Independence

North Shore Line car 749 at the 50th Avenue station, Illinois Railway Museum, July 3, 2021.

North Shore Line car 749 at the 50th Avenue station, Illinois Railway Museum, July 3, 2021.

I could not think of a better place to be on July 3rd than at the Illinois Railway Museum, which I had not visited in nearly two years. Here are some pictures from that day.

Unfortunately I did not arrive in time for the annual reenactment of the sudden mid-day July 3, 1957 abandonment of passenger service by the Chicago Aurora & Elgin interurban, which stranded perhaps 3,500 riders. At the museum, museum visitors are taken to the end of the main line via a CA&E train, which then leaves them high and dry (only to be picked up by another train shortly thereafter).

I did not arrive until later in the afternoon. No CA&E cars were running, but I did capture lots of other action.

Every time I visit the museum, things are a little bit nicer, a little bit better, thanks to the dedication of their many volunteers. May it always be so.

Enjoy!

-David Sadowski

PS- We have already sent out over 100 copies of our new book Chicago’s Lost “L”s, which is available for immediate shipment. Ordering information can be found at the end of this post, and in our Online Store.

Although the 50th Avenue station was closed for renovations, North Shore Line car 749 was there for a fundraising event, where people could actually pilot the car for a brief period out on the line.

Although the 50th Avenue station was closed for renovations, North Shore Line car 749 was there for a fundraising event, where people could actually pilot the car for a brief period out on the line.

Dayton trolley bus 9809 joined the IRM fleet in 2020.

Dayton trolley bus 9809 joined the IRM fleet in 2020.

A Budd RDC (rail diesel car).

A Budd RDC (rail diesel car).

Metropolitan "L" car 2872 is under restoration. There is a picture of it in service on the Kenwood shuttle in my new book Chicago's Lost "L"s.

Metropolitan “L” car 2872 is under restoration. There is a picture of it in service on the Kenwood shuttle in my new book Chicago’s Lost “L”s.

Chicago Rapid Transit car 4146, a "Baldy," was built by Cincinnati Car Company in 1915 as one of our first all-steel "L" cars. The four separate "L" companies had come under joint operation a few years earlier, and previously just had wood-steel cars that were ordered for an individual line. The center doors on these cars were never used.

Chicago Rapid Transit car 4146, a “Baldy,” was built by Cincinnati Car Company in 1915 as one of our first all-steel “L” cars. The four separate “L” companies had come under joint operation a few years earlier, and previously just had wood-steel cars that were ordered for an individual line. The center doors on these cars were never used.

CTA PCC 4391 was operating on the streetcar loop that day.

CTA PCC 4391 was operating on the streetcar loop that day.

Neils No. 5 was one of two steam engines being used that day.

Neils No. 5 was one of two steam engines being used that day.

CTA single car units 41 and 30 were operating as a pair. The former with trolley poles, and the latter with a Skokie Swift pantograph.

CTA single car units 41 and 30 were operating as a pair. The former with trolley poles, and the latter with a Skokie Swift pantograph.

Car 30 looked resplendent in a new coat of paint.

Car 30 looked resplendent in a new coat of paint.

The singles were set up for one-person operation, where it was possible to have the operator collect fares on the train. They were used at night on the Evanston shuttle in this manner for some years, but it really slowed things down.

The singles were set up for one-person operation, where it was possible to have the operator collect fares on the train. They were used at night on the Evanston shuttle in this manner for some years, but it really slowed things down.

Frisco 1630, a 2-10-0, on the IRM main line.

Frisco 1630, a 2-10-0, on the IRM main line.

The 1630 at the passing siding near the end of the main line.

The 1630 at the passing siding near the end of the main line.

A close-up of CTA 41's third rail shoe.

A close-up of CTA 41’s third rail shoe.

CTA 6655-6656 were also running.

CTA 6655-6656 were also running.

An attractive "retro" sign has already gone up for what will eventually be a model train display (but not a hobby shop, apparently).

An attractive “retro” sign has already gone up for what will eventually be a model train display (but not a hobby shop, apparently).

Recent Finds

I recently acquired this 1893 map, showing the route of the Columbian Intramural Railway at the World's Fair here in Chicago. The Jackson Park "L" connected with the CIR at Chicago Junction (65th Street on this map), a few blocks south of where the "L" ran on 63rd Street.

I recently acquired this 1893 map, showing the route of the Columbian Intramural Railway at the World’s Fair here in Chicago. The Jackson Park “L” connected with the CIR at Chicago Junction (65th Street on this map), a few blocks south of where the “L” ran on 63rd Street.

A CTA Skokie Swift train crosses McCormick Boulevard on September 20, 1966. (James P. Marcus Photo)

A CTA Skokie Swift train crosses McCormick Boulevard on September 20, 1966. (James P. Marcus Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) car 16 at the end of the Ardmore line on June 11, 1966, six months before trolleys were replaced by buses. (Allan H. Roberts Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) car 16 at the end of the Ardmore line on June 11, 1966, six months before trolleys were replaced by buses. (Allan H. Roberts Photo)

This picture of Chicago Surface Lines pre-PCC 7001 was taken in 1935, a year after it was built. Auto parts dealer Warshawsky & Co. was located at around 1900 S. State Street, which may be this location. The streetcar is heading north.

This picture of Chicago Surface Lines pre-PCC 7001 was taken in 1935, a year after it was built. Auto parts dealer Warshawsky & Co. was located at around 1900 S. State Street, which may be this location. The streetcar is heading north.

A three-car train of cable cars on Madison Street in the 1890s. This is a colorized photo.

A three-car train of cable cars on Madison Street in the 1890s. This is a colorized photo.

Cable car 1836 is part of a two-car train on Dearborn Street, circa the 1890s. This is a colorized photo.

Cable car 1836 is part of a two-car train on Dearborn Street, circa the 1890s. This is a colorized photo.

A Pittsburgh Railways employee works on a PCC wheel in August 1957.

A Pittsburgh Railways employee works on a PCC wheel in August 1957.

A 6-car Evanston Express train, made up of wood-steel cars, heads northbound approaching the Wilson Avenue station in August 1957. The Wilson Shops is in the background behind the train. At right, you can see the ramp that went down to Buena Yard.

