Loose Ends, Part Two

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park "L" trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA "Baldy" 4000s negotiates the loop.

Now here is a very unusual view, taken on April 14, 1957 from the wooden trestle used by Garfield Park “L” trains to loop around at Forest Park circa 1953-59. This arrangement was necessary due to the separation of CTA and CA&E tracks, when the latter cut back service due to the Congress Expressway construction project in the city. Interurban trains turned on a loop between the CTA tracks on the east side of the terminal, while CTA trains went up and over the CA&E on the west end. To get this picture, the photographer either had to be inside a train, or on the walkway. This is only the second such picture I have seen, and the view looks to the north. In the background, you can see the Chicago Great Western freight tracks, abandoned in the early 1970s. The terminal area has been redone twice since then, and the buildings at right in the background are where a parking lot is now. The Altenheim retirement home (at left), built in 1886, is still there today at 7824 W. Madison Street. A two-car train of CTA “Baldy” 4000s negotiates the loop.

Here are more “loose ends” for your enjoyment. Most of today’s pictures were scanned a year ago as part of a much larger batch, and are from the collections of William Shapotkin, for which we are most grateful. Most of these are classic black-and-white pictures of Chicago Surface Lines streetcars.

If you have questions, comments, or additional information about any of the locations in these pictures, we would love to hear from you. As always, please refer to each image by its file name, which you can find by hovering your computer mouse over it. (For example, the image at the top of this post is rbk501.) As of July 22nd, thanks to our readers, we have updated the captions on 20 of these photos.

Enjoy!

-David Sadowski

Recent Finds

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

What is known today as the East Troy Electric Railroad survived to the present day due to its continued use as an electric freight line, as this scene from April 16, 1965 shows. Once part of the TMER&L interurban network, there was passenger service between East Troy and Milwaukee from 1907 to 1939. The railroad continued to operated freight for another ten years after that, and starting in 1950, the interchange line was owned and operated by East Troy. Museum operations began to be phased in as early as 1967. Here, we see line car M-15 at Mukwonago. This car is now at the Illinois Railway Museum.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city's first postwar streetcar.

CSL PCC 4062, on its way toward delivery from the Pullman plant in Massachusetts to Chicago in 1946, as the city’s first postwar streetcar.

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Through a process of elimination, it can be determined that this is a rare photo of the interior of experimental CSL pre-PCC car 7001, built by Brill in 1934. The Cottage Grove destination sign means we are in Chicago, and the seat configuration is different than the 1936 PCCs. The flat back window means this is not the 4001, so this is the 7001 for sure. Interestingly, the seats looks nearly identical to those found in Washington DC pre-PCC 1053 (see the following picture). The Washington cars were built in 1935 and while the order was split between Brill and St. Louis Car Company, the seats were most likely sourced from a third vendor and were the same in all those cars (and unfortunately, none exist today).

Here are some pictures we previously posted of 7001 and 1053:

The experimental Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

DC Transit pre-PCC streamlined streetcar at the National Capital Trolley Museum in 1993. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. This is a St. Louis Car Company product. Sadly this car was lost to a carbarn fire at the museum in 2003. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

1053 interior. (John Smatlak Photo)

From the Collections of William Shapotkin:

CSL 6226 at Damen and 63rd in 1944.

CSL 6226 at Damen and 63rd in 1944.

CSL 6073 at Roosevelt and Wabash.

CSL 6073 at Roosevelt and Wabash.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL prewar PCC 4002 at Kedzie Station, pulling in after operating on the Madison-Fifth line.

CSL 6148.

CSL 6148.

CSL 1812, signed for Adams-Downtown.

CSL 1812, signed for Adams-Downtown.

CSL 6122,

CSL 6122,

CSL 1545.

CSL 1545.

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: "1859 at construction site WB on Adams at Clinton." Marty Robinson adds, "This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling."

CSL 1859 is near a construction site. But the extreme contrast of this picture offers no clue to the location. Andre Kristopans: “1859 at construction site WB on Adams at Clinton.” Marty Robinson adds, “This improved view clearly show Adams on the street sign, and the sign on the building to the left says Franklin Bowling.”

CSL 3180.

CSL 3180.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 3123 at Cermak and Prairie, east end of the Cermak route.

CSL 2617.

CSL 2617.

CSL 6235 on the South Chicago-Ewing route. Mike adds, "6235 is heading south on Ewing just past 94th. The bar in the background still exists."

CSL 6235 on the South Chicago-Ewing route. Mike adds, “6235 is heading south on Ewing just past 94th. The bar in the background still exists.”

CSL 392 is heading to 74th and Ashland.

CSL 392 is heading to 74th and Ashland.

CSL 6243 on the Pershing Road line.

CSL 6243 on the Pershing Road line.

CSL 6248 is on the South Chicago-Ewing route. Mike adds, "6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left."

CSL 6248 is on the South Chicago-Ewing route. Mike adds, “6248 is heading north on Ewing across the 92nd St. Bridge. The tower in the background is visible in the photo of 6235, too. The blast furnaces of Youngstown Sheet & Tube are visible at left.”

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil's Tavern. Mike adds, "793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing."

CSL 793, signed to go to Damen and Blue Island, is near Diamond Lil’s Tavern. Mike adds, “793 is at the corner of 18th & Damen – the Diamond Lil’s building is still standing.”

CSL 3120 on a 1940s charter. Mike adds, "3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished."

CSL 3120 on a 1940s charter. Mike adds, “3120 is at the corner of 79th & Vincennes. The building in the background recently burned down and was demolished.”

CSL 5723,

CSL 5723,

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

51st and South Park, circa 1929. The Willard Theater was located at 340 E. 51st Street. It closed in the 1950s, and the building is now used as a church and community center.

South Chicago and 93rd.

CSL 3266, running on the 59th-61st Street route. Mike adds, "3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain."

CSL 3266, running on the 59th-61st Street route. Mike adds, “3266 is heading south on Blackstone from 60th. The street has been vacated and none of the buildings remain.”

The interior of CSL 1400.

The interior of CSL 1400.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street "L" station at Laramie in the background. The "L" went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 1616 heads west on Lake Street in the 1940s, with the Lake Street “L” station at Laramie in the background. The “L” went down an inclined ramp and ran on the surface to Forest Park, and paralleled the streetcar line for a few blocks.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

CSL 4035, in an experimental color scheme, at Madison and Austin circa 1945-46. Several different designs were tried out just prior to the arrival of the 600 postwar PCCs, but the design chosen was not exactly like any of these.

State and Randolph, June 18, 1942.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 4018 in an experimental paint scheme circa 1945-46. This is the Madison-Austin loop, west end of Route 20.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6149 is southbound at Halsted and Chicago.

CSL 6135 at Pershing and Ashland.

CSL 6135 at Pershing and Ashland.

CSL 3099. Mike: "3099 is at the corner of Leavitt and Coulter. The corner building still stands."

CSL 3099. Mike: “3099 is at the corner of Leavitt and Coulter. The corner building still stands.”

CSL 5733.

CSL 5733.

CSL 5612. Mike adds, "5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel."

CSL 5612. Mike adds, “5612 is heading west on 56th from Stony Island. Bret Harte School is at left and in background are both the older and newer wings of the Windermere Hotel.”

CSL 1841. Not sure where Burny's Grill, at right, was located.

CSL 1841. Not sure where Burny’s Grill, at right, was located.

CSL 1836, signed to go to Van Buren and Dearborn.

CSL 1836, signed to go to Van Buren and Dearborn.

The interior of CSL 1218.

The interior of CSL 1218.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

Chicago & West Towns 165, signed for Melrose Park. I am wondering if this could be on Lake Street in Maywood.

SF Muni double-end PCC 1008.

SF Muni double-end PCC 1008.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

Chicago & West Towns 164 is eastbound on Lake Street in Oak Park, near Austin Boulevard.

CSL 3286. Is this the interior of Kedzie Station?

CSL 3286. Is this the interior of Kedzie Station?

CSL 6221. Andre Kristopans: "6221 nb on S Chicago at 79th/ Stony Island."

CSL 6221. Andre Kristopans: “6221 nb on S Chicago at 79th/ Stony Island.”

CSL 1875.

CSL 1875.

CSL 5746 in July 1946.

CSL 5746 in July 1946.

CSL 5724 on the South Deering route.

CSL 5724 on the South Deering route.

CSL 5737.

CSL 5737.

CSL 3174, signed for Through Route 8 (Halsted).

CSL 3174, signed for Through Route 8 (Halsted).

CSL 1522.

CSL 1522.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 6143 at Wacker Drive in downtown Chicago, heading north.

CSL 5941. S. Terman adds, "5941 is at North/Cicero carbarn."

CSL 5941. S. Terman adds, “5941 is at North/Cicero carbarn.”

CSL 1602 under the "L" (Lake Street... or 63rd?). M.E.: "I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L." On the other hand, Mike writes, "1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background."

CSL 1602 under the “L” (Lake Street… or 63rd?). M.E.: “I thought I read someplace that streetcars on Lake St. had to be narrower than normal because the tracks were closer together than normal because the L support beams were so close to the tracks. That, in turn, meant the auto lanes were outside the L structure. So I suspect this picture shows 63rd St. under the Jackson Park L.” On the other hand, Mike writes, “1602 is on Lake near Sangamon (the street sign is half visible at far left). That is most likely the Morgan St. station for the Lake Street elevated train in the background.”

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

5243 at Randolph and State. From the looks of things, this might predate the creation of the Chicago Surface Lines.

CSL 5819 at Cottage Grove and 115th.

CSL 5819 at Cottage Grove and 115th.

CSL 3191 at Clark and LaSalle.

CSL 3191 at Clark and LaSalle.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, "Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip." Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

CSL 3041 at Montrose and Milwaukee (west end of the Montrose line). S. Terman adds, “Since 3041 brill is a 2 man car, its looks odd as Montrose is 1 man operation unless its a school trip.” Thanks to Steve D. for correcting this location (we had thought it was Montrose and Broadway, which is how the photo was marked, see his Comment.) The view looks northwest. He speculates that there was a delay on Elston, and a two-man car from that line was diverted onto west Montrose.

The same location today.

The same location today.

CSL 1415 at Laramie and Lake, near the Lake Street "L".

CSL 1415 at Laramie and Lake, near the Lake Street “L”.

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: "As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it's possible this picture was taken prior to 1943. Miles Beitler: "Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway."

CRT 4069 is, I believe northbound at Chicago Avenue, running as a Ravenswood Express sometime between 1943 and 1949, a period when the Rave was routed through the new State Street Subway. (Edward Frank, Jr. Photo) M.E.: “As your caption says, the Ravenswood ran in the State St. subway til 1949. And then it ran through to Englewood. After 1949, when the CTA implemented A and B skip-stop service, Englewood trains went instead to Howard St., and the Ravenswood got its own service using the original L structure into the Loop. As for the destination sign on the front, this style preceded A and B service. I think it’s possible this picture was taken prior to 1943. Miles Beitler: “Photo img750 puzzles me. If this was in fact a subway train, the destination sign should read “VIA SUBWAY” and the train would serve the Chicago/State subway station rather than the Chicago Avenue elevated station. Since Ravenswood express trains did use the subway until 1949, and this train obviously did not, I wonder if the photo predates the opening of the subway.”

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

Chicago & West Towns 1151, eastbound on Lake Street in Oak Park, a block away from the end of the line at Austin Boulevard. The building to the north is still standing.

The same location today.

