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."

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.”

The Chicago & Milwaukee Electric's Zion station, from a postcard postmarked 1911. The religious fanatics who started this town made the interurban build a large station, in anticipation of rapid growth that did not occur.

The Chicago & Milwaukee Electric’s Zion station, from a postcard postmarked 1911. The religious fanatics who started this town made the interurban build a large station, in anticipation of rapid growth that did not occur.

The Chicago & Milwaukee electric station in Libertyville, from a real photo postcard postmarked 1906.

The Chicago & Milwaukee electric station in Libertyville, from a real photo postcard postmarked 1906.

Chicago & Milwaukee Electric Birney car 334 at 6th and Clybourn in Milwaukee. Don's Rail Photos: "334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948." The C&ME name was used on these North Shore Line city streetcars, since that was the franchise holder in Milwaukee.

Chicago & Milwaukee Electric Birney car 334 at 6th and Clybourn in Milwaukee. Don’s Rail Photos: “334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” The C&ME name was used on these North Shore Line city streetcars, since that was the franchise holder in Milwaukee.

North Shore Line wood car 305 (former Chicago & Milwaukee Electric) in Kenilworth circa 1930, running as a Chicago local on the Shore Line Route. 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." (Kenilworth Historical Society)

North Shore Line wood car 305 (former Chicago & Milwaukee Electric) in Kenilworth circa 1930, running as a Chicago local on the Shore Line Route. 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.” (Kenilworth Historical Society)

Did Not Win

They say you can’t win ’em all, and we certainly don’t. But while we did not win the auctions for these images, they definitely still worth looking at:

1899 New York City Shopping @ 22nd St & 6th Avenue L Train Glass Photo Negative recently sold for $247.50. Looks like the 6th Avenue line was still using steam power then.

1899 New York City Shopping @ 22nd St & 6th Avenue L Train Glass Photo Negative recently sold for $247.50. Looks like the 6th Avenue line was still using steam power then.

I did not win this auction, but I still think this is a pretty neat picture, of a four-car train of CTA 4000s southbound at Bryn Mawr in 1970. This is a southbound Evanston Express. By then, only freight locos were using the overhead wire here.

I did not win this auction, but I still think this is a pretty neat picture, of a four-car train of CTA 4000s southbound at Bryn Mawr in 1970. This is a southbound Evanston Express. By then, only freight locos were using the overhead wire here.

The following three glass plate negatives were identified as “1915 New York 7th Ave Subway Explosion Collapse 7 Dead.”

The next three glass plate images show women working as streetcar conductors on the New York Railways during World War I:

North Shore Line box motor 230 at the Milwaukee Terminal in 1941. By the late 1950s, the apartment building at rear had been torn down.

North Shore Line box motor 230 at the Milwaukee Terminal in 1941. By the late 1950s, the apartment building at rear had been torn down.

Book Review:

From Garfield ‘L’ to Blue Line Rapid Transit
by David A. Wilson
Dispatch Number 11 of the Shore Line Interurban Historical Society

Congratulations to David Wilson on his excellent new book From Garfield ‘L’ to Blue Line Rapid Transit. I would naturally like this book, since these are subjects I have written about extensively, in my own books and blogs.

Like many other people my age, I became fascinated with the extensive changes going on in the west side during the late 1950s, as construction of the Congress Expressway proceeded west and approached suburban Oak Park. I recall seeing the Garfield Park “L” and Chicago Aurora & Elgin interurban trains, but I never rode on them. We mostly took the Lake Street “L” downtown, and until 1962, that still ran on the ground west of Laramie.

I recall seeing “L” cars parked in Lockwood Yard, and I vividly remember our first drives on the new Congress Expressway, which partially opened in 1955, although it only went as far as Laramie Avenue (5200 W.). It was extended in stages in 1960, first to Central Avenue (5600 W.), and then all the way through Oak Park and Forest Park, to connect with existing highways west of there. I have naturally been a frequent rider on the Congress line (today’s Forest Park branch of the Blue Line) my whole life.

So, I have been interested in learning the details of how all this came to be for a long time, and I have been researching this subject ever since I was a small child. This interest culminated in my 2018 Arcadia book Building Chicago’s Subways, which is available from our Online Store and elsewhere.

The approach I took with that book was a comprehensive overview of the entire subject of Chicago Subways, starting with the river tunnels, first opened in 1869, the extensive downtown freight tunnel system, the various subway plans that were hashed out over 40 years, the Initial System of Subways (first started in 1938), and its culmination in the West Side Subway in 1958, as the Congress rapid transit line was originally known.

This is a large topic, and therefore it should hardly be possible for anyone to have the “last word” on these matters. Chances are, after we are all long gone, others will still find new things to say.

Dave Wilson has lived in Oak Park for a long time, and is also fascinated with this history.  His new book concentrates on just the transition from the Garfield “L” to the current Blue Line setup, and therefore it goes into greater detail than it was possible to do in my book. It will answer just about any questions that anyone might have had about how this all happened, excepting fanatics like me, who are constantly trying to learn more. (In fact, I bring up a few additional related topics later on in this post.)

Now that I have a few volumes under my belt, I tend to pay close attention to editorial decisions that others make, in their own works. This book packs a lot of information into its pages, and it should be no surprise that a few compromises had to be made.  There are only so many pages to fill in any book, something I know from personal experience.

Unfortunately there is no biographical information about the author, and I wish there were. I have known Dave Wilson for a long time, and he has been an avid railfan photographer since his teenage years. He has scanned thousands of his images, and has posted them to Flickr, for all to enjoy. You would do well to check them out.

For a time he worked for the Wisconsin Central railroad, and later, in bus planning for the Chicago Transit Authority.

The maps in this new book are excellent, and were made by Dennis McClendon, who always does fine work. In fact, he also did the book layout, which is attractive and skillfully done.

The photo selection is excellent. While there are a few images that also appear in Building Chicago’s Subways, they are great images in both books.

Another editorial decision was to include some lo-res images in the book. One in particular is rather pixilated, but in general when the image quality suffers, those images are made smaller in turn, so this is less noticeable. I am probably the only person who would notice this, though.  Any author has to collect the best images that are available, and they are not all going to be of the same resolution.

There is yet another book I can recommend, if you are still interested in learning why it was not possible to save the Chicago Aurora & Elgin interurban, despite the best efforts of three powerful Illinois politicians (Mayor Richard J. Daley, Governor William Stratton, and Cook County Board President Dan Ryan): Political Influence by Edward C. Banfield, originally published in 1961 by the Free Press of Glencoe.  I covered that book extensively in a 2015 blog post that you can read here.

In the meantime, I can wholeheartedly recommend David Wilson’s book, which is available anywhere that Shore Line products are sold. They are called Dispatches, even though the North Shore Line used the unusual spelling “despatch” back in the day.

Garfield Park, Where Are You?

A portion of a CTA track map dated October 1955. The tracks curved south west of Lockwood, unlike the way it appears here.

A portion of a CTA track map dated October 1955. The tracks curved south west of Lockwood, unlike the way it appears here.

As you can see here, the Garfield "L" ran straight east and west through Laramie Yard between Laramie (5200 W.) and Lavergne (5000 W.). (From a CTA track map dated October 1955.)

As you can see here, the Garfield “L” ran straight east and west through Laramie Yard between Laramie (5200 W.) and Lavergne (5000 W.). (From a CTA track map dated October 1955.)

For many years, I have been interested in just where the old Garfield Park “L” once ran. By 1960, it was completely replaced by the current Forest Park branch of the Blue Line (formerly the Congress line), most of which runs in the median of I-290.

The Chicago Tribune reported on June 4, 1928 that the Chicago Rapid Transit Company wanted to expand the Garfield Park “L” from two tracks to four between Marshfield and Cicero Avenues. The article states that CRT had already purchased 60% of the necessary land for expansion via private sale.

This expansion never took place (perhaps due to the Great Depression), but naturally the idea behind it may have been a factor in planning for the Congress median line, which has space for four tracks in approximately the same locations as the 1928 CRT plan, in addition to the section east of Marshfield, which leads to four subway portals near Halsted, only two of which have ever been used.

As noted in my book Building Chicago’s Subways (Arcadia Publishing, 2018), when the highway plans were being formulated, the idea was to relocate the Lake Street “L” into the median of the expressway, via a connection either at 4600 West, or near Kedzie (3200 W.).  Lake trains would have then run next to, but separate from, regular Congress rapid transit trains.