A 6-car Evanston Express train, made up of wood-steel cars, heads northbound approaching the Wilson Avenue station in August 1957. The Wilson Shops is in the background behind the train. At right, you can see the ramp that went down to Buena Yard.

A westbound Garfield Park "L" train crosses Austin Boulevard in August 1957. That's Columbus Park in the background. This is now the site of I-290.

A westbound Garfield Park “L” train crosses Austin Boulevard in August 1957. That’s Columbus Park in the background. This is now the site of I-290.

In August 1957, an eastbound two-car train of 4000s is on the ground-level portion of the Lake Street "L", running parallel to South Boulevard in Oak Park. We are looking north. I am not sure of the exact side street here. Dan Cluley writes: "I think the picture of the Lake St L in Oak Park (pic 397) is S Kenilworth Ave. The house at right has been replaced with a parking lot, but the tops of the Post Office & First United Church seen through the trees seem to match up."

In August 1957, an eastbound two-car train of 4000s is on the ground-level portion of the Lake Street “L”, running parallel to South Boulevard in Oak Park. We are looking north. I am not sure of the exact side street here. Dan Cluley writes: “I think the picture of the Lake St. L in Oak Park (pic 397) is S Kenilworth Ave. The house at right has been replaced with a parking lot, but the tops of the Post Office & First United Church seen through the trees seem to match up.”

The same location today.

The same location today.

Michael Franklin writes: "This (aaa397) is looking north on Kenilworth. The twin spires in the background are the church on the NE corner of Kenilworth and Lake. The long gone Oak Leaves Offices are on the right. Building demolished in 1971." Here we see the same building from a different angle, looking to the southeast across the "L" right-of-way.

Michael Franklin writes: “This (aaa397) is looking north on Kenilworth. The twin spires in the background are the church on the NE corner of Kenilworth and Lake. The long gone Oak Leaves Offices are on the right. Building demolished in 1971.” Here we see the same building from a different angle, looking to the southeast across the “L” right-of-way.

A CTA fantrip was held on August 6, 1972, which took a four-car train down into the Lake Street "L"'s Hamlin Yard. Two single-car units flanked a pair of flat-door 6000s, all equipped with trolley poles. Shortly after this picture was taken, car 44, in the foreground, was detached from the rest of the train, and operated across Lake Street to West Shops. We have run other photos from this trip in previous posts. The ramp connecting Hamlin Yard to the Lake Street "L" was removed many years ago.

A CTA fantrip was held on August 6, 1972, which took a four-car train down into the Lake Street “L”‘s Hamlin Yard. Two single-car units flanked a pair of flat-door 6000s, all equipped with trolley poles. Shortly after this picture was taken, car 44, in the foreground, was detached from the rest of the train, and operated across Lake Street to West Shops. We have run other photos from this trip in previous posts. The ramp connecting Hamlin Yard to the Lake Street “L” was removed many years ago.

The same location today.

The same location today.

J. W. Vigrass took this picture in East Chicago, Indiana, on September 15, 1956, shortly before the South Shore Line in this area was relocated to run alongside the Indiana Toll Road. That's car 22 coming at us.

J. W. Vigrass took this picture in East Chicago, Indiana, on September 15, 1956, shortly before the South Shore Line in this area was relocated to run alongside the Indiana Toll Road. That’s car 22 coming at us.

The Last CA&E Train?

There is some question whether this photo does or does not actually show the last CA&E passenger train leaving DesPlaines Avenue without passengers on July 3, 1957, shortly after the interurban was given permission to abandon service by the courts. Some people think the photo was actually taken earlier.

There is some question whether this photo does or does not actually show the last CA&E passenger train leaving DesPlaines Avenue without passengers on July 3, 1957, shortly after the interurban was given permission to abandon service by the courts. Some people think the photo was actually taken earlier.

This is how the photo appeared in the July 4, 1957 issue of the Chicago Tribune.

This is how the photo appeared in the July 4, 1957 issue of the Chicago Tribune.

Recent Correspondence

This photo appeared in our recent post Reflections in a Golden Wye (June 24, 2021):

This photo, showing a mirror at the North Shore Line's Milwaukee terminal, was taken on January 21, 1963 (after abandonment) by Allan Y. Scott for the Milwaukee Journal. You can see the photographer in the picture, apparently using a Leica M2 or M3. This picture came from the collection of the late John Horachek. Rather than being a double exposure, it seems like the ghostly image of an Electroliner was applied to the mirror using a stencil and a product known as Glass Wax.

This photo, showing a mirror at the North Shore Line’s Milwaukee terminal, was taken on January 21, 1963 (after abandonment) by Allan Y. Scott for the Milwaukee Journal. You can see the photographer in the picture, apparently using a Leica M2 or M3. This picture came from the collection of the late John Horachek. Rather than being a double exposure, it seems like the ghostly image of an Electroliner was applied to the mirror using a stencil and a product known as Glass Wax.

John Nicholson writes:

Attached is a photo of the mirror in question at the Milwaukee terminal lunch counter on the last day of operation. I ate lunch there on the last day, wondering all the while who was going to grab that mirror once the line closed. Nobody seems to know what happened to it.

So, as you can see, all the photographer had to do was take a photo of the mirror with the waiting room reflected in the background.

(Ernie Maragos Photo, John Nicholson Collection)

(Ernie Maragos Photo, John Nicholson Collection)

Thanks for sharing those. At first, some people who saw that other picture thought it was a double exposure, but it was apparent to me that it wasn’t. I figure it was applied using Glass Wax and a stencil. My mother put some Christmas decorations on our window that way when I was a small child.

John replies:

I remember the Glass Wax stencils from Christmas 1957. Once they were removed after the holiday, at least your windows got a cleaning in the process.

Miles Beitler writes:

Your latest post included discussion of why the Congress line was constructed with room for a third track between the Lotus tunnel and the Forest Park terminal. I have attached a Tribune article from 1954 which gives the “official” reason (which essentially agrees with your post).

Thanks. You can read the article by clicking on the link given above.

The question came up recently, about whether the Congress rapid transit line was planned to have three tracks between Laramie and Forest Park, and what the third track was intended for. This Chicago Tribune article from January 6, 1954 provides the answer.