The same location today.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA's Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

This is a somewhat unusual view, taken along the B&OCT tracks, just west of Central Avenue. At left, you can see the CTA’s Central Avenue stop on the Congress line, now the Blue Line. The station closed in 1973 due to lack of ridership. The Eisenhower expressway would be to the left of the station, which was not served by buses, and was the only walkup (other than the Forest Park terminal) on this line, which is almost all in an open cut. We are looking mainly to the east and a bit to the north.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the "L". This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin' fame, were appearing at the Schubert Theater in Laffing Room Only.

A two-car train of CRT gate cars at Halsted on the Stock Yards branch of the “L”. This picture can be dated to about March 1946 from the advertising posters. The Olsen and Johnson comedy team, of Hellzapoppin’ fame, were appearing at the Schubert Theater in Laffing Room Only.

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: "This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don't remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal."

When we see pictures of Western Avenue PCC cars, the question is usually, which terminal is this? Berwyn and 79th had very similar turnaround loops, built around the same time (and still used today by buses). Since the buildings at rear do not match those seen at Berwyn, I am going to say this is Western and 79th. M.E.: “This has to be 79th, for two reasons: (1) Photos I have seen of the Berwyn terminal have more vegetation. (2) In the foreground of this picture are bus lanes. I don’t remember any bus service at Berwyn. On the contrary, both the 49A South Western and both lines on 79th St. (route 79 east to the lake, and route 79A west to Cicero) used this terminal.”

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: "The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there."

North Shore Line streetcar 360 is signed for the Naval Station, which makes this Waukegan. Joe Stupar: “The North Shore Line streetcar 360 looks like it might be at the North end of North Av? The house looks a lot like 416 W Greenwood Av, still there.”

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: "The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd." M.E.: "I'll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation."

Not sure where this rather blurry picture of a CSL car barn is. Andre Kristopans: “The blurry carbarn shot should be Burnside, looking south on Drexel from 93rd.” M.E.: “I’ll hazard a guess this is the carbarn on 93rd at Drexel (900 east). I say this because I think there are railroad cars in the background. A block or so east of the Drexel barn, the 93rd St. car turned right (on Kenwood, I think) to reach a private right-of-way that crossed the railroad at grade level. Altogether an interesting operation.”

A North Shore Line Electroliner is off in the distance, making a stop at... where? Scott Greig: "The southbound Electroliner with the MD car at far left is looking northeast at Downey's-Great Lakes. MD cars were commonly used to move sailors' baggage, even after LCL service ended in 1947." Joe Stupar: "The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there."

A North Shore Line Electroliner is off in the distance, making a stop at… where? Scott Greig: “The southbound Electroliner with the MD car at far left is looking northeast at Downey’s-Great Lakes. MD cars were commonly used to move sailors’ baggage, even after LCL service ended in 1947.” Joe Stupar: “The Electroliner looks like it’s at Great Lakes? Looks like a coach and an MD car in the pocket there.”

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: "This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says "Central Park", referring to Central Park Ave. (3600 W.), the line's western terminus. (As I remember, the eastbound terminal sign read "60th - Blackstone".) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north."

CSL 3258 on the 59th-61st route. Could this be the east end of the line? M.E.: “This is definitely the east end of the 59th/61st line. It is on Blackstone Ave. (1430 E.) looking north toward the Midway Plaisance (which was between 59th St. to the north and 60th St. to the south).. Across the Midway are some buildings from the University of Chicago. Notice that both trolleys are up, and the destination sign says “Central Park”, referring to Central Park Ave. (3600 W.), the line’s western terminus. (As I remember, the eastbound terminal sign read “60th – Blackstone”.) Google maps shows where 61st St. turned left toward where Blackstone would have been. In Google, Blackstone is labelled farther north.”

A North Shore Line train "at speed," as they used to say. Not sure where this is. Joe Stupar: "The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure."

A North Shore Line train “at speed,” as they used to say. Not sure where this is. Joe Stupar: “The North Shore train at speed looks like it might be at 4 Mile Substation? The building looks similar, and this other photo of the south side shows a similar setup with the high tension wires coming over the building, and a simple tap with no steel structure.”

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the "L".

CSL 3219 is at the east end of the 43rd Street line, adjacent to an Illinois Central electric suburban service station. This was also near the end of the line of the Kenwood branch of the “L”.

A pair of CAT wooden "L" cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: "The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so." Scott Greig: "Wood "L" cars at Logan...there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there's no crane or flat cars with them, they may be a rail grinder train."

A pair of CAT wooden “L” cars, shown here, survived into the mid-1960s, as shown by this view of the yard at Logan Square, where 6000s and 2000s are in evidence. This dates the picture to sometime between 1964 and 1970. Andre Kristopans: “The wood work motors at Logan Square hauled the rail grinder sleds until 1965 or so.” Scott Greig: “Wood “L” cars at Logan…there were several wood cars (particularly the 1809-1815 group) that lasted in work service as late as 1968, maybe even 1970. Given that there’s no crane or flat cars with them, they may be a rail grinder train.”

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as "Berwyn," but it's across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the 'burbs, the North Riverside one was often referred to as the "suburban" barn. The area around the Oak Park barn was a lot more built up than this.

I believe this is the Chicago & West Towns car barn, which was located in North Riverside. (Many photos list it as “Berwyn,” but it’s across the street from that suburb.) The West Towns had two car barns, the other at Lake and Ridgeland in Oak Park. Although both were in the ‘burbs, the North Riverside one was often referred to as the “suburban” barn. The area around the Oak Park barn was a lot more built up than this.

1939 Chicago Surface Lines Training Program

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

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

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

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

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

Total time – 73:32

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

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

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

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

For Shipping to Canada:

For Shipping Elsewhere:

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

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Reader Showcase

On this Thanksgiving Day weekend, we here at the Trolley Dodger have many things to be thankful for… chiefly among them, our readers. This seems like a good time to feature recent correspondence with our very knowledgeable and astute readers.  We thank all our contributors.

I wish you the best in this upcoming holiday season.

-David Sadowski

Kim Bolan writes:

Just came across The Trolley Dodger and what a great and detailed work. It reminds me of my youth in Milwaukee riding No. 10 Line in Tosa (Wauwautosa) and also Speedrail. I have a question regarding #978. I lived in San Francisco but never saw this car in operation. Is it part of Muni’s heritage collection?

Just received this 35mm transparency (Kodak film and processing) from an unknown photographer taken September 1984 of car 978 at San Francisco, CA (see above).

Car 978 was loaned to San Francisco in the mid-1980s, intended for use in the SF Trolley Festival, but my understanding is it was damaged somehow and never operated there. As far as I know, the car is now at the East Troy Electric Railroad in Wisconsin, where it is stored inoperable.

There is a picture of it in SF in this post.

Here is the full story on what happened to 978, thanks to Larry Sakar:

Regarding the question about TM streetcar 978 in San Francisco, I know all about it. MUNI and TWERHS* worked out a deal whereby 978 was to be sent to San Francisco to participate in the very first Historic Streetcar Festival in 1983. It was not in the best of condition to begin with. En route, one of the truck bolsters (the 900’s were notorious for having bad bolsters) gave way and came through the floor (it was being trucked out there.) It was unloaded and brought to Geneva upper yard where it was parked in among some Boeing LRV’s. It made its way back to East Troy probably at the end of the festival in September and was never a part of the historic fleet. Now, here’s some additional info about it.

The 978 was saved by Mr. Al Buetschle, then of Milwaukee but since 1960 or 61 a resident of Oakley, CA. Oakley is in Contra Costa County about 60 miles NE of San Francisco. Oakley is a little “one-horse town” in what is known as the Tri-Delta region.

The streetcar was initially saved on behalf of the Wauwatosa Kiwanis Club who gave Al the money to buy it. It would take pages for me to provide all of the details of the day he bought it. Frederick J. Johnson head of M&STC personally handled the sale. Al had told them he wanted a 900 and one from that group of 10 because they were the only ones with that metal sun shade over the center window.

When he got to Col Spring shops sure enough they had an 800 waiting. He refused to accept it. The car he really wanted was the 975 but it was too far back in the scrap line in lower Cold Spring yard. To get the 978 meant moving 3 cars ahead of it. Johnson was plenty mad about having to do that. So they get on the first car to be moved. Johnson puts a fuse in the fuse box. But then he stupidly cranks up the controller and blows the fuse.

This happens a second time so Al says, “Here, I’ll show you what to do!” Johnson immediately wants to know, “How do you know how to operate a streetcar?” Al tells him he was friendly with a motorman who taught him to run a car on the Rt. 10 West Allis branch between Calvary Cemetery cut and 67th St. Murray, the motorman would then take it from there since it involved descending from the former Rapid Transit line and making a safety stop before crossing 68th St.

Well, Dave, Johnson has an absolute fit!! *&%%^( (expletives deleted) I want his name.” Al says, “No. He has retired now that streetcars are gone so it doesn’t matter “In the end he got the 978 and Johnson even gave him his money back admiring him for his tenacity. Al had a friend who had access to a flatbed truck. Johnson let him drive 978 up from lower Cold Spring. The car was loaded onto the flatbed truck and taken to a piece of track adjacent to the C&NW and a lumber company at North 91st Street and West Flag Avenue on Milwaukee’s northwest side.

By this time the Kiwanis Club decided they didn’t want it so Al now owned it. He took out all the seats and repainted the interior before putting them back. He would work on 978 as his time permitted. The Kiwanis Club had the “brainy” idea of displaying the car in Hart Park in Wauwatosa. Hart Park is just down the private right-of-way (now a driveway) parallel to West State Street, east of the Harwood Avenue streetcar terminal at Harwood and State Streets (long gone).

In 1961, Al got a job as a controller for a company and moved to the Bay Area. No, he didn’t take 978 with him. It then ended up at the Mid-Continent Railway museum in North Freedom. In the mid to late ’60’s the group that is now TWERHS was formed and the car went with them to their first home in North Lake, WI. In 1972 they opened the East Troy Trolley Museum which is now under a different organization.

None of us are really sure where 978 is. It is in need of major restoration. At one time the rumor was that it was going to be sent to Brookville Equipment out east. They’re the company that does all the refurbishing of MUNI’s historic PCC fleet.

Did Al see it when it was in San Francisco? Yes he did. He has a fantastic picture he took with 978 and his red sports car (convertible). He is putting the trolley pole on the wire. I f I recall correctly his red car was a T-Bird. It was totaled about 10 years ago when he was hit by a group of teenagers out joy riding and who as you can probably guess were not insured.

I snapped a picture of it sitting in among the Boeing cars in 1983. I had to climb up on a narrow cement ledge and shot thru the openings in a cyclone fence. I’ll have to see if I still have it and if I do I will scan it and send it.

By the way, as a little boy of maybe 9 or 10 my grandparents came over one day. They said they were taking me to see something but wouldn’t tell me what. It was a surprise. Yes, it was the 978 at the lumber company. The Milwaukee Journal had run a small story about it with a picture. It had to be when Al was doing the repainting because I remember looking thru the glass in the door (I came up about as far as the bottom of the glass in the door. All of the seats were piled at that end of the car and I thought they were going to junk it.

My grandmother who had taken me on my streetcar rides on RT. 10 between about 1955 and 3-1-58 said she didn’t know. Who could ever have imagined that 30 years later I would meet the person who saved 978. One other coincidence, David. From 1978 to 1997 I worked for Security Savings & Loan Association on 2nd and Wisconsin downtown. The Corporate Secretary was a man named Walter Bruno. As it happens he was Al’s Godfather!