At the subway portal, Lake trains would have continued into a new Clinton Street Subway, which would have formed a subway “Loop,” connecting with the sections on Lake, Dearborn, and Congress.  Presumably, Lake trains were intended to circle this subway Loop before heading back out towards the west side.

The City of Chicago’s goal in all this was to tear down the Loop “L”, inspired by New York City’s gradual elimination of all the elevated lines in Manhattan.  This remained the City’s plan until Mayor Jane Byrne decided the Loop “L” was worth saving after all.  Chicago eventually built a new “L” line, the Orange Line, which opened in 1993 and connects to the Loop.

I traced the old right-of-way of the Garfield Park “L” on Google Street View recently, and came to a few interesting conclusions.  Although the “L” ran pretty much in a straight line between Kedzie Avenue (3200 W.) and Lockwood Avenue (5300 W.), heading west, at times, the “L’ is south of the adjacent alleyway, and at other times, it is north of it.

In general, the Garfield line was built mid-block, but at times, the location is about 620 South, and at other times, it is more like 650 South.  Maps seem to show a slight jog just west of Tripp Avenue (4232 W.), but this doesn’t seem like a definitive explanation for the change in alignment relative to the alleys.

The “L” crossed a railroad at around 4600 West, and it’s likely that the areas west of there were not yet developed when the “L” was built.  Early photos seem to show a rather barren area.  Perhaps the alleys preceded the “L” east of here, while they were built after the “L” in the western section.

Interestingly, there weren’t alleys for the entire stretch between Kedzie and Lockwood, because Fifth Avenue, an angle street that was once an important thoroughfare, crossed through near Pulaski Road (4000 W.).  The block narrows near that location, and alleys come to an end.

In general, it seems as though the “L” ran mostly south of the alley east of Cicero Avenue (4800 W.), which was the original end-of-the-line starting in 1895.  It was extended to Laramie (5200 W.) in 1902, and west of Cicero, the “L” seems to run north of the alley.  But of course, there were no alleys in the Laramie Yard area until after the “L” was demolished and the yard removed.  There is an alley where parts of Lockwood Yard once were, but it’s possible there were still tracks in place there for perhaps a year or so after the Congress line opened in June 1958.

Here are some pictures from Google Street View:

649 S. Homan (3400 W.), looking east. Here, the "L" was definitely south of the alley.

649 S. Homan (3400 W.), looking east. Here, the “L” was definitely south of the alley.

649 S. Homan (3400 W.), looking west, showing the area south of the alley, once occupied by the Garfield Park "L".

649 S. Homan (3400 W.), looking west, showing the area south of the alley, once occupied by the Garfield Park “L”.

648 S. St. Louis (3500 W.), looking west. The "L" was south of the alley here.

648 S. St. Louis (3500 W.), looking west. The “L” was south of the alley here.

617 S. Pulaski, looking east. The cross street is Fifth Avenue, which is at an angle running northeast/southwest. The Garfield Park "L" ran east-west here, and crossed Pulaski and Fifth at the same time. The "L" ran right over the area occupied by the building near the mailbox. Not sure if it was the same building then, but parts of it do look similar. There is no alley here, due to the narrowing of this block, as Fifth Avenue approaches from the north.

617 S. Pulaski, looking east. The cross street is Fifth Avenue, which is at an angle running northeast/southwest. The Garfield Park “L” ran east-west here, and crossed Pulaski and Fifth at the same time. The “L” ran right over the area occupied by the building near the mailbox. Not sure if it was the same building then, but parts of it do look similar. There is no alley here, due to the narrowing of this block, as Fifth Avenue approaches from the north.

614 S. Karlov (4100 W.), looking west. The "L" ran south of the alley here.

614 S. Karlov (4100 W.), looking west. The “L” ran south of the alley here.

This is around 650 S. Kilbourn (4500 W.), looking southwest. There was a Garfield Park "L" station at Kilbourn, and it appears to have been south of the alley.

This is around 650 S. Kilbourn (4500 W.), looking southwest. There was a Garfield Park “L” station at Kilbourn, and it appears to have been south of the alley.

At approximately 650 S. Kolmar (4532 W.), the Chicago Transit Authority has a building. Not sure what it is used for, or if the Garfield Park "L" ran over head. It's possible that the "L" ran in the area just north of the alley here. This view looks west.

At approximately 650 S. Kolmar (4532 W.), the Chicago Transit Authority has a building. Not sure what it is used for, or if the Garfield Park “L” ran over head. It’s possible that the “L” ran in the area just north of the alley here. This view looks west.

At around 620 S. Kilpatrick (4700 W.), the Garfield Park "L" ran south of the alley. This view looks east.

At around 620 S. Kilpatrick (4700 W.), the Garfield Park “L” ran south of the alley. This view looks east.

At 650 S. Lavergne (5000 W.), the Garfield Park "L" ran just north of the alley. Laramie Yard was just west of here, and the "L" at this point was descending to ground level from the Cicero Avenue "L" station, two blocks east. This view looks east.

At 650 S. Lavergne (5000 W.), the Garfield Park “L” ran just north of the alley. Laramie Yard was just west of here, and the “L” at this point was descending to ground level from the Cicero Avenue “L” station, two blocks east. This view looks east.

The Garfield Park "L" tracks crossed Lockwood at about 650 South. A short distance west of here, they made a sweeping curve and went a bit to the south, and ran parallel to the B&OCT railroad tracks through Oak Park and Forest Park.

The Garfield Park “L” tracks crossed Lockwood at about 650 South. A short distance west of here, they made a sweeping curve and went a bit to the south, and ran parallel to the B&OCT railroad tracks through Oak Park and Forest Park.

The view looking south at 646 S. Lockwood Avenue (5300 W.), showing the hump where the Garfield Park "L" crossed here. There was no alley to the right until after the "L" was removed, as that was where Lockwood Yard had been.

The view looking south at 646 S. Lockwood Avenue (5300 W.), showing the hump where the Garfield Park “L” crossed here. There was no alley to the right until after the “L” was removed, as that was where Lockwood Yard had been.

And here are some additional clues from the CTA Transit News, reporting on the demolition of the Garfield Park (and Metropolitan main line) “L” after the Congress line opened in June 1958. They show that the “L” ran south of the alley at Kilpatrick Avenue (4700 W.) but at Lavergne Avenue (5000 W.), it was north of the alley.

The Garfield Park "L" crossed over railroad tracks at about 4600 West. Interestingly, note that between the two sides of the railroad embankment, the alley between Harrison and Flournoy is not quite in the same location.

The Garfield Park “L” crossed over railroad tracks at about 4600 West. Interestingly, note that between the two sides of the railroad embankment, the alley between Harrison and Flournoy is not quite in the same location.

Recent Correspondence

We recently wrote to fellow historian Andres Kristopans:

It has been my understanding for many years that the CTA right-of-way between the Lotus Tunnel (5400 W.) and Forest Park was planned for three tracks.

This is a self-evident fact; the tunnel has portals on both sides, there is room for a third track north of the existing two west of there, and the bridge over DesPlaines Avenue was obviously designed for three tracks.

The question of what this third track was intended for recently came up in a discussion on the Facebook Chicago Elevated group. My source on that point, that the third track was intended for use by the Chicago Aurora & Elgin interurban, was my discussions and correspondence with George Krambles some 40 years ago).

But that did get me interested in looking into the matter further.

By 1940, planning for the new Congress expressway envisioned replacing the Garfield Park “L” with a line in the expressway median to Laramie Avenue (5200 W.), at least according to the film Streamlining Chicago.

This raises the question, when was the Lotus Tunnel planned, and why are there three tunnels?

The Congress median right-of-way was, to some extent, based on the existing Garfield setup. Garfield had four tracks as far as Paulina (1700 W.), although there had been plans to add two more tracks west of there in the late 1920s.

The three branches of the Met came together at Marshfield Junction, and this was undoubtedly seen as an undesirable situation, one that should be avoided in the future. By routing abandoning the Humboldt Park branch, and re-routing Logan Square into the new Milwaukee-Dearborn subway, this problem was solved.

But another goal of city planners was the gradual elimination of all the “L”s and their replacement by subways. The Lake Street “L” was targeted for this process, first with a plan to connect it to the Milwaukee-Dearborn subway just west of the Loop, and later by diverting it to the Congress median via a mile-long subway or elevated connection, either at Kedzie (3200 W.) or later, at 4600 W.

