric Birney car 48. Birney cars were briefly popular in the 1920s for use on smaller streetcar systems, since they could be operated by one person. Because they are single truck cars, riding qualities weren't the best, but they are certainly popular among the fans. "Downer" is a street in Aurora.

Another view of Aurora Elgin and Fox River Electric Birney car 48. Birney cars were briefly popular in the 1920s for use on smaller streetcar systems, since they could be operated by one person. Because they are single truck cars, riding qualities weren’t the best, but they are certainly popular among the fans. “Downer” is a street in Aurora.

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

Help Support The Trolley Dodger

This is our 307th 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 1,014,000 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.


Thanks a Million

North Shore Line car 154 makes a photo stop at the Glencoe gauntlet on a July 24, 1955 "farewell to the Shore Line Route" fantrip.

North Shore Line car 154 makes a photo stop at the Glencoe gauntlet on a July 24, 1955 “farewell to the Shore Line Route” fantrip.

The Trolley Dodger blog reached another milestone on July 22, 2023, with one million page views. So, I am not exaggerating when I say thanks a million to all our readers over the last eight-and-a-half years!

We have a fine batch of classic traction photos for your enjoyment today. We acquired some of them as part of our research for our next book about the fabled Chicago Aurora and Elgin interurban.

All this research does cost money, however, so we hop you will consider making a donation. You can find links to do just that at the top of this post, and also at the end. We thank everyone who has already contributed.

In addition, we have coverage of the Chicago Transit Authority‘s celebration of the 100th anniversary of Heritage cars 4271 and 4272, which gave rides around the Loop for several hours on July 29th.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,394 members.

Our friend Kenneth Gear has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

100 Years of the CTA 4000s

To get downtown, I took an inbound Metra commuter train. Running on the Burlington Northern Santa Fe, it stops at the Riverside station on July 29, 2023.

The 4000s arrive at Washington and Wabash.

What it was like to ride the 4000s around the Loop.

The 4000s berthed at the south end of the Washington and Wabash platform, as the lines of people waiting to board were quite long.

The 4000s berthed at the south end of the Washington and Wabash platform, as the lines of people waiting to board were quite long.

CTA 2400-series cars, which were retired some years back, made up the other Heritage Fleet train being used that day.

CTA 2400-series cars, which were retired some years back, made up the other Heritage Fleet train being used that day.

The various advertising wraps on "L" trains break up the monotony of having everything be gray.

The various advertising wraps on “L” trains break up the monotony of having everything be gray.

Fred Lonnes, a retired CTA employee, stands near the train.

Fred Lonnes, a retired CTA employee, stands near the train.

The original plans were to make all stops around the Loop after the first few trips. But that had to be revised due to the large crowds. As far as I am aware, nearly all trips began and ended at Washington and Wabash.

The original plans were to make all stops around the Loop after the first few trips. But that had to be revised due to the large crowds. As far as I am aware, nearly all trips began and ended at Washington and Wabash.

Lots of pictures are videos were taken.

Lots of pictures are videos were taken.

People were excited to ride the old cars.

People were excited to ride the old cars.

There was a long line to ride the 4000s at Washington and Wabash.

There was a long line to ride the 4000s at Washington and Wabash.

Recent Finds

The miniature railway and electric wheel at Chicago's White City amusement park, which was located on the south side on 63rd Street in the early 1900s.

The miniature railway and electric wheel at Chicago’s White City amusement park, which was located on the south side on 63rd Street in the early 1900s.

The back of the postcard, mailed in 1909.

The back of the postcard, mailed in 1909.

Chicago Aurora and Elgin car 320 makes a photo stop on an early "Railfan Special" fantrip, probably circa 1939-40. Don's Rail Photos (via Archive.org): "320 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Iowa Chapter NRHS in 1962. It was transferred to Midwest Electric Railway Museum in 1968."

Chicago Aurora and Elgin car 320 makes a photo stop on an early “Railfan Special” fantrip, probably circa 1939-40. Don’s Rail Photos (via Archive.org): “320 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Iowa Chapter NRHS in 1962. It was transferred to Midwest Electric Railway Museum in 1968.”

Chicago Aurora and Elgin car 320 was the last to leave the property, and the first to return to service elsewhere. Here, it is in Centerville, Iowa (on the Southern Iowa Railway) on October 20, 1962. (Don Christenson Photo)

Chicago Aurora and Elgin car 320 was the last to leave the property, and the first to return to service elsewhere. Here, it is in Centerville, Iowa (on the Southern Iowa Railway) on October 20, 1962. (Don Christenson Photo)

A group of Aurora Elgin and Chicago employees posed for a picture at the Dispatch Tower in Wheaton, circa 1920. The AE&C was reorganized into the CA&E in 1922.

A group of Aurora Elgin and Chicago employees posed for a picture at the Dispatch Tower in Wheaton, circa 1920. The AE&C was reorganized into the CA&E in 1922.

Chicago Aurora and Elgin wood car 316 at the Fox River Trolley Museum on June 1, 1969. Don's Rail Photos (via Archive.org): "316 was built by Jewett Car Co in 1913. It was sold to Railway Equipment Leasing & Investment Co. in 1962 and transferred to Fox River Trolley Museum in 1984." (Don Christenson Photo)

Chicago Aurora and Elgin wood car 316 at the Fox River Trolley Museum on June 1, 1969. Don’s Rail Photos (via Archive.org): “316 was built by Jewett Car Co in 1913. It was sold to Railway Equipment Leasing & Investment Co. in 1962 and transferred to Fox River Trolley Museum in 1984.” (Don Christenson Photo)

Chicago Aurora and Elgin wood car 315 at Orbisonia, Pennsylvania on February 10, 1968. Don's Rail Photos (via Archive.org): "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962." (William D. Volkmer Photo)

Chicago Aurora and Elgin wood car 315 at Orbisonia, Pennsylvania on February 10, 1968. Don’s Rail Photos (via Archive.org): “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.” (William D. Volkmer Photo)

Chicago Aurora and Elgin center cab locos 3003 and 3004 are in Elgin on July 15, 1954. They were built by Baldwin-Westinghouse in 1923-1924 and rebuilt in 1930. Both were scrapped in August 1963.

Chicago Aurora and Elgin center cab locos 3003 and 3004 are in Elgin on July 15, 1954. They were built by Baldwin-Westinghouse in 1923-1924 and rebuilt in 1930. Both were scrapped in August 1963.

CA&E loco 3003 at the Wheaton Shops. (S. Palmer Photo)

CA&E loco 3003 at the Wheaton Shops. (S. Palmer Photo)

A J. G. Brill builder's photo of Aurora and Geneva Railway Company car 4. The line had only four cars in all.

A J. G. Brill builder’s photo of Aurora and Geneva Railway Company car 4. The line had only four cars in all.

Aurora and Geneva Railway car 1. This was a predecessor of the Aurora Elgin and Fox River Electric and was merged into another company by 1901.

Aurora and Geneva Railway car 1. This was a predecessor of the Aurora Elgin and Fox River Electric and was merged into another company by 1901.

Chicago Aurora and Elgin express car 15 on the scrap track at Wheaton on February 1, 1953. It was built by McGuire-Cummings in 1910.

Chicago Aurora and Elgin express car 15 on the scrap track at Wheaton on February 1, 1953. It was built by McGuire-Cummings in 1910.

CA&E express motor 5 in the scrap line at Wheaton. Don's Rail Photos (via Archive.org): "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."

CA&E express motor 5 in the scrap line at Wheaton. Don’s Rail Photos (via Archive.org): “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.”

These plans are for 15 CA&E cars built by the Cincinnati Car Company in 1927, numbered 420-434.

These plans are for 15 CA&E cars built by the Cincinnati Car Company in 1927, numbered 420-434.

Chicago Aurora and Elgin 137 was originally a North Shore Line car. Don's Rail Photos (via Archive.org): "137 was built by Jewett Car Company in 1907 as Chicago & Milwaukee Electric 137. It was rebuilt in 1914 retired in 1954." The CA&E leased it from the North Shore Line from 1936 to 1945. it was briefly returned to the NSL and was then purchased by CA&E in 1946. Here, we see it on August 31, 1942 in Wheaton.

Chicago Aurora and Elgin 137 was originally a North Shore Line car. Don’s Rail Photos (via Archive.org): “137 was built by Jewett Car Company in 1907 as Chicago & Milwaukee Electric 137. It was rebuilt in 1914 retired in 1954.” The CA&E leased it from the North Shore Line from 1936 to 1945. it was briefly returned to the NSL and was then purchased by CA&E in 1946. Here, we see it on August 31, 1942 in Wheaton.

Chicago Aurora and Elgin control trailer 604 is at Wheaton in August 1948. It originally came from the Washington, Baltimore and Annapolis. Don's Rail Photos (via Archive.org): "604 was built by Cincinnati Car Co in 1913 as WB&A 39. It was sold as CA&E 604 in October 1937."

Chicago Aurora and Elgin control trailer 604 is at Wheaton in August 1948. It originally came from the Washington, Baltimore and Annapolis. Don’s Rail Photos (via Archive.org): “604 was built by Cincinnati Car Co in 1913 as WB&A 39. It was sold as CA&E 604 in October 1937.”

Chicago Aurora and Elgin cars 452, 453, and 451 were new arrivals in November 1945, when this picture was taken.

Chicago Aurora and Elgin cars 452, 453, and 451 were new arrivals in November 1945, when this picture was taken.

Chicago Aurora and Elgin cars 309 and 310 are on a May 19, 1957 fantrip, as a westbound train at Ardmore in Villa Park.

Chicago Aurora and Elgin cars 309 and 310 are on a May 19, 1957 fantrip, as a westbound train at Ardmore in Villa Park.

The fresh ballast, ties, and construction in this picture date it to September 1953, when the Chicago Aurora and Elgin cut back service to Forest Park. Their passengers then had to change trains and ride the CTA Garfield Park "L" the rest of the way into the city-- at times, a rather slow and ponderous ride via 2.5 miles of temporary trackage in Van Buren Street, due to construction of the Congress (now Eisenhower) expressway. Here, we see cars 451 and 425, just after they have dropped off their riders. This arrangement continued until the CA&E suspended passenger service on July 3, 1957. The view looks to the northeast. William Shapotkin adds, "I see the Forest Park CGW station in the background. The CGW continued operating passenger service out of Chicago (stopping at Forest Park) until Sept 5-6, 1956. The SOO station (located at Madison St) continued serving passenger trains until Jan 1963 (when the remaining train, the LAKER was moved from Grand Central Station to Central Station in Chicago)."