Thanks, Larry, for sharing the complete story.  There is a database of saved North American electric railcars, last updated in 2014, and that is my source for saying that, as far as I know, the 978 is at East Troy.

*The Wisconsin Electric Railway Historical Society

Here’s more from Larry Sakar:

Here is the photo of 978 I took in September, 1983. The picture that follows was the Geneva car house which suffered severe damage in the 1989 Loma Prieta earthquake. I think I took this in 1987 because that is a train with MUNI’s then new BREDA cars. Now they have new ones which I’ve only seen in pictures in Trains and Railfan & Railroad. The Market Street subway for MUNI was closed when I was there in 2017 because they were testing the new cars. If you look at the right hand side of the picture there’s that concrete wall I mentioned having to climb on top of and the fence I had to shoot thru.

The most popular cars during the Trolley Festival and in the event they hold for one day in September of every year (forgot its name) are the two Blackpool, England boat trams #’s 228 and 232. Here are some shots I took while riding it in 1983. Last, here is an Al Buetschle shot. It was taken at the site of the Speedrail 9-2-50 accident post Speedrail abandonment. Those are remnants from duplex 39-40 that was demolished by 1192-93.

The Milwaukee Electric Rapid Transit Freight Terminal

Larry Sakar writes:

It stood for 76 years, had four different owners and was razed in 2006 as part of the Marquette Interchange reconstruction project. I am talking about the Rapid Transit freight terminal building constructed by TM and opened in 1930 at 940 W. St. Paul Avenue.

TM fully expected that freight would play an important role in operations over the Milwaukee Rapid Transit Line. Unfortunately, like the Rapid Transit Line itself which opened on Sept. 22, 1930 the timing couldn’t have been worse! As part of its planned freight operations TM acquired Motor Transport Company in 1930 from Yellow Trucking.

A decade later, TMER&T turned its back on all rail operations. Motor Transport Company was sold back to Yellow Trucking. Its trucks had a Transport Company orange cab and a silver trailer with the Transport Company diamond logo. But instead of saying The Transport Company, as the logo on busses and streetcars did, it said Motor Transport Company. I vividly recall seeing those trucks around Milwaukee. I always wondered how they could get away with using The Transport Company’s logo not knowing until years later that it had once been a part of the company.

TMER&T occupied offices on two floors of the eight-story terminal. Its successor, The Milwaukee & Suburban Transport Corp. which succeeded it in late 1952 continued to have its corporate offices there until 1962 when they moved to 4212 W. Highland Blvd. The former Cold Spring shops buildings still stand, and have been sold for adaptive reuse. MCTS corporate offices are on North 17th St. & West Fond du Lac Avenue.

I took the “Now” photos in 2003. In 1940, in addition to selling off Motor Transport Co. TMER&T sold the Rapid Transit freight terminal building to GE Holdings. Sometime after `1938, the electric sign on the roof was changed to read “The Transport Company”. GE owned the building until 1971 when they sold it to Aldrich Chemical. The electric sign was removed altogether after M&STC moved out in 1962. When GE took over in 1940, “General Electric Building” was painted on just below the roof. Looking at my 2003 photos it would appear that they sand blasted that off when Aldrich Chemical took over in 1971.

I bought this photo from Don Ross a few years back. It is from the collection of Tom Manz. I don’t know if he is the person who took the picture but I kind of doubt it. I’ve no idea who did or why. It could be that they were plotting out the area so they could determine where they wanted the ramps to and from the soon to be built “High Rise Bridge” over the Menomonee River Valley would be constructed.

These are the ramps that take you from eastbound I-94 either north on I-43 or south on I-94. I-94 turns south to cross the valley so from this point east the road becomes I-794 which takes you east and then south over the Hoan Bridge. The High Rise bridge was built over a three-year period beginning in the summer of 1966. I know because my brother got a job working on its construction during summer break from college (Michigan State U. in East Lansing). I vividly remember my mother having an absolute fit about him working up there.

The view is looking south and slightly east. The former freight terminal is on the right hand side of the picture about 1/3 of the way up from the bottom of the picture. Just put a finger on the right hand corner of the picture at the bottom and move it up and a bit left. That first visible street is North 10th Street. The Rapid Transit freight terminal is right at that corner. The factory directly across the street with the connecting pedestrian overpass is the Cutler-Hammer Company, still there today. The railroad tracks belong to the Milwaukee Road.

OK. Follow the street in front of the terminal to the left (east). Right where it dog-legs there is an open space. That is where Motor Transport Company was located. The intersection above and to the left is North 8th & W. St. Paul. Move your finger down slightly and that’s where the so called “temporary ramp” over the portal of the never completed subway had been. I’m not certain if any of that dark space beneath the 8th Street bridge could have been part of the unfinished subway. The street in the foreground with all of the traffic is Clybourn Street, which has been converted to the on and on ramp to I-94 which didn’t begin until 13th Street.

I have printed a copy of the first scan and with a ruler and magic marker put in the approximate route of the Rapid Transit from the turn off of Clybourn Street to the crossing of North 10th Street. The Hibernia Street one-block L began on the west side of North 10th Street. -Larry

More from Larry:

While browsing around on the “Net” recently I ran across this great picture credited to your Trolley Dodger website. I was wondering when it ran on your site as I don’t recall having seen it. Do you know where this is? I can tell you if you don’t. This is a northbound Port Washington train at the intersection of North 3rd and West Wells Streets. This is former dining car duplex 1196-97, which unlike its mate 1198-99 was never repainted in the yellow with green stripes paint scheme. The two trains were hated by both motormen and conductors alike, because their single door made them slow to load and unload passengers. Both became mainstays on the Port Washington line until it was abandoned in the KMCL ownership era on 3-28-48. The Port Washington destination sign dates the picture to sometime between 1940 and 1948. I do not recall the exact date but in 1940 service north of Port Washington was abandoned and a new loop installed in Port Washington west of the downtown area. Typical of TM’s notorious frugality, the bridge over Pike Creek just outside the new Port Washington Loop was the one that had once crossed the White River in Burlington.

I took these pictures in 1989 showing the ex TM Port Washington Station sitting on what little was left of the former loop. A Wisconsin Telephone Company building had been built over most of the loop. I’m not sure if it’s still there but the last picture I saw of it the building had undergone a complete remodeling and bore no resemblance to its original appearance.

Thanks for sharing the pictures and information. I am sure our readers will appreciate it.

The picture in question appeared here.

Don's Rail Photos says, "1196-1197 was built at Cold Spring in 1929. The second car was equipped with small dining facilities but it was shortly rebuilt with a baggage compartment at the rear end. It was stored at West Allis Station after a few years. In 1942 it was rebuilt with all coach and scrapped in 1952." This car is shown in downtown Milwaukee, signed for the Port Washington interurban line.

Don’s Rail Photos says, “1196-1197 was built at Cold Spring in 1929. The second car was equipped with small dining facilities but it was shortly rebuilt with a baggage compartment at the rear end. It was stored at West Allis Station after a few years. In 1942 it was rebuilt with all coach and scrapped in 1952.” This car is shown in downtown Milwaukee, signed for the Port Washington interurban line.

Steven G. writes:

Can anyone at Trolley Dodger help me out? I want to find photos of all FOUR sides of any of the Insull inspired Spanish stations. Don’t laugh… but I am actually going to have a 26′ x 70′ station built. I have a good photo of the Briergate station… but the other 3 sides: no present photos to look at.
THANKS!!!

I will look into this and see what I can do, thanks.

Dave…. Luck has it and I’m pretty happy with what I have for photos now. From the GEM (Lake Forest-Lake Bluff Historical publication)… I have a photo now of the back side of the Deeprpath station. Wasn’t sure what the “cube” on the back side was. Turns out – the Beverly Shores (Indiana) South Shore station has a sketch in it’s National Historic designation paperwork that shows the “cube” is the enclosure linking the back of the station with a basement under the station. (For some reason, none of the Insull Station’s had indoor stairs to their basements).

Anyway… with some Google earth street shots, I have the side of the station I was missing. Sooo… yes, I now have a view “all the way around” and can see what all four corners of the station looked like. Sadly, in comparing the Beverly Shores station with Briergate: the chimney at Briergate is gone and I suspect where that ugly red garage was placed took out the passenger side of the station. I can also see where Briergate no longer has the arched front door. The door frame has been altered for a rectangular storm door.

As I live about a 3 1/2 hour drive from Beverly Shores, I am going to drive my car from north of Detroit to Michigan City, hop on the South Shore, hop off at Beverly Shores with my camera, measuring tape, pencil and paper & I will then get ‘hands’ on measurements of windows, doors, etc. By the time I finish – I can hop on the train back to Michigan City. This will take less then half a day to do all this. But… I can put some serious numbers into these ‘station sketches’, & push onto actually putting together a construction blueprint!!!

You may already know this: photo set 1 is Deerpath (frt) Deerpath (bk) & below is the parking lot side of Beverly Shores sta. Photo set 2 is Beverly Shores (top) and Briergate (below).

This is great, thank you! I am sure others will enjoy seeing these pictures.

Steve G. replies:

Here’s the floor plan at all the Insull stations had… and a better photo of the station front door. Not sure WHY the residents installed a neon light sign over the passenger station… but it is still there and it’s lit each night at dusk (smiles)

Mitch Markovitz adds:

The neon sign at Beverly Shores Depot was not installed by the residents. It came with the depot when it was new in 1929. Touting the new development by Bartlett who had the railroad and Post Construction build the building. The Venango (River) guys had the neon sign repaired by Jeff Jolley back in ’85. It then had to be re-done again.

Recent Finds

Here are some of our own recent photo finds. These include some unrealized plans, dated December 9, 1970, showing how the City of Chicago intended to replace the Loop “L” with subways in stages. This was eventually abandoned as being too expensive, and the “L” looks to be here to stay as an iconic part of Chicago.

-David Sadowski

Wacker Drive construction at Madison Street on September 19, 1951. The view is looking north. An eastbound CTA PCC is on shoo-fly trackage. Note how dirty the Civic Opera House building is at left, most likely due to the widespread use of coal for heating in this era.

Wacker Drive construction at Madison Street on September 19, 1951. The view is looking north. An eastbound CTA PCC is on shoo-fly trackage. Note how dirty the Civic Opera House building is at left, most likely due to the widespread use of coal for heating in this era.

A close-up of the previous picture, showing the construction of Lower Wacker Drive.

A close-up of the previous picture, showing the construction of Lower Wacker Drive.

A City of Chicago rendering of the Wells Street Plaza, just east of the old Main Post Office, dated January 25, 1956.

A City of Chicago rendering of the Wells Street Plaza, just east of the old Main Post Office, dated January 25, 1956.

A photo of this "street car waiting room," located at 38th and Western, appeared in Bulletin 146 of the Central Electric Railfans' Association. Here is another view by Bob Selle, taken on January 30, 1954. This amenity was provided by a local merchant and, due to a fire, did not last long after the end of streetcar service in 1956.

A photo of this “street car waiting room,” located at 38th and Western, appeared in Bulletin 146 of the Central Electric Railfans’ Association. Here is another view by Bob Selle, taken on January 30, 1954. This amenity was provided by a local merchant and, due to a fire, did not last long after the end of streetcar service in 1956.

CTA 6165 is at 51st and Indiana Avenue on August 18, 1952, in this photo by Bob Selle.

CTA 6165 is at 51st and Indiana Avenue on August 18, 1952, in this photo by Bob Selle.

A Blast From the Past

Sean Hunnicutt writes:

I thought this might be a nice thing to revisit in Trolley Dodger or Chicago L Facebook page. Well done!