The Lake Street tracks were to be kept separate from other Congress line trains, therefore requiring a four-track right-of-way all the way to the subway portals just east of Halsted Street. The two unused portals were intended for a Clinton Street subway, a north-south branch that would have created a downtown subway loop in conjunction with the portions on Lake, Dearborn, and Congress.

Lake Street trains could have circled this loop, since otherwise, there was no obvious way to through-route them with another line at that time. It was thought that this change would have made it possible to tear down half of the Loop “L”, namely the Lake Street and Wabash Avenue legs, the exact opposite of what the City hoped to do in the 1970s.

So, the Congress median line, in the planning stages, had space enough for four tracks from Halsted to wherever the Lake line could have been brought in, which could have been as far as 4600 W.

This still does not explain why planners thought there should be three tracks starting at the Lotus Tunnel (5400 W.) and heading west.

As far back as 1945, it was expected that the CA&E tracks running through Forest Park, and the B&OCT, would run in an open cut in the expressway through suburban Oak Park. There are Cook County plans with such illustrations.

CRT leased CA&E’s tracks west of Laramie, and CA&E leased CRT’s tracks east of there, an arrangement that largely resulted in a wash financially for both companies (and, later, CRT’s successor, the CTA).

In the stretch between Forest Park and Laramie, the CA&E operated what amounted to an express service, and CRT, locals. There was a passing track at Gunderson, where express trains could pass slower locals.

That was the “old” way of operating a railroad, one increasingly at odds with the more modern way of doing things. It was labor-intensive and required a high level of competence; split-second timing, in fact.

IMHO, the solution to this in the new plan was simply to keep the locals and expresses separated. There would be two tracks for the CRT locals and one for the CA&E expresses.

As the highway plans neared fruition, the CA&E reported in 1950 that they lacked the funds to build new tracks in a highway right-of-way west of Austin Boulevard. CA&E owned the current trackage west of Laramie Avenue. The City of Chicago only had responsibility to build the Congress expressway as far as the city limits (Austin, 6000 W.).

The Lotus Tunnel was needed all along, because there needed to be some way to connect the CA&E tracks with CRT’s, and it made sense to have the new track alignment run on the south side of the highway footprint, parallel to the B&OCT. It must have been planned early on, perhaps as far back as 1945.

The CTA proposed taking over the right-of-way to Forest Park in 1952, as a way to solve the problems with CA&E. By then, the interurban had already decided not to run downtown on CTA’s tracks. The CTA had abandoned the Westchester branch in December 1951, as a means of saving money. So, CA&E no longer had income to offset the cost of using CTA’s tracks. Continuing operations into the City would be a drain of CA&E’s coffers, whatever the merits pro and con would have been for running on the Van Buren Street temporary trackage.

The highway planners, in the early 1950s, understood that if CA&E had been unable to connect with the CTA somewhere, this would have immediately put them out of business. Hence the county was very much interested in a solution to this problem. CA&E said they could not afford to build new tracks and facilities in the two miles or so of the relocated right-of-way between Austin Boulevard and DesPlaines Avenue.

All the more reason not to change the plans, likely made circa 1945, for three tracks in the new section. Cook County government did not want to be the cause of CA&E’s demise.

It was fortunate that the CTA stepped in and offered a creative solution to this problem, which also allowed them, as a result, to continue operating service to Forest Park.

So, in 1953 CA&E sold their right-of-way to the county as far west as DesPlaines Avenue (but not the river crossing, not until 1957), and the CTA purchased their fixed assets, the tracks, signals, stations, etc., which would all need to be replaced anyway.

This gave the CTA “skin in the game” to continue operating service to Forest Park. The plan to hand off CA&E riders to the CTA at DesPlaines Avenue did not come about until 1953. This is evidenced both in contemporary newspaper reports, and in how the Forest Park Terminal was hurriedly altered at practically the last minute to adopt the new arrangements.

Until then, it was expected that this handoff would take place at Laramie Avenue, where CA&E’s tracks ended and CTA’s began. There was also an intermediate plan to make Central Avenue the changeover point instead, as the CTA briefly considered building a bus-rail facility there instead of Forest Park. CTA made an artist’s rendering of this, which I have seen.

So, in sum, the plan for three tracks west of Laramie probably dated as far back as 1945, when engineering was being done for the expressway extension into the western suburbs. This plan was not changed when the facilities were built. The Lotus Tunnel has three tunnels, the right-of-way has space for three tracks (north of the existing two), and the steel bridge over the DesPlaines Avenue underpass was designed for three tracks.

By the time the final design work was done for the stations in this section, in the late 1950s, the CA&E was no longer an issue. The CTA had built what they needed built, and did the minimum that was necessary just in case it might have been possible for the CA&E to resume operations downtown.

And this is something that CA&E went back and forth on. Both CTA and CA&E seemed perfectly happy to separate their tracks from each other in 1953. It is my belief that, early on, the CA&E decided on a policy of a gradual or piecemeal abandonment, selling off parts of their line, and distributing the proceeds to their shareholders, instead of using it to buy new equipment.

This is based on the notion that the new highway itself had doomed the interurban, which in an era where there were no government subsidies, was likely the only logical conclusion.

The CTA still had to figure out where their yard would be for the new Congress service. In the late 1950s, they were still considering using Laramie Yard, which would need to be connected to the median line by an elevated connection, estimated to cost $1m.

Building a new yard at DesPlaines Avenue was a cost-saving alternative. But there was still the question of who owned the terminal there, as CA&E hadn’t sold it as part of the 1953 deal. It wasn’t part of the highway project, and in fact, in 1957, CA&E had filed suit to evict the CTA from the Forest Park terminal, as a way of putting pressure on the powers-that-be to get more money for the river crossing (which they did) and get the courts to agree to a “temporary” abandonment of passenger service (which they did).

That those two events happened almost simultaneously makes one wonder if perhaps there was a “quid pro quo” involved, although at this stage, there is probably no way to prove it.

Andre replies:

I will go along with your analysis. The whole problem was a lack of money. CTA in 1945 was set up on the premise of taking over all local transportation in the metro area, but there was a fatal flaw in that CTA had no outside income except by selling bonds. When the suburban bus and rail lines were found to be more highly valued than expected, CTA could not come up with enough money to buy them out. There were ideas to take over CA&E to Wheaton and North Shore to Waukegan, but nothing came of them because the various towns along the lines could not agree on financial assistance. Those directly on line demanded those further, especially along CA&E, kick in as they would also benefit, but places like Addison and Bloomingdale refused, so nothing could be agreed to and the idea died. It took until RTA in 1982 to finally do this, with federal money.

In many ways, CTA was an idea way ahead of its time. Remember CTA was the very first “transit authority”. Before you had municipal operations like Cleveland where city took over failing private operations, but this was the first “independent governmental body” with jurisdiction not based on municipal boundaries. Too bad nobody thought to give it taxing authority at the time, as everyone thought once relieved of regulation and duplication, transit would be profitable again, and in fact the idea was that CTA would only be a “temporary” owner, who after restructuring Chicago area transit into profitability would then sell the system to a private operator and use the proceeds to retire the bonds sold to buy and modernize the system. But because nothing could be done with the suburban operators, CTA became the permanent owner of the city system, for 74 years now.

There was the negative example of municipal ownership in New York City, where building the IND subway practically bankrupted the city. So it is no wonder that Chicago had to be dragged, kicking and screaming, into it.

The City of Chicago resisted the idea of public ownership for years, until all the various schemes for unifying CSL and CRT had failed, and there was no other viable option (by 1943). The situation might have festered, but the city had pledged to push through transit unification as a condition of accepting federal funds to pay for 45% of the Initial System of Subways (which ended up being more like 33% by the time the Milwaukee-Dearborn subway opened).

When WWII ended, the City resumed work on the unfinished Dearborn-Milwaukee subway, and soon work began in earnest on building the Congress superhighway. But there was no more federal money in the offing, and it was a struggle just to get the subway open by 1951.

The City had to float a $25m bond issue, which in essence reimbursed the transit improvement fund for monies that were taken from it during the Great Depression.

The scope of projects had to be scaled back. It seems as though the idea of re-routing Lake onto Congress was still alive as of 1948, but got put off into an indefinite future, due to the cost of building a mile long connection between the two lines, plus the Clinton subway.