The fresh ballast, ties, and construction in this picture date it to September 1953, when the Chicago Aurora and Elgin cut back service to Forest Park. Their passengers then had to change trains and ride the CTA Garfield Park “L” the rest of the way into the city– at times, a rather slow and ponderous ride via 2.5 miles of temporary trackage in Van Buren Street, due to construction of the Congress (now Eisenhower) expressway. Here, we see cars 451 and 425, just after they have dropped off their riders. This arrangement continued until the CA&E suspended passenger service on July 3, 1957. The view looks to the northeast. William Shapotkin adds, “I see the Forest Park CGW station in the background. The CGW continued operating passenger service out of Chicago (stopping at Forest Park) until Sept 5-6, 1956. The SOO station (located at Madison St) continued serving passenger trains until Jan 1963 (when the remaining train, the LAKER was moved from Grand Central Station to Central Station in Chicago).”

Chicago Aurora and Elgin car 320 is at the end of the line in Aurora, most likely in the 1940s. This was a fantrip for the Central Electric Railfans' Association. Now, this is where the Illinois Prairie Path terminates.

Chicago Aurora and Elgin car 320 is at the end of the line in Aurora, most likely in the 1940s. This was a fantrip for the Central Electric Railfans’ Association. Now, this is where the Illinois Prairie Path terminates.

CA&E 414 is on the Aurora branch just east of Eola Road (near Batavia Junction) on July 3, 1949. The crossing with the EJ&E is in the distance, and the Commonwealth Edison substation at left is still in use.

CA&E 414 is on the Aurora branch just east of Eola Road (near Batavia Junction) on July 3, 1949. The crossing with the EJ&E is in the distance, and the Commonwealth Edison substation at left is still in use.

Chicago Aurora and Elgin car 316 as it was being moved off the interurban via the Chicago and North Western in May 1963. Car 20 is behind it. Both cars went to what is now the Fox River Trolley Museum.

Chicago Aurora and Elgin car 316 as it was being moved off the interurban via the Chicago and North Western in May 1963. Car 20 is behind it. Both cars went to what is now the Fox River Trolley Museum.

CA&E 453, most likely just after it was delivered in late 1945.

CA&E 453, most likely just after it was delivered in late 1945.

CA&E 451 in Wheaton.

CA&E 451 in Wheaton.

The CA&E Wheaton Yards.

The CA&E Wheaton Yards.

CA&E 303 at Trolleyville USA in Olmstead Falls, OH in August 1991. Don's Rail Photos (via Archive.org): "303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville in 1962. It was sold to Connecticut Trolley Museum in December 2009."

CA&E 303 at Trolleyville USA in Olmstead Falls, OH in August 1991. Don’s Rail Photos (via Archive.org): “303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville in 1962. It was sold to Connecticut Trolley Museum in December 2009.”

Chicago Aurora and Elgin wood car 317, taken at the Batavia Terminal on an October 16, 1955 fantrip. (Raymond DeGroote, Jr. Photo)

Chicago Aurora and Elgin wood car 317, taken at the Batavia Terminal on an October 16, 1955 fantrip. (Raymond DeGroote, Jr. Photo)

A westbound Chicago Aurora and Elgin train, with car 32 at the helm, stops at Glen Ellyn circa 1926. The station building for eastbound trains appears to be brand new. It was torn down around 1966. The two buildings visible next to the telephone pole are still extant. (Chapek Photo)

A westbound Chicago Aurora and Elgin train, with car 32 at the helm, stops at Glen Ellyn circa 1926. The station building for eastbound trains appears to be brand new. It was torn down around 1966. The two buildings visible next to the telephone pole are still extant. (Chapek Photo)

Chicago Aurora and Elgin wood car 300 on January 13, 1962 at Wheaton, a few weeks before scrapping started on the bulk of the fleet. (Raymond DeGroote, Jr. Photo)

Chicago Aurora and Elgin wood car 300 on January 13, 1962 at Wheaton, a few weeks before scrapping started on the bulk of the fleet. (Raymond DeGroote, Jr. Photo)

CA&E car 300 looks much the worse for wear at Wheaton on May 18, 1963. It was not one of the cars saved. (Raymond DeGroote, Jr. Photo)

CA&E car 300 looks much the worse for wear at Wheaton on May 18, 1963. It was not one of the cars saved. (Raymond DeGroote, Jr. Photo)

CA&E control trailer 700 at the Wheaton Shops. This car originally came from the Washington, Baltimore and Annapolis, and the ends were modified to fit the tight clearances on the "L" system. (S. Palmer Photo)

CA&E control trailer 700 at the Wheaton Shops. This car originally came from the Washington, Baltimore and Annapolis, and the ends were modified to fit the tight clearances on the “L” system. (S. Palmer Photo)

Chicago Aurora and Elgin express motor 9 at the Wheaton Shops. Don's Rail Photos (via Archive.org): "9 was built by Niles Car in 1907. It was scrapped in 1959." (S. Palmer Photo)

Chicago Aurora and Elgin express motor 9 at the Wheaton Shops. Don’s Rail Photos (via Archive.org): “9 was built by Niles Car in 1907. It was scrapped in 1959.” (S. Palmer Photo)

This and the next image are early postcards of the Met "L" bridge (actually two bridges, side by side) over the Chicago River.

This and the next image are early postcards of the Met “L” bridge (actually two bridges, side by side) over the Chicago River.

CTA 6439-40 are at an unknown location in the 1950s, marked as a special run. The photographer is not known for certain, but I suspect this was taken by Vic Wagner.

CTA 6439-40 are at an unknown location in the 1950s, marked as a special run. The photographer is not known for certain, but I suspect this was taken by Vic Wagner.

A Central Electric Railfans' Association special made a photo stop at the Sedgwick CTA "L" station on Sunday, December 11, 1955, using cars 6129 and 6130, which were equipped with trolley poles for use on the Evanston branch (which did not switch to third rail until 1973). Many fantrips in this era ran on Sundays, as there were fewer regular service trains to get in their way. In this case, Ravenswood "L" service did not operate south of Armitage at night or on Sundays, so leisurely photo stops were possible on the stations which had no service that day. The hanging sign on the front of the train is contemporary and was used by Evanston "Shopper's Special" trains, a late morning version of the Evanston Express, which ran only in rush hours, for a premium fare of 40 cents. The CTA charged an extra amount north of Howard Street for a "zoned" fare for many years, unlike today where riders pay the same amount throughout the rapid transit system. These cars were also equipped with high-speed motors at the time, as the CTA was experimenting-- which eventually led to their use on the 2000-series cars delivered in 1964. (Vic Wagner Photo)

A Central Electric Railfans’ Association special made a photo stop at the Sedgwick CTA “L” station on Sunday, December 11, 1955, using cars 6129 and 6130, which were equipped with trolley poles for use on the Evanston branch (which did not switch to third rail until 1973). Many fantrips in this era ran on Sundays, as there were fewer regular service trains to get in their way. In this case, Ravenswood “L” service did not operate south of Armitage at night or on Sundays, so leisurely photo stops were possible on the stations which had no service that day. The hanging sign on the front of the train is contemporary and was used by Evanston “Shopper’s Special” trains, a late morning version of the Evanston Express, which ran only in rush hours, for a premium fare of 40 cents. The CTA charged an extra amount north of Howard Street for a “zoned” fare for many years, unlike today where riders pay the same amount throughout the rapid transit system. These cars were also equipped with high-speed motors at the time, as the CTA was experimenting– which eventually led to their use on the 2000-series cars delivered in 1964. (Vic Wagner Photo)

This postcard, mailed in 1908, shows the Chicago and Milwaukee Electric (predecessor of the North Shore Line) station in Lake Bluff, where the branch line to Libertyville and what is now called Mundelein crossed under the Chicago and North Western.

This postcard, mailed in 1908, shows the Chicago and Milwaukee Electric (predecessor of the North Shore Line) station in Lake Bluff, where the branch line to Libertyville and what is now called Mundelein crossed under the Chicago and North Western.

The back side of the postcard.

The back side of the postcard.

A three-car North Shore Line train of Silverliners is at Valley Junction in North Chicago on January 20, 1963, the last full day of operations.

A three-car North Shore Line train of Silverliners is at Valley Junction in North Chicago on January 20, 1963, the last full day of operations.

North Shore Line 721 heads west on the Mundelein branch in June 1962. (Laurence Veysey Photo) I looked up the photographer, whose name was new to me. I found this online: "Laurence R. Veysey (1932-2004) was an eccentric, a hermit, and an ardent nudist — and author of one of the foundational texts on the history of higher education."

North Shore Line 721 heads west on the Mundelein branch in June 1962. (Laurence Veysey Photo) I looked up the photographer, whose name was new to me. I found this online: “Laurence R. Veysey (1932-2004) was an eccentric, a hermit, and an ardent nudist — and author of one of the foundational texts on the history of higher education.”

At the time of the 1963 abandonment, North Shore Line car 154 became the oldest survivor of the fleet. Unfortunately, it has not survived to the present time. Here, we see it in Anderson, Indiana in November 1964, when it was owned by a railroad club there, which had it pulled around by a diesel locomotive. A sign in the window says "Dixie Flyer," which was an Indiana Railroad train. Within a few years, 154 ended up at a railway museum in Ohio, which stored it outdoors and allowed the car to slowly deteriorate. It was finally purchased by a Michigan museum, which stripped it for parts to restore an unrelated car, then dumped the body in a field.

At the time of the 1963 abandonment, North Shore Line car 154 became the oldest survivor of the fleet. Unfortunately, it has not survived to the present time. Here, we see it in Anderson, Indiana in November 1964, when it was owned by a railroad club there, which had it pulled around by a diesel locomotive. A sign in the window says “Dixie Flyer,” which was an Indiana Railroad train. Within a few years, 154 ended up at a railway museum in Ohio, which stored it outdoors and allowed the car to slowly deteriorate. It was finally purchased by a Michigan museum, which stripped it for parts to restore an unrelated car, then dumped the body in a field.

A view of the North Shore Line's Mundelein Terminal in July, 1962, looking northwest. (George Niles Photo)

A view of the North Shore Line’s Mundelein Terminal in July, 1962, looking northwest. (George Niles Photo)

George Niles took this picture of the North Shore Line's Mundelein Terminal in July 1962, looking west. Past the terminal, there was a freight interchange with the Soo Line.

George Niles took this picture of the North Shore Line’s Mundelein Terminal in July 1962, looking west. Past the terminal, there was a freight interchange with the Soo Line.

