Back in Business

April 15, 2023May 22, 2023David Sadowski 12 Comments

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

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

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

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

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

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

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

Keep those cards and letters coming in, folks.

-David Sadowski

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

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

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

The Lake Street “L” in Transition

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

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

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

The same location today.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Our Latest Book, Now Available:

The North Shore Line

Publication Date: February 20, 2023

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

From the back cover:

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

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

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

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

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

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

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

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

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

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

Total time – 74:38

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Welcome 2023

January 2, 2023January 3, 2023David Sadowski 18 Comments

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

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

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

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

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

Keep those cards and letters coming in, folks.

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Lehigh Valley Transit

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

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

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

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

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

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

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

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

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

LVT 1030 at the Allentown depot.

LVT 1023 at the Allentown depot.

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

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

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

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

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

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

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

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

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

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

LVT city streetcar 908, signed for Albright.

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

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

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

The photographer took this picture while riding in a southbound Liberty Bell train on Markley Street in Norristown. Most of this was single track and we are on a passing siding. The northbound car approaching us could be 1021, and the picture probably dates to 1949-51, as the sign on the approaching car does not say Philadelphia. The Reading Company’s Elm Street commuter train station is off to the right.

This LVT Philadelphia Limited car is at Nace Siding, which Wikipedia says was “in open country just north of Souderton and the Souderton carbarn.”

Another picture at Nace Siding. The car is LVT 1008.

This LVT car is signed as a Norristown Local, which dates the picture to circa 1949-51. Not sure of the exact house number location on Airy Street in Norristown, but it has just crossed Cherry Street.

A rear end view of LVT 1030 on Airy Street in Norristown, about to turn onto Swede Street towards the Philadelphia and Western station. As this car originally came from the Indiana Railroad, it was slightly different than the other lightweight high-speed cars, which started out as Cincinnati and Lake Erie “Red Devils.” The IR cars were designed for multiple-unit operation, while the C&LE cars were not. Therefore, car 1030 had a more squared off back end. The C&LE cars were more rounded.

Another shot of LVT 908, signed for Fullerton.

Original Slides For Sale

My friend Jeff Wien passed away nearly two years ago, and I inherited his extensive slide collection, which takes up a lot of space. His interests were very wide-ranging, far more so than mine. One of my resolutions for 2023 is to start going through this collection systematically and decide what to keep, and add to my own collection. Simply leaving all these slides in boxes does not do anyone any good.

It is a fact of life that you can’t keep everything and you can’t take it with you. Since the Trolley Dodger blog has ongoing expenses, and my book projects cost real money, I have decided to sell some of these slides to help defray expenses and de-clutter. Here are the first 30 slides I have listed on eBay. The process of going through these will take several years. I can still post the scanned images to the blog, as I have done below.

Most of the slides below were taken by the late James J. Buckley (1918-1994), who was an excellent photographer.

We continue to purchase prints, slides, and negatives for what we consider our core collection, which we hope will eventually end up at a proper institution that can make good use of it. Those things that do not fit into our core collection can be sold, and the proceeds will help in our overall efforts.

-David Sadowski

Chicago, Rock Island and Pacific Railroad 1974 Original 35mm Kodachrome Slide
Subject: CRI&P 652-610-654 and 14 cars on train 5, intercity service to Rock Island, IL
Location: Chicago IL
Date: May 4, 1974
Photographer: James J. Buckley
This is slide EBA030 in our internal filing system.
From the Wikipedia:
By the time Amtrak was formed in 1971, the once-proud Rock Island was down to just two intercity trains, the Chicago-Peoria Peoria Rocket and the Chicago-Rock Island Quad Cities Rocket, both of which now operated entirely within the borders of Illinois. However, the Rock Island opted against joining Amtrak, in part because the government assessed the Amtrak entrance fee based upon passenger miles operated in 1970. After concluding that the cost of joining would be greater than remaining in the passenger business, the railroad decided to “perform a public service for the state of Illinois” and continue intercity passenger operations. To help manage the service, the Rock Island hired National Association of Railroad Passengers founder Anthony Haswell as managing director of passenger services.
The last two trains plied the Rock Island’s Illinois Division as the track quality declined from 1971 through 1977. The transit times, once a speedy 2½ hours in the 1950s, had lengthened to a 4½ hour run by 1975. The State of Illinois continued to subsidize the service to keep it running. The track program of 1978 helped with main-line timekeeping, although the Rock Island’s management decreed that the two trains were not to delay freight traffic on the route. By this time, both once-proud trains were down to just two coaches, powered by EMD E8 locomotives entering their second decade of service. With the trains frequently running with as many paying passengers as coaches in the train, Illinois withdrew its subsidy, and the two trains made their final runs on December 31, 1978.
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 6
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Amtrak Conrail Train Valpo Local 1971 Original 35mm Kodachrome Slide
Subject: CR 5780-5603 plus 3 commuter train to Valparaiso, IN
Location: Chicago IL
Date: May 14, 1977
Photographer: James J. Buckley
From the Wikipedia:
The Calumet, also commonly called the Valpo Local, was a 43.6-mile (70.2 km) passenger train route operated by Amtrak between Chicago and Valparaiso, Indiana. Despite Amtrak’s mandate to provide only intercity service, the Calumet was a commuter train. Transferred from Conrail in 1979, the full route was shared with Amtrak’s Broadway Limited until 1990; the Calumet was discontinued the next year.
Link to eBay Listing

