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.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

Help Support The Trolley Dodger

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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

gh1

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.