Once CTA was in charge, they quickly identified the Lake Street “L”s problem area as the grade-level outer end, and not the elevated portion. And service was speeded up by using A/B skip-stop service, which became a model for the rest of the system.

The ultimate solution to Lake’s problems was not realized until 1962, when the line was elevated onto the Chicago & North Western embankment, followed by a proper yard west of Harlem.

The Van Buren temporary trackage gummed things up on Garfield for a few years, but inadvertently helped turn the eventual Congress line into something more like an express service. The CTA responded to the slow running times on Van Buren by closing some of the more minor stations on the line west of there, to the point where Garfield travel times in 1958 were largely the same as they had been prior to the September 1953 change.

This, in turn, influenced the locations of stations on the new Congress line. Whereas at first, plans called for merely replacing the old Garfield stations with new ones on Congress, over time, fewer new stations were planned.

The one glaring exception, of course, was Kostner, which was mandated by the City Council for political reasons, as there were three Aldermen lobbying for it (their wards were nearby). This one example of the “old” way of doing things turned out to be a dismal failure, and the station barely lasted a decade.

Andre:

Actually since 1913 CSL was a strange situation of private ownership but municipal operation. Chicago Surface Lines Joint Board of Management and Operation (the full name) was a city agency that directed day to day operations while CRys, CCRy, C&SCRys, all stock companies, were the actual owners. Probably only such arrangement anywhere. So in fact in 1945 city ceded control to an independent agency, though ownership transfer of assets took two more years to arrange.

CSL was not in trouble per se. Bankruptcy was more to keep franchise from expiring than any real financial collapse, whereas CRT was basically barely able to make payroll, with nothing left over for maintenance, etc. If CRT could not be foisted off on CSL, it would have been abandoned soon.

The Dean of Chicago Railfans

Raymond DeGroote, Jr. waits for DC Transit pre-PCC streetcar 1053 to descend a viaduct in Washington, DC on October 15, 1961, so he can get his picture. Streetcars in portions of the District of Columbia were forbidden to use overhead wire, and were powered by an underground conduit instead. (William C. Hoffman Photo)

Raymond DeGroote, Jr. waits for DC Transit pre-PCC streetcar 1053 to descend a viaduct in Washington, DC on October 15, 1961, so he can get his picture. Streetcars in portions of the District of Columbia were forbidden to use overhead wire, and were powered by an underground conduit instead. (William C. Hoffman Photo)

My friend Raymond DeGroote, Jr. will turn 91 years old on July 15th. He has been very active in Chicago’s railfan community since the 1940s. He was most likely a first-day rider when Chicago’s first subway opened on October 17, 1943, over 77 years ago.

He has taken thousands of photos over the years, starting in about 1948 with black-and-white, and color slides since 1954. Ray is a world traveler, has written numerous articles, and has given numerous presentations on a wide range of railfan subjects. His work has appeared in many books, and he has been a mentor to me in this field since we first met in the late 1970s.  He has worked tirelessly for many of the leading railfan organizations over the years.

Thanks to Ray, I became part of what he likes to call the “intelligence network” of railfans, in an era before the Internet made it possible to have a world of information at your fingertips.

Therefore, when I started work on my new book Chicago’s Lost “L”s, I could not think of anyone more deserving to dedicate the book to than Ray, who I consider the Dean of Chicago railfans. Once I received a small number of “author’s copies,” I sent one to him.

Here is his reply:

Thank you very much for my copy of Chicago’s Lost “L”s. The book is much appreciated and will provide many hours of pleasure reading and looking at the pictures.

I already found several very interesting ones. For example, I had never seen a picture of Willow or Calvary, the latter going even before my time, and the former just as I was becoming interested in the hobby. Also the view of Lower Level Wilson looking southeast (interesting angle) before the structure was above it, and Merchandise Mart under construction. Both must be relatively rare pictures.

On page 17 you had a view of a Robertson streetcar at 63rd. I remember those cars on South Side lines such as Riverdale, but we also had them up north on Riverview-Larrabee– slow cars, but with a commanding presence.

I am glad you included the Lost Interurbans section and also the Lost Terminals section. I vaguely remember Market Street, but know I rode out of Congress Street a few times, and many times out of North Water. That was even used as a display area to introduce and show off the new North Shore Silverliner paint scheme.

This is another good book to your credit. Keep up the good work.

Apparently, he did not initially notice that the book is dedicated to him, so I had to bring that to his attention.

He then wrote:

I am terribly embarrassed that I did not notice my name on the dedication page. I remember looking at the top of the page and seeing the Library of Congress data, and then going right to the Table of Contents. When I saw Northwestern “L” I turned right there to see what pictures you had included.

This is the first time anyone has dedicated a book to me, and I am very surprised and honored. It was totally unexpected. Thank you very much for this recognition, although I do not think I merit the title of “Dean”. “Old Man” might have been more appropriate as there are many others who deserve to be called “Dean.”

So, thank you again for the book dedication. It is a fine book, and I hope it will generate many sales.

Sincerely, Ray

When I can slip a few pictures in there that Ray DeGroote hasn’t seen before, I think I have done pretty well, because Ray has seen just about everything before.  And, he is characteristically modest about his accomplishments.  I can only hope for a small fraction of his wisdom, if I am lucky enough to reach his years.

Keep those cards and letters coming in, folks!

-David Sadowski

Our Latest Book, Now Available for Pre-Order:

Chicago’s Lost “L”s

Arcadia Publishing will release our new book Chicago’s Lost “L”s on July 12, 2021. Reserve your copy today!

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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For Shipping Elsewhere:

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)

Keep those cards and letters coming in, folks!

-David Sadowski

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The Old School

CSL 5249 appears to be heading southbound on Larrabee, just north of Chicago Avenue. To the left, you see the Montgomery Ward complex, which has since been turned into residential. 5249 is signed to go to Vincennes and 88th, which probably makes this a Halsted car. (Joe L. Diaz Photo) M. E. writes: "The barn at 88th and Vincennes was originally the barn for the Kanakakee cars that ran from the Englewood L station at 63rd Place and Halsted, south on Halsted, southwest on Summit (a short street connecting Halsted with Vincennes), and Vincennes. When that service folded, the Chicago Surface Lines took over the barn. That barn closed early in my lifetime."

CSL 5249 appears to be heading southbound on Larrabee, just north of Chicago Avenue. To the left, you see the Montgomery Ward complex, which has since been turned into residential. 5249 is signed to go to Vincennes and 88th, which probably makes this a Halsted car. (Joe L. Diaz Photo) M. E. writes: “The barn at 88th and Vincennes was originally the barn for the Kanakakee cars that ran from the Englewood L station at 63rd Place and Halsted, south on Halsted, southwest on Summit (a short street connecting Halsted with Vincennes), and Vincennes. When that service folded, the Chicago Surface Lines took over the barn. That barn closed early in my lifetime.”

Today’s post features many “old school” railfan photos, all from the collections of William Shapotkin. In the 1930s and 40s, photographers such as Joe L. Diaz and Edward Frank, Jr. wandered all over Chicagoland, taking black and white photos of streetcars, “L” cars, and interurbans, which they printed up and sold at railfan meetings.

They were still selling these photos into the 1980s and 90s. Years ago, I met both of these gentlemen, who are sadly no longer with us. Perhaps the late Malcolm D. McCarter was the last of this breed. He started selling photos around 1942, and continued to do so for the next 75 years or so. He was also the last living original member of the Illinois Railway Museum.

Unfortunately, these photos often did not come with any documentation as to when, or where, these pictures were taken. We have written captions that include whatever we could determine. But I know that our highly informed, eagle-eyed readers will help us fill in some of the missing details.

When referring to individual photos, please use the file name (i.e. shapotkin262), which you can get by hovering your mouse over the image, instead of saying “the sixth photo down” or some such. We thank you in advance for helping us with these, and let’s thank Bill Shapotkin again for graciously sharing them with us.

You also might want to consider a trip to Indianapolis to attend this year’s Hoosier Traction Meet, which Mr. Shapotkin runs. You can view a flyer (in PDF form) with all the relevant information here.

-David Sadowski

PS- At the end of this post, you will also find a blurb for our upcoming book Chicago’s Lost “L”s, to be released on July 12 from Arcadia Publishing. So far, we have received orders for more than 70 copies, for which we are very grateful.

FYI, we also have a Facebook auxiliary for the Trolley Dodger, which currently has 368 members.