Bolton Tram 66 Original 1985 35mm Kodachrome Slide UK
Subject: Bolton Tram 66
Location: Fleetwood (on Blackpool Tramway, UK)
Date: July 14, 1985
Photographer: James J. Buckley
From The Bolton News:
The Bolton 66 tramcar was built in 1901 as an open top eight-wheel double deck bogie tram by the Electric Railway and Tramway Carriage Works in Preston.
Bolton 66, the only tram in Blackpool Transport’s Heritage Tramcar fleet which does not originate in Blackpool, is well over one hundred years old and is still in good running order but that has not always been the case.
At the beginning of the 1960’s, Alan Ralphs and Bolton-born Derek Shepherd took the decision to attempt to restore the Bolton tramcar.
After more than 40 years serving the people of Bolton, the tramcar spent twenty years as a semi derelict bodyshell on a farm on the moors above Bolton.
However, with lots of enthusiasm, a group led by the duo, professional electrical engineer Derek Shepherd and supported by Alan Ralphs, spent many hours to completely restore the tram to a new condition taking them 18 years to complete.
In June 1981 the tram was moved to Blackpool and started to operate on the seafront, where it has remained for the last 41 years, due to Covid the 40th anniversary was postponed until this year.
Link to eBay Listing

Chicago, Rock Island and Pacific Railroad 1971 Original 35mm Kodachrome Slide
Subject: CRI&P 664 and 6 cars, commuter train to Blue Island
Location: 47th Street, Chicago IL
Date: September 8, 1971
Photographer: James J. Buckley
From the Wikipedia:
Chicago commuter service
The Rock Island also operated an extensive commuter train service in the Chicago area. The primary route ran from LaSalle Street Station to Joliet along the main line, and a spur line, known as the “Suburban Line” to Blue Island. The main-line trains supplanted the long-distance services that did not stop at the numerous stations on that route. The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south. The Suburban Line made stops every four blocks along the way before rejoining the main line at Western Avenue Junction in Blue Island.
From the 1920s on, the suburban services were operated using Pacific-type 4-6-2 locomotives and specially designed light-heavyweight coaches that with their late 1920s build dates became known as the “Capone” cars. The suburban service became well known in the diesel era, as the steam power was replaced, first with new EMD FP7s and ALCO RS-3s, with two Fairbanks-Morse units added later. In 1949, Pullman-built 2700-series cars arrived as the first air-conditioned commuter cars on the line.
In the 1960s, the Rock Island tried to upgrade the suburban service with newer equipment at lower cost. Second-hand Aerotrains, while less than successful in intercity service, were purchased to provide further air-conditioned accommodations that had proven popular with the 2700 series cars.
When the Milwaukee Road purchased new Budd Company stainless-steel, bilevel cars in 1961, the Rock Island elected to add to a subsequent order and took delivery of its first bilevel equipment in 1964. Power for these new cars was provided by orphaned passenger units: three EMD F7s, an EMD E6, and the two EMD AB6s. The engines were rebuilt with head end power to provide heat, air conditioning, and lighting for the new cars. In 1970, another order, this time for Pullman-built bilevel cars arrived to further supplement the fleet. To provide the power for these cars, several former Union Pacific EMD E8 and EMD E9 diesels were also rebuilt with head end power and added to the commuter pool.
The outdoor passenger concourse and platforms of LaSalle Street Station as built and operated by Metra. The trains shown are commuter runs to Blue Island and Joliet, Illinois.
The commuter service was not exempt from the general decline of the Rock Island through the 1970s. Over time, deferred maintenance took its toll on both track and rolling stock. On the Rock Island, the Capone cars were entering their sixth decade of service and the nearly 30-year-old 2700s suffered from severe corrosion due to the steel used in their construction. LaSalle Street Station, the service’s downtown terminal, suffered from neglect and urban decay with the slab roof of the train shed literally falling apart, requiring its removal. By this time, the Rock Island could not afford to replace the clearly worn-out equipment.