The third track was added to the plans at the insistence of Governor William Stratton, who wanted to make sure that the Chicago Aurora & Elgin could resume going downtown eventually. This is described as the final issue that needed to be settled in the overall deal whereby the CTA purchased CA&E’s fixed assets in this section for $1m. This process began when the CA&E announced that they could not afford to pay for new tracks in this stretch a few years earlier. State and county officials did not want the highway extension to be the cause of the interurban’s demise. Eventually the CTA came up with the proposal that they would purchase the CA&E’s fixed assets there, which naturally all would need to be replaced anyway. This gave the CTA “skin in the game” to continue offering rail service west of Laramie. CA&E made money from both the sale of the land for the highway and the sale of the tracks and signals to the CTA.

Suburban transit riders were unhappy with the need to transfer to the CTA at Forest Park for a slow ride downtown, starting in September 1953, and Gov. Stratton’s move was partly a response to that. The article says that the third track could be used by the CA&E or express trains (CTA’s), but the CTA did not have any interest in a third track, since they considered the new line an express service in itself. And the area that would have been occupied by this third CA&E track was left vacant. It runs north of the existing two tracks. That’s why there is a third portal in the Lotus Tunnel. The only place where this got fudged was the bridge over DesPlaines Avenue, where a tight curve got eased by using part of the area set aside for this third track.

Peter Korling writes:

I was looking for the layout of street cars and elevated trains in O scale on your website. Can you help? Or if you have other layouts help me use your search machine to find them- let me know.

Another question- do you have a picture of a streetcar in the layover at Oakenwald and 35th st? I’m not sure of the street the CTA used but the cross street was Oakenwald. Near the IC tracks. Circa 1940. the date doesn’t have to be exact. I searched CTA’s website with no success. This is for my interest only I am NOT a policeman solving a case.

I drove the L line for Muni in mid 60s. I have pics. PCC cars.

My father took this B&W photo in the early 40s.

I have original print w/his signature should you know somebody who would want to buy it.

The paintings are mine. peterkorling.com

SONY DSC

(FYI, Peter’s father was Torkel Korling, a famous photographer and inventor.)

Thanks for the photos. I actually met your father a couple of times in the 1980s. We had the chance to chat over a cup of coffee and he told me many interesting things.

I am not a model railroader myself, but perhaps some of my readers can help you with that.

As for a streetcar photo at the east end of the 35th Street line, I don’t recall seeing such a picture, but naturally I will check.

Jeremy Barnard writes:

I noticed you have a page dedicated to Capital Transit trolleys. I’m trying to find someone who may have some fleet roster information for capital-transit-company that might included buses from the early 1940s.

I have a couple photos from that era of White buses and have been trying to figure out exactly which model they were.

I saw David Sadowski’s name mentioned a few times. Do you think there would be a way to ask him as well?

I’d really appreciate any help in pointing me in the right direction.

Unfortunately I don’t have a Capital Transit bus roster, although there have been some books published about this operator. You might check those, in case you have not already done so.

As for David Sadowski, that’s me, so I guess you have killed two birds with one stone there.

Maybe some of our readers can assist you further.

Thanks.

Keep those cards and letters coming in, folks!

-David Sadowski

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

Title Chicago’s Lost “L”s
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2021
ISBN 1467100007, 9781467100007
Length 128 pages

Chapters:
01. The South Side “L”
02. The Lake Street “L”
03. The Metropolitan “L”
04. The Northwestern “L”
05. The Union Loop
06. Lost Equipment
07. Lost Interurbans
08. Lost Terminals
09. Lost… and Found

Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.

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

For Shipping to US Addresses:

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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time.  The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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Chicago’s Lost “L”s

Our new book Chicago's Lost "L"s is now in stock and we expect to have all the pre-orders filled this weekend.

Our new book Chicago’s Lost “L”s is now in stock and we expect to have all the pre-orders filled this weekend.

We are pleased to report that our new book Chicago’s Lost “L”s is now in stock and ready for shipment. We are sending out all the books that were pre-ordered this week, and expect to be completely caught up with that by the weekend.

Following up on our previous post Outtakes From Chicago’s Lost “L”s (Part One) (May 30, 2021), today we are featuring another selection of photos that were considered for the book, but ultimately not used. Some of these captions would have been rewritten, had those pictures been selected for Chicago’s Lost “L”s.

-David Sadowski

Outtakes From Chicago’s Lost “L”s (Part Two):

CTA car 1754 heads up an eastbound train of woods on South Boulevard and Home Avenue in Oak Park in the early 1950s. The Chicago & North Western train station on the embankment was shifted slightly to the north when the “L” was relocated there in 1962. 1754 was built by Jewett Car Company in 1903 for the Northwestern Elevated Railway. It became a work car in 1958 and went to the Illinois Railway Museum in 1971.

CTA car 1754 heads up an eastbound train of woods on South Boulevard and Home Avenue in Oak Park in the early 1950s. The Chicago & North Western train station on the embankment was shifted slightly to the north when the “L” was relocated there in 1962. 1754 was built by Jewett Car Company in 1903 for the Northwestern Elevated Railway. It became a work car in 1958 and went to the Illinois Railway Museum in 1971.

We are looking east from the north platform at the Exchange Avenue station on the Stock Yards "L". The once bustling Union Stock Yards gradually faded away as the meatpacking industry decentralized, and closed for good in 1971, 14 years after this branch of the “L” was abandoned.

We are looking east from the north platform at the Exchange Avenue station on the Stock Yards “L”. The once bustling Union Stock Yards gradually faded away as the meatpacking industry decentralized, and closed for good in 1971, 14 years after this branch of the “L” was abandoned.

July 30, 1953: "North Shore Line northbound train leaving Randolph St. station on Wabash, from Marshall Field's window." (Photo by Glenn S. Moe)

July 30, 1953: “North Shore Line northbound train leaving Randolph St. station on Wabash, from Marshall Field’s window.” (Photo by Glenn S. Moe)

A downtown-bound train at the old Logan Square "L" station on May 10, 1958, about 6 weeks before service on the Milwaukee-Dearborn subway was connected up with the Congress and Douglas branches. (Laurence H. Boehuring Photo)

A downtown-bound train at the old Logan Square “L” station on May 10, 1958, about 6 weeks before service on the Milwaukee-Dearborn subway was connected up with the Congress and Douglas branches. (Laurence H. Boehuring Photo)

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

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

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

The same location on June 6, 2020.