North Shore Line car 735 and others are at the Mundelein Terminal in July 1962. (George Niles Photo)

North Shore Line car 735 and others are at the Mundelein Terminal in July 1962. (George Niles Photo)

North Shore Line former Merchandise Despatch car 228 at Pettibone Yard in July 1962. It is now undergoing restoration at the East Troy Railroad Museum. (George Niles Photo)

North Shore Line former Merchandise Despatch car 228 at Pettibone Yard in July 1962. It is now undergoing restoration at the East Troy Railroad Museum. (George Niles Photo)

North Shore Line freight loco 458 is at the Pettibone Yard in July 1962. (George Niles Photo)

North Shore Line freight loco 458 is at the Pettibone Yard in July 1962. (George Niles Photo)

North Shore Line 752 is part of a two-car train at Edison Court in Waukegan in July 1962. We are looking south. (George Niles Photo)

North Shore Line 752 is part of a two-car train at Edison Court in Waukegan in July 1962. We are looking south. (George Niles Photo)

The Rynksel Oil and Coal Company was located in Waukegan, which is where this picture of the North Shore Line was taken (along the Skokie Valley Route) in July 1962. We are looking south from the south end of the Edison Court station. Waukegan was where the NSL originated in the late 1890s, and as there was a lot less ridership north of here, there were storage tracks, and cars were added and cut going north and south as needed. (George Niles Photo)

The Rynksel Oil and Coal Company was located in Waukegan, which is where this picture of the North Shore Line was taken (along the Skokie Valley Route) in July 1962. We are looking south from the south end of the Edison Court station. Waukegan was where the NSL originated in the late 1890s, and as there was a lot less ridership north of here, there were storage tracks, and cars were added and cut going north and south as needed. (George Niles Photo)

North Shore Line 752 is at Edison Court in July 1962. (George Niles Photo)

North Shore Line 752 is at Edison Court in July 1962. (George Niles Photo)

The "38 Fast Trains Daily" sign at the North Shore Line's Milwaukee Terminal on June 18, 1962.

The “38 Fast Trains Daily” sign at the North Shore Line’s Milwaukee Terminal on June 18, 1962.

Finally, here are some black and white photos that the late Robert Heinlein took in the mid-1950s:

The Milwaukee Terminal. (Robert Heinlein Photo)

The Milwaukee Terminal. (Robert Heinlein Photo)

A two-car train leaves the Milwaukee Terminal. (Robert Heinlein Photo)

A two-car train leaves the Milwaukee Terminal.
(Robert Heinlein Photo)

The Shore Line Route. (Robert Heinlein Photo)

The Shore Line Route. (Robert Heinlein Photo)

Winnetka on the Shore Line Route. (Robert Heinlein Photo)

Winnetka on the Shore Line Route. (Robert Heinlein Photo)

Ravinia Park on the Shore Line Route. (Robert Heinlein Photo)

Ravinia Park on the Shore Line Route. (Robert Heinlein Photo)

Street running on Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Street running on Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

Greenleaf Avenue in Wilmette. (Robert Heinlein Photo)

The 10th Street station in Waukegan on the Shore Line Route. After 1947, this was where the Shore Line Route ended. (Robert Heinlein Photo)

The 10th Street station in Waukegan on the Shore Line Route. After 1947, this was where the Shore Line Route ended. (Robert Heinlein Photo)

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

Help Support The Trolley Dodger

This is our 304th 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 1,005,000 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.


Back in Business

North Shore Line cars 155, 190, and 154 are stopped by the historic Kenilworth fountain on July 24, 1955. The occasion was a Central Electric Railfans' Association fantrip just prior to the abandonment of the Shore Line Route. A similar picture, taken by Ray DeGroote, is in my book The North Shore Line.

North Shore Line cars 155, 190, and 154 are stopped by the historic Kenilworth fountain on July 24, 1955. The occasion was a Central Electric Railfans’ Association fantrip just prior to the abandonment of the Shore Line Route. A similar picture, taken by Ray DeGroote, is in my book The North Shore Line.

While this is our first new post in nearly three months, we have been hard at work this entire time. Since January 21st we took delivery on our new book The North Shore Line (see below), and shipped out over 200 copies to our purchasers and contributors. The book has been very well received by our readers.

We also gave a presentation on March 8th at the Schaumburg Township Public Library for our 2021 book Chicago’s Lost “L”s.  This was a “hybrid” (in-person and on Zoom) program, but it was not recorded.

FYI, I will be giving a presentation on Monday, April 17th at the Libertyville Historical Society for my new book The North Shore Line. This is a “hybrid” program (both in person and on Zoom). More information here.

Three days later, on April 20th, I have another presentation scheduled (in Lake Forest) at the History Center Lake Forest-Lake Bluff. This one is in-person only. More information here.

Meanwhile, we have already begun doing research on our next book, which will be about the Chicago Aurora and Elgin interurban. This is a process that we expect will take the rest of this year. More than $2500 has been spent collecting materials for possible use.

Research does take both time and money, and the expenses are ongoing. If you support our efforts, we hope that you will consider making a donation. There are links to do just that in this post.  Any and all contributions are very much appreciated, and we are very thankful for all the help we get from our readers.  We can’t do it without you.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,117 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet (although not affiliated with the North American Transit Historical Society, which organizes that event).

The Lake Street “L” in Transition

We recently scanned several original slides taken by the late William C. Hoffman, documenting the transition made by the Lake Street “L”. For more than 60 years, the line ran at ground level west of Laramie Avenue (5200 West). On October 28, 1962, it switched to a new alignment on the adjacent Chicago and North Western embankment, where it has remained for more than 60 years.

We previously ran some other pictures showing this transition in our post Elevation (December 5, 2022).

This September 1959 view looks west along South Boulevard in Oak Park, and shows the Marion Street station on the Lake Street "L", when it still ran at ground level west of Laramie Avenue. The "L" was relocated to the adjacent Chicago and North Western embankment in October 1962, and the buildings to the left are gone. The side street (Maple Avenue) shown in the picture has been truncated, and a large high-rise residential building occupies this space now.

This September 1959 view looks west along South Boulevard in Oak Park, and shows the Marion Street station on the Lake Street “L”, when it still ran at ground level west of Laramie Avenue. The “L” was relocated to the adjacent Chicago and North Western embankment in October 1962, and the buildings to the left are gone. The side street (Maple Avenue) shown in the picture has been truncated, and a large high-rise residential building occupies this space now.

The same location today.

The same location today.

William C. Hoffman took this picture from the back end of an "L" train on June 28, 1962 just west of the Laramie station. This offers a good view of the construction work underway at left, preparing the new embankment line which opened on October 28th. He referred to this as the "Laramie Avenue interchange."

William C. Hoffman took this picture from the back end of an “L” train on June 28, 1962 just west of the Laramie station. This offers a good view of the construction work underway at left, preparing the new embankment line which opened on October 28th. He referred to this as the “Laramie Avenue interchange.”

Here, we are looking east toward the Laramie Avenue station on the Lake Street "L" on June 28, 1962. According to photographer William C. Hoffman, the westbound track to the new embankment alignment was tied in on this date, and the first cars ran there.

Here, we are looking east toward the Laramie Avenue station on the Lake Street “L” on June 28, 1962. According to photographer William C. Hoffman, the westbound track to the new embankment alignment was tied in on this date, and the first cars ran there.

A CTA diesel crane and work gondola are on the new connecting track leading to the Chicago and North Western embankment on August 22, 1962. At this time, there was a connection between the "L" and the new alignment via the westbound track, but not the eastbound one. For a time, it was necessary to have connections leading to both the ground-level trackage as well as the embankment, until service was switched over on October 28th. I am not sure when the new connection was made with the eastbound track. (William C. Hoffman Photo)

A CTA diesel crane and work gondola are on the new connecting track leading to the Chicago and North Western embankment on August 22, 1962. At this time, there was a connection between the “L” and the new alignment via the westbound track, but not the eastbound one. For a time, it was necessary to have connections leading to both the ground-level trackage as well as the embankment, until service was switched over on October 28th. I am not sure when the new connection was made with the eastbound track. (William C. Hoffman Photo)

This photo by the late William C. Hoffman was taken on October 28, 1962 at the Central Avenue station on the Lake Street "L", and shows how the transition was made from the ground level operation to the new alignment on the C&NW embankment. Unlike the situation in 1958, when the new Congress rapid transit line and the old Garfield Park "L" both ran on the same day, that was not possible here, due to the tight clearances at the station entrances. The new entrances could not be finished until the old line was torn out. So on October 28, 1962, which was a Sunday, the ceremonies dedicating the new 2.5 mile "L" realignment were held in the morning, and then, until 6 pm, trains only ran as far as Laramie Avenue, where the steel "L" structure ended. While workers put wooden platforms over the old tracks, riders west of Laramie had to take shuttle buses on Lake Street, as the signs here indicate. Passengers still had to enter via the old station entrances for a time.

This photo by the late William C. Hoffman was taken on October 28, 1962 at the Central Avenue station on the Lake Street “L”, and shows how the transition was made from the ground level operation to the new alignment on the C&NW embankment. Unlike the situation in 1958, when the new Congress rapid transit line and the old Garfield Park “L” both ran on the same day, that was not possible here, due to the tight clearances at the station entrances. The new entrances could not be finished until the old line was torn out. So on October 28, 1962, which was a Sunday, the ceremonies dedicating the new 2.5 mile “L” realignment were held in the morning, and then, until 6 pm, trains only ran as far as Laramie Avenue, where the steel “L” structure ended. While workers put wooden platforms over the old tracks, riders west of Laramie had to take shuttle buses on Lake Street, as the signs here indicate. Passengers still had to enter via the old station entrances for a time.

A 6-car eastbound Lake Street "L" test train is on the new embankment on October 28, 1962, shortly before the new service began at 6 pm. Although the photographer did not indicate which station this was, I believe it is Ridgeland Avenue in Oak Park. (William C. Hoffman Photo)

A 6-car eastbound Lake Street “L” test train is on the new embankment on October 28, 1962, shortly before the new service began at 6 pm. Although the photographer did not indicate which station this was, I believe it is Ridgeland Avenue in Oak Park. (William C. Hoffman Photo)

The view looking east along the new Lake Street "L" embankment alignment at Marion Street on October 28, 1962, shortly before service began. A work train heads east. Photographer William C. Hoffman accessed this area via the Chicago and North Western Oak Park commuter train station, as the "L" station wasn't yet open until 6 pm.

The view looking east along the new Lake Street “L” embankment alignment at Marion Street on October 28, 1962, shortly before service began. A work train heads east. Photographer William C. Hoffman accessed this area via the Chicago and North Western Oak Park commuter train station, as the “L” station wasn’t yet open until 6 pm.