This was my attempt, long ago, in a galaxy far far away, to get Chicago to have a “circulator” streetcar of the type that several other cities have since built. From the Chicago Tribune, August 1, 1982.

Mystery Photo

A picture appeared in Bulletin 146 of the Central Electric Railfans’ Association (page 301), credited to Charles Thorpe, from the Wien-Criss Archive, showing a Chicago PCC streetcar at Clark and Wells. Someone posted this image to Facebook, and in response, another writer questioned the accuracy of the location, since Wells does not run into Clark today. This prompted some correspondence between me and Andre Kristopans.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

The same location today.

The same location today.

Me:

When did the CTA put a bus turnaround where Lincoln, Clark, and Wells meet? When was it removed? (I assume, when Route 11 ended?)

Wells dead ends now, and doesn’t actually meet Clark. But did they meet at one time, and was Wells truncated?

Andre:

Close but no banana. Until the 1960s, Wells continued straight north until it merged into Clark. There was double track on Wells that joined tracks on Clark. Lincoln dead ended into Clark pretty much as it does today. The only part of Lincoln that had track in this area was a single track coming off the southbound Clark track that joined the northbound Wells track, roughly 50 feet long. This was erroneously referred to by CTA as “Menominee” in Armitage route descriptions. Menominee is actually a half block south and never had tracks. The hundred odd feet of Wells between Clark and Lincoln is the only thing missing.

Now the CTA built a terminal at Clark and Wisconsin, a block north, in the 70s. There was continuous and vehement opposition from the owner of the adjacent house from day one, and as a result in the 90s CTA gave up and closed it down. Armitage, Ogden, and some Lincoln buses used it. Look at the Armitage route history on the Irm-cta website for exact dates.

Thanks for the information… and we thank all our readers! Keep those cards and letters coming in, folks.

-David Sadowski

Recent Correspondence

Don Ross writes:

I thought your readers might enjoy seeing this photo from my collection. It shows a westbound 800 on the private right-of-way heading for the Harwood Avenue terminal. (The way to tell an 800 from a 900 is by the front center window. 800s had a much narrower center window than the 900s.) It’s hard to make out but State Street is to the left of the poles in this picture (where you see the jumble of white colored buildings. The RR tracks to the right of it belonged to the Milwaukee Road back then. This stretch of private right-of-way was a favorite for photographers.

Just east of this point the streetcars made an “S” turn to the right (south, cut across a roughly 3/4 block patch of r.o.w. and then emerged on a street called Motor Avenue where they ran east for a little over a block to North 68th Street. At 68th they turned right, crossed the Menomonee River for the second time, and climbed the hill to West Wells Street. Here they turned left to head east on Wells all the way to downtown Milwaukee. Before getting there, the cars would cross the Menomonee River a third time on the famous Wells Street streetcar trestle.

Never has a bridge terrified so many people! My first streetcar rides in Milwaukee occurred when I was about 5 and ended on the last day 3-1-58. My grandmother and I got off the car on each end of the trestle and rode across several times so, as she said, “You’ll always remember it” and I do. She would always prep me as the car was about to cross, “Now, don’t be afraid.” Are you kidding? I loved every minute of it and yes, I never forgot the experience. Actually, Dave, I think she was the one who was afraid. It was remarkable to watch how people either stared straight ahead or kept their eyes on the magazine or newspaper they were reading.

After streetcars quit on 3-1-58 the Milwaukee & Suburban Transport Corp. donated the trestle to the city of Milwaukee. The city debated for two years as to what to do with it but in the end it was dismantled in 1960. In all the years that trestle served the streetcars, and in the earliest days interurban trains, there was never an accident or derailment of any kind. However, the bridge was notorious for drivers who had imbibed a bit too much of the product “that made Milwaukee famous,” some of which was brewed by Miller Brewing at the east end of the trestle, tried driving across. If bouncing along the ties and rails didn’t sober them up the damage to their tires and front end suspension sure did along with the traffic citation, and a bill from the Transport Co. for removal of their car and any damage done to the trestle.

The late Lew Martin, a member of the Railroad Historical Foundation also known as the “607 gang” for Milwaukee streetcar 607 which they purchased in March of 1949 and were in the process of restoring a Hibernia St. yards just east of the Rapid Transit freight terminal at 940 W. St. Paul Ave. told me that he and a group of his friends would wait at the end of the Wells Street trestle usually the west end. That was a stop. They would climb onto the back end while holding on to the trolley rope and ride across. Lew commented, “Boy, if my mother had ever found out what I’d been doing I’d have been in a lot of trouble!”

Another former Milwaukeean, Mr. “Pete” Rogers who by the 1980’s when I got to know him was living in Bullhead City, AZ told the story of a school trip on the streetcar from his high school, Juneau High, which was a few blocks north of the Rapid Transit line when the line was there to the Milwaukee Public Museum downtown on 8th and Wisconsin. The Central Library and Public Museum used to occupy the same building. Today, the museum has its own building on 8th and Wells. Anyway, boys will be boys. Streetcars had bars across the lower part of the windows to prevent kids from sticking their hands out. One of his buddies discovered that a set of the bars below the window at which they were seated were loose. They managed to work an entire panel of bars loose and thinking it would be great fun, lifted it up and sent it sailing over the railing of the viaduct where it came crashing down in the parking lot of the Hilty-Forster Lumber Company 80 feet below. They thought it was a great prank until the next day. The class was called to the school auditorium. Up on stage stood the principal and a Transport Company supervisor. Oh, Oh! No one would admit who did it so the whole class got punished and had to pay for repairs to the streetcar and damages to the parking lot. What seemed like a great prank could have had serious consequences if that set of bars had hit someone.

My father told me that as kids they used to put these big firecrackers he called “Salutes” on the streetcar tracks and watch as the trucks went over them causing them to lift off the rails.

In the days prior to 1937, Rt 10 cars continued past the Harwood terminal and climbed the hill on the way out to the Muirdale Sanitorium. Streetcars carried a destination sign that read Rt 10 WAUCOBLDG. That was TM shorthand for Wauwatosa County Buildings.

TM 905, looking west at the Harwood Avenue terminal.

TM 905, looking west at the Harwood Avenue terminal.

Same location ca. 1990's. Larry Sakar photo

Same location ca. 1990’s. Larry Sakar photo

Looking east on Motor Avenue in Wauwautosa. Note evidence of tracks in the pavement.

Looking east on Motor Avenue in Wauwautosa. Note evidence of tracks in the pavement.

A 900-series car (953?), eastbound entering Motor Avenue on Route 10. (Don Ross Photo)

A 900-series car (953?), eastbound entering Motor Avenue on Route 10. (Don Ross Photo)

An 800-series car near 71st and State, heading westbound on route 10.

An 800-series car near 71st and State, heading westbound on route 10.

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

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


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

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


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

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

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



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

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

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

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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This is our 242nd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 568,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

At the Hop

It has been 60 years now since Milwaukee had a streetcar line, but that will soon change as its new line, christened The Hop, is expected to begin operating this November. Milwaukee officials held an open house on June 8th at the new maintenance facility, where two new streetcars, built by Brookville Equipment Corporation were on display– and your roving reporter was there.

Ultimately, there will be five vehicles to start, and they are being delivered at the rate of about one per month. From the looks of things, it may be another month or so before testing begins along the line.

The day after the open house, we drove around, taking numerous pictures that we hope will gave you an idea of how track work is progressing. Not all portions of the route will use overhead wire, as modern streetcars have batteries too.

Finally, on Sunday the 10th, we journeyed to the East Troy Electric Railroad, where we were fortunate to ride Milwaukee streetcar #846 for the first time. While 60 years may separate the running of the old and the new, there’s nearly a century between lightweight “safety” car 846, built by St. Louis Car Company in 1920, and its modern equivalent.

That just goes to show how much our expectations of what a streetcar should be have changed and grown over the last 100 years. We expect better safety, performance, comfort, and accessibility than our grandparents and great-grandparents did.

When the new Milwaukee streetcar was first proposed, there were plenty of nay-sayers who thought it was a useless idea, didn’t go anywhere, was pointless, and that no one would ride it. But as the time draws near to actual operations, many of these same people have changed their tune. While modern streetcar lines may not work for all cities, or even some cities that have started them, I feel confidant that Milwaukee’s will be successful.

We hope these photos will give you the “flavor of the event.”

-David Sadowski

PS- Our congratulations go out to Russ Schultz, who has for some years been driving a bus for the Milwaukee public transit system. He will now cap off his career as one of The Hop’s new streetcar operators.

The East Troy Electric Railroad had a table at the open house.

The East Troy Electric Railroad had a table at the open house.

Part of the East Troy Electric Railroad display.

Part of the East Troy Electric Railroad display.

Part of the East Troy Electric Railroad display.

Part of the East Troy Electric Railroad display.

The idea behind Milwaukee's approximately two-mile-long first streetcar line is park your car, then hop on and off the streetcar as you make your way around the center city. Thanks to a generous donation from a local casino, fares will be free for the first year, and probably $1 after.

The idea behind Milwaukee’s approximately two-mile-long first streetcar line is park your car, then hop on and off the streetcar as you make your way around the center city. Thanks to a generous donation from a local casino, fares will be free for the first year, and probably $1 after.

The inspection pit.

The inspection pit.

It's not often you can get a close-up look at the pantograph on a streetcar. There were no wires in the maintenance facility, so in all likelihood, the cars will enter and leave by either using battery power, or being towed.

It’s not often you can get a close-up look at the pantograph on a streetcar. There were no wires in the maintenance facility, so in all likelihood, the cars will enter and leave by either using battery power, or being towed.

The new streetcar maintenance facility makes use of space underneath a highway.

The new streetcar maintenance facility makes use of space underneath a highway.

Local news reporters interviewing Alderman Bob Bauman, a strong streetcar supporter.

Local news reporters interviewing Alderman Bob Bauman, a strong streetcar supporter.

Free “hop corn.”

We shook Milwaukee Alderman Bob Bauman's hand and he graciously agreed to pose for pictures for us in front of one of the new streetcars.

We shook Milwaukee Alderman Bob Bauman’s hand and he graciously agreed to pose for pictures for us in front of one of the new streetcars.

The streetcar line makes a rather tight turn at this intersection.

The streetcar line makes a rather tight turn at this intersection.

This is the northern end of the line.

This is the northern end of the line.

There are various obstacles blocking parts of the line, enough to make me think that it could be a month or so before the streetcars are tested out on the streets.

There are various obstacles blocking parts of the line, enough to make me think that it could be a month or so before the streetcars are tested out on the streets.

Brick surrounds the tracks at this intersection.

Brick surrounds the tracks at this intersection.

Some work still needs to be done on the various safety islands along the line.

Some work still needs to be done on the various safety islands along the line.

This late 1950s Buick was new around the time streetcars last ran in Milwaukee.

This late 1950s Buick was new around the time streetcars last ran in Milwaukee.

Only eastbound car and truck traffic was allowed on this bridge over the Milwaukee River.

Only eastbound car and truck traffic was allowed on this bridge over the Milwaukee River.

The streetcar will serve Milwaukee's busy Public Market in the historic Third Ward.

The streetcar will serve Milwaukee’s busy Public Market in the historic Third Ward.

Cement work was still being done on the bridge approach.

Cement work was still being done on the bridge approach.

TMER&T 846 approaches the Elegant Farmer.

TMER&T 846 approaches the Elegant Farmer.

At the Elegant Farmer.