The same location on June 6, 2020.

The old Lake Street "L" bridge over the Chicago River. (George Trapp Collection)

The old Lake Street “L” bridge over the Chicago River. (George Trapp Collection)

Here, we have the old four-track Canal Street station on the Met "L" main line, which served Union Station. We are looking east. The tracks took a jog slightly to the north at this point. Behind the station, tracks continued straight east to the old Wells Street terminal, with a separate connection to the Loop "L". This station continued in use until June 22, 1958 and therefore was not affected by expressway construction. (George Trapp Collection)

Here, we have the old four-track Canal Street station on the Met “L” main line, which served Union Station. We are looking east. The tracks took a jog slightly to the north at this point. Behind the station, tracks continued straight east to the old Wells Street terminal, with a separate connection to the Loop “L”. This station continued in use until June 22, 1958 and therefore was not affected by expressway construction. (George Trapp Collection)

A two-car Garfield Park train, including car 2848, on the Loop "L". (George Snyder Photo)

A two-car Garfield Park train, including car 2848, on the Loop “L”. (George Snyder Photo)

Chicago's first "L"s used beefed-up versions of the same type of small steam locomotives used by New York's elevated lines.

Chicago’s first “L”s used beefed-up versions of the same type of small steam locomotives used by New York’s elevated lines.

A view of the Wells Street Terminal looking west, shortly before it closed in September 1953. CTA trains stopped using the terminal in December 1951, so these are all Chicago Aurora & Elgin interurban cars.

A view of the Wells Street Terminal looking west, shortly before it closed in September 1953. CTA trains stopped using the terminal in December 1951, so these are all Chicago Aurora & Elgin interurban cars.

The CA&E Wells Terminal north track, looking east. (Jack Bejna Collection)

The CA&E Wells Terminal north track, looking east. (Jack Bejna Collection)

The façade of Wells Street Terminal, after it was renovated in the late 1920s, with the addition of two levels. It was designed by Chicago Rapid Transit Company staff architect Arthur U. Gerber. (Jack Bejna Collection)

The façade of Wells Street Terminal, after it was renovated in the late 1920s, with the addition of two levels. It was designed by Chicago Rapid Transit Company staff architect Arthur U. Gerber. (Jack Bejna Collection)

The Wells Street Terminal, prior to its 1920s renovation.

The Wells Street Terminal, prior to its 1920s renovation.

Here, the old Market Street Stub, formerly used by Lake Street "L" trains, is being dismantled in 1948. (William C. Hoffman Photo)

Here, the old Market Street Stub, formerly used by Lake Street “L” trains, is being dismantled in 1948. (William C. Hoffman Photo)

A rare photo of the old Market Street stub terminal, where some Lake Street "L" trains terminated in the days before A/B "skip stop" service. It was torn down in the late 1940s. (George Trapp Collection)

A rare photo of the old Market Street stub terminal, where some Lake Street “L” trains terminated in the days before A/B “skip stop” service. It was torn down in the late 1940s. (George Trapp Collection)

CA&E 424 loops at DesPlaines Avenue circa 1953-57, with a Chicago Great Western freight train in the background. We are looking north.

CA&E 424 loops at DesPlaines Avenue circa 1953-57, with a Chicago Great Western freight train in the background. We are looking north.

CA&E 427 (right) at the Wheaton Shops.

CA&E 427 (right) at the Wheaton Shops.

For this negative, photographer Bob Selle wrote, "CERA fan trip, Sunday afternoon, August 8, 1954. Chicago Aurora & Elgin cars 406 and 418, Aurora, Illinois. (#406 our special.)" The off-street terminal here was put into service at the end of 1939, and was therefore only used for about 18 years.

For this negative, photographer Bob Selle wrote, “CERA fan trip, Sunday afternoon, August 8, 1954. Chicago Aurora & Elgin cars 406 and 418, Aurora, Illinois. (#406 our special.)” The off-street terminal here was put into service at the end of 1939, and was therefore only used for about 18 years.

The Chicago Aurora & Elgin running on the street in downtown Aurora. The end of the line was shifted to an off-street terminal in 1939.

The Chicago Aurora & Elgin running on the street in downtown Aurora. The end of the line was shifted to an off-street terminal in 1939.

The CTA's 2200-series "L" cars were nicely designed, and were the last ones that used "blinker" doors.

The CTA’s 2200-series “L” cars were nicely designed, and were the last ones that used “blinker” doors.

The original "L" station at State and Van Buren Streets circa 1970.

The original “L” station at State and Van Buren Streets circa 1970.

CTA Met car 2821 at Randolph and Wabash, circa 1949. It is a Douglas Park local, signed to go only as far as Lawndale.

CTA Met car 2821 at Randolph and Wabash, circa 1949. It is a Douglas Park local, signed to go only as far as Lawndale.

This picture looks south from Randolph and Wells on the Loop "L". The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, "The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side."

This picture looks south from Randolph and Wells on the Loop “L”. The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, “The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side.”

George Trapp: "The pair of South Side gate cars are at Lake between State and Wabash on a Wilson Ave. Local, probably originating on the Kenwood Branch." (Joe L. Diaz Photo, George Trapp Collection)

George Trapp: “The pair of South Side gate cars are at Lake between State and Wabash on a Wilson Ave. Local, probably originating on the Kenwood Branch.” (Joe L. Diaz Photo, George Trapp Collection)

CRT 1149 is in the lead on a Howard-bound train that was also destined for the Niles Center (Skokie) branch. That probably dates this photo to the 1940s, prior to 1948 when the CTA abandoned the Niles Center branch. (Joe L. Diaz Photo)

CRT 1149 is in the lead on a Howard-bound train that was also destined for the Niles Center (Skokie) branch. That probably dates this photo to the 1940s, prior to 1948 when the CTA abandoned the Niles Center branch. (Joe L. Diaz Photo)

A two-car Lake Street "A" train (one car is numbered 1708) on the Loop "L". Not sure of the exact location, but as you can see in back, this is an area where there was a continuous platform connection stations. This allowed for more trains to stop at the same time, and was likely the inspiration for the continuous platforms in Chicago's downtown subways. Myron Moyano adds, "Car 1708 under the Lake Street section is at Madison and Wells." (George Trapp Collection)

A two-car Lake Street “A” train (one car is numbered 1708) on the Loop “L”. Not sure of the exact location, but as you can see in back, this is an area where there was a continuous platform connection stations. This allowed for more trains to stop at the same time, and was likely the inspiration for the continuous platforms in Chicago’s downtown subways. Myron Moyano adds, “Car 1708 under the Lake Street section is at Madison and Wells.” (George Trapp Collection)

A single-car CTA Skokie Swift train leaves Howard Street in June 1977.