In 1976, the entire Chicago commuter rail system began to receive financial support from the state of Illinois through the Regional Transportation Authority. Operating funds were disbursed to all commuter operators, and the Rock Island was to be provided with new equipment to replace the tired 2700 series and Capone cars. New Budd bilevels that were near copies of the 1961 Milwaukee Road cars arrived in 1978. New EMD F40PH units arrived in late 1977 and, in summer, 1978, briefly could be seen hauling Capone cars. The Rock Island’s commuter F and E units were relegated to freight service or the scrapyard.
With the 1980 end of the Rock Island, the RTA purchased the suburban territory and remaining Rock Island commuter equipment from the estate, while the Chicago and North Western Railway took over operations for a year before the RTA began operating it directly in 1981. LaSalle Street Station was torn down and replaced with the Chicago Stock Exchange building, with a smaller commuter station located one block south of the old station. The RTA gradually rebuilt the track and added more new equipment to the service, leaving the property in better shape than it was in the Rock Island’s heyday, albeit with less track. The Rock Island District, as the Rock Island’s suburban service is now known, now operates as part of Metra, the Chicago commuter rail agency.
Our resident South Side expert M.E. adds, “Your (or maybe the Wikipedia) text says
“The Suburban Line served the Beverly Hills area of Chicago as a branch leaving the main line at Gresham and heading due west, paralleling the Baltimore and Ohio Chicago Terminal Railroad passenger line before turning south.” The wording “paralleling the B&OCT RR passenger line” is not precise. On a sheet of paper, maybe the CRI&P and the B&OCT ran parallel, but in reality, they shared the ground-level trackage for about a mile. The CRI&P’s first station on the Suburban Line (after leaving the Main Line) was at 89th and Loomis (1400 W.). It was (and still is) called Brainerd. One block of Loomis, between 89th and 90th Sts., became a business district. Just as the commuter lines to the north and west saw the development of business districts around commuter train stations, the CRI&P Suburban Line brought about business districts at Brainerd, 95th St., 99th St., 103rd St., and 111th St.
At the western end of that shared mile, about a block west of Ashland Ave. (1600 W.), the B&OCT turned north while the CRI&P turned south. At the eastern end of the shared mile, a few blocks west of Vincennes (which at that point was about 1000 W.), the B&OCT kept going east while the CRI&P Suburban Line ascended to the Main Line and turned north.
Way back (I’m talking about 1950 and earlier), the Halsted St. streetcar line went south on Vincennes, eventually ending at 111th and Sacramento (3000 W.) where it served a row of cemeteries along 111th. Southbound along Vincennes, at 89th St., having just gone under the CRI&P overhead Suburban Line junction with the Main Line, the streetcar line diverged from the street itself onto its own private right-of-way adjacent to the CRI&P Main Line. So 89th and Vincennes was at one time a nice place to watch railroad and streetcar activity.”
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Amtrak Turboliner RTG 1978 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 6715, train 334
Location: Chicago, IL on route to Milwaukee
Date: April 15, 1978
Photographer: James J. Buckley
Link to eBay Listing

mtrak RDC Train 1974 Original 35mm Kodachrome Slide
Subject: Amtrak RDCs 31-30-10, Train 370
Location: Cicero, IL (between Dubuque and Chicago)
Date: June 24, 1974
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 7
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
From the Wikipedia:
The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long.
Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016.
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Pittsburgh PAT PCC 1751 1974 35mm Kodachrome Slide
Subject: Pittsburgh PAT PCC 1751
Location: Broadway near Neeld, Beechview, 42/38 route
Date: May 21, 1974
Photographer: James J. Buckley
Link to eBay Link

Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos car 216
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
Link to eBay Listing

Amtrak Turboliner RTG 1974 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 63-95-94-93-62
Location: Bloomington IL (on Chicago-St. Louis route)
Date: November 2, 1974
Photographer: James J. Buckley
Amtrak took over much of the nation’s rail passenger service in 1971, and the Turboliners were an attempt to modernize. Ultimately, they proved unsuccessful for a variety of reasons, and were withdrawn from service in 1981. Some were rebuilt and were used in the Northeast Corridor from 1988-1994.
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Milwaukee Road Electrification E71 1970 Original 35mm Kodachrome Slide
Subject: Milwaukee Road E71
Location: East end of Butte, MT yard
Date: October 2, 1970
Photographer: Unknown
The Milwaukee Road operated an extensive system of electric freight in its Pacific Extension in the northwestern United States between 1914 and 1974.
Link to eBay Listing

Southern Pacific 4449 Steam Loco “Daylight” 1991 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Benecia
Date: May 17, 1991
Photographer: Unknown
From the Wikipedia:
Southern Pacific 4449, also known as the Daylight, is the only surviving example of Southern Pacific Railroad’s “GS-4” class of 4-8-4 “Northern” type steam locomotives and one of only two GS-class locomotives surviving, the other being “GS-6” 4460 at the National Museum of Transportation in St. Louis, Missouri. GS is an abbreviation of “General Service” or “Golden State,” a nickname for California (where the locomotive was operated in regular service).
The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange “Daylight” paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974.
After this, No. 4449 was then restored to operation for use in the American Freedom Train, which toured the 48 contiguous United States as part of the nation’s 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984.
The locomotive’s operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the Friends of SP 4449. In 1983, a poll of Trains magazine readers selected 4449 as being the most popular locomotive in the United States.
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Southern Pacific 4449 Steam Loco “Daylight” 1984 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Unknown
Date: May 8, 1984
Photographer: Unknown
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Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4020-4015
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
From the Wikipedia:
The City of New Orleans is an Amtrak passenger train which operates on an overnight schedule between Chicago and New Orleans. The train is a successor to the Illinois Central Railroad’s Panama Limited.
The original City of New Orleans began in 1947 as part of the Illinois Central Railroad, and was the longest daylight run in the United States. The daylight train under that name ran through 1971, when it was moved to an overnight schedule as the Panama Limited. The present name was brought back in 1981, still on an overnight schedule. The train is the subject of the bittersweet 1971 song “City of New Orleans”, written by Steve Goodman.
The train operates along a route that has been served in one form or another for over a century. The Panama Limited originally ran from 1911 to 1971, though the IC ran Chicago-New Orleans trains since the turn of the century. Additional corridor service is provided between Chicago and Carbondale, Illinois–the northern leg of the route–by the Illini and Saluki.
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Sao Paulo Brazil CMTC Tram 1807 ex-NYC 1965 Original 35mm Kodachrome Slide
Subject: CMTC 807 (ex-Third Avenue Railway System, NYC)
Location: Sao Paulo, Brazil
Date: March 11, 1965
Photographer: James J. Buckley
From http://www.tramz.com:
Additions in later years included 75 center-door cars, called centex in São Paulo, acquired second-hand in 1947 from the Third Avenue Transit System in New York. Third Avenue Railway had built them for conduit operation in 1938; trolley poles were added in São Paulo, doors were removed on one side and they were numbered 1701-1849. These “Huffliners” ran twice as long in São Paulo as in New York. In 1947 the São Paulo tramway system had 689 trams: 252 single-truck open motors, 28 single-truck open trailers, 153 double-truck open motors,
In 1960 CMTC announced that it would rid the city completely of trams by 1968. The Santa Amaro route, which ran mostly on private right-of-way, would be converted to rapid transit. Several short routes were abandoned in the early 1960s: Barra Funda, Vila Prudente, Brésser, Bosque, Jardim Paulista. After 1963 open trams ran only on the Belém line – it had no turning loop, so required double-end cars. July and August 1966 saw the abandonment of most of the major tram routes in the city: Lapa, Penha, Belém, Pinheiros, Perdizes, Angélica, São Judas Tadeu. In January 1967 the end came to the others: Ipiranga, Fábrica, Casa Verde and Alto da Vila Maria. Only the Santo Amaro line remained. Its inner terminus was cut back to Vila Mariana and henceforth São Paulo, like Rio de Janeiro, had only one standard-gauge trolley line running in an obscure area at the edge of town. On 27 March 1968, with thousands of weeping paulistas lining the route, a cortège of 12 camarões made a final roundtrip to Santo Amaro and ended 96 years of tram service in the city.
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Toronto Streetcar TTC ALRV 4201 1988 Original 35mm Kodachrome Slide
Subject: TTC ALRV 4201
Location: Lake Shore and Symons, Etibicoke, Ontario
Date: May 30, 1988
Photographer: James J. Buckley
Link to eBay Listing

Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4039-4104-4031-4021
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Open Tram 4 Rio de Janeiro Brazil Original 1974 35mm Kodachrome Slide
Subject: CTCG 4
Location: Carioca, Rio de Janeiro
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Baltimore and Ohio Capitol Limited 1967 Original 35mm Kodachrome Slide
Subject: B&O 1419-2415/8
Location: Capitol Limited Train 6 departing Chicago
Date: September 16, 1967
Photographer: James J. Buckley
From the Wikipedia:
The Capitol Limited was an American passenger train run by the Baltimore and Ohio Railroad, originally between New York City and Grand Central Station in Chicago, Illinois, via Union Station, Washington, D.C., Baltimore and Pittsburgh. For almost 48 years, it was the B&O’s flagship passenger train, noted for personalized service and innovation. At the time of its discontinuation on May 1, 1971, when Amtrak took over most rail passenger service in the U.S., the Capitol Limited operated between Washington and Chicago.
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Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos cars 90-223
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 18
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
Link to eBay Listing

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 17
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
From the Wikipedia:
The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long.
Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016.
Link to eBay Listing

Shaker Heights Rapid Transit PCC 41 Original 1968 35mm Kodachrome Slide
Subject: SHRT PCC 41
Location: 55th Street, Cleveland OH
Date: May 25, 1968
Photographer: James J. Buckley
From Don’s Rail Photos: “41 was built by St. Louis Car (Company) in 1946, #1655, as SLPS (St. Louis Public Service) 1766. It was sold as SHRT 41 in 1959 and converted to MU (multiple unit) operation after purchase. It was sold to Buckeye Lake Trolley in 1984.”
Link to eBay Listing

Blackpool Tramway 40 Original 1985 35mm Kodachrome Slide UK
Subject: Blackpool Tramway 40
Location: Fleetwood UK
Date: July 14, 1985
Photographer: James J. Buckley
Blackpool Tramway 40 was built in 1926 and retired in 1963. It has since been part of the collection at the Crich Tramway Village museum. Here, it is shown operating briefly once again on the Blackpool Tramway in 1985.
Link to eBay Listing

Glasgow Tram 1297 Original 1985 35mm Kodachrome Slide UK
Subject: Glasgow Tram 1297
Location: Fleetwood (on Blackpool Tramway, UK)
Date: July 14, 1985
Photographer: James J. Buckley
Glasgow Tram 1297 was built in 1948 and retired in 1962. It is part of the collection at the Crich Tramway Village museum. Here, it is shown operating on the Blackpool Tramway briefly in 1985.
Link to eBay Listing

Great Northern Railway Red River 1954 Original 35mm Red Border Kodachrome Slide
Subject: GNR 12
Location: Departing Minneapolis station for St. Paul
Date: Fall 1954
Photographer: Unknown
From the Wikipedia:
The Red River was a passenger train operated by Great Northern Railway between Grand Forks, North Dakota, and Saint Paul, Minnesota (operating between 1950 and 1968).
History
Great Northern Railway’s third new train set of 1950 was a new schedule named the Red River. The five-car streamliner built by American Car and Foundry Company began service June 25, 1950, operating a daily round trip 324 miles (521 km) each way between Grand Forks, North Dakota, and Saint Paul, Minnesota. The train went southbound in the morning returning northbound in the evening.
The cars for the Red River streamliner were quite different than those built for the International (another 1950 introduction) in that the Red River’s cars had extra insulation and the coaches were equipped with Baker Heaters as there was no steam heat available at the Grand Forks depot where the cars stood overnight. The locomotive was sent to the roundhouse each evening for any running repairs and service so the solution was the installation of the Baker Heaters in the cars.
Link to eBay Listing