At the Elegant Farmer.

At the Elegant Farmer.

At the Elegant Farmer.

Rear taillights were being added to autos in the 1920s, so it should not be too surprising they began to appear on streetcars of the same era.

Rear taillights were being added to autos in the 1920s, so it should not be too surprising they began to appear on streetcars of the same era.

The former East Troy substation, now the museum's depot.

The former East Troy substation, now the museum’s depot.

At the East Troy depot.

At the East Troy depot.

Tributes.

Tributes.

Not sure if this sign is original to the trolley or was added in museum service.

Not sure if this sign is original to the trolley or was added in museum service.

Unloading at the Elegant Farmer in Muckwonago.

Unloading at the Elegant Farmer in Muckwonago.



Handouts from the Open House:

Chicago Trolleys

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

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

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

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

Help Support The Trolley Dodger

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This is our 213th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 411,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Badgered

Chicago, South Shore & South Bend car 30 was built in 1926 by Pullman, and retired in the early 1980s. It, and several of its sister cars, are an important part of East Troy's fleet.

Chicago, South Shore & South Bend car 30 was built in 1926 by Pullman, and retired in the early 1980s. It, and several of its sister cars, are an important part of East Troy’s fleet.

There’s plenty of traction action going on nowadays in Wisconsin, the Badger State. We just spent an eventful weekend checking it out.

On Friday, we stopped by Kenosha for a ride on their two-mile streetcar loop. 4616, the Cincinnati tribute car, was out on the line that day.

On Saturday, I spent some time in Milwaukee, where track construction on Phase 1 of their new modern streetcar line is well underway. A few blocks of track are already in place on St. Paul Street.

The 2.5 mile-long line begins near the Milwaukee Intermodal Station (Amtrak), and heads east into the historic Third Ward. It will cross the Milwaukee River, but as of this writing no work has been done to add tracks to the existing bridge on St. Paul.

From the Third Ward, home of the Milwaukee Public Market, the line heads north into the Lower East Side, via two one-way routes, before turning north and east to its initial terminus at Burns Commons.

Here is a map showing the planned lines. Cars will be stored underneath nearby highway 94.

This is the first time I have seen new streetcar construction. I’m used to seeing decades-old tracks, long buried under asphalt, being torn out. The idea that this line will be completed sometime within the next two years is an exciting prospect.

Here is a recently discovered video, showing the final day of service on Route 10, Milwaukee’s last streetcar line, on March 1, 1958:

On Sunday, we headed out to the East Troy Electric Railroad, to ride on the last remaining original interurban trackage in Wisconsin.

South Shore Line car 30, which is one that was never lengthened and modernized, was out that day, as was Twin cities Rapid Transit 1583. The two 4000s are out of service and being worked on, as are the two Milwaukee cars.

We rode 1583 last year (see our previous post Badger Traction, 2016).

This was our first time riding a South Shore Line car at East Troy, and they seem to do quite well there. The South Shore cars, which were capable of high speeds, used 1500 volt DC current on their home tracks, but now have to make do with just 600. This is not a problem, as top speed on this demonstration railroad is about 15-20 mph.

The South Shore cars are wider than the line was designed for, which means tighter clearances with the line poles. If you do travel there, be sure not to stick anything out the windows.

While tourist trolleys and railroad museums are important and deserve your support, I for one will be glad when Wisconsonites will be able to use a streetcar for its original intended purpose, which is to get from one place to another.

-David Sadowski

Don's Rail Photos: "4616 was built by St Louis Car Co in 1950, #1674, and completed by Canadian Car & Foundry in 1951, #1912, as TTC 4515, Class A8. It was rebuilt in 1991 as 4616, Class A15. It was sold to Vintage Electric Streetcar Co in 1996 and sold to KTL as 4616. It was painted in a Cincinnati Street Ry scheme."

Don’s Rail Photos: “4616 was built by St Louis Car Co in 1950, #1674, and completed by Canadian Car & Foundry in 1951, #1912, as TTC 4515, Class A8. It was rebuilt in 1991 as 4616, Class A15. It was sold to Vintage Electric Streetcar Co in 1996 and sold to KTL as 4616. It was painted in a Cincinnati Street Ry scheme.”

At left, the Milwaukee Intermodal Station.

At left, the Milwaukee Intermodal Station.

This was originally a smoking compartment.

This was originally a smoking compartment.

Car 30 still has its original mahogany wood, unlike the South Shore cars that were lengthened and modernized in the 1940s.

Car 30 still has its original mahogany wood, unlike the South Shore cars that were lengthened and modernized in the 1940s.

Recent Finds

This August marks 50 years since my first trip to Boston. This picture of MBTA 3295 was taken on Beacon Street on August 31, 1967, and shows the PCCs just as I remember them from that time. (Frederick F. Marder Photo)

This August marks 50 years since my first trip to Boston. This picture of MBTA 3295 was taken on Beacon Street on August 31, 1967, and shows the PCCs just as I remember them from that time. (Frederick F. Marder Photo)

Chicago Missouri & Western GP 40 3025, as it looked on September 5, 1987. If the CM&W logo looks surprisingly familiar, that's because it was copied from the CA&E. All of which should be no surprise, as the Venango River folks, who owned the South shore Line at that time, were involved. In fact, it was taking on this railroad that proved their undoing. (Bruno Berzins Photo)

Chicago Missouri & Western GP 40 3025, as it looked on September 5, 1987. If the CM&W logo looks surprisingly familiar, that’s because it was copied from the CA&E. All of which should be no surprise, as the Venango River folks, who owned the South shore Line at that time, were involved. In fact, it was taking on this railroad that proved their undoing. (Bruno Berzins Photo)

Here is a very interesting streetscape. It shows one of the old Third Avenue El stations in the Bowery, Manhattan in 1955, possibly after the line closed on May 12. Those two convertibles are Fords.

Here is a very interesting streetscape. It shows one of the old Third Avenue El stations in the Bowery, Manhattan in 1955, possibly after the line closed on May 12. Those two convertibles are Fords.

This is indeed a rare and historic photo. By comparison with a postcard view on Don Ross' web site, taken at exactly the same time, we can say with certainty that this shows Chicago, Ottawa & Peoria freight loco 25 pulling some coaches into Princeton, Illinois on July 31, 1908. This was the first CO&P train to this area.

This is indeed a rare and historic photo. By comparison with a postcard view on Don Ross’ web site, taken at exactly the same time, we can say with certainty that this shows Chicago, Ottawa & Peoria freight loco 25 pulling some coaches into Princeton, Illinois on July 31, 1908. This was the first CO&P train to this area.

Interior shots from long ago are fairly rare. This one shows Shaker Heights Rapid Transit PCC 42 in May 1967. Don's Rail Photos says, "42 was built by St. Louis Car in 1946, #1655, as SLPS 1767. It was sold as SHRT 42 in 1959 and converted to MU operation after purchase."

Interior shots from long ago are fairly rare. This one shows Shaker Heights Rapid Transit PCC 42 in May 1967. Don’s Rail Photos says, “42 was built by St. Louis Car in 1946, #1655, as SLPS 1767. It was sold as SHRT 42 in 1959 and converted to MU operation after purchase.”

Old-time railfanning was, unfortunately, often a series of "lasts." Here we see DC Transit 1101 at the Peace Monument in front of the Capitol building on January 27, 1962, the last day of service. Streetcars have since returned to Washington, D. C.

Old-time railfanning was, unfortunately, often a series of “lasts.” Here we see DC Transit 1101 at the Peace Monument in front of the Capitol building on January 27, 1962, the last day of service. Streetcars have since returned to Washington, D. C.

Here is a northbound five-car North Shore Line train at Great Lakes on December 30, 1951, with 706 at the rear.

Here is a northbound five-car North Shore Line train at Great Lakes on December 30, 1951, with 706 at the rear.

Chicago, Aurora & Elgin woods 317 and 316 went to the end of the line on the Batavia branch on an Illini Railroad Club fantrip on October 16, 1955.

Chicago, Aurora & Elgin woods 317 and 316 went to the end of the line on the Batavia branch on an Illini Railroad Club fantrip on October 16, 1955.

North Shore Line 733 is at Chicago Avenue on the "L" in June 1953.

North Shore Line 733 is at Chicago Avenue on the “L” in June 1953.

CA&E caboose 1001 at Wheaton, February 21, 1959. This was just prior to the end of freight service on the railroad. Passenger service ended on July 3, 1957, except for a few charters.

CA&E caboose 1001 at Wheaton, February 21, 1959. This was just prior to the end of freight service on the railroad. Passenger service ended on July 3, 1957, except for a few charters.

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

Recent Correspondence

Jack Bejna writes:

The Chicago Aurora & Elgin Railway started operations with 8 motors and 2 trailers built by the Niles Car Company in 1902, and 16 motors and 5 trailers built by the John Stephenson Car Company, also in 1902. Here are images of the Stephenson cars except for: CA&E 32 (rebuilt to flat car 1936), CA&E 40 (retired 1911), CA&E 50 (no image found), CA&E 58 (burned 1911).

Thanks for the CA&E photos!

Great stuff, as always.

Jack replies:

My plan is to eventually provide you with as complete a photographic record of the CA&E roster that you may use as you see fit. As I find new images that are worthy of your wonderful site I will provide them to you. The latest group of the original Stephenson order is missing a few of the cars that either were off the roster early or were not photographed much. Car 38 is, of course, the only car that was converted to rectangular end windows so I created an image that highlights the windows.

Thanks for the last two posts of The Trolley Dodger; both of them present a huge amount of information, images, etc., of properties that disappeared many years ago but still live thanks to your continuing efforts!

Good job!!

Chicago Trolleys

Work continues on our upcoming book Chicago Trolleys, which is now in the layout and proofreading stage. The expected publication date is September 25th of this year. We will keep you advised as things progress.

street-railwayreview1895-002

Help Support The Trolley Dodger

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This is our 185th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 293,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Recent Finds, Part 2

CTA pre-war PCCs 4016 and 4050 at Western and 79th, southern terminal of route 49. This picture was taken seconds after a similar one on page 363 of CERA Bulletin 146. That picture is dated May 1956 and is attributed to William C. Janssen.

CTA pre-war PCCs 4016 and 4050 at Western and 79th, southern terminal of route 49. This picture was taken seconds after a similar one on page 363 of CERA Bulletin 146. That picture is dated May 1956 and is attributed to William C. Janssen.

The CTA terminal at Western and 79th today.

The CTA terminal at Western and 79th today.

Here are more classic traction photos we recently acquired. While many are from Chicago, our trip this time takes us all around the country, and even across our northern border.

As always, if you have interesting tidbits of information to add, you can either post a Comment here, or drop us a line directly aat:

thetrolleydodger@gmail.com

Don’t forget, if you click on each picture with your mouse, you can bring up a larger version in your browser, and zoom in on that one too for closer inspection.

Thanks.

-David Sadowski


Chicago Area

When I got this slide, it was identified as being a station on the Garfield Park "L". However, I did some further research, and it is actually the old Austin Boulevard stop on the Douglas Park line. The house and apartment buildings in the background are still there. The Douglas branch was cut back to 54th Avenue in 1952 and the former right-of-way is now used for parking. Locals still call it the "L" Strip.

When I got this slide, it was identified as being a station on the Garfield Park “L”. However, I did some further research, and it is actually the old Austin Boulevard stop on the Douglas Park line. The house and apartment buildings in the background are still there. The Douglas branch was cut back to 54th Avenue in 1952 and the former right-of-way is now used for parking. Locals still call it the “L” Strip.