A single-car CTA Skokie Swift train leaves Howard Street in June 1977.

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

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

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

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

The CTA Historic 4000s are southbound at Oakton in 2015.

The CTA Historic 4000s are southbound at Oakton in 2015.

The former Linden Avenue station was preserved when the terminal was redone.  It is no longer the entrance and has been repurposed.  This is how it looked in June 2020.

The former Linden Avenue station was preserved when the terminal was redone. It is no longer the entrance and has been repurposed. This is how it looked in June 2020.

Linden Avenue in the early 1950s.  (Chicago Transit Authority Historical Collection)

Linden Avenue in the early 1950s. (Chicago Transit Authority Historical Collection)

Chicago Transit Authority's Evanston Shuttle at Isabella station in Evanston, IL on May 26, 1962.  (Roger Puta Photo)

Chicago Transit Authority’s Evanston Shuttle at Isabella station in Evanston, IL on May 26, 1962. (Roger Puta Photo)

The new Uptown Union Station in 1923, designed by Arthur U. Gerber.  (Chicago Transit Authority Historical Collection)

The new Uptown Union Station in 1923, designed by Arthur U. Gerber. (Chicago Transit Authority Historical Collection)

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

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

Wilson Avenue in the early 1920s.  This shows the McJunkin Building under construction. We are looking north.  (George Trapp Collection)

Wilson Avenue in the early 1920s. This shows the McJunkin Building under construction. We are looking north. (George Trapp Collection)

This view looks north towards the Wilson "L" yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, "Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?" I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

This view looks north towards the Wilson “L” yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, “Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?” I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

The Wilson Lower Terminal, which opened in 1907.  I used a better quality image in the book.

The Wilson Lower Terminal, which opened in 1907. I used a better quality image in the book.

This picture is identified as Ashland north of Roscoe on January 23, 1929. This would be the Ravenswood "L" (today's Brown Line), and the "L" station one block west is Paulina. We are looking north.

This picture is identified as Ashland north of Roscoe on January 23, 1929. This would be the Ravenswood “L” (today’s Brown Line), and the “L” station one block west is Paulina. We are looking north.

A pair of CTA high-speed cars at the Merchandise Mart.  Fans nicknamed them "circus wagons."

A pair of CTA high-speed cars at the Merchandise Mart. Fans nicknamed them “circus wagons.”

CTA 6000s at Logan Square.

CTA 6000s at Logan Square.

A two-car train of wooden "L" cars at Logan Square.

A two-car train of wooden “L” cars at Logan Square.

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

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

CTA wooden "L" cars in storage at Laramie Yard in 1957.  The view looks west.  (Robert Selle Photo)

CTA wooden “L” cars in storage at Laramie Yard in 1957. The view looks west. (Robert Selle Photo)

A two-car train of CTA 2000s at Harlem Avenue on the Lake Street "L" (today's Green Line) on November 11, 1966.  Until 1962, this line ran on the ground next to the Chicago & North Western embankment.

A two-car train of CTA 2000s at Harlem Avenue on the Lake Street “L” (today’s Green Line) on November 11, 1966. Until 1962, this line ran on the ground next to the Chicago & North Western embankment.

A Kenwood shuttle train at Indiana Avenue in the 1950s.

A Kenwood shuttle train at Indiana Avenue in the 1950s.

A two-car Kenwood train in the pocket track at Indiana Avenue, probably in the early 1950s.

A two-car Kenwood train in the pocket track at Indiana Avenue, probably in the early 1950s.

A Stock Yards train at Indiana Avenue station.

A Stock Yards train at Indiana Avenue station.

CTA 7616 63rd-Stony Island (east terminal of the Jackson Park "L") in 1974.

CTA 7616 63rd-Stony Island (east terminal of the Jackson Park “L”) in 1974.

Caption: "Chicago El showing curve at Harrison and Wabash, taken from Congress Street station, April 2, 1939." This curve has since been straightened out. The view looks south. (Duncan L. Bryant Photo)

Caption: “Chicago El showing curve at Harrison and Wabash, taken from Congress Street station, April 2, 1939.” This curve has since been straightened out. The view looks south. (Duncan L. Bryant Photo)

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

Chicago’s system of elevated railways, known locally as the “L,” has run continuously since 1892 and, like the city, has never stood still. It helped neighborhoods grow, brought their increasingly diverse populations together, and gave the famous Loop its name. But today’s system has changed radically over the years. Chicago’s Lost “L”s tells the story of former lines such as Garfield Park, Humboldt Park, Kenwood, Stockyards, Normal Park, Westchester, and Niles Center. It was once possible to take high-speed trains on the L directly to Aurora, Elgin, and Milwaukee, Wisconsin. The L started out as four different companies, two starting out using steam engines instead of electricity. Eventually, all four came together via the Union Loop. The L is more than a way of getting around. Its trains are a place where people meet and interact. Some say the best way to experience the city is via the L, with its second-story view. Chicago’s Lost “L”s is virtually a “secret history” of Chicago, and this is your ticket. David Sadowski grew up riding the L all over the city. He is the author of Chicago Trolleys and Building Chicago’s Subways and runs the online Trolley Dodger blog.