A 6-car train of CTA 4000-series "L" cars is heading eastbound near Ridgeland Avenue on the new embankment trackage on October 28, 1962, as the ground-level operation has finally been replaced. (William C. Hoffman Photo)

A 6-car train of CTA 4000-series “L” cars is heading eastbound near Ridgeland Avenue on the new embankment trackage on October 28, 1962, as the ground-level operation has finally been replaced. (William C. Hoffman Photo)

A westbound train of 4000s is on the new Lake Street "L" embankment alignment on November 11, 1962. A track welder's car is on the eastbound track. The photographer notes, "Bub Lindgren on "L" train." (William C. Hoffman Photo)

A westbound train of 4000s is on the new Lake Street “L” embankment alignment on November 11, 1962. A track welder’s car is on the eastbound track. The photographer notes, “Bub Lindgren on “L” train.” (William C. Hoffman Photo)

The view looking east along the old ground-level Lake Street "L" right-of-way at Menard Avenue on November 11, 1962. An eastbound two-car "L" train is on the new alignment on the embankment. (William C. Hoffman Photo)

The view looking east along the old ground-level Lake Street “L” right-of-way at Menard Avenue on November 11, 1962. An eastbound two-car “L” train is on the new alignment on the embankment. (William C. Hoffman Photo)

A 4000-series "L" train is stopped at the Harlem and Lake station on November 11, 1962. Note how there are some transparent portions of the station canopy, to let more light in. (William C. Hoffman Photo)

A 4000-series “L” train is stopped at the Harlem and Lake station on November 11, 1962. Note how there are some transparent portions of the station canopy, to let more light in. (William C. Hoffman Photo)

The view looking west/northwest at Lake and Central on November 11, 1962. Riders still entered the station via a temporary connection to the old ground-level station. (William C. Hoffman Photo)

The view looking west/northwest at Lake and Central on November 11, 1962. Riders still entered the station via a temporary connection to the old ground-level station. (William C. Hoffman Photo)

A westbound Lake Street "L" train has just left the Laramie Avenue station on November 11, 1962. This photo gives a good view of how the tracks were shifted over to connect with the nearby embankment. (William C. Hoffman Photo)

A westbound Lake Street “L” train has just left the Laramie Avenue station on November 11, 1962. This photo gives a good view of how the tracks were shifted over to connect with the nearby embankment. (William C. Hoffman Photo)

The view looking east/northeast along Lake Street (now Corcoran Place) at Austin Boulevard on August 12, 1963. The new station entrance has been finished. (William C. Hoffman Photo)

The view looking east/northeast along Lake Street (now Corcoran Place) at Austin Boulevard on August 12, 1963. The new station entrance has been finished. (William C. Hoffman Photo)

The view east along Mansfield Avenue at Lake Street on August 12, 1963. The old ground level tracks and ties have been removed, while a two-car train of 4000s is on the new embankment alignment. (William C. Hoffman Photo)

The view east along Mansfield Avenue at Lake Street on August 12, 1963. The old ground level tracks and ties have been removed, while a two-car train of 4000s is on the new embankment alignment. (William C. Hoffman Photo)

The view east at Lake and Parkside, showing the auxiliary entrance to the new Central Avenue "L" station on August 12, 1963. By now, the old ground-level tracks have been removed, except at street crossings. (William C. Hoffman Photo)

The view east at Lake and Parkside, showing the auxiliary entrance to the new Central Avenue “L” station on August 12, 1963. By now, the old ground-level tracks have been removed, except at street crossings. (William C. Hoffman Photo)

An eastbound two-car Lake Street "L" train heads east on November 24, 1963, after having left the terminal at Harlem Avenue. South Boulevard has been resurfaced, and parking spaces (with meters) added where the tracks used to be. (William C. Hoffman Photo)

An eastbound two-car Lake Street “L” train heads east on November 24, 1963, after having left the terminal at Harlem Avenue. South Boulevard has been resurfaced, and parking spaces (with meters) added where the tracks used to be. (William C. Hoffman Photo)

A southbound Western Avenue PCC car prepares to cross the Garfield Park "L" temporary trackage on September 24, 1953. The view looks west. (William C. Hoffman Photo)

A southbound Western Avenue PCC car prepares to cross the Garfield Park “L” temporary trackage on September 24, 1953. The view looks west. (William C. Hoffman Photo)

Several Chicago Aurora and Elgin interurban cars are visible at the entrance to the Wells Street "L" Terminal on April 6, 1953. The substation under the "L" is still there today and powers the Loop "L". This was the very first color slide my friend Ray DeGroote took (with an Argus C3 camera) on April 6, 1953. He was standing on the platform of the old Franklin Street "L" station.

Several Chicago Aurora and Elgin interurban cars are visible at the entrance to the Wells Street “L” Terminal on April 6, 1953. The substation under the “L” is still there today and powers the Loop “L”. This was the very first color slide my friend Ray DeGroote took (with an Argus C3 camera) on April 6, 1953. He was standing on the platform of the old Franklin Street “L” station.

This is how the northwest corner of 21st Street and 3rd Avenue looked in Manhattan on August 5, 1937. The Third Avenue El was abandoned in 1955 without replacement subway service. In the 68 years since, only a small portion of the Second Avenue Subway has been built.

This is how the northwest corner of 21st Street and 3rd Avenue looked in Manhattan on August 5, 1937. The Third Avenue El was abandoned in 1955 without replacement subway service. In the 68 years since, only a small portion of the Second Avenue Subway has been built.

Photographer Arthur H. Peterson captured this image of a southbound Evanston Express "L" train, including car 4409, near the Berwyn Avenue station on November 25, 1973. The 4000s were ending their more than 50 years of passenger service on the "L". Miles Beitler writes: "There is a third rail in photo aae109a, so why would the trolley pole be raised? The only reason I can think of is that it’s a fantrip, and the train might be on the gauntlet track (to access Buena Yard), but that is not apparent in the photo. Also, 4000s in Evanston Express service were usually at least four cars long." November 25, 1973 was a Sunday, and since the Evanston Express only runs on weekdays (then and now), this must be a fantrip. But there were two-car Evanston Express trains in mid-day service, when the EE ran until almost noon (which it no longer does). I rode on one myself. As for the overhead wire, they may have simply preferred operating the fantrip train using the overhead, as it was about to be eliminated in Evanston, and would no longer be needed south of Howard (as the last CTA freight train had operated several months prior). It's not entirely clear to me exactly when there was third rail available on the entire length of track 1, but the overhead was officially taken out of service in 1975. This left the Skokie Swift as the only CTA that continued to use any overhead wire, and even that was eliminated in the early 2000s.

Photographer Arthur H. Peterson captured this image of a southbound Evanston Express “L” train, including car 4409, near the Berwyn Avenue station on November 25, 1973. The 4000s were ending their more than 50 years of passenger service on the “L”. Miles Beitler writes: “There is a third rail in photo aae109a, so why would the trolley pole be raised? The only reason I can think of is that it’s a fantrip, and the train might be on the gauntlet track (to access Buena Yard), but that is not apparent in the photo. Also, 4000s in Evanston Express service were usually at least four cars long.” November 25, 1973 was a Sunday, and since the Evanston Express only runs on weekdays (then and now), this must be a fantrip. But there were two-car Evanston Express trains in mid-day service, when the EE ran until almost noon (which it no longer does). I rode on one myself. As for the overhead wire, they may have simply preferred operating the fantrip train using the overhead, as it was about to be eliminated in Evanston, and would no longer be needed south of Howard (as the last CTA freight train had operated several months prior). It’s not entirely clear to me exactly when there was third rail available on the entire length of track 1, but the overhead was officially taken out of service in 1975. This left the Skokie Swift as the only CTA that continued to use any overhead wire, and even that was eliminated in the early 2000s.

Although partially double exposed, this rare image shows Hammond Whiting and East Chicago car 79 in service and in color. These streetcars were nearly identical to the Chicago Pullmans. Chicago Surface Lines streetcars shared trackage with these cars, which also went into Chicago as far as 63rd Street until 1940. That is the latest date when this Kodachrome slide could have been taken. Andre Kristopans: "Calumet 79 is NB on Ewing at 95th."

Although partially double exposed, this rare image shows Hammond Whiting and East Chicago car 79 in service and in color. These streetcars were nearly identical to the Chicago Pullmans. Chicago Surface Lines streetcars shared trackage with these cars, which also went into Chicago as far as 63rd Street until 1940. That is the latest date when this Kodachrome slide could have been taken. Andre Kristopans: “Calumet 79 is NB on Ewing at 95th.”

Chicago Aurora and Elgin cars 455 ad 460 are looping at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This view looks east.

Chicago Aurora and Elgin cars 455 ad 460 are looping at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This view looks east.

Indiana Railroad lightweight high-speed car 58 is at Eaton on October 20, 1940 on a fantrip.

Indiana Railroad lightweight high-speed car 58 is at Eaton on October 20, 1940 on a fantrip.

Indiana Railroad car 50 is in Fort Wayne on April 16, 1939.

Indiana Railroad car 50 is in Fort Wayne on April 16, 1939.

Indiana Railroad car 71 is in New Castle. (Charles Able Photo)

Indiana Railroad car 71 is in New Castle. (Charles Able Photo)

Milwaukee Electric interurban car 1116, a West Junction car, is southbound on 6th Street in Milwaukee on October 10, 1948, passing by the North Shore Line Terminal.

Milwaukee Electric interurban car 1116, a West Junction car, is southbound on 6th Street in Milwaukee on October 10, 1948, passing by the North Shore Line Terminal.

Chicago Aurora and Elgin cars 413 and 453 are looping at the DesPlaines Avenue Terminal, sometime between 1953 and 1957. (Robert Heinlein Photo)

Chicago Aurora and Elgin cars 413 and 453 are looping at the DesPlaines Avenue Terminal, sometime between 1953 and 1957. (Robert Heinlein Photo)

An Electroliner leaves the North Shore Line's Edison Court station in Waukegan, probably in the late 1950s. (A. C. Kalmbach Photo)

An Electroliner leaves the North Shore Line’s Edison Court station in Waukegan, probably in the late 1950s. (A. C. Kalmbach Photo)

Here is how the abandoned Chicago Aurora and Elgin Terminal looked like in Aurora in March 1974, fifteen years after the interurban was abandoned. It has since been removed.

Here is how the abandoned Chicago Aurora and Elgin Terminal looked like in Aurora in March 1974, fifteen years after the interurban was abandoned. It has since been removed.

North Shore Line line car 606 is at Orchard and 5th in Milwaukee on October 20, 1951.

North Shore Line line car 606 is at Orchard and 5th in Milwaukee on October 20, 1951.

The Metropolitan West Side Elevated's Logan Square Terminal, as it appeared in the early 1900s. This station was open from 1895 until 1970, when it was replaced by a subway station. From a C. R. Childs real photo postcard.

The Metropolitan West Side Elevated’s Logan Square Terminal, as it appeared in the early 1900s. This station was open from 1895 until 1970, when it was replaced by a subway station. From a C. R. Childs real photo postcard.