From the Collections of William Shapotkin

CSL Pullman 172. Daniel Joseph has identified this as the intersection of Ogden, Cermak, and Springfield.

CSL Pullman 172. Daniel Joseph has identified this as the intersection of Ogden, Cermak, and Springfield.

north destination Navy Pier. I'd like to add that I see so many trolley poles on the cars, going in both directions, that I think this place was the south terminal which was just north of 93rd St. South of 93rd St., the tracks were used for only a short distance by 93rd/95th St. cars."

CSL 5638, signed for Navy Pier, may be running on the Stony Island route. M. E. writes, “The caption is undoubtedly correct that these are Stony Island cars that had the
north destination Navy Pier. I’d like to add that I see so many trolley poles on the cars, going in both directions, that I think this place was the south terminal which was just north of 93rd St. South of 93rd St., the tracks were used for only a short distance by 93rd/95th St. cars.”

CSL 2803 is southbound on Ashland. (Joe L. Diaz Photo)

CSL 2803 is southbound on Ashland. (Joe L. Diaz Photo)

This picture, taken on April 12, 1915, shows some window damage to CSL car 6063.

This picture, taken on April 12, 1915, shows some window damage to CSL car 6063.

CSL 6101, signed for 35th Street. Chris Cole says this "appears to be taken at the Cottage Grove car barn at 38th Street. The Ida B Welles public housing project 2 story buildings are in the background. The Wells Homes ran from Cottage Grove to King Drive and 35th to Pershing Rd (39th). I also note that there are a number of overhead lines that would be present on the driveway to the barn. I believe that the 35th streetcar used the Cottage Grove barn from 1946 to 1951."

CSL 6101, signed for 35th Street. Chris Cole says this “appears to be taken at the Cottage Grove car barn at 38th Street. The Ida B Welles public housing project 2 story buildings are in the background. The Wells Homes ran from Cottage Grove to King Drive and 35th to Pershing Rd (39th). I also note that there are a number of overhead lines that would be present on the driveway to the barn. I believe that the 35th streetcar used the Cottage Grove barn from 1946 to 1951.”

CSL 2601 on the 111th Street line. (Joe L. Diaz Photo)

CSL 2601 on the 111th Street line. (Joe L. Diaz Photo)

CSL 1455. (Joe L. Diaz Photo)

CSL 1455. (Joe L. Diaz Photo)

CSL 2745. (Joe L. Diaz Photo) Andre Kristopans says this is "looking W down Wrightwood from Lincoln on Lincoln Carhouse leads - car is pulling out to do a Riverview-Larrabee run." Daniel Joseph adds, "Possibly at Wrightwood, Lincoln & Sheffield at car barn."

CSL 2745. (Joe L. Diaz Photo) Andre Kristopans says this is “looking W down Wrightwood from Lincoln on Lincoln Carhouse leads – car is pulling out to do a Riverview-Larrabee run.” Daniel Joseph adds, “Possibly at Wrightwood, Lincoln & Sheffield at car barn.”

CSL 2599 on the Brandon-Brainard line. (Joe L. Diaz Photo)

CSL 2599 on the Brandon-Brainard line. (Joe L. Diaz Photo)

CSL 419 at the east end of the Chicago Avenue line on December 27, 1946.

CSL 419 at the east end of the Chicago Avenue line on December 27, 1946.

CSL 5653, signed for Ashland. (Joe L. Diaz Photo)

CSL 5653, signed for Ashland. (Joe L. Diaz Photo)

CSL 2730 and 2728. (Joe L. Diaz Photo) Andre Kristopans: "Open yard on west side of Lincoln carhouse looking south."

CSL 2730 and 2728. (Joe L. Diaz Photo) Andre Kristopans: “Open yard on west side of Lincoln carhouse looking south.”

CSL 2731 and 1346. (Joe L. Diaz Photo) Andre Kristopans: "Open yard on west side of Lincoln carhouse looking south."

CSL 2731 and 1346. (Joe L. Diaz Photo) Andre Kristopans: “Open yard on west side of Lincoln carhouse looking south.”

CSL 3315 on the 67-69-71 route.

CSL 3315 on the 67-69-71 route.

CSL 5154.

CSL 5154.

CSL 5702, signed for 93rd and Stony Island. Our resident south side expert M. E. writes: "I'm going to hazard a guess as to where this picture was taken. But first, I present my case. The destination sign on the first car says "Stony Island-93rd"; the sign on the second car says (I think) "Stony Island-Downtown" -- yet both cars are on the same track, heading in the same direction. Why would that happen? It might happen if these were special fan trips, one car following the other, oblivious to their destination signs. Or it might simply be two Stony Island cars heading to 93rd St., but the sign on the second car is wrong. Another factor to consider is that the tracks on Stony Island ran in the street south to 69th St., but south of 69th, they had their own right-of-way between the north- and south-bound auto traffic lanes. In this picture, I believe I see a separation between the tracks and the car lane. Therefore this picture was taken south of 69th St. But the best clue, by far, is the round sign in the distance: "Ruby OK used cars." The dealership was Ruby Chevrolet. I went to Google and looked up "ruby chevrolet used car location south side chicago". Up came a link to a Tribune obituary about Richard Ruby, car dealer and attorney, dated 8 December 2014. In that obituary, it says Ruby's lot was at 72nd and Stony Island. Next, consider the railroad crossing sign. It is a dinky sign with no flashing lights. That would indicate a crossing that was lightly used by trains. I submit that this is the trackage used by the Baltimore and Ohio railroad that started at about 71st and Dorchester (as an offshoot from the Illinois Central main line), then ran southeast, along the ground, through South Shore and to the South Chicago neighborhood. In Google maps, if you enter "73rd and Stony Island Chicago", you will see the path used by that trackage. It crossed Stony Island just south of 73rd. (This railroad trackage lasted a long time, because the B&O did not want to give it up. So, every day at 3 p.m., they ran a diesel engine and caboose -- maybe a few freight cars too -- down that track. Motorists mostly ignored the rail crossing signs, so the train had to proceed very slowly and blow its horn constantly.) So, I think this photo's location is the southeast corner of 73rd and Stony Island, looking north. North of 73rd, Stony Island tracks also carried South Deering cars, which ran from the Jackson Park L at 63rd and Dorchester, south to 64th, east to Stony Island, south to 73rd, then east on 73rd. In the photo, South Deering cars made the turn to the right, whereas Stony Island cars continued straight ahead. Gee, that was much fun to deduce!" Andre Kristopans concurs: "Looking north on Stony at 73rd. RR crossing just out of picture to left was the old B&O Brookdale line, once the main line into Chicago." Mitch Markovitz adds: "That's my old neighborhood. Both cars southbound at 73rd and Stony with the tracks for South Deering branching off. It doesn't really matter what the destination sign reads on the second car. Changing the sign won't make the car stray off to distant lines. Either a pull out, a pull in, or someone futzing and changing the sign."

CSL 5702, signed for 93rd and Stony Island. Our resident south side expert M. E. writes: “I’m going to hazard a guess as to where this picture was taken. But first, I present my case. The destination sign on the first car says “Stony Island-93rd”; the sign on the second car says (I think) “Stony Island-Downtown” — yet both cars are on the same track, heading in the same direction. Why would that happen? It might happen if these were special fan trips, one car following the other, oblivious to their destination signs. Or it might simply be two Stony Island cars heading to 93rd St., but the sign on the second car is wrong. Another factor to consider is that the tracks on Stony Island ran in the street
south to 69th St., but south of 69th, they had their own right-of-way between the north- and south-bound auto traffic lanes. In this picture, I believe I see a separation between the tracks and the car lane. Therefore this picture was taken south of 69th St. But the best clue, by far, is the round sign in the distance: “Ruby OK used cars.” The dealership was Ruby Chevrolet. I went to Google and looked up “ruby chevrolet used car location south side chicago”. Up came a link to a Tribune obituary about Richard Ruby, car dealer and attorney, dated 8 December 2014. In that obituary, it says Ruby’s lot was at 72nd and Stony Island. Next, consider the railroad crossing sign. It is a dinky sign with no flashing lights. That would indicate a crossing that was lightly used by trains. I submit that this is the trackage used by the Baltimore and Ohio railroad that started at about 71st and Dorchester (as an offshoot from the Illinois Central main line), then ran southeast, along the ground, through South Shore and to the South Chicago neighborhood. In Google maps, if you enter “73rd and Stony Island Chicago”, you will see the path used by that trackage. It crossed Stony Island just south of 73rd. (This railroad trackage lasted a long time, because the B&O did not want to give it up. So, every day at 3 p.m., they ran a diesel engine and caboose — maybe a few freight cars too — down that track. Motorists mostly ignored the rail crossing signs, so the train had to proceed very slowly and blow its horn constantly.) So, I think this photo’s location is the southeast corner of 73rd and Stony Island, looking north. North of 73rd, Stony Island tracks also carried South Deering cars, which ran from the Jackson Park L at 63rd and Dorchester, south to 64th, east to Stony Island, south to 73rd, then east on 73rd. In the photo, South Deering cars made the turn to the right, whereas Stony Island cars continued straight ahead. Gee, that was much fun to deduce!”
Andre Kristopans concurs: “Looking north on Stony at 73rd. RR crossing just out of picture to left was the old B&O Brookdale line, once the main line into Chicago.” Mitch Markovitz adds: “That’s my old neighborhood. Both cars southbound at 73rd and Stony with the tracks for South Deering branching off. It doesn’t really matter what the destination sign reads on the second car. Changing the sign won’t make the car stray off to distant lines. Either a pull out, a pull in, or someone futzing and changing the sign.”