The Images of America series celebrates the history of neighborhoods, towns, and cities across the country. Using archival photographs, each title presents the distinctive stories from the past that shape the character of the community today. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

Title Chicago’s Lost “L”s
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2021
ISBN 1467100007, 9781467100007
Length 128 pages

Chapters:
01. The South Side “L”
02. The Lake Street “L”
03. The Metropolitan “L”
04. The Northwestern “L”
05. The Union Loop
06. Lost Equipment
07. Lost Interurbans
08. Lost Terminals
09. Lost… and Found

Each copy purchased here will be signed by the author, and you will also receive a bonus facsimile of a 1926 Chicago Rapid Transit Company map, with interesting facts about the “L” on the reverse side.

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

For Shipping to US Addresses:

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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time.  The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 270th 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 779,000 page views, for which we are very grateful.
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Reflections in a Golden Wye

This photo, showing a mirror at the North Shore Line's Milwaukee terminal, was taken on January 21, 1963 (after abandonment) by Allan Y. Scott for the Milwaukee Journal. You can see the photographer in the picture, apparently using a Leica M2 or M3. This picture came from the collection of the late John Horachek. Rather than being a double exposure, it seems like the ghostly image of an Electroliner was applied to the mirror using a stencil and a product known as Glass Wax.

This photo, showing a mirror at the North Shore Line’s Milwaukee terminal, was taken on January 21, 1963 (after abandonment) by Allan Y. Scott for the Milwaukee Journal. You can see the photographer in the picture, apparently using a Leica M2 or M3. This picture came from the collection of the late John Horachek. Rather than being a double exposure, it seems like the ghostly image of an Electroliner was applied to the mirror using a stencil and a product known as Glass Wax.

For today’s post, we are going back in time, often even further back in time than we usually do, to feature some important historical images. Each one is like a small ray of light, that form a beacon when taken together, illuminating the past, like the reflections in a mirror.

It’s the earliest, and oldest pictures that are the hardest to find. So, we’ve had to redouble our efforts to seek them out.

In addition, we have important news about our new book Chicago’s Lost “L”s. We recently received a small number of “author’s copies” from the publisher, and the book is now a reality. We hope you will like the results.

Our initial order is on the way to us, and we are confident that we will soon begin shipping out books to our contributors and everyone who has ordered one in our pre-sale. All such books should be in the post prior to the July 12 release date.

More information about Chicago’s Lost “L”s, including how to order, can be found at the end of this post, or you can click on the link at the top of this page to go to our Online Store.

We would like to thank Kevin Horachek, Andre Kristopans, and William Shapotkin for their contributions to this post.

Enjoy!

-David Sadowski

Recent Finds

As a practical matter, color photography didn't exist in 1910, which is the postmark date of this postcard showing the Lake Street "L" at ground level in the Austin neighborhood on Chicago's west side. The view looks west from Central Avenue along South Boulevard (or, more appropriately, Lake Street, since the name did not change until the line reached suburban Oak Park). The "L" was extended there in 1901. This colorized photo may date to a bit before 1910, though, as by then, the Chicago & North Western trains, which ran parallel to the "L", had already been raised onto the embankment where the "L" joined them in 1962. This is a westbound train, as Lake Street ran left handed in those days (as did the C&NW).

As a practical matter, color photography didn’t exist in 1910, which is the postmark date of this postcard showing the Lake Street “L” at ground level in the Austin neighborhood on Chicago’s west side. The view looks west from Central Avenue along South Boulevard (or, more appropriately, Lake Street, since the name did not change until the line reached suburban Oak Park). The “L” was extended there in 1901. This colorized photo may date to a bit before 1910, though, as by then, the Chicago & North Western trains, which ran parallel to the “L”, had already been raised onto the embankment where the “L” joined them in 1962. This is a westbound train, as Lake Street ran left handed in those days (as did the C&NW).

The same location today. This portion of Lake Street was renamed to Corcoran Place in the mid-1960s, to honor the late Chicago Alderman in this area, who was a close friend of Mayor Richard J. Daley. Lake Street used to run north and south of the two railroads here for a few blocks between Pine Avenue and Austin Boulevard. There were no duplicate street numbers.

The same location today. This portion of Lake Street was renamed to Corcoran Place in the mid-1960s, to honor the late Chicago Alderman in this area, who was a close friend of Mayor Richard J. Daley. Lake Street used to run north and south of the two railroads here for a few blocks between Pine Avenue and Austin Boulevard. There were no duplicate street numbers.

I recently purchased this turn-of-the-century photo showing a Chicago Union Traction streetcar on the Lincoln Avenue line. CUT existed from 1899 to 1908, when it was absorbed into Chicago Railways. Sharpshooter's Park is where Riverview Amusement Park opened in 1904, which narrows down the time of this photo to circa 1899-1903. But the car itself looks like the "Matchbox" type, which was built by St. Louis Car Company in 1903. Car 1374 in this series has been restored and is at the Illinois Railway Museum. In 2015, the body of car 1137 was found in Wisconsin, where it had been used as an addition to someone's house. It is now in Grass Lake, MI.

I recently purchased this turn-of-the-century photo showing a Chicago Union Traction streetcar on the Lincoln Avenue line. CUT existed from 1899 to 1908, when it was absorbed into Chicago Railways. Sharpshooter’s Park is where Riverview Amusement Park opened in 1904, which narrows down the time of this photo to circa 1899-1903. But the car itself looks like the “Matchbox” type, which was built by St. Louis Car Company in 1903. Car 1374 in this series has been restored and is at the Illinois Railway Museum. In 2015, the body of car 1137 was found in Wisconsin, where it had been used as an addition to someone’s house. It is now in Grass Lake, MI.

CSL "Sedan" (aka Peter Witt) 6283 appears to be southbound on Clark, just south of downtown, in this circa 1940 photo. Don's Rail Photos: "6283 was built by CSL in 1929." This might seem unusual, that the Surface Lines had the capability or even the desire to build their own streetcars. But CSL was very much involved with the project that eventually created the PCC car just a few years after this, and it was CSL and not the ERPCC that had the two experimental pre-PCCs (4001 and 7001) built in 1934. Eventually, the CTA became the largest stockholder in the Transit Research Corporation, the successor to the ERPCC.