Capital Transit (Washington D.C.) ordered 25 pre-PCC cars in 1935. Here is how cars 1002, 1010, 1006, 1009, and 1004 looked on May 13, 1958. By then, they were presumably in dead storage. Only car 1053 from this series was still in service by the time buses replaced streetcars in 1962. This image was shot on type 828 film, with an image size slightly larger than 35mm.

Capital Transit (Washington D.C.) ordered 25 pre-PCC cars in 1935. Here is how cars 1002, 1010, 1006, 1009, and 1004 looked on May 13, 1958. By then, they were presumably in dead storage. Only car 1053 from this series was still in service by the time buses replaced streetcars in 1962. This image was shot on type 828 film, with an image size slightly larger than 35mm.

The view looking east from Narragansett Avenue along 63rd Place on May 19, 1953. This was around the time that buses replaced streetcars on the CTA 63rd Street route, which ran here. The buses ran on 63rd Street west of Central Avenue. 63rd Place became a street after streetcars were abandoned, and there is now a fully developed residential neighborhood (known as Clearing) here. (William C. Hoffman Photo)

The view looking east from Narragansett Avenue along 63rd Place on May 19, 1953. This was around the time that buses replaced streetcars on the CTA 63rd Street route, which ran here. The buses ran on 63rd Street west of Central Avenue. 63rd Place became a street after streetcars were abandoned, and there is now a fully developed residential neighborhood (known as Clearing) here. (William C. Hoffman Photo)

CTA streetcar 6209 crosses the Nickel Plate railroad at 94th and Dorchester on July 2, 1949, operating on the 93-95 line. (William C. Hoffman Photo) Our resident South Side expert M.E. writes: "Your caption says the streetcar is crossing the Nickel Plate railroad. I had always thought these railroad tracks belonged to the Chicago and Western Indiana, which was basically a commuter line to towns near the Illinois / Indiana border. Fortunately I have a copy of the 1975 issue of "Train Watchers Guide to Chicago", by John Szwajkart. That book came with a terrific map of Chicago-area railroads and their owners. Right near the junction in your picture, the map lists the track thus: "C&WI (NKP)". So the C&WI owned it and the NKP used it. Also: Note in the picture there are two crewmen. Before the streetcar could cross the railroad track, the conductor had to get off the streetcar, walk to the railroad track, look both ways, and only then signal the streetcar to proceed across the tracks. So the motorman picked up the conductor right next to the track, and the conductor kept the motorman company for this short segment. Several streetcar lines that ran east/west on the far south side required two crewmen because those streetcars crossed railroad tracks at grade. Also: Note all the arms in the side windows. This route was busy because the eastern terminal was near the big steel mills in South Chicago. All those arms tell me it was time for a shift change."

CTA streetcar 6209 crosses the Nickel Plate railroad at 94th and Dorchester on July 2, 1949, operating on the 93-95 line. (William C. Hoffman Photo) Our resident South Side expert M.E. writes: “Your caption says the streetcar is crossing the Nickel Plate railroad. I had always thought these railroad tracks belonged to the Chicago and Western Indiana, which was basically a commuter line to towns near the Illinois / Indiana border. Fortunately I have a copy of the 1975 issue of “Train Watchers Guide to Chicago”, by John Szwajkart. That book came with a terrific map of Chicago-area railroads and their owners. Right near the junction in your picture, the map lists the track thus: “C&WI (NKP)”. So the C&WI owned it and the NKP used it.
Also: Note in the picture there are two crewmen. Before the streetcar could cross the railroad track, the conductor had to get off the streetcar, walk to the railroad track, look both ways, and only then signal the streetcar to proceed across the tracks. So the motorman picked up the conductor right next to the track, and the conductor kept the motorman company for this short segment. Several streetcar lines that ran east/west on the far south side required two crewmen because those streetcars crossed railroad tracks at grade.
Also: Note all the arms in the side windows. This route was busy because the eastern terminal was near the big steel mills in South Chicago. All those arms tell me it was time for a shift change.”

The view looking east along 63rd Street from Prairie Avenue on June 18, 1953. This is where the Jackson Park branch of the "L" turned east. The tracks at right ramped down to ground level and the 63rd Street Lower Yard. (William C. Hoffman Photo)

The view looking east along 63rd Street from Prairie Avenue on June 18, 1953. This is where the Jackson Park branch of the “L” turned east. The tracks at right ramped down to ground level and the 63rd Street Lower Yard. (William C. Hoffman Photo)

Northbound CTA pre-war PCC streetcar 4015 crosses the Garfield Park "L" temporary tracks at Western And Van Buren on August 4, 1955. Streetcars last ran on Western Avenue in June 1956. (William C. Hoffman Photo)

Northbound CTA pre-war PCC streetcar 4015 crosses the Garfield Park “L” temporary tracks at Western And Van Buren on August 4, 1955. Streetcars last ran on Western Avenue in June 1956. (William C. Hoffman Photo)

Photographer William C. Hoffman described this as a segment of old Chicago Surface Lines track in Exchange Avenue and Indianapolis Boulevard in East Chicago, Indiana on May 30, 1956. Streetcars last ran here in 1940. Andre Kristopans: "Indianapolis & Exchange “y” was (at the) south end of Whiting line."

Photographer William C. Hoffman described this as a segment of old Chicago Surface Lines track in Exchange Avenue and Indianapolis Boulevard in East Chicago, Indiana on May 30, 1956. Streetcars last ran here in 1940. Andre Kristopans: “Indianapolis & Exchange “y” was (at the) south end of Whiting line.”

The late William C. Hoffman took pictures that no one else bothered to take. Here, he captured a danger sign at the northwest corner of Madison and Dearborn on June 6, 1954, warning motorists not to park where their cars would not clear turning Madison and Milwaukee streetcars.

The late William C. Hoffman took pictures that no one else bothered to take. Here, he captured a danger sign at the northwest corner of Madison and Dearborn on June 6, 1954, warning motorists not to park where their cars would not clear turning Madison and Milwaukee streetcars.

On November 11, 1956, CTA red Pullman car 225 is in 81st Street at Emerald Avenue, on an Illini Railroad Club fantrip. This car was soon purchased by the Seashore Trolley Museum in Kennebunkport, Maine, where it remains today in much the same condition as when it last ran in Chicago. (William C. Hoffman Photo)

On November 11, 1956, CTA red Pullman car 225 is in 81st Street at Emerald Avenue, on an Illini Railroad Club fantrip. This car was soon purchased by the Seashore Trolley Museum in Kennebunkport, Maine, where it remains today in much the same condition as when it last ran in Chicago. (William C. Hoffman Photo)

CTA "L" cars 4375 and 4376 are in the State Street Subway at Jackson Boulevard on an October 26, 1969 fantrip. (Ray DeGroote Photo)

CTA “L” cars 4375 and 4376 are in the State Street Subway at Jackson Boulevard on an October 26, 1969 fantrip. (Ray DeGroote Photo)

One of the original CTA entrances to the Dearborn Street Subway at Quincy on May 28, 1961. I assume the building at left is the old post office. (William C. Hoffman Photo) Chris Cole writes: "The Dearborn Subway entrance was on the west side of Dearborn between Adams and Jackson. The building on the left is the old federal courthouse. The Fair Store was at the NE Corner of Adams and Dearborn. They were later replaced by Montgomery Wards who re-skinned the building to make it look “modern”."

One of the original CTA entrances to the Dearborn Street Subway at Quincy on May 28, 1961. I assume the building at left is the old post office. (William C. Hoffman Photo) Chris Cole writes: “The Dearborn Subway entrance was on the west side of Dearborn between Adams and Jackson. The building on the left is the old federal courthouse. The Fair Store was at the NE Corner of Adams and Dearborn. They were later replaced by Montgomery Wards who re-skinned the building to make it look “modern”.”

This appears to be Post Street in San Francisco, circa 1915. Taken from a real photo postcard.

This appears to be Post Street in San Francisco, circa 1915. Taken from a real photo postcard.

A southbound Lake-Dan Ryan "L" train negotiate the curve at Wabash and Harrison in November 1969. The new Dan Ryan line had only recently opened in September, and was joined up with the Lake Street "L". It was eventually linked with the Howard line, which was a better match for ridership than Lake. The view looks north.

A southbound Lake-Dan Ryan “L” train negotiate the curve at Wabash and Harrison in November 1969. The new Dan Ryan line had only recently opened in September, and was joined up with the Lake Street “L”. It was eventually linked with the Howard line, which was a better match for ridership than Lake. The view looks north.

The new Kimball Subway opened on February 1, 1970, as an extension of the Logan Square "L", and connected to tracks in the Kennedy Expressway median. This picture was taken at the Logan Square station on January 29, one day prior to the dedication ceremony.

The new Kimball Subway opened on February 1, 1970, as an extension of the Logan Square “L”, and connected to tracks in the Kennedy Expressway median. This picture was taken at the Logan Square station on January 29, one day prior to the dedication ceremony.

West Penn Railways car 739 is on a fantrip at an unknown time. Interestingly, the car survives. After being used as a residence, after retirement in 1952, it ended up at the Pennsylvania Trolley Museum, where it is being restored. Larry Lovejoy adds: "The photo of West Penn Railways 739 is northbound at Mt. Pleasant, on Center Avenue, just about to cross West Main Street, the latter which is now Pennsylvania Route 31 but back then had a different highway number. The date is August 10, 1952 and this is an “after the last day” fantrip charter by the Pittsburgh Electric Railway Club. PERC was the direct corporate predecessor of Pennsylvania Trolley Museum. The car behind 739 is the 733. Sorry I can’t identify any of the recognizable faces."

West Penn Railways car 739 is on a fantrip at an unknown time. Interestingly, the car survives. After being used as a residence, after retirement in 1952, it ended up at the Pennsylvania Trolley Museum, where it is being restored. Larry Lovejoy adds: “The photo of West Penn Railways 739 is northbound at Mt. Pleasant, on Center Avenue, just about to cross West Main Street, the latter which is now Pennsylvania Route 31 but back then had a different highway number. The date is August 10, 1952 and this is an “after the last day” fantrip charter by the Pittsburgh Electric Railway Club. PERC was the direct corporate predecessor of Pennsylvania Trolley Museum. The car behind 739 is the 733. Sorry I can’t identify any of the recognizable faces.”

Milwaukee and Suburban Transport car 943 received a unique paint job as a "safety car," and is shown on February 20, 1955 at the National Avenue station. Ironically, this car was later damaged in an accident.

Milwaukee and Suburban Transport car 943 received a unique paint job as a “safety car,” and is shown on February 20, 1955 at the National Avenue station. Ironically, this car was later damaged in an accident.