Amtrak RDC Train 1975 Original 35mm Kodachrome Slide
Subject: Amtrak RDCs 30-32-15, Train 372 Blackhawk
Location: Crawford (Chicago bound, between Dubuque and Chicago)
Date: September 14, 1975
Photographer: James J. Buckley
Link to eBay Listing

Milwaukee and Suburban Transport 1975 Original 35mm Kodachrome Slide
Subject: M&ST 1466
Location: Wells-River (posed by the old Milwaukee Electric power plant)
Date: June 29, 1975
Photographer: Jeff Wien
Link to eBay Listing

Yakima Valley Transit Trolley 1975 Original 35mm Kodachrome Slide
Subject: YVT 1776/1976
Location: 44th-Nob Hill, Yakima
Date: June 1975
Photographer: Jeff Wien
Link to eBay Listing

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

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

From the back cover:

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

Each copy purchased here will be signed by the author, and you will also receive a bonus North Shore Line map. Books will ship by USPS Media Mail as soon as we receive them, on or before February 20, 2023.

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

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The Last Chicago Streetcars 1958
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Elevation

December 5, 2022January 15, 2025David Sadowski 10 Comments

An eastbound six-car Lake Street “L” A train approaches Oak Park Avenue in suburban Oak Park on March 23, 1955. Trains ran adjacent to South Boulevard until October 28, 1962, when they were relocated to the Chicago and North Western embankment. (Robert A. Selle Photo)

October 28, 2022 was the 60th anniversary of the elevation of the outer 2.5 miles of the Lake Street “L” (now the CTA Green Line). This was an important event in the history of suburban Oak Park and the Austin neighborhood in Chicago.

The steel Lake Street “L” structure, first opened in 1893, was only built as far west as Laramie Avenue (5200 W). Once the main “L” lines were built by the four original private companies, they extended service out to less populated areas at a greatly reduced cost by putting the tracks at ground level. The idea was to establish service, then wait until the surrounding area developed, and then elevate the tracks.

In some cases, this elevation never happened. To this day, portions of the Chicago Transit Authority’s Brown, Pink, Yellow, and Purple lines continue to run at ground level.

The Lake Street “L”‘s ground level extension opened in 1901. The Chicago and North Western’s tracks, which were adjacent to the “L”, were elevated circa 1909-1910, with extremely tight clearances the result. The ground level “L” operated much like a streetcar, using overhead wire instead of third rail, and used high-level platforms.

By the 1930s, the City of Chicago, under the influence of New York City, wanted to build subways to replace the Loop elevated. The subways that eventually were built (State Street, Milwaukee-Dearborn, and West Side) were very ambitious and costly projects which helped alleviate overcrowding on the Loop, but could not replace it outright.

City planners had ideas for putting portions of the Lake line into various subways, so portions of the elevated structure could be torn down. But once the Chicago Transit Authority took over operations in 1947, it was quickly determined that the outer portion of the line, the ground-level section, was the real difficulty.

There were 22 grade crossings in this section, all manually operated by a gateman 24 hours a day. In a similar situation, the City of Berwyn was uncooperative with the CTA’s plans to reduce the number of grade crossings and install automatic gates. As a result, service on the Douglas Park “L” was cut back from Oak Park Avenue (6800 W) to 54th Avenue (5400 W), where it remains today.

Faced with the possible truncation of the Lake Street “L” to Laramie Avenue, the Village of Oak Park took a different approach, working cooperatively with all the interested parties (the City of Chicago, Chicago Transit Authority, and the Chicago and North Western), and a plan came about that benefitted everyone.

The C&NW embankment had enough extra space on it to accommodate the CTA tracks, which permitted the Lake Street “L” to be elevated at last. Removing the tracks from the street eliminated all 22 grade crossings, reducing the CTA’s payroll.

“L” operations were speeded up, offering better service, and the North Western received new revenue from renting out the space. The railroad was allowed to close some lightly used commuter rail stations, ceding these customers to the CTA, which speeded up service for riders farther out.

Removing the ground-level tracks widened the street, reducing traffic congestion and increasing the amount of parking spaces available. It was a win-win for all.

Plans were finalized around 1958, but construction does not seem to have begun until 1961. Service was changed over to the embankment at 6:00pm on October 28, 1962 (see the newspaper article below).

I was seven years old when this transition took place, and rode the ground-level “L” many times. It was always a bit tense, as all 22 cross streets were blind crossings. Cars might come darting out from under a viaduct at the last second, and there were some collisions between “L” cars and autos.