CSL “Sedan” (aka Peter Witt) 6283 appears to be southbound on Clark, just south of downtown, in this circa 1940 photo. Don’s Rail Photos: “6283 was built by CSL in 1929.” This might seem unusual, that the Surface Lines had the capability or even the desire to build their own streetcars. But CSL was very much involved with the project that eventually created the PCC car just a few years after this, and it was CSL and not the ERPCC that had the two experimental pre-PCCs (4001 and 7001) built in 1934. Eventually, the CTA became the largest stockholder in the Transit Research Corporation, the successor to the ERPCC.

Chicago Surface Line experimental pre-PCC 4001 in 1935, running on Route 22 - Clark-Wentworth. 40001 was built in 1934 by Pullman-Standard and was retired in 1944. The body has survived and is now at the Illinois Railway Museum. Here, it still has the striped trolley pole.

Chicago Surface Line experimental pre-PCC 4001 in 1935, running on Route 22 – Clark-Wentworth. 40001 was built in 1934 by Pullman-Standard and was retired in 1944. The body has survived and is now at the Illinois Railway Museum. Here, it still has the striped trolley pole.

Chicago Surface Lines experimental pre-PCC 7001 on Route 22 - Clark-Wentworth in 1935. It was built by Brill in 1934 and retired in 1944, scrapped in 1959. Here, it already appears to have a dent on the front end.

Chicago Surface Lines experimental pre-PCC 7001 on Route 22 – Clark-Wentworth in 1935. It was built by Brill in 1934 and retired in 1944, scrapped in 1959. Here, it already appears to have a dent on the front end.

Don's Rail Photos: "51 was built by the SP&S in August 1941. It was purchased by the North Shore in December 1947 and was completed as 459 on November 22, 1948." Here it is at the Portland yard on September 9, 1946.

Don’s Rail Photos: “51 was built by the SP&S in August 1941. It was purchased by the North Shore in December 1947 and was completed as 459 on November 22, 1948.” Here it is at the Portland yard on September 9, 1946.

A two-car train of North Shore Line Silverliners in Milwaukee in 1962. Larry Sakar writes: "The train is northbound at the north end of the 6th Street viaduct (which no longer exists). Below it on the right of the train is what was then Fowler Street. Today, that is St. Paul Ave which in NSL days used to end at 6th St. All of that changed when The Milwaukee Road built their new station at 5th St. Impending construction of the Marquette interchange and the end of the Milwaukee Road's 4th & everett St. station gave the city the opportunity to continue St. Paul Ave. beneath 6th St. to connect with then Fowler St. which then became the continuation of W. St. Paul Ave. The warehouse next to the train is also long gone. If you were standing here today you would be looking at the Milwaukee Intermodal station on the right and the main Post Office immediately next door east. If you look two blocks down on the left that is where the present day HOP Streetcar terminates. The train is northbound at the north end of the 6th Street viaduct (which no longer exists). Below it on the right of the train is what was then Fowler Street. Today, that is St. Paul Ave which in NSL days used to end at 6th St. All of that changed when The Milwaukee Road built their new station at 5th St. Impending construction of the Marquette interchange and the end of the Milwaukee Road's 4th & everett St. station gave the city the opportunity to continue St. Paul Ave. beneath 6th St. to connect with then Fowler St. which then became the continuation of W. St. Paul Ave. The warehouse next to the train is also long gone. If you were standing here today you would be looking at the Milwaukee Intermodal station on the right and the main Post Office immediately next door east. If you look two blocks down on the left that is where the present day HOP Streetcar terminates."

A two-car train of North Shore Line Silverliners in Milwaukee in 1962. Larry Sakar writes: “The train is northbound at the north end of the 6th Street viaduct (which no longer exists). Below it on the right of the train is what was then Fowler Street. Today, that is St. Paul Ave which in NSL days used to end at 6th St. All of that changed when The Milwaukee Road built their new station at 5th St. Impending construction of the Marquette interchange and the end of the Milwaukee Road’s 4th & everett St. station gave the city the opportunity to continue St. Paul Ave. beneath 6th St. to connect with then Fowler St. which then became the continuation of W. St. Paul Ave. The warehouse next to the train is also long gone. If you were standing here today you would be looking at the Milwaukee Intermodal station on the right and the main Post Office immediately next door east. If you look two blocks down on the left that is where the present day HOP Streetcar terminates. The train is northbound at the north end of the 6th Street viaduct (which no longer exists). Below it on the right of the train is what was then Fowler Street. Today, that is St. Paul Ave which in NSL days used to end at 6th St. All of that changed when The Milwaukee Road built their new station at 5th St. Impending construction of the Marquette interchange and the end of the Milwaukee Road’s 4th & everett St. station gave the city the opportunity to continue St. Paul Ave. beneath 6th St. to connect with then Fowler St. which then became the continuation of W. St. Paul Ave. The warehouse next to the train is also long gone. If you were standing here today you would be looking at the Milwaukee Intermodal station on the right and the main Post Office immediately next door east. If you look two blocks down on the left that is where the present day HOP Streetcar terminates.”

A Chicago & North Western train of bi-levels at the Milwaukee station on the Lakefront in 1962.

A Chicago & North Western train of bi-levels at the Milwaukee station on the Lakefront in 1962.

This is how the Chicago & North Western's right-of-way looked in Winnetka in July 1964. We are looking south from Elm Street. This area was grade-separated around 1940, with some financial help from the federal government through the PWA agency, in a similar fashion to how Chicago's Initial System of Subways was built. The North Shore Line's Shore Line Route ran at left until July 1955. (William Shapotkin Collection)

This is how the Chicago & North Western’s right-of-way looked in Winnetka in July 1964. We are looking south from Elm Street. This area was grade-separated around 1940, with some financial help from the federal government through the PWA agency, in a similar fashion to how Chicago’s Initial System of Subways was built. The North Shore Line’s Shore Line Route ran at left until July 1955. (William Shapotkin Collection)

An eastbound Lake Street "L" train is in Oak Park in July 1960, running alongside South Boulevard. (William Shapotkin Collection)

An eastbound Lake Street “L” train is in Oak Park in July 1960, running alongside South Boulevard. (William Shapotkin Collection)

A westbound C&NW commuter train stops in Oak Park in July 1960. (William Shapotkin Collection)

A westbound C&NW commuter train stops in Oak Park in July 1960. (William Shapotkin Collection)

A westbound Chicago & North Western commuter train departs from Oak Park in July 1960. Note the ground-level Lake Street "L" station at Marion Street at left. Just over two years later, the "L" was moved to this embankment. (William Shapotkin Collection)

A westbound Chicago & North Western commuter train departs from Oak Park in July 1960. Note the ground-level Lake Street “L” station at Marion Street at left. Just over two years later, the “L” was moved to this embankment. (William Shapotkin Collection)

An eastbound C&NW "scoot" (commuter train) has just departed the Elmhurst station and is seen crossing York Road. The view looks west. (William Shapotkin Collection)

An eastbound C&NW “scoot” (commuter train) has just departed the Elmhurst station and is seen crossing York Road. The view looks west. (William Shapotkin Collection)

What was billed as Manhattan's last elevated train heads north on the Third Avenue El on May 12, 1955.