The same view today.

The same view today.

CTA 2163-2164, then brand new, in the 54th Avenue Yard, west end of the Douglas Park "L" (now the Pink Line) in 1964. The roadway at left is where the line continued before it was cut back in 1952. (Walter Broschart Photo)

CTA 2163-2164, then brand new, in the 54th Avenue Yard, west end of the Douglas Park “L” (now the Pink Line) in 1964. The roadway at left is where the line continued before it was cut back in 1952. (Walter Broschart Photo)

CTA 4002 is shown heading north on route 49 - Western on July 14, 1953. The photographer was up on the Logan Square "L" platform. The people at right are waiting for a southbound car at a safety island. In the distance, we see what was then the Bloomingdale freight spur of the Milwaukee Road, but is now part of the 606 Trail. Jim Huffman adds, "Photo #525. “CTA 4002 is shown heading north on route 49 – Western on July 14, 1953”, I feel is incorrect. 1. There is a 1955 Chevrolet on the left, precludes 1953. 2. 1-Man, Pre-War PCC were assigned in June 1955 (as well as 1-Man Post-Wars), prior to that Western used 2-Man Post-War PCCs only. Went Bus in June 1956. 3. People standing on the safety island are waiting at the end for the front door boarding of an 1-man car. Prior to 1-Man cars, they waited at the other end for the rear doors. 4. Although there is no proof, the 55 Chev looks somewhat used, I would say this is a 1956 photo."

CTA 4002 is shown heading north on route 49 – Western on July 14, 1953. The photographer was up on the Logan Square “L” platform. The people at right are waiting for a southbound car at a safety island. In the distance, we see what was then the Bloomingdale freight spur of the Milwaukee Road, but is now part of the 606 Trail. Jim Huffman adds, “Photo #525. “CTA 4002 is shown heading north on route 49 – Western on July 14, 1953”, I feel is incorrect.
1. There is a 1955 Chevrolet on the left, precludes 1953.
2. 1-Man, Pre-War PCC were assigned in June 1955 (as well as 1-Man Post-Wars), prior to that Western used 2-Man Post-War PCCs only. Went Bus in June 1956.
3. People standing on the safety island are waiting at the end for the front door boarding of an 1-man car. Prior to 1-Man cars, they waited at the other end for the rear doors.
4. Although there is no proof, the 55 Chev looks somewhat used, I would say this is a 1956 photo.”

CSL single-truck mail car H2, apparently still operational, is shown years after streetcar RPO (Railway Post Office) service ended in 1915. It was scrapped on October 2, 1942. From the looks of the autos in the background, this picture may date to the 1920s.

CSL single-truck mail car H2, apparently still operational, is shown years after streetcar RPO (Railway Post Office) service ended in 1915. It was scrapped on October 2, 1942. From the looks of the autos in the background, this picture may date to the 1920s.

CTA red Pullman 225 is shown here on a mid-1950s fantrip at the 77th Street Shops. The big man at front is Maurice Klebolt (1930-1988), who organized many such trips for the Illini Railroad Club. He later moved to San Francisco and helped start the historic trolley festival there. Car 225 is preserved at the Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

CTA red Pullman 225 is shown here on a mid-1950s fantrip at the 77th Street Shops. The big man at front is Maurice Klebolt (1930-1988), who organized many such trips for the Illini Railroad Club. He later moved to San Francisco and helped start the historic trolley festival there. Car 225 is preserved at the Seashore Trolley Museum in Maine. (Chuck Wlodarczyk Photo)

On this fantrip, Maury is calling the shots. Looks like he's wearing a tie with various railroad insignias.

On this fantrip, Maury is calling the shots. Looks like he’s wearing a tie with various railroad insignias.

Car 225 under makeshift cover at Seashore (Kennebunkport, Maine) in the late 1950s. (Walter Broschart Photo)

Car 225 under makeshift cover at Seashore (Kennebunkport, Maine) in the late 1950s. (Walter Broschart Photo)

CSL 2601 is shown running on the last day of streetcar service on route 111 (111th Street), September 22, 1945. As for the exact location, Andre Kristopans says this is "probably just west of Indiana Av., looks like the school campus in background that is between King and Indiana to this day."

CSL 2601 is shown running on the last day of streetcar service on route 111 (111th Street), September 22, 1945. As for the exact location, Andre Kristopans says this is “probably just west of Indiana Av., looks like the school campus in background that is between King and Indiana to this day.”

CSL 4033 passes the Garfield Park field house on Madison in 1938.

CSL 4033 passes the Garfield Park field house on Madison in 1938.

CSL Pullman 318 is heading west on Fullerton in the mid-1930s picture. At right, you can just make out the marquee of the old Liberty Theatre, which opened in 1911 and closed in 1951. The building is now a banquet hall. Will Rogers' name is on the marquee. The photo date is given as September 8, 1937 and I guess that is possible although Rogers died in August 1935.

CSL Pullman 318 is heading west on Fullerton in the mid-1930s picture. At right, you can just make out the marquee of the old Liberty Theatre, which opened in 1911 and closed in 1951. The building is now a banquet hall. Will Rogers’ name is on the marquee. The photo date is given as September 8, 1937 and I guess that is possible although Rogers died in August 1935.

The same area today.

The same area today.

The former Liberty Theatre at 3705 W. Fullerton.

The former Liberty Theatre at 3705 W. Fullerton.

CSL 7024 is westbound on Madison just west of the Chicago River in this September 8, 1937 view. The photo caption describes this as a "noiseless streetcar," with magnetic air brakes and rubber cushioned wheels.

CSL 7024 is westbound on Madison just west of the Chicago River in this September 8, 1937 view. The photo caption describes this as a “noiseless streetcar,” with magnetic air brakes and rubber cushioned wheels.

The view from 400 W. Madison today. We are looking to the southeast.

The view from 400 W. Madison today. We are looking to the southeast.

CTA 7093 is southbound on State Street near Lake, as a route 36 Broadway-State car. The film Scaramouche, playing at the State-Lake, was released on June 27, 1952, so that is the approximate date of this picture. Note a Chicago Motor Coach Company bus at left. The State-Lake opened in 1919 and closed in 1985. It was taken over by WLS-TV for use as a studio. (Walter Hulseweder Photo)

CTA 7093 is southbound on State Street near Lake, as a route 36 Broadway-State car. The film Scaramouche, playing at the State-Lake, was released on June 27, 1952, so that is the approximate date of this picture. Note a Chicago Motor Coach Company bus at left. The State-Lake opened in 1919 and closed in 1985. It was taken over by WLS-TV for use as a studio. (Walter Hulseweder Photo)

State and Lake today.

State and Lake today.

CTA 7051 is northbound at State and Delaware as a route 36 Broadway-State car in the early 1950s. (Walter Hulseweder Photo)

CTA 7051 is northbound at State and Delaware as a route 36 Broadway-State car in the early 1950s. (Walter Hulseweder Photo)

State and Delaware today, looking south.

State and Delaware today, looking south.

CTA 1784, on route 16, has just turned from eastbound Lake Street south on Dearborn, and is passing the Selwyn Theater. A poster advertises Joan Bennett and Zachary Scott in the play Bell, Book and Candle. They took over those parts on May 9, 1952, which is the approximate date of this picture. Bell, Book and Candle was later made into a movie in 1958, starring James Stewart and Kim Novak. Michael Todd eventually bought the Harris and Selwyn later in the 1950s and they were converted into movie theaters. The facades of those two buildings have been saved and are now part of the Goodman Theater complex. (Walter Hulsweder Photo)

CTA 1784, on route 16, has just turned from eastbound Lake Street south on Dearborn, and is passing the Selwyn Theater. A poster advertises Joan Bennett and Zachary Scott in the play Bell, Book and Candle. They took over those parts on May 9, 1952, which is the approximate date of this picture. Bell, Book and Candle was later made into a movie in 1958, starring James Stewart and Kim Novak. Michael Todd eventually bought the Harris and Selwyn later in the 1950s and they were converted into movie theaters. The facades of those two buildings have been saved and are now part of the Goodman Theater complex. (Walter Hulsweder Photo)

Dearborn and Lake today.

Dearborn and Lake today.

Joan Bennett and Zachary Scott in the 1952 off-Broadway version of Bell, Book and Candle.

Joan Bennett and Zachary Scott in the 1952 off-Broadway version of Bell, Book and Candle.

Bell, Book and Candle helped inspire the later TV series Bewitched.

Bell, Book and Candle helped inspire the later TV series Bewitched.

This undated photo shows the station (car house) at Cottage Grove and 38th. It is undated, but the newest car shown here was built in 1912. So a good guess would be sometime between 1912 and the early 1920s, when streetcars were painted red to make them more visible to motorists. Several cars can be identified in this picture. From left to right, I see 5368, 5357, 5364, 5378, 5707, 5802, 5782, 5743, 5759, 5736, 5386, 5706, and 5348. All are either Brill-American-Kuhlman cars, or Nearsides. Streetcars last ran out of Cottage Grove in 1955, after which the building was demolished.

This undated photo shows the station (car house) at Cottage Grove and 38th. It is undated, but the newest car shown here was built in 1912. So a good guess would be sometime between 1912 and the early 1920s, when streetcars were painted red to make them more visible to motorists. Several cars can be identified in this picture. From left to right, I see 5368, 5357, 5364, 5378, 5707, 5802, 5782, 5743, 5759, 5736, 5386, 5706, and 5348. All are either Brill-American-Kuhlman cars, or Nearsides. Streetcars last ran out of Cottage Grove in 1955, after which the building was demolished.

A close-up of four unidentified men in the photo. Presumably, all worked out of the Cottage Grove station.

A close-up of four unidentified men in the photo. Presumably, all worked out of the Cottage Grove station.

It's April 23, 1939, and Chicago & West Towns cars 140 and 141 are operating on an early Central Electric Railfans' Association fantrip. Car 141, the lone survivor of the fleet, is now restored to operable condition at the Illinois Railway Museum.

It’s April 23, 1939, and Chicago & West Towns cars 140 and 141 are operating on an early Central Electric Railfans’ Association fantrip. Car 141, the lone survivor of the fleet, is now restored to operable condition at the Illinois Railway Museum.


New Site Additions

FYI, these Birney car pictures have been added to Our 150th Post (August 6, 2016):

Fort Collins Municipal Railway "Birney" car 21, at the intersection of Johnson and Mountain Avenues. (Ward Photo)

Fort Collins Municipal Railway “Birney” car 21, at the intersection of Johnson and Mountain Avenues. (Ward Photo)

Restored FCMR 21 as it appeared on May 14, 1995. (Mark D. Meyer Photo)

Restored FCMR 21 as it appeared on May 14, 1995. (Mark D. Meyer Photo)

FCMR 22 on October 26, 1949. Its paint scheme is described as green, red, and aluminum.

FCMR 22 on October 26, 1949. Its paint scheme is described as green, red, and aluminum.