CSL 5171.

CSL 5171.

CSL 5909 on Route 47.

CSL 5909 on Route 47.

CSL 1868. I can't make out the destination sign. (Joe L. Diaz Photo) Michael Franklin: "This is the 5200 block of Harrison St, Chicago. Buildings are still there."

CSL 1868. I can’t make out the destination sign. (Joe L. Diaz Photo) Michael Franklin: “This is the 5200 block of Harrison St, Chicago. Buildings are still there.”

CSL 419, at the east end of the Chicago Avenue line on December 27, 1946.

CSL 419, at the east end of the Chicago Avenue line on December 27, 1946.

CSL snow sweeper E1. Don's Rail Photos: "E1, sweeper, was built by Lewis and Fowler in 1895 as Chicago Rys 2. It was renumbered E1 in 1913 and became CSL E1 in 1914. It was retired on November 24, 1950." (Joe L. Diaz Photo)

CSL snow sweeper E1. Don’s Rail Photos: “E1, sweeper, was built by Lewis and Fowler in 1895 as Chicago Rys 2. It was renumbered E1 in 1913 and became CSL E1 in 1914. It was retired on November 24, 1950.” (Joe L. Diaz Photo)

Not sure which CTA snow plow this is. (Joe L. Diaz Photo) Bill Wasik says this "shows an eastbound snowplow on 92nd St. as it approaches Baltimore Avenue. Can't identify the plow, but two buildings of note in this photo are still standing. These include the glass-bricked neo-Romanesque banquet hall at the far right. This is an 1891 corner block at the northwest corner of Baltimore Ave. Also visible one block to the west is a bank building that once was the headquarters of the Steel City National Bank, a facility mired in scandal during the early 1970s."

Not sure which CTA snow plow this is. (Joe L. Diaz Photo) Bill Wasik says this “shows an eastbound snowplow on 92nd St. as it approaches Baltimore Avenue. Can’t identify the plow, but two buildings of note in this photo are still standing. These include the glass-bricked neo-Romanesque banquet hall at the far right. This is an 1891 corner block at the northwest corner of Baltimore Ave. Also visible one block to the west is a bank building that once was the headquarters of the Steel City National Bank, a facility mired in scandal during the early 1970s.”

CSL/CTA salt car AA10. Don's Rail Photos: "AA10, salt car, was built by CUT in 1899 as CUT 4492. It was rebuilt as 1445 in 1911 and became CSL 1445 in 1914. It was rebuilt as (a) salt car in 1930 and renumbered AA10 on October 1, 1941. It was retired on February 18, 1955."

CSL/CTA salt car AA10. Don’s Rail Photos: “AA10, salt car, was built by CUT in 1899 as CUT 4492. It was rebuilt as 1445 in 1911 and became CSL 1445 in 1914. It was rebuilt as (a) salt car in 1930 and renumbered AA10 on October 1, 1941. It was retired on February 18, 1955.”

CSL 3307 is westbound on Montrose, about to cross under the Chicago & North Western railroad at about 1800 West.

CSL 3307 is westbound on Montrose, about to cross under the Chicago & North Western railroad at about 1800 West.

The Chicago Surface Lines tracks were extended to the site of A Century of Progress in 1933. This could be from that year, as a shelter is under construction. We are looking south.

The Chicago Surface Lines tracks were extended to the site of A Century of Progress in 1933. This could be from that year, as a shelter is under construction. We are looking south.

CSL 840 under the "L". (Joe L. Diaz Photo)

CSL 840 under the “L”. (Joe L. Diaz Photo)

CSL 5621, signed to go to Belmont and Clybourn. This picture seems to date to the mid-1930s.

CSL 5621, signed to go to Belmont and Clybourn. This picture seems to date to the mid-1930s.

CSL 204. (Joe L. Diaz Photo)

CSL 204. (Joe L. Diaz Photo)

A Chicago Surface Lines trolley bus on Route 86 - Narragansett. This route used trolley buses from 1930 to 1953.

A Chicago Surface Lines trolley bus on Route 86 – Narragansett. This route used trolley buses from 1930 to 1953.

Chicago Motor Coach Company double-decker bus 500, built in 1923.

Chicago Motor Coach Company double-decker bus 500, built in 1923.

Andre Kritsopans: "Looking west towards east end of "east house" at 77th, basically where Wentworth south of 77th would be. 77th until 1970s had two separate buildings, with an open area between them, until the open area was roofed over. The pile of junk in front is 77th scrap pile, looks like mostly boilers and other building parts."

Andre Kritsopans: “Looking west towards east end of “east house” at 77th, basically where Wentworth south of 77th would be. 77th until 1970s had two separate buildings, with an open area between them, until the open area was roofed over. The pile of junk in front is 77th scrap pile, looks like mostly boilers and other building parts.”

CSL 3286. Might this be Kedzie Station (car house)? (Joe L. Diaz Photo)

CSL 3286. Might this be Kedzie Station (car house)? (Joe L. Diaz Photo)

On April 16, 1946, Mrs. Edith Sands and her family were living in the body of former CSL streetcar 1384. There was a housing shortage once WWII ended. There is a different picture of the interior of this makeshift home in our book Chicago Trolleys.

On April 16, 1946, Mrs. Edith Sands and her family were living in the body of former CSL streetcar 1384. There was a housing shortage once WWII ended. There is a different picture of the interior of this makeshift home in our book Chicago Trolleys.

CSL 3296 is on Montrose. Could this be westbound at Welles Park? Note the Packard at left.

CSL 3296 is on Montrose. Could this be westbound at Welles Park? Note the Packard at left.

CSL 1415 is on Racine at Belden on July 9, 1946.

CSL 1415 is on Racine at Belden on July 9, 1946.

While researching the above photo, I ran across another one, taken at the same location but from the opposite direction:

CSL 1415, built originally in 1906, is at work on Racine at Belden on the WEBSTER RACINE route. The photographer is unknown. An original Kodachrome from February 1942. (John F. Bromley Collection)

CSL 1415, built originally in 1906, is at work on Racine at Belden on the WEBSTER RACINE route. The photographer is unknown. An original Kodachrome from February 1942. (John F. Bromley Collection)

CSL 5241 is southbound on Through Route 8, Halsted. Bill Shapotkin adds, "The car (signed for destination of 111/Sacramento and probably a school tripper for Morgan Park High School) is standing W/B in 111th St JUST EAST of Vincennes Ave. That house with the distinctive roof (left) still-stands today. View looks east."

CSL 5241 is southbound on Through Route 8, Halsted. Bill Shapotkin adds, “The car (signed for destination of 111/Sacramento and probably a school tripper for Morgan Park High School) is standing W/B in 111th St JUST EAST of Vincennes Ave. That house with the distinctive roof (left) still-stands today. View looks east.”

CSL 5436 is westbound on 79th Street at Ashland on June 11, 1948.

CSL 5436 is westbound on 79th Street at Ashland on June 11, 1948.

CSL 5635 at Navy Pier.

CSL 5635 at Navy Pier.

CTA 310.

CTA 310.