What was billed as Manhattan’s last elevated train heads north on the Third Avenue El on May 12, 1955.

CSL 5769 on Route 5 - Cottage Grove-South Chicago circa 1940. According to Don's Rail Photos, Nearside 5769 "was built by Brill Car Co in 1912, (order) #18322, It was retired on November 8, 1948."

CSL 5769 on Route 5 – Cottage Grove-South Chicago circa 1940. According to Don’s Rail Photos, Nearside 5769 “was built by Brill Car Co in 1912, (order) #18322, It was retired on November 8, 1948.”

CSL Pullman 621, signed for Clark and Devon, is apparently running on Route 22 and headed north on Clark, having just passed Lake Street in this circa 1940 scene. The Shreve Building, built in 1875, was located at the northwest corner of Clark and Lake. Its construction was supervised by William Warren Boyington (1818-1898), who designed the landmark Chicago Water Tower. Not sure when it was demolished.

CSL Pullman 621, signed for Clark and Devon, is apparently running on Route 22 and headed north on Clark, having just passed Lake Street in this circa 1940 scene. The Shreve Building, built in 1875, was located at the northwest corner of Clark and Lake. Its construction was supervised by William Warren Boyington (1818-1898), who designed the landmark Chicago Water Tower. Not sure when it was demolished.

CSL pre-war PCC 7024 is eastbound on Madison Street at Mayfield Avenue (5900 W.) circa 1940.

CSL pre-war PCC 7024 is eastbound on Madison Street at Mayfield Avenue (5900 W.) circa 1940.

CSL Pullman 329 is on Route 21 - Cermak Road, possibly at the west end of the line, circa 1940.

CSL Pullman 329 is on Route 21 – Cermak Road, possibly at the west end of the line, circa 1940.

CSL 1801 is signed for Adams-Downtown in this circa 1940 photo. Part of Route 7 - Harrison Street went downtown via Adams Street. A nearby truck is delivering Ogden's Milk.

CSL 1801 is signed for Adams-Downtown in this circa 1940 photo. Part of Route 7 – Harrison Street went downtown via Adams Street. A nearby truck is delivering Ogden’s Milk.

The U.S. Patent Office in Washington, DC in the 1920s, with a streetcar out front, apparently powered by conduit via a electric plow running in a trough between the two rails.

The U.S. Patent Office in Washington, DC in the 1920s, with a streetcar out front, apparently powered by conduit via a electric plow running in a trough between the two rails.

Chicago Aurora & Elgin car 403 at Laramie Avenue on July 19, 1933. It was described as "red with gold trim." 403 was a Pullman product, built in 1923. Sister car 409 is at the Illinois Railway Museum. The view looks to the northeast.

Chicago Aurora & Elgin car 403 at Laramie Avenue on July 19, 1933. It was described as “red with gold trim.” 403 was a Pullman product, built in 1923. Sister car 409 is at the Illinois Railway Museum. The view looks to the northeast.

CTA trolley bus 9421 on February 12, 1973. Andre Kristopans adds, "Trolley bus 9421 SB on Pulaski at Sunnyside (4500 N). Old police station, now community center, on right." William Shapotkin Collection)

CTA trolley bus 9421 on February 12, 1973. Andre Kristopans adds, “Trolley bus 9421 SB on Pulaski at Sunnyside (4500 N). Old police station, now community center, on right.”
William Shapotkin Collection)

CTA trolley bus 9458 on February 10, 1973. (Michael N. Charnota Photo, William Shapotkin Collection) Bill Jas: "The pic of the Pulaski trolley bus is just North of Grand. You can see the old streetcar power house on the right. The same building that later collapsed onto Jimmy’s Hot Dog Stand."

CTA trolley bus 9458 on February 10, 1973. (Michael N. Charnota Photo, William Shapotkin Collection) Bill Jas: “The pic of the Pulaski trolley bus is just North of Grand. You can see the old streetcar power house on the right. The same building that later collapsed onto Jimmy’s Hot Dog Stand.”

The Chicago & Milwaukee Electric

The North Shore Line started out as the Chicago & Milwaukee Electric, before it was reorganized by Samuel Insull in 1916. Here are some early photos that reflect that history.

The Chicago & Milwaukee Electric station in Lake Forest. It was torn down around 1970, 15 years after the last North Shore Line trains ran here on the Shore Line Route.

The Chicago & Milwaukee Electric station in Lake Forest. It was torn down around 1970, 15 years after the last North Shore Line trains ran here on the Shore Line Route.

A close-up of the previous image, showing Chicago & Milwaukee Electric car 10. It was built by Pullman in 1899.

A close-up of the previous image, showing Chicago & Milwaukee Electric car 10. It was built by Pullman in 1899.

After the North Shore Line abandoned service on the Shore Line Route in 1955, their former Lake Forest station was used as a campaign headquarters in the 1956 presidential election. (Chicago Tribune Photo)

After the North Shore Line abandoned service on the Shore Line Route in 1955, their former Lake Forest station was used as a campaign headquarters in the 1956 presidential election. (Chicago Tribune Photo)

A Chicago & Milwaukee electric buffet observation car, from an undated postcard. Don's Rail Photos: "401 was built by Jewett Car in 1909 as parlor-buffet car. In 1917 it was converted to straight coach and retired in 1935. It was leased to Chicago Aurora & Elgin and renumbered 142 in 1936. It came back for a short time with the CA&E number in 1945 and sold to CA&E in 1946. It was retired in 1953."