FCMR 25 at the car barn. (Ward Photo)

FCMR 25 at the car barn. (Ward Photo)

Many other cities had Birneys, of course. Here, we see Brantford (Ontario) Municipal Railway car 137 on July 1, 1935. This was ex-Lock Haven, Pa. Electric Railway car #2. (George Slyford Photo)

Many other cities had Birneys, of course. Here, we see Brantford (Ontario) Municipal Railway car 137 on July 1, 1935. This was ex-Lock Haven, Pa. Electric Railway car #2. (George Slyford Photo)

This picture has been added to our post Badger Traction, 2016 (June 14, 2016):

In this mid-1950s view, Village of East Troy Railway freight motor M-15 is shown here in East Troy, Wisconsin, near the power station which now serves as the waiting room for the East Troy Electric Railroad museum operation. It was built by TMER&L in 1920 and is now preserved at the Illinois Railway Museum. (Walter Broschart Photo)

In this mid-1950s view, Village of East Troy Railway freight motor M-15 is shown here in East Troy, Wisconsin, near the power station which now serves as the waiting room for the East Troy Electric Railroad museum operation. It was built by TMER&L in 1920 and is now preserved at the Illinois Railway Museum. (Walter Broschart Photo)

We have added this one to The “Other” Penn Central (May 29, 2016):

Montreal Tramways had four of these unique observation cars in their fleet, which were used for sightseeing tours. Here, car #3 is at St. Joseph's Shrine on August 14, 1948. All four cars have been preserved, and car 3 is now at Exporail, the Canadian Railway Museum. A few years ago, I rode the very similar car #2 at the Seashore Trolley Museum.

Montreal Tramways had four of these unique observation cars in their fleet, which were used for sightseeing tours. Here, car #3 is at St. Joseph’s Shrine on August 14, 1948. All four cars have been preserved, and car 3 is now at Exporail, the Canadian Railway Museum. A few years ago, I rode the very similar car #2 at the Seashore Trolley Museum.

These pictures have been added to Red Arrow in West Chester (September 13, 2016):

This picture shows Red Arrow Brilliner 8 and an older car at the end of the Ardmore branch on May 15, 1949. It looks like the older car is in fantrip service, while the Brilliner is the regular service car ahead of it. The Ardmore branch was replaced by buses in 1966.

This picture shows Red Arrow Brilliner 8 and an older car at the end of the Ardmore branch on May 15, 1949. It looks like the older car is in fantrip service, while the Brilliner is the regular service car ahead of it. The Ardmore branch was replaced by buses in 1966.

Here, Red Arrow Brill Master Unit 86 is the regular service car at the end of the line in West Chester, with the older fantrip car behind it. Again, the date is May 15, 1949.

Here, Red Arrow Brill Master Unit 86 is the regular service car at the end of the line in West Chester, with the older fantrip car behind it. Again, the date is May 15, 1949.

The photo caption reads, "Two car streamline train arriving at Norristown, looking up from R. R. tracks." The date is May 12, 1935, meaning these "Bullet" cars were just a few years old.

The photo caption reads, “Two car streamline train arriving at Norristown, looking up from R. R. tracks.” The date is May 12, 1935, meaning these “Bullet” cars were just a few years old.

This picture was added to Chicago’s Pre-PCCs (May 5, 2015):

Baltimore Transit Company car 6105, shown here on route 15 - Ostend St., is one of the last modern streetcars built before PCCs took over the market. The sign on front says that September 7 will be the last day for 6 hour local rides. Perhaps that can help date the picture.

Baltimore Transit Company car 6105, shown here on route 15 – Ostend St., is one of the last modern streetcars built before PCCs took over the market. The sign on front says that September 7 will be the last day for 6 hour local rides. Perhaps that can help date the picture.


Bonus Pictures

The Lackawanna & Wyoming Valley (aka the Laurel Line) was a Scranton-area interurban powered by third rail, much as the Chicago, Aurora & Elgin was. Here, we see coach #37 in Scranton on September 9, 1950. The line quit at the end of 1952. There were no takers for these cars and all were scrapped. It has been suggested that perhaps CA&E might have benefited from buying some of these cars, although it does seem they were too long for tight turns on the Chicago "L". However, I do not know if this would have prevented them from running on the CA&E after the system was cut back to Forest Park. In any case, CA&E had previously reduced the length of other cars purchased from the Baltimore & Annapolis in 1938. What was missing in 1953, apparently, was a willingness to continue trying to operate.

The Lackawanna & Wyoming Valley (aka the Laurel Line) was a Scranton-area interurban powered by third rail, much as the Chicago, Aurora & Elgin was. Here, we see coach #37 in Scranton on September 9, 1950. The line quit at the end of 1952. There were no takers for these cars and all were scrapped. It has been suggested that perhaps CA&E might have benefited from buying some of these cars, although it does seem they were too long for tight turns on the Chicago “L”. However, I do not know if this would have prevented them from running on the CA&E after the system was cut back to Forest Park. In any case, CA&E had previously reduced the length of other cars purchased from the Baltimore & Annapolis in 1938. What was missing in 1953, apparently, was a willingness to continue trying to operate.

The Hagerstown & Frederick was a Maryland interurban in sparsely populated rural areas, a veritable real-life "Toonerville Trolley." Despite having practically no ridership, it subsisted on freight and somehow managed to survive into the mid-1950s. Here, we see freight motor #5 in Frederick, Maryland on April 11, 1954. (Gene Connelly Photo)

The Hagerstown & Frederick was a Maryland interurban in sparsely populated rural areas, a veritable real-life “Toonerville Trolley.” Despite having practically no ridership, it subsisted on freight and somehow managed to survive into the mid-1950s. Here, we see freight motor #5 in Frederick, Maryland on April 11, 1954. (Gene Connelly Photo)

In some sense, the Charles City Western in Iowa was comparable to the Hagerstown & Frederick, in that it had sparse ridership, yet managed to survive into the 1950s with freight. Here we see combine 50 in March 1937. Don's Rail Photos notes, "50 was built by McGuire-Cummings in 1915. It became Iowa Terminal 101 in December 1964. It was sent to Mount Pleasant and restored as CCW 50. It was then sent to Boone & Scenic Valley RR." Vintage audio of the Charles City Western in operation can be heard on Railroad Record Club disc #28, which is available on compact disc via our Online Store.

In some sense, the Charles City Western in Iowa was comparable to the Hagerstown & Frederick, in that it had sparse ridership, yet managed to survive into the 1950s with freight. Here we see combine 50 in March 1937. Don’s Rail Photos notes, “50 was built by McGuire-Cummings in 1915. It became Iowa Terminal 101 in December 1964. It was sent to Mount Pleasant and restored as CCW 50. It was then sent to Boone & Scenic Valley RR.” Vintage audio of the Charles City Western in operation can be heard on Railroad Record Club disc #28, which is available on compact disc via our Online Store.

The Omaha & Council Bluffs Street Railway operated between Nebraska and Iowa. Here, car 814 is shown in Council Bluffs in September 1936, unloading passengers next to a natty-looking 1935 V8 Ford Sedan Delivery, advertising Old gold cigarettes. I assume this car was built by O&CB in 1908 and was rebuilt in 1932, possibly to convert it to one-man service. If so, riders would board at the rear and pay as they left through the front. Note the "people catcher" device at front.

The Omaha & Council Bluffs Street Railway operated between Nebraska and Iowa. Here, car 814 is shown in Council Bluffs in September 1936, unloading passengers next to a natty-looking 1935 V8 Ford Sedan Delivery, advertising Old gold cigarettes. I assume this car was built by O&CB in 1908 and was rebuilt in 1932, possibly to convert it to one-man service. If so, riders would board at the rear and pay as they left through the front. Note the “people catcher” device at front.


Recent Correspondence

Virginia Sammis writes:

I wrote you once before, and I was hoping you might be able to help me again. I am still trying to find CSL employee photos. I had a researcher in Chicago spend some hours looking at the CHM archives of the CSL newsletter and she did find Gustav Johnson’s brief obituary in there for 1946. But very few photos. Do you know of any other place I might find photos of employees of CSL?

(She had written some months ago, looking for information on Gustav Johnson, who emigrated to America around 1880, worked for the Chicago Surface Lines, and died in 1946.)

The employee newsletter would have been the best bet. However, I do know a genealogist, and I can ask her to see what she can find out.

In the CTA era, which started in October 1947, the newsletter ran more pictures of retirees, of which there were many. However, we are talking about several thousands of people working there at any one given time, so the odds of finding one person are not good.

If you know which routes, or which car houses (aka “stations”) he might have worked at, that would help.

I just got a picture (see elsewhere in this post) showing four guys standing outside the car barn at Cottage Grove and 38th, taken in the early 20th century, but have no way of knowing who the people in the picture are.

I will run your request in my blog, and see what other people might suggest.

Ms. Sammis replied:

This is what his obituary said:
“Gustave Johnsen, 84, motorman from Devon, died 11-22-46, after along illness. He had been with the company for 35 years.”

It was actually spelled Gustav Johnson. Does that mean that he would have reported to work every day at the Devon Station at 6454 N. Clark St/Devon St.? Also, can you confirm that a “motorman” was the engineer on the trolley and the “conductor” collected the fares?

Thank you for your help David. I am determined to find a photograph of Gustav SOMEWHERE!

Yes, that means he worked out of the Devon station, or car house. And yes, the motorman operated the streetcar, while the conductor collected the fares. We have run lots of pictures in previous posts showing streetcars at or near Devon station. You can find those by typing Devon into the search window at the top of this page.

Thanks.

-David Sadowski


Our resident South Side expert M. E. writes:

Your latest post, Recent Finds Part 2, includes a photo of the carbarn at 38th and Cottage Grove. This photo obviates my wild guess that perhaps the photo ostensibly of the 69th and Ashland carbarn instead might have been the 38th & Cottage barn. (See our previous post Recent Finds, December 2, 2016.)

In the new photo, https://thetrolleydodger.files.wordpress.com/2016/12/dave511.jpg , the bay numbers under the Chicago City Railway logo are 7 and 6. In the previous photo, https://thetrolleydodger.files.wordpress.com/2016/12/dave4891.jpg , the bay number under the logo is 4.

This observation, together with the Campbell barn label (Campbell is nowhere near Cottage Grove), cements my opinion that you are correct saying the previous photo is of the 69th and Ashland carbarn.

None of which solves the mysteries of why there are so many 4 Cottage Grove cars at the 69th and Ashland barn, and how they got there from Cottage Grove.

It’s a mystery, alright… hopefully one we will eventually clear up, thanks!


Kenneth Gear writes:

Hi David. I’ve been falling behind on my reading lately and just today read the latest Trolley Dodger “Recent Finds 2”.

I was very interested in the photo of Hagerstown & Frederick Railway freight motor # 5.

Back in 2008 while chasing and photographing the Maryland Midland RR train UBHF from Union Bridge to Highfield, I was surprised to find H&F freight motor #5 displayed at the former site of the H&F Thurmont Station along Main Street.

It was apparently under going restoration at the time. The building in the background is a former H&F electric sub station. I’m not sure how this restoration has progressed in the ensuing years, but here is the photo I took back on March 9, 2008:

hagerstown-and-frederrick-rr-freight-motor-at-power-sub-station-thurmont-md-3-9-08

Thanks! Good to know this car was saved. Here’s what Don’s Rail Photos says: “5 was built by H&F in 1920. It was retired in 1955 and went to Shade Gap Electric Ry. It then was returned to home by H&F Ry Historical Society.”

About the line in general, Don Ross adds:

“It’s hard to describe the H&F since it seems to be more of a country trolley than an interurban line. Yet they did operate freight service and covered some 76 miles of line in western Maryland. It was the last passenger interurban east of Chicago. The H&F was a consolidation of several lines dating back to 1902. They joined together in 1913. Abandonments began in 1932. In 1938 the main line was cut so that there were two separate sections, one at Hagerstown, and the other at Frederick. The Hagerstown line finally quit in 1947, but the Frederick to Thurmont passenger service lasted until February 20, 1954. Freight service was later dieselized but lasted only until 1958.”