I assume that CTA PCC 4300 is turning from Archer onto Clark, running a northbound trip on Route 42 - Halsted-Downtown, and that we are looking to the southwest. Note the Rock Island train in the background. Metra Rock Island District trains still use these tracks.

I assume that CTA PCC 4300 is turning from Archer onto Clark, running a northbound trip on Route 42 – Halsted-Downtown, and that we are looking to the southwest. Note the Rock Island train in the background. Metra Rock Island District trains still use these tracks.

The same location today.

The same location today.

Postwar PCC 4233 being delivered from Pullman.

Postwar PCC 4233 being delivered from Pullman.

This one is too fuzzy to see much, except that it is the east end of an east-west streetcar line on the north side, since the tracks end abruptly. I assume that's Broadway crossing on an angle. Miles Beitler, on the other hand, writes: "I searched the listings for the auto service garage on the right side of the photo. I found a listing for "Ragalie Bros. Auto Service" with a location of 3939 West 5th Avenue, a diagonal street. 3939 is at the intersection of 5th Avenue and Harrison Street. When I checked the 1932 telephone book I found (a) listing for Micheli Restaurant. That location -- 3953 West Harrison -- is also near the intersection of Harrison and 5th Avenue and it does seem to fit the photo. Moreover, I believe there was a streetcar line on 5th Avenue which ended at Harrison. Of course, the expressway was not there in 1932. Also note the horse drawn Bowman Dairy wagon on the right. I believe that Bowman Dairy used horse drawn delivery wagons well into the 1920s."

This one is too fuzzy to see much, except that it is the east end of an east-west streetcar line on the north side, since the tracks end abruptly. I assume that’s Broadway crossing on an angle.
Miles Beitler, on the other hand, writes: “I searched the listings for the auto service garage on the right side of the photo. I found a listing for “Ragalie Bros. Auto Service” with a location of 3939 West 5th Avenue, a diagonal street. 3939 is at the intersection of 5th Avenue and Harrison Street. When I checked the 1932 telephone book I found (a) listing for Micheli Restaurant. That location — 3953 West Harrison — is also near the intersection of Harrison and 5th Avenue and it does seem to fit the photo. Moreover, I believe there was a streetcar line on 5th Avenue which ended at Harrison. Of course, the expressway was not there in 1932. Also note the horse drawn Bowman Dairy wagon on the right. I believe that Bowman Dairy used horse drawn delivery wagons well into the 1920s.”

A note re: the picture above. The addresses of the businesses and locations of buildings would seem to confirm that this is Fifth Avenue, just east of Pulaski Road, with Harrison Street as the cross-street in the background. The tracks that end in the middle of the street were for the Madison-Fifth line. When CSL introduced the new single-ended Peter Witts in 1929, they were used on Madison, and a loop was apparently devised for Madison-Fifth by extending these tracks around the block, via Pulaski and Harrison, to form a triangular-shaped loop. The new northbound track on Pulaski was separate from the existing streetcar tracks, so as not to interfere with Pulaski service. In late 1936, CSL put PCC cars on Madison, and these were also used on Madison-Fifth.

This branch line was discontinued on February 22, 1954, when construction of the nearby Congress Expressway reached this area, just to the north. Fifth Avenue was not a major street and would have required a complicated bridge over the highway, crossing at an angle. So it was decided to truncate Fifth instead.

The Garfield Park “L” ran east and west at this point, just south of the alley mid-block between Harrison and Flournoy Streets. The “L” would have been just out of view to the right of this picture. It intersected with Fifth Avenue at Pulaski Road, just behind the photographer.

In this zoomed-in view of the previous picture, the building in the distance matches the building in the next picture, taken in 1953.

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

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

In addition, this photo, taken from the Pulaski Road station on the Garfield Park “L” station, shows buildings on the north side of Fifth Avenue that match up with those in the shapotkin308 image above. Note it’s the same exact fire escape:

On Sunday, September 13, 1953, CTA one-man shuttle car 3175 is on Fifth Avenue at Pulaski (Crawford), the west end of the Fifth Avenue line. This had been a branch line from route 20 - Madison. From this point, the cars looped via Pulaski and Harrison before going back NE on Fifth. The photographer was on the Garfield Park "L" at Pulaski. The "L" was heading east and west at this point, just south of where the Eisenhower expressway is today. This "L" station remained in use until June 1958. Streetcar service on Fifth Avenue continued into early 1954. The Fifth Avenue line used gauntlet track on Pulaski, so as not to interfere with Pulaski streetcars. This is confirmed by studying the 1948 supervisor's track map. Danny Joseph adds, "As a child I lived near this triangle when both Pulaski and Fifth still operated street cars and Harrison did not. I was very fascinated by the gauntlet on Pulaski which was the first time I saw such construction." (Bob Selle Photo)

On Sunday, September 13, 1953, CTA one-man shuttle car 3175 is on Fifth Avenue at Pulaski (Crawford), the west end of the Fifth Avenue line. This had been a branch line from route 20 – Madison. From this point, the cars looped via Pulaski and Harrison before going back NE on Fifth. The photographer was on the Garfield Park “L” at Pulaski. The “L” was heading east and west at this point, just south of where the Eisenhower expressway is today. This “L” station remained in use until June 1958. Streetcar service on Fifth Avenue continued into early 1954. The Fifth Avenue line used gauntlet track on Pulaski, so as not to interfere with Pulaski streetcars. This is confirmed by studying the 1948 supervisor’s track map. Danny Joseph adds, “As a child I lived near this triangle when both Pulaski and Fifth still operated street cars and Harrison did not. I was very fascinated by the gauntlet on Pulaski which was the first time I saw such construction.” (Bob Selle Photo)

The gas stations on the triangular-shaped corner of Harrison and Fifth also match, between the late 1920s photo and this one from 1950:

This birds-eye view of CTA 1744 was taken from the Pulaski Road "L" station on the Garfield Park branch in April 1950. However, what we are looking at may actually be a Madison-Fifth car at the west end of its route, ready to loop back via Pulaski and Harrison. Bill Shapotkin adds, "This image is looking E-N/E on Fifth Ave from the Garfield Pk 'L'...no question about it. The intersection behind the streetcar is Harrison."

This birds-eye view of CTA 1744 was taken from the Pulaski Road “L” station on the Garfield Park branch in April 1950. However, what we are looking at may actually be a Madison-Fifth car at the west end of its route, ready to loop back via Pulaski and Harrison. Bill Shapotkin adds, “This image is looking E-N/E on Fifth Ave from the Garfield Pk ‘L’…no question about it. The intersection behind the streetcar is Harrison.”

Now that we have determined where shapotkin308 was taken, it’s the presence of a late 1920s Franklin automobile that pins the date down to circa 1926-28. In 1929, the streetcar tracks on Fifth Avenue were extended around the block. Interestingly, the Franklin used an air-cooled engine, and the radiator grill on the car was simply for show. After the Franklin firm failed in 1934, it was succeeded by Aircooled Motors, which was later purchased by Preston Tucker, and provided the engines (water-cooled) for the short-lived 1948 Tucker Torpedo. Aircooled Motors survived Tucker and continued in operation until 1975, providing engines for many small airplanes and helicoptors.

CTA 6002 is southbound on Kedzie on June 22, 1950, having just passed the Garfield Park "L". Service at this station continued until June, 1958, since it was not in the path of the Congress Expressway.

CTA 6002 is southbound on Kedzie on June 22, 1950, having just passed the Garfield Park “L”. Service at this station continued until June, 1958, since it was not in the path of the Congress Expressway.

The same location today.

The same location today.

CSL 5656.

CSL 5656.

This could be the west end of the 75th Street route. CSL Pullmans 122, 126, and 392 are visible. (Joe L. Diaz Photo)

This could be the west end of the 75th Street route. CSL Pullmans 122, 126, and 392 are visible. (Joe L. Diaz Photo)

This photo has a lot of scratches, but it does show CSL 2510 at 75th and the lakefront. Presumably the negative was scratched from being printed many times. (M. D. McCarter Photo)

This photo has a lot of scratches, but it does show CSL 2510 at 75th and the lakefront. Presumably the negative was scratched from being printed many times. (M. D. McCarter Photo)

CSL 5993, on the 31st Street route, is running direct to the World's Fair (A Century of Progress), so this must be 1933-34. (Edward Frank, Jr. Photo)

CSL 5993, on the 31st Street route, is running direct to the World’s Fair (A Century of Progress), so this must be 1933-34. (Edward Frank, Jr. Photo)

CSL 6103 is running on Through Route 17 - Kedzie. (Edward Frank, Jr. Photo) Daniel Joseph: "Probably Kedzie & 30th St looking north at grade crossing."