North Shore Line loco 459 is northbound at Edison Court in Waukegan in May 1962. Also visible are a late 1950s Plymouth (left) and two Chevys. (E. R. Burke Photo) Fred Hilgenberg adds, "For dating verification purposes (and the photo caption appears accurate), the license plates on the cars are white lettering on red. Illinois used that scheme starting in 1961 (and I think 1962) as a nod to North Central College. It was changed to John Deere colors in 1963. The Plymouth appears to be a 1959 (possibly 1958). The two-tone Chevy is a 1956 Bel Air, the other Chevy is a 1961 Impala."

North Shore Line loco 459 is northbound at Edison Court in Waukegan in May 1962. Also visible are a late 1950s Plymouth (left) and two Chevys. (E. R. Burke Photo) Fred Hilgenberg adds, “For dating verification purposes (and the photo caption appears accurate), the license plates on the cars are white lettering on red. Illinois used that scheme starting in 1961 (and I think 1962) as a nod to North Central College. It was changed to John Deere colors in 1963. The Plymouth appears to be a 1959 (possibly 1958). The two-tone Chevy is a 1956 Bel Air, the other Chevy is a 1961 Impala.”

North Shore Line Silverliner 776 was the final conventional coach ordered by the interurban in 1930. Merchandise Despatch car 232 is at right in this November 19, 1960 view at the Harrison Street Shops.

North Shore Line Silverliner 776 was the final conventional coach ordered by the interurban in 1930. Merchandise Despatch car 232 is at right in this November 19, 1960 view at the Harrison Street Shops.

This picture, taken on January 2, 1961, gives an excellent overview of the North Shore Line's Milwaukee Terminal. The view looks south.

This picture, taken on January 2, 1961, gives an excellent overview of the North Shore Line’s Milwaukee Terminal. The view looks south.

North Shore Line combine 250 has just left the Milwaukee Terminal in June 1962.

North Shore Line combine 250 has just left the Milwaukee Terminal in June 1962.

CTA "L" car number 1 in May 1963. Don's rail Photos: "1 was built by Jackson & Sharpe in 1892 as South Side Rapid Transit Co 1 as a steam trailer. It was rebuilt as a MU motor car in 1898. It became Chicago Elevated Railway 1 in 1913 and became CRT 1 in 1924. It was preserved by CTA in 1947 and donated to Chicago History Museum in 2005."

CTA “L” car number 1 in May 1963. Don’s rail Photos: “1 was built by Jackson & Sharpe in 1892 as South Side Rapid Transit Co 1 as a steam trailer. It was rebuilt as a MU motor car in 1898. It became Chicago Elevated Railway 1 in 1913 and became CRT 1 in 1924. It was preserved by CTA in 1947 and donated to Chicago History Museum in 2005.”

Philadelphia Suburban Transportation Company double-ended car 13 has just left the 69th Street Terminal and is signed for Westchester in this early 1950s view. The long Westchester line was replaced by buses in June 1954.

Philadelphia Suburban Transportation Company double-ended car 13 has just left the 69th Street Terminal and is signed for Westchester in this early 1950s view. The long Westchester line was replaced by buses in June 1954.

Three old Metropolitan "L" cars are at Indiana Avenue on September 2, 1955, and appear to be operating on the Stock Yards branch. Our resident South Side expert M.E. notes: "This time your caption is absolutely correct -- this is the Stock Yards line's terminal at Indiana Ave. on the southernmost platform. The other side of the platform was for southbound mainline trains to Jackson Park and Englewood."

Three old Metropolitan “L” cars are at Indiana Avenue on September 2, 1955, and appear to be operating on the Stock Yards branch. Our resident South Side expert M.E. notes: “This time your caption is absolutely correct — this is the Stock Yards line’s terminal at Indiana Ave. on the southernmost platform. The other side of the platform was for southbound mainline trains to Jackson Park and Englewood.”

This picture was taken on a North Shore Line fantrip using the Electroliner, but the time and place are not evident. Nick Jenkins: "Photo of Electroliner (aae053) is on the interchange track with the Milwaukee Road at Racine."

This picture was taken on a North Shore Line fantrip using the Electroliner, but the time and place are not evident. Nick Jenkins: “Photo of Electroliner (aae053) is on the interchange track with the Milwaukee Road at Racine.”

North Shore Line car 719 is part of a westbound two-car train on the Mundelein branch in November 1962. The Perpetual Adoration stop was an obvious fan favorite, as it expressed their thoughts about the legendary interurban.

North Shore Line car 719 is part of a westbound two-car train on the Mundelein branch in November 1962. The Perpetual Adoration stop was an obvious fan favorite, as it expressed their thoughts about the legendary interurban.

North Shore Line caboose 1003 is part of a freight train at an unknown location.

North Shore Line caboose 1003 is part of a freight train at an unknown location.

North Shore Line caboose 1003 is at the back end of a freight train on the Skokie Valley Route in June 1962.

North Shore Line caboose 1003 is at the back end of a freight train on the Skokie Valley Route in June 1962.

A two-car train of North Shore Line Silverliners is in North Chicago in January 1963.

A two-car train of North Shore Line Silverliners is in North Chicago in January 1963.

Although there was never a chance that Chicago would be subjected to a Blitz during World War II, part of our war preparedness involved a practice blackout on August 12, 1942. Both "L" and interurban service was suspended for 30 minutes.

Although there was never a chance that Chicago would be subjected to a Blitz during World War II, part of our war preparedness involved a practice blackout on August 12, 1942. Both “L” and interurban service was suspended for 30 minutes.

This rare poster (framed) recently sold for $338.34 on eBay. This was the CTA's attempt to help riders get around after the North Shore Line abandonment. But there wasn't much they really could do, since the NSL served many communities far beyond the reach of the CTA. In 1963, the CTA served Skokie with the #97 bus, but starting in April 1964, offered "L" service to Dempster Street via the new Skokie Swift (on the former NSL right-of-way).

This rare poster (framed) recently sold for $338.34 on eBay. This was the CTA’s attempt to help riders get around after the North Shore Line abandonment. But there wasn’t much they really could do, since the NSL served many communities far beyond the reach of the CTA. In 1963, the CTA served Skokie with the #97 bus, but starting in April 1964, offered “L” service to Dempster Street via the new Skokie Swift (on the former NSL right-of-way).

This is the North Shore Line on February 6, 1949, and the photographer was Charles A. Brown. The Briergate station was built in 1926 on the new Skokie Valley Route, in a style generally referred to as "Insull Spanish." There were nine such stations on the SVR and Briergate is the only one that still exists. There is a more recent picture of it in my new book The North Shore Line. Briergate station is in west Highland Park, IL and the car number is 157. (Courtesy of Larry Miller III)

This is the North Shore Line on February 6, 1949, and the photographer was Charles A. Brown. The Briergate station was built in 1926 on the new Skokie Valley Route, in a style generally referred to as “Insull Spanish.” There were nine such stations on the SVR and Briergate is the only one that still exists. There is a more recent picture of it in my new book The North Shore Line. Briergate station is in west Highland Park, IL and the car number is 157. (Courtesy of Larry Miller III)

North Shore Line electric loco 459 is an eastbound freight in Kenosha, Wisconsin on June 29, 1962.

North Shore Line electric loco 459 is an eastbound freight in Kenosha, Wisconsin on June 29, 1962.

The North Shore Line's Milwaukee Terminal as it appeared on June 29, 1962.

The North Shore Line’s Milwaukee Terminal as it appeared on June 29, 1962.

North Shore Line wooden coach 302. Don's Rail Photos: "300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940."

North Shore Line wooden coach 302. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

North Shore Line wooden coach 140. Don's Rail Photos: "138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946."

North Shore Line wooden coach 140. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.”

North Shore Line wooden coach 303. Don's Rail Photos: "303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940."

North Shore Line wooden coach 303. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line car 162. Don's Rail Photos: "162 was built by Brill in 1915, (job) #19605. It was acquired by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1971." Car 162 is now at the East Troy Railroad Museum, where it is undergoing restoration. It is now the oldest surviving car in the fleet.

North Shore Line car 162. Don’s Rail Photos: “162 was built by Brill in 1915, (job) #19605. It was acquired by American Museum of Electricity in 1963 and resold to Connecticut Trolley Museum in 1971.” Car 162 is now at the East Troy Railroad Museum, where it is undergoing restoration. It is now the oldest surviving car in the fleet.

North Shore Line car 748 is part of a two-car train heading northbound at Adams and Wabash on September 4, 1961. The view looks south, and you can see CTA Tower 12 in the distance.

North Shore Line car 748 is part of a two-car train heading northbound at Adams and Wabash on September 4, 1961. The view looks south, and you can see CTA Tower 12 in the distance.

A North Shore Line Electroliner is at the Adams and Wabash station on the Loop "L" on September 4, 1961. The interurban had a station here that was connected directly to the "L".

A North Shore Line Electroliner is at the Adams and Wabash station on the Loop “L” on September 4, 1961. The interurban had a station here that was connected directly to the “L”.

Here is North Shore Line Merchandise Despatch car 228 as it appeared on Sunday afternoon, August 9, 1953, at the Highwood Shops. It is now undergoing restoration at the East Troy Railroad Museum in Wisconsin. (Bob Selle Photo on Ansco 616 film)

Here is North Shore Line Merchandise Despatch car 228 as it appeared on Sunday afternoon, August 9, 1953, at the Highwood Shops. It is now undergoing restoration at the East Troy Railroad Museum in Wisconsin. (Bob Selle Photo on Ansco 616 film)

North Shore Line car 730 at Edison Court in Waukegan. This must be right before the end, as this Kodachrome slide (by Walter Schopp) wasn't processed until March 1963, two months after the abandonment. Looks like someone has already swiped the destination sign.

North Shore Line car 730 at Edison Court in Waukegan. This must be right before the end, as this Kodachrome slide (by Walter Schopp) wasn’t processed until March 1963, two months after the abandonment. Looks like someone has already swiped the destination sign.

Our Latest Book, Now Available:

The North Shore Line

Publication Date: February 20, 2023

FYI, my new Arcadia Publishing book The North Shore Line is now available. My publisher decided to expand it to 160 pages, instead of the usual 128. That’s a 25% increase, without any change to the $23.99 price. I am quite pleased with how this turned out.

From the back cover:

As late as 1963, it was possible to board high-speed electric trains on Chicago’s famous Loop “L” that ran 90 miles north to Milwaukee. This was the Chicago North Shore & Milwaukee Railroad, commonly known as the North Shore Line. It rose from humble origins in the 1890s as a local streetcar line in Waukegan to eventually become America’s fastest interurban under the visionary management of Midwest utilities tycoon Samuel Insull. The North Shore Line, under Insull, became a worthy competitor to the established steam railroads. Hobbled by the Great Depression, the road fought back in 1941 with two streamlined, air-conditioned, articulated trains called Electroliners, which included dining service. It regained its popularity during World War II, when gasoline and tires were rationed, but eventually, it fell victim to highways and the automobile. The North Shore Line had intercity rail, commuter rail, electric freight, city streetcars, and even buses. It has been gone for nearly 60 years, but it will always remain the Road of Service.