I checked and it looks like the car went from the Rockhill Trolley Museum to Thurmont in 2006. The car is now owned by the City and there are trucks under the body.

As for the Shade Gap name, here is how the Wikipedia explains it:

The museum operates what has been historically referred to as the Shade Gap Electric Railway to demonstrate the operable pieces in its collection. “Shade Gap” refers to the name of a branch of the East Broad Top Railroad, from whom the museum leases it property.

-David Sadowski


Charles Turek writes:

re: Recent Finds, Part 2 – image dave513.jpg

Having grown up at 27th & Harvey in Berwyn, IL, effective walking distance from Austin/Cermak in the 1950s, I can confirm the station is, indeed, Austin on the Douglas Park line. The distinctive chain gate, which was atypical for the line, was my first clue. I used to find this gate fascinating to watch and enjoyed hearing the pulleys (in the towers on each side of Austin) crank it up and down. This was a very busy area in those days and the chain gate was effective in stopping traffic in both lanes that would otherwise attempt to get past standard gates to make the signals at Cermak Road. Nonetheless, the gateman who holed up in the little house in front of the station was still necessary.

Love your web pages and visit them often.


Stained Glass from New York’s Third Avenue El

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FYI, to raise money to help fund the original research we do on this site, we are selling two unique artifacts— decorative stained glass, circa 1878, from stations on the old IRT Third Avenue El in New York, which was torn down in 1955. We purchased these several years ago from a noted New York collector.

You can check out our eBay auction here. This may be your only opportunity to own a true piece of history from that fabled line, which has yet to be replaced more than 60 years after it was abandoned.

Thanks.


New Book Project

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


Help Support The Trolley Dodger

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This is our 170th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 228,000 page views, for which we are very grateful.

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

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

We thank you for your support.

Guy Wicksall and His Films

South Shore Line car 102 in downtown Chicago.

South Shore Line car 102 in downtown Chicago.

You probably have not ever heard of Guy J. Wicksall before, but he has been shooting movies of trains for a long time now. He recently had some of his rare 16mm color films converted to video. By special arrangement with the photographer, we are now able to offer our readers The Guy Wicksall Traction Collection (1963-1975) on DVD (details below, at the end of this post).

All the photos in this post are screen grabs from the Wicksall Collection. We figured the best way to introduce these films to you would be to go to the source, and discuss them with Guy himself.

Here is an edited transcript of my conversation with the man behind the movies from October 10, 2016.  Mr. Wicksall is now 81 years old and lives in the Finger Lakes area in upstate New York.

-David Sadowski


How long have you been making movies?

I started making movies in 1960. I have right now, some 59 DVDs. If I could ever get the money together, I have enough material for another 30 or 40.

That’s pretty incredible. What subject matter would most of them be?

Most of it is anything that ran on steel rails (laughs), there are a few exceptions, I have a few of the aerial cable ways in Switzerland. I have a real short piece, a 15-minute piece, on the Minnesota Transportation Museum trolleys.

And what percentage of your film footage would you say is devoted to electric traction?

Oh, probably 5 percent, maybe as much as 10 when you count in the European stuff.

And was it all 16mm that you shot?

Not all of it. The first few years I was shooting 8mm. When Kodak came out with their Super 8, my local photo shop loaned me a sample of Kodak Super 8 film, and I looked at that, and compared it with the 8mm, and decided that the 8mm wasn’t suitable, and the Super 8 wasn’t any better, so I changed at that time to 16mm.

(Editor’s note: Kodak introduced Super 8 in 1965, but some of Mr. Wicksall’s 16mm films date back to 1963. You can read more about these film formats here.)

And how much larger is the 16mm film area that the 8mm?

Oh, well, it’s at least four times the area.

That makes a tremendous difference as far as the quality is concerned. I’m very pleased with the excellent quality of the films that you made, because I am used to seeing videos made up from 8mm, where the picture is so fuzzy that if you made a screen shot of it, you’d hardly know what it was a picture of.

Right. I know what you mean. And, talking with people, it seems that the Super 8 got worse as the years went by. They tried to push the speed, it hurt the quality of the image.

Was it Kodachrome or Ektachrome, or both?

Kodachrome.

What was the film speed back then?

Well, I started out with 25 ASA, and I think I got to 64 at some point.

And what kind of film was available for 16mm? Was it also Kodachrome?

Yes. I always shot Kodachrome on the 16mm.

And then, at some point, did you switch over to using video?

Yes, I got pushed into it by the cost, when I started shooting 16 it was about $9 for a 50-foot reel, and it went to $70, and I just couldn’t stand it anymore. I had to go to something that was a little more reasonable. Unfortunately, I lost a little quality on the early Hi8 camera I used.

Sure. But now they keep coming up with new formats for the video, they’ve got this new one called 4k, which is the best one yet.

Well, the big problem is they keep changing formats so quickly. Now I’ve had three different video cameras with three different setups. A couple used Hi8, and the last one is digital video on SD cards, and things keep changing.

Regarding some of the film on the two traction discs, I could ask you a few questions. You made some business trips to Chicago, is that how you ended up making some films around Chicago?

Some of it was business trips to Chicago, and some of it was just plain vacation. I didn’t get a lot of business trips. The stuff shot in New York was on business trips, and some of the stuff shot in Chicago was on business trips, but not all of it.

In ’63 or so, you took some film on the “L”. It looked like you were at what they now call Adams and Wabash station, watching some trains come around into the station, and you’ve got some footage where you rode out on the Lake Street “L” to Oak Park.

Right.

That was the year after they had elevated that one section, the outer end of the Lake Street “L”, it ran on the ground for 2 ½ miles on the west end, and I saw that you had a glimpse there showing the track was still in place, even though you were up on the embankment. But it looks like they had paved over the grade crossings.

I was wondering a little bit what that track was.

Until October 28, 1962, the west end of the Lake Street “L” ran on the ground, west of the Laramie station. There was a ramp that went down to ground level and it ran parallel to the Chicago and North Western embankment there, using overhead wire. They had trolley poles on the trains, and clearances were very tight. There were something like 22 grade crossings, blind crossings, where you could easily have an accident where a vehicle would run under that viaduct and run right into a train. It was kind of dangerous. These were manually operated gates, so there was a lot of manpower involved.

The CTA wanted to reduce expenses, improve the running time, and safety, so they made a deal with the Chicago and North Western in the 1950s to relocate the tracks onto the embankment, which had probably been put up sometime around 1910. It was a big project which involved a variety of different government bodies, the Village of Oak Park, the City of Chicago, the Chicago Transit Authority, the State of Illinois, and it was a “win-win” situation, because everybody benefited from the relocation of the tracks. When they got rid of those tracks, that made the street wider, and it allowed for more parking, and of course there were a lot of improvements based on the quicker running time for the trains, and since it was grade separated, there weren’t going to be any more accidents with pedestrians and vehicles.

I grew up in the area around Oak Park, so we rode those trains many times when they ran on the ground. The clearances were so tight that they couldn’t run the 6000-series “L” cars, which had curved sides, and just that little bit of extra room was enough that they couldn’t run those cars on that part of the line. I noticed also that you had taken some film showing trains going up the ramp out of the old Hamlin Yard, which was near Lake and Pulaski.

You remind me of what was in that video. A lot of it, I’ve forgotten. Of course, it’s been a few years, I’ve had some time to forget stuff.

Yeah, for car storage then, they really didn’t have a proper yard as such at the end of the line, which was in Forest Park, just west of Harlem Avenue. For car storage, they had this Hamlin Yard, across the street from West Shops, used by the Surface Lines. They had streetcar trackage running in and out of there, where they had overhead wire. They also had a third track on the Lake Street “L” where they stored some cars. You had some great shots of all of that.

And then you had shots of the South Shore Line and the Illinois Central Electric, showing the old IC cars from 1926, plus the Highliners, the bi-levels that were replacing them back in the ’70s.

Yes, yes.

All great stuff. Those first generation Highliners have now been retired, just within the last year or so, and they’ve been replaced by something very similar, but more modern.

That’s the thing about a lot of this railfanning. I’ve been at it long enough that sometimes, the things have been replaced, and sometimes the replacements have been replaced.

Right. And on the South Shore Line, all those old cars have been replaced. I think that many of them have been saved, by many railway museums, and there are a few of them that actually operate some, like the Illinois Railway Museum, and the East Troy Electric Railroad in Wisconsin. I did ride those cars a few times in their twilight years. Those cars were replaced by some Japanese-made vehicles around 1981, and now they even have some bi-levels of their own. They piggybacked on an order of cars for the Metra Electric, which runs the service now that used to be the Illinois Central suburban. They just use them during weekday rush hours. There is even now some talk of double-tracking the rest of the line out to South Bend.

It’s been a lot of changes.

Your first shots there of the South Shore Line were taken in 1971 or so. Up until the summer of 1970, they ran all the way into downtown South Bend. They had some street running there, which they cut back to the outskirts of town. Since that time, they built some new track to a nearby airport. There’s always been talk about grade separating the track that runs on the streets through Michigan City, but they haven’t done that yet. They keep arguing over which route they would use. So, at the moment, all those South Shore trains run right down the street through Michigan City, like they have for many, many decades.

You had some great footage in other places too, like in San Francisco, amazing shots of all that wonderful old equipment. Fortunately, they still have some old equipment running, on those historic lines they’ve come up with, and then Red Arrow, some great footage there of the Red Arrow Lines. Do you have some memories of those visits?

Oh yes. I have some memories, but I don’t have the details. I have to watch the videos to see what I saw.

There’s a lot out east, New York and New Jersey.

I’ve got a lot of, oh dear, Conrail. I was looking here, I’ve got Minnesota Transportation Museum, September ’74, that’s 11 minutes. There’s another one that’s about 15 minutes, that shows the same stuff years later.

Some of the east coast stuff would be interesting to many people. There’s a friend of mine who lives in New Jersey. I’m sure he would love to see your footage of the Gladstone Branch, the Erie Lackawanna. Some of that reminds me of, the old cars there, reminds me a lot of the ones that were used on the Illinois Central.

Trains have changed so much in the last 50 years.

Sure, those lines are running too, but they’re all NJ Transit.

Now, the Como-Harriet trolley (Minneapolis-St. Paul), I have the one reel from 1974, and another one that shows the same thing in 1998, with expansion and so on. Anyway, I’ve got these two, which add up to another oh, 26 minutes. They might be of some small interest too.

Oh, sure.

I used to show my movies to the Syracuse chapter of the NRHS. I wore out a projector doing that. Now I’ve gotta get off the phone. My wife is calling me for supper.

I have no objection to your making copies of these DVDs, and to sell them. I am quite happy with it. My thought is, it does no good sitting on my shelf. I would rather have it spread as widely as possible, and you look like you might be a good person to do that.

It’s been so nice talking to you. We’ll be in touch. Thanks so much. Take care.

You’re welcome.


The original Illinois Central Electric trains, which were built in 1926.

The original Illinois Central Electric trains, which were built in 1926.

4000s pass the old Tower 12 at Wabash and Van Buren in Chicago's Loop.

4000s pass the old Tower 12 at Wabash and Van Buren in Chicago’s Loop.

A Lake train of 4000s approaches Adams and Wabash in 1963, when the Loop was single-directional.

A Lake train of 4000s approaches Adams and Wabash in 1963, when the Loop was single-directional.

A two-car CTA Ravenswood train approaches Adams and Wabash in 1963.

A two-car CTA Ravenswood train approaches Adams and Wabash in 1963.