CSL 6103 is running on Through Route 17 – Kedzie. (Edward Frank, Jr. Photo) Daniel Joseph: “Probably Kedzie & 30th St looking north at grade crossing.”

CSL 1942 is signed for Chicago Avenue. (Joe L. Diaz Photo)

CSL 1942 is signed for Chicago Avenue. (Joe L. Diaz Photo)

CSL 1466. This may be one of the cars that was usually used to train crews in the Van Buren Street tunnel under the Chicago River. (Joe L. Diaz Photo) Daniel Joseph says, "I believe this is at 18th St, Canalport & Normal."

CSL 1466. This may be one of the cars that was usually used to train crews in the Van Buren Street tunnel under the Chicago River. (Joe L. Diaz Photo) Daniel Joseph says, “I believe this is at 18th St, Canalport & Normal.”

CSL 3216 is signed for 51st and Central Park. M. E. writes: "Given that the destination sign reads "51 - Central Park", then this picture was taken from the northwest corner of 51st and Cottage Grove Ave., looking south. The 51st St. line's eastern terminal was actually at 55th St. and the Illinois Central railroad at Lake Park Ave. From there, the route headed west on 55th to Cottage Grove Ave., north to 51st St., and west on 51st St. So the car in this picture is making the turn from northbound Cottage Grove to westbound 51st." On the other hand, Graham Garfield writes, "Note the sign on the light pole that says “4A”. Illinois route 4A was a state highway from Joliet to downtown Chicago via Archer Ave. until 1967. Based on buildings in the background that are still extant, the angled street here is Archer and the car is deadheading from Archer carbarn (where the #51 was out of) to 51st St to start its run. We are looking northeast at Archer/Kedzie."

CSL 3216 is signed for 51st and Central Park. M. E. writes: “Given that the destination sign reads “51 – Central Park”, then this picture was taken from the northwest corner of 51st and Cottage Grove Ave., looking south. The 51st St. line’s eastern terminal was actually at 55th St. and the Illinois Central railroad at Lake Park Ave. From there, the route headed west on 55th to Cottage Grove Ave., north to 51st St., and west on 51st St. So the car in this picture is making the turn from northbound Cottage Grove to westbound 51st.” On the other hand, Graham Garfield writes, “Note the sign on the light pole that says “4A”. Illinois route 4A was a state highway from Joliet to downtown Chicago via Archer Ave. until 1967. Based on buildings in the background that are still extant, the angled street here is Archer and the car is deadheading from Archer carbarn (where the #51 was out of) to 51st St to start its run. We are looking northeast at Archer/Kedzie.”

CTA 5444 is one of two cars at Racine and 87th Street. (Joe L. Diaz Photo)

CTA 5444 is one of two cars at Racine and 87th Street. (Joe L. Diaz Photo)

CSL 3091 is signed for Elston and Lawrence. (Edward Frank, Jr. Photo)

CSL 3091 is signed for Elston and Lawrence. (Edward Frank, Jr. Photo)

CSL 3319, southbound on Damen. (Joe Diaz Photo) Daniel Joseph writes, "Probably Damen & 59th looking north at viaduct on the 5800 block."

CSL 3319, southbound on Damen. (Joe Diaz Photo) Daniel Joseph writes, “Probably Damen & 59th looking north at viaduct on the 5800 block.”

CSL 133 is signed for 75th and Lake Park. (Joe L. Diaz Photo) Daniel Joseph adds, "Probably 75th & Constance at the now abandoned B & O crossing."

CSL 133 is signed for 75th and Lake Park. (Joe L. Diaz Photo) Daniel Joseph adds, “Probably 75th & Constance at the now abandoned B & O crossing.”

CSL 3010 is signed for Elston-Downtown. Bill Wasik adds, "Shapotkin 294 shows the 4700 block of Elston Ave. looking north toward Lawrence Ave. The photo likely was taken in 1946-47. The large three-story commercial building seen in the distance behind the Drewrys billboard was part of the Bankers Life complex. Demolished in the 1990s, it was replaced by an apartment complex for seniors. Most of the other buildings in this scene are still standing."

CSL 3010 is signed for Elston-Downtown. Bill Wasik adds, “Shapotkin 294 shows the 4700 block of Elston Ave. looking north toward Lawrence Ave. The photo likely was taken in 1946-47. The large three-story commercial building seen in the distance behind the Drewrys billboard was part of the Bankers Life complex. Demolished in the 1990s, it was replaced by an apartment complex for seniors. Most of the other buildings in this scene are still standing.”

CSL 2619 is on the Brandon-Brainard line on the far reaches of Chicago's south side. (Joe L. Diaz Photo)

CSL 2619 is on the Brandon-Brainard line on the far reaches of Chicago’s south side. (Joe L. Diaz Photo)

CSL 3303 is eastbound on Montrose, having just crossed under the Chicago & North Western and the Ravenswood "L".

CSL 3303 is eastbound on Montrose, having just crossed under the Chicago & North Western and the Ravenswood “L”.

CSL 498 and 3085. I am unable to see the route signs, but at least we can tell this picture was taken in the 34th Ward. 498 is signed to go to North Western Station, which was a sign used on Milwaukee Avenue cars. Michael Franklin says we are "looking at the NW corner of Armitage & California."

CSL 498 and 3085. I am unable to see the route signs, but at least we can tell this picture was taken in the 34th Ward. 498 is signed to go to North Western Station, which was a sign used on Milwaukee Avenue cars. Michael Franklin says we are “looking at the NW corner of Armitage & California.”

CSL 5505 is on Through Route 8, (Halsted) signed to run to Vincennes and 88th. (Joe L. Diaz Photo)

CSL 5505 is on Through Route 8, (Halsted) signed to run to Vincennes and 88th. (Joe L. Diaz Photo)

CSL 2595 is on the 87th Street route, possibly prior to the extension of this line in 1937, which was the final streetcar extension in Chicago.

CSL 2595 is on the 87th Street route, possibly prior to the extension of this line in 1937, which was the final streetcar extension in Chicago.

CSL 5083 is signed for Pitney and Archer. (Joe L. Diaz Photo)

CSL 5083 is signed for Pitney and Archer. (Joe L. Diaz Photo)

CSL 5130, signed for 31st and Lake Park, appears to be eastbound on 31st, having just passed the South Side "L". (Joe L. Diaz Photo)

CSL 5130, signed for 31st and Lake Park, appears to be eastbound on 31st, having just passed the South Side “L”. (Joe L. Diaz Photo)

CSL 927.

CSL 927.

CSL 1145. (Robert W. Gibson Photo)

CSL 1145. (Robert W. Gibson Photo)

CTA snow plow E-207. (Joe L. Diaz Photo)

CTA snow plow E-207. (Joe L. Diaz Photo)

This is actually a picture of CTA 225 at Dearborn and Kinzie, on a December 18, 1955 fantrip, where it was disguised as 144 with a piece of oilcloth. The story goes that Maury Klebolt, who organized this trip, had advertised that car 144 would be used, and for some reason, it was not available that day. 225 was later sold to the Seashore Trolley Museum, where it remains today, while 144 is at the Illinois Railway Museum.

This is actually a picture of CTA 225 at Dearborn and Kinzie, on a December 18, 1955 fantrip, where it was disguised as 144 with a piece of oilcloth. The story goes that Maury Klebolt, who organized this trip, had advertised that car 144 would be used, and for some reason, it was not available that day. 225 was later sold to the Seashore Trolley Museum, where it remains today, while 144 is at the Illinois Railway Museum.

CTA 225 at Clark and Cermak on a February 16, 1957 Central Electric Railfans' Association fantrip.

CTA 225 at Clark and Cermak on a February 16, 1957 Central Electric Railfans’ Association fantrip.

CTA 144 at 81st and Emerald on the final Chicago streetcar fantrip on June 15, 1958.

CTA 144 at 81st and Emerald on the final Chicago streetcar fantrip on June 15, 1958.

Chicao Aurora &Elgin wood car 318. Don's Rail Photos: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Railway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." (Joe L. Diaz Photo)

Chicago Aurora & Elgin wood car 318. Don’s Rail Photos: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Railway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” (Joe L. Diaz Photo)