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map.  Books will ship by USPS Media Mail.

Chapters:
01. Beginnings
02. The Milwaukee Division
03. The Shore Line Route
04. The Skokie Valley Route
05. The Mundelein Branch
06. On the “L”
07. City Streetcars
08. Trolley Freight
09. The Long Goodbye
10. The Legacy

Title The North Shore Line
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2023
ISBN 1467108960, 978-1467108966
Length 160 pages

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

CTA-1
The Last Chicago Streetcars 1958
# of Discs – 1
Price: $15.99

Until now, it seemed as though audio recordings of Chicago streetcars were practically non-existent. For whatever reason, the late William A. Steventon does not appear to have made any for his Railroad Record Club, even though he did make other recordings in the Chicago area in 1956.

Now, audio recordings of the last runs of Chicago streetcars have been found, in the collections of the late Jeffrey L. Wien (who was one of the riders on that last car). We do not know who made these recordings, but this must have been done using a portable reel-to-reel machine.

These important recordings will finally fill a gap in transit history. The last Chicago Transit Authority streetcar finished its run in the early hours of June 21, 1958. Now you can experience these events just as Chicagoans did.

As a bonus, we have included Keeping Pace, a 1939 Chicago Surface Lines employee training program. This was digitally transferred from an original 16” transcription disc. These recordings were unheard for 80 years.

Total time – 74:38

Help Support The Trolley Dodger

This is our 297th 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 972,000 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.


Welcome 2023

An early (turn of the century) view of passengers boarding an Illinois Central Suburban train before the line was converted from steam to electric in 1926. I am not certain of the location, but it may be in Hyde Park.

An early (turn of the century) view of passengers boarding an Illinois Central Suburban train before the line was converted from steam to electric in 1926. I am not certain of the location, but it may be in Hyde Park.

Today, we are ringing in 2023 with a bevy of classic traction images from many far-flung places for your enjoyment.

Later this month, the Trolley Dodger blog will begin its ninth year. This year, we expect to make our 300th post, and will reach one million page views. When we began this journey, these things hardly seemed possible, but here we are, in large part thanks to you, our readers.

January is traditionally the month when we ask our readers for donations to keep this site going. If you enjoy what you see here, we hope you will consider making a contribution via the link at the end of this post. The expenses we incur, in order to bring you the finest and most interesting traction pictures, are considerable and ongoing. Our research costs a lot, but you see the results here and in our four Arcadia Publishing books, which we hope make a modest contribution to society. If you have contributed to our efforts, we are most appreciative, and if you have not, we hope you will consider it.

We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store).  To date, we have received orders for 102 copies.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,040 members.

Our friend Kenneth Gear now has a Facebook group for the Railroad Record Club. If you enjoy listening to audio recordings of classic railroad trains, whether steam, electric, or diesel, you might consider joining.

FYI, the Hoosier Traction Facebook Group celebrates electric transit in Indiana and the Midwest. It also supports the activities of the annual Hoosier Traction Meet in Dayton, OH (although not affiliated with the North American Transit Historical Society, which organizes that event).

Indiana Railroad lightweight high-speed car 71 is at the Indianapolis Terminal on August 11, 1940.

Indiana Railroad lightweight high-speed car 71 is at the Indianapolis Terminal on August 11, 1940.

Indiana Railroad high-speed car 58 (described as a "parlor car") is at the Indianapolis Terminal yards on August 11, 1940.

Indiana Railroad high-speed car 58 (described as a “parlor car”) is at the Indianapolis Terminal yards on August 11, 1940.

Philadelphia streetcar 8026 is at Church Road in Glenside, PA on February 22, 1941, operating on Route 6.

Philadelphia streetcar 8026 is at Church Road in Glenside, PA on February 22, 1941, operating on Route 6.

CTA/CSL 7001 and 4001 at South Shops, circa 1958. This was scanned from a red border Kodachrome slide, and by early 1958, those mounts were replaced by more modern ones. In the last days of Chicago streetcars, there were some PCCs in dead storage due to accidents or mechanical issues. The red car at right is a trailer in the 8000-series. The body of 4001 is now at the Illinois Railway Museum, but 7001 was scrapped in 1959.

CTA/CSL 7001 and 4001 at South Shops, circa 1958. This was scanned from a red border Kodachrome slide, and by early 1958, those mounts were replaced by more modern ones. In the last days of Chicago streetcars, there were some PCCs in dead storage due to accidents or mechanical issues. The red car at right is a trailer in the 8000-series. The body of 4001 is now at the Illinois Railway Museum, but 7001 was scrapped in 1959.

North shore Line 721 is at the back end of a Central Electric Railfans' Association fantrip that is making a photo stop at the Zion station.

North shore Line 721 is at the back end of a Central Electric Railfans’ Association fantrip that is making a photo stop at the Zion station.

North Shore Line freight loco 451. Don's Rail Photos notes, "451 was built in 1907 by Alco, #44387, and General Electric, #2697. It was retired in February 1948 and sold for scrap in March 1949."

North Shore Line freight loco 451. Don’s Rail Photos notes, “451 was built in 1907 by Alco, #44387, and General Electric, #2697. It was retired in February 1948 and sold for scrap in March 1949.”

Ravinia Park was built by the Chicago and Milwaukee Electric, predecessor of the North Shore Line. Here is a view of the original music pavilion.

Ravinia Park was built by the Chicago and Milwaukee Electric, predecessor of the North Shore Line. Here is a view of the original music pavilion.

There was once an A branch on the MBTA Green Line in Boston-- the Watertown line, which shared some trackage with the B branch to Boston College. PCC streetcars were replaced by buses on June 20, 1969, and this photo by Robert A. Newbegin was taken that same month. Various reasons have been cited for the change, including an equipment shortage. But this view in the Newton Corner neighborhood shows another issue-- the inbound PCC, shown crossing over a highway, is going against the flow of one way traffic. Still, this trackage remained in place until 1994, for non-revenue streetcar access to Watertown Yard.

There was once an A branch on the MBTA Green Line in Boston– the Watertown line, which shared some trackage with the B branch to Boston College. PCC streetcars were replaced by buses on June 20, 1969, and this photo by Robert A. Newbegin was taken that same month. Various reasons have been cited for the change, including an equipment shortage. But this view in the Newton Corner neighborhood shows another issue– the inbound PCC, shown crossing over a highway, is going against the flow of one way traffic. Still, this trackage remained in place until 1994, for non-revenue streetcar access to Watertown Yard.

Kansas City Public Service PCC 535 on the Dodson line. The type of slide mount for this red border Kodachrome dates it to circa 1955-57. Car 535 was built by the St. Louis Car Company in 1947, and Kansas City abandoned streetcars in 1957. They have since opened modern streetcar lines.

Kansas City Public Service PCC 535 on the Dodson line. The type of slide mount for this red border Kodachrome dates it to circa 1955-57. Car 535 was built by the St. Louis Car Company in 1947, and Kansas City abandoned streetcars in 1957. They have since opened modern streetcar lines.

Illinois Terminal car 415 at the Illinois Electric Railway Museum in North Chicago on February 21, 1960.

Illinois Terminal car 415 at the Illinois Electric Railway Museum in North Chicago on February 21, 1960.

The view looking west along Van Bure Street under the Loop "L" on July 24, 1957. The "L" went further west from here until 1955, when a new connection was built through the old Wells Street Terminal a short distance north of here. The Insurance Exchange building is at right.

The view looking west along Van Bure Street under the Loop “L” on July 24, 1957. The “L” went further west from here until 1955, when a new connection was built through the old Wells Street Terminal a short distance north of here. The Insurance Exchange building is at right.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 63 has turned north at Llanerch Junction on May 30, 1964.  It was most likely operating on the Ardmore line, which was converted to bus on December 30, 1966.  Kenneth Achtert adds, "PSTC #63 is indeed on the Ardmore Division (having just turned off of West Chester Pike) probably on a fantrip, as May 30, 1964, was a Saturday (and Memorial Day weekend)."

Philadelphia Suburban Transportation Company (aka Red Arrow) car 63 has turned north at Llanerch Junction on May 30, 1964. It was most likely operating on the Ardmore line, which was converted to bus on December 30, 1966. Kenneth Achtert adds, “PSTC #63 is indeed on the Ardmore Division (having just turned off of West Chester Pike) probably on a fantrip, as May 30, 1964, was a Saturday (and Memorial Day weekend).”

SEPTA (Red Arrow) double-ended car 19 at the 69th Street Terminal storage yard on August 9, 1971. It was built by the St. Louis Car Company in 1949, and although it looks like a PCC car, it is not considered one, as it has standard motor components.

SEPTA (Red Arrow) double-ended car 19 at the 69th Street Terminal storage yard on August 9, 1971. It was built by the St. Louis Car Company in 1949, and although it looks like a PCC car, it is not considered one, as it has standard motor components.

A North Shore Line Electroliner heads southbound at North Chicago Junction on January 12, 1963, just over a week prior to abandonment.

A North Shore Line Electroliner heads southbound at North Chicago Junction on January 12, 1963, just over a week prior to abandonment.

Chicago Aurora and Elgin freight loco 2002 at Wheaton on August 6, 1939. Scanned from the original negative. (LaMar M. Kelley Photo)

Chicago Aurora and Elgin freight loco 2002 at Wheaton on August 6, 1939. Scanned from the original negative. (LaMar M. Kelley Photo)

Chicago Aurora and Elgin car 130 (ex-North shore Line) on April 13, 1943. (Malcolm D. McCarter Photo)

Chicago Aurora and Elgin car 130 (ex-North shore Line) on April 13, 1943. (Malcolm D. McCarter Photo)

Chicago Aurora and Elgin 600 (ex-Washington, Baltimore & Annapolis) and line car 5, on a Central Electric Railfans' Association fantrip.

Chicago Aurora and Elgin 600 (ex-Washington, Baltimore & Annapolis) and line car 5, on a Central Electric Railfans’ Association fantrip.

This time card for the Batavia branch of the Aurora, Eglin and Chicago (predecessor of the CA&E) dates to 1905, when the interurban began running trains to downtown Chicago over the Metropolitan West side "L".

This time card for the Batavia branch of the Aurora, Eglin and Chicago (predecessor of the CA&E) dates to 1905, when the interurban began running trains to downtown Chicago over the Metropolitan West side “L”.

Chicago Aurora and Elgin steel cars 412 and 416 are at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. After CA&E cut back service to here in 1953, riders could make a cross-platform change to ride the CTA Garfield Park "L" downtown, after paying another fare.

Chicago Aurora and Elgin steel cars 412 and 416 are at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. After CA&E cut back service to here in 1953, riders could make a cross-platform change to ride the CTA Garfield Park “L” downtown, after paying another fare.

Chicago Aurora and Elgin 416 at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This is the view from the opposite direction as the last photo. There were two sets of platforms. The CA&E dropped off passengers at one platform, then traveled a short distance to pick others up at the other platform. CTA trains looped via a wooden trestle that went over the CA&E just west of here. This arrangement continued until the CA&E abruptly abandoned passenger service in the middle of the day on July 3, 1957. The CTA reconfigured the terminal and yard area in 1959, in conjunction with construction of the nearby expressway.

Chicago Aurora and Elgin 416 at the DesPlaines Avenue Terminal in Forest Park on July 23, 1955. This is the view from the opposite direction as the last photo. There were two sets of platforms. The CA&E dropped off passengers at one platform, then traveled a short distance to pick others up at the other platform. CTA trains looped via a wooden trestle that went over the CA&E just west of here. This arrangement continued until the CA&E abruptly abandoned passenger service in the middle of the day on July 3, 1957. The CTA reconfigured the terminal and yard area in 1959, in conjunction with construction of the nearby expressway.

Lehigh Valley Transit

During the first half of the 20th century, Lehigh Valley Transit operated an interurban line known as teh Liberty Bell route between Allentown, Pennsylvania and Philadelphia. 42 miles of the route were on LVT trackage, with the remaining 13 miles going into Philadelphia via shared trackage on the Philadelphia and Western.

The line ran through a lot of farmland and open areas, with numerous stops in small towns along the way. Several of the station buildings still exist.

The Liberty Bell line is considered one of the classic American interurbans, and had somewhat of a Midwestern character despite being located in Pennsylvania. Like many other interurbans, it fell into a decline due to the Great Depression and the rise of the automobile, but rather than pack it in, LVT decided to modernize in 1938. Several lightweight high speed cars were purchased second hand and helped keep the line going for more than a dozen additional years.

Traffic was good during World War II, but went into an irreversible decline after the war. With new highways siphoning off traffic, the interurban had no future and was abandoned in 1951. Even the replacement bus service did not last.

Here are some classic views of LVT interurbans and city streetcars. Nearly all were scanned from original negatives or slides.

A Lehigh Valley Transit lightweight high-speed car is southbound on the Philadelphia and Western, crossing over Matson Ford Road, approaching Conshohocken Road station in January 1947. (David H. Cope Photo)

A Lehigh Valley Transit lightweight high-speed car is southbound on the Philadelphia and Western, crossing over Matson Ford Road, approaching Conshohocken Road station in January 1947. (David H. Cope Photo)

A Liberty Bell Limited train leaving Allentown, PA. The interurban ran to Philadelphia until 1949, partially via the Philadelphia and Western. For the last two years, service was cut back to Norristown until the 1951 abandonment.

A Liberty Bell Limited train leaving Allentown, PA. The interurban ran to Philadelphia until 1949, partially via the Philadelphia and Western. For the last two years, service was cut back to Norristown until the 1951 abandonment.

Some Lehigh Valley Transit freight motors are at the Philadelphia and Western's Norristown Terminal on a foggy day. The P&W connected with the Liberty Bell interurban route that continued to Allentown until 1951.

Some Lehigh Valley Transit freight motors are at the Philadelphia and Western’s Norristown Terminal on a foggy day. The P&W connected with the Liberty Bell interurban route that continued to Allentown until 1951.

LVT 1023 (at left) has just passed another car on the streets of Norristown. The Pennsylvania license plate on the auto would indicate we are in an odd-numbered year (1947, 1949, or 1951). Kenneth Achtert: "#1023 is on Marshall siding with the Reading Railroad Elm Street yard to the right."

LVT 1023 (at left) has just passed another car on the streets of Norristown. The Pennsylvania license plate on the auto would indicate we are in an odd-numbered year (1947, 1949, or 1951). Kenneth Achtert: “#1023 is on Marshall siding with the Reading Railroad Elm Street yard to the right.”

LVT 1030 at the Allentown depot.

LVT 1030 at the Allentown depot.

LVT 1023 at the Allentown depot.

LVT 1023 at the Allentown depot.

Lehigh Valley Transit's Liberty Bell interurban was abandoned in September 1951, but the company still had various streetcar lines in the Allentown and Bethlehem area that continued. Here, we see LVT 357, operating on a stretch of Gillmore Street line private right of way known as the "Race Track." This picture was taken on October 26, 1952, the last day of streetcar service on the South Bethlehem Division (and there is a notice of the service change on the telephone pole at right). The last LVT streetcar ran in 1953.

Lehigh Valley Transit’s Liberty Bell interurban was abandoned in September 1951, but the company still had various streetcar lines in the Allentown and Bethlehem area that continued. Here, we see LVT 357, operating on a stretch of Gillmore Street line private right of way known as the “Race Track.” This picture was taken on October 26, 1952, the last day of streetcar service on the South Bethlehem Division (and there is a notice of the service change on the telephone pole at right). The last LVT streetcar ran in 1953.

LVT 963 passes a Liberty Bell car at the Allentown depot, while passengers board for the trip to Philadelphia.

LVT 963 passes a Liberty Bell car at the Allentown depot, while passengers board for the trip to Philadelphia.

An LVT Liberty Bell car is on a passing siding in Norristown, adjacent to a Reading Railroad yard for its electrified commuter rail service to Philadelphia. While the Liberty Bell line is long gone, commuter rail service to Norristown continues under SEPTA. Kenneth Achtert adds, "on Marshall siding NB with (Reading Railroad) Elm Street yard to the right."

An LVT Liberty Bell car is on a passing siding in Norristown, adjacent to a Reading Railroad yard for its electrified commuter rail service to Philadelphia. While the Liberty Bell line is long gone, commuter rail service to Norristown continues under SEPTA. Kenneth Achtert adds, “on Marshall siding NB with (Reading Railroad) Elm Street yard to the right.”

LVT city streetcar 908, signed for Fullerton. Don's Rail Photos: "908 was built by Brill Car Co in February 1917, #20206. It was rebuilt."

LVT city streetcar 908, signed for Fullerton. Don’s Rail Photos: “908 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”

LVT 917, signed for the South Bethlehem route. Don's Rail Photos: "917 was built by Brill Car Co in February 1917, #20206. It was rebuilt."

LVT 917, signed for the South Bethlehem route. Don’s Rail Photos: “917 was built by Brill Car Co in February 1917, #20206. It was rebuilt.”

A southbound LVT Liberty Bell car on 8th Street crosses Walnut Street in Allentown.

A southbound LVT Liberty Bell car on 8th Street crosses Walnut Street in Allentown.

LVT Liberty Bell car 1005. Don's Rail Photos: "1005 was built by Cincinnati Car in June 1930, #3050, as C&LE 123. It was sold to LVT as 1005 in 1938 and scrapped in 1952."

LVT Liberty Bell car 1005. Don’s Rail Photos: “1005 was built by Cincinnati Car in June 1930, #3050, as C&LE 123. It was sold to LVT as 1005 in 1938 and scrapped in 1952.”

LVT city streetcar 924. It was built by Brill, around the time 1917-1919.

LVT city streetcar 924. It was built by Brill, around the time 1917-1919.

LVT city streetcar 927, signed for Albright. Don's Rail Photos: "927 was built by Brill Car Co in February 1919, #20706. It was rebuilt."

LVT city streetcar 927, signed for Albright. Don’s Rail Photos: “927 was built by Brill Car Co in February 1919, #20706. It was rebuilt.”

LVT city streetcars 908 (at right), and possibly 413 at left.

LVT city streetcars 908 (at right), and possibly 413 at left.

LVT city streetcar 908, signed for Albright.

LVT city streetcar 908, signed for Albright.

This is an amazing photograph. LVT 1001 is northbound in Norristown, passing the Rambo House Hotel. I assume this was a short distance from where the Liberty Bell met the Philadelphia and Western line. There is a circa 1950-51 Ford parked at right. The car sign just says Express instead of Philadelphia Express, as LVT cut back passenger service to Norristown in 1949. Their fleet of second-hand high speed cars was wearing out, in part due to having to climb hills in Pennsylvania, instead of the flat Midwest prairies they were designed to traverse. The car at left may have a 1951 Pennsylvania license plate, indicating this picture may have been taken shortly before the abandonment of rail service.

This is an amazing photograph. LVT 1001 is northbound in Norristown, passing the Rambo House Hotel. I assume this was a short distance from where the Liberty Bell met the Philadelphia and Western line. There is a circa 1950-51 Ford parked at right. The car sign just says Express instead of Philadelphia Express, as LVT cut back passenger service to Norristown in 1949. Their fleet of second-hand high speed cars was wearing out, in part due to having to climb hills in Pennsylvania, instead of the flat Midwest prairies they were designed to traverse. The car at left may have a 1951 Pennsylvania license plate, indicating this picture may have been taken shortly before the abandonment of rail service.

This picture was taken at the same location, and same time, as the previous image. We are in Norristown on Swede St. with Airy St. in the background, not far from the point where the LVT Liberty Bell line met the Philadelphia and Western. LVT 1002 is an outbound Allentown Limited. Kenneth Achtert: "#1002 is not yet headed to Allentown, but is backing up on Swede St. about to turn onto Airy St. (note that the front-end pole is up). These single-ended cars would unload at the Norristown Terminal (after through operation was halted) then would back up the 3-4 blocks on Swede and Airy Streets to Rink Loop, back around the loop, then back to the Terminal (now facing north) for the trip to Allentown."

This picture was taken at the same location, and same time, as the previous image. We are in Norristown on Swede St. with Airy St. in the background, not far from the point where the LVT Liberty Bell line met the Philadelphia and Western. LVT 1002 is an outbound Allentown Limited. Kenneth Achtert: “#1002 is not yet headed to Allentown, but is backing up on Swede St. about to turn onto Airy St. (note that the front-end pole is up). These single-ended cars would unload at the Norristown Terminal (after through operation was halted) then would back up the 3-4 blocks on Swede and Airy Streets to Rink Loop, back around the loop, then back to the Terminal (now facing north) for the trip to Allentown.”

LVT 1021 is operating as a northbound Allentown Limited. Most of the Liberty Bell route was single tracked, with passing sidings. This is Acorn Siding, located by Normandy Farms in Blue Bell, PA.

LVT 1021 is operating as a northbound Allentown Limited. Most of the Liberty Bell route was single tracked, with passing sidings. This is Acorn Siding, located by Normandy Farms in Blue Bell, PA.