The tight clearances also prevented the use of the CTA’s 6000-series “L” cars in the 1950s, as they had curved sides that stuck out farther than previous equipment. Once the line began running on the embankment, it was possible to use newer equipment, and the CTA assigned many of their new 2000-series rapid transit cars to the Lake line starting in 1964.

Now, the “L” has been running on the embankment for nearly the same length of time as the ground-level operation had. And practically every trace of that surface trackage and stations is long gone.

People who have grown up in the area since 1962 might not have any idea that the “L” ever ran anywhere but on the embankment, but this is an important part of Oak Park’s history, and it deserves to be remembered.

Fortunately, we recently collected various images showing both the construction work, and many taken on the very day of the ground-level operation, October 28, 1962. In addition to this, we have an excellent selection of other classic traction photos from around the country.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,016 members.

The Lake Street “L” in Transition

In this July 16, 1961 view, work has just started on connecting the “L” with the nearby Chicago and North Western embankment. But the changeover point between overhead wire and third rail has already been moved to the Central Avenue ground-level station. This would otherwise have been a complicating factor in the transition process, as both routes would need to be operational for a short time simultaneously.

The view looking west from Laramie Avenue on August 27, 1961. A new temporary track has been built at left, supported by wooden pilings, to allow the ground-level operation to continue while the new “L” connection is being built. Note the Chicago and North Western freight train at right.

This picture, taken on August 27, 1961, shows how the “L” was shored up during construction of the new connection to the nearby railroad embankment.

On August 27, 1961, new steel has been added to the “L” structure at Laramie Avenue. This section of “L” was eventually rebuilt in the 1990s, when the line was shut down for about two years.

On September 10, 1961, new streel is being added to the “L” to support the additional tracks needed for the realignment.

Looking west from the Laramie Avenue “L” station on September 17, 1961. New tracks will be added to create a junction between the old and new alignments.

Third rail (here referred to as “trolley rail”) was installed between Laramie and Parkside Avenues on the Lake Street “L” as of May 8, 1961. This was one of the first actions taken in the project to move the “L” onto the nearby railroad embankment.

Work on the CTA’s new Congress “L” branch was finishing up just as work began on realigning the outer portion of the Lake Street “L”. Once these projects were finished, all the CTA grade crossings in Oak Park and Forest Park were eliminated.

The changeover point from third rail to overhead wire on the Lake Street “L” was moved from Laramie to Central Avenue on May 22, 1961, at the beginning of the relocation project.

Overhead wire was removed from the eastbound Lake Street “L” track between Central and Laramie on May 24, 1961.

Central Avenue and Lake Street on October 28, 1962. This was the only place on the “L” system where trains under wire crossed a trolley bus line. Motor buses replaced trolley buses on Central on January 17, 1970. This portion of Lake Street was renamed Corcoran Place a few years after this picture was taken, to honor a local alderman who had recently died.

We are looking east along what was then Lake Street at Mayfield Avenue on October 28, 1962. We are just east of where the dedication ceremony took place. The new Central Avenue “L” station can be seen in the distance.

We are looking to the northeast along what was then Lake Street (now Corcoran Place) just east of Austin Boulevard on October 28, 1962.

Chicago’s dedication ceremony for the new “L” alignment took place on what was then Lake Street (now Corcoran Place), between Austin Boulevard and Mason Avenue. Mayor Richard J, Daley and CTA chairman Virgil Gunlock presided. A similar ceremony was held in Oak Park.

CTA “L” car 4407 appears to have been decorated for the dedication event near the Austin stop on October 28, 1962.

I believe we are just west of the Austin Boulevard “L” station on October 28, 1962.

Clearances were extremely narrow on the ground level portion of the Lake Street “L”, and therefore, when the line was elevated, temporary entrances were used. Once the old “L” had been cleared away, construction of the permanent entrances continued.

Again, near Austin Boulevard on October 28, 1962. We are looking to the northeast.

An eastbound Lake Street “A” train is just east of Ridgeland Avenue on October 28, 1962.

We are looking west, just east of the Ridgeland Avenue “L” station on October 28, 1962. The building at left with the sign on it advertising a dry cleaner is now occupied by the Tayloe Glass Company.

We are looking west along South Boulevard at Marion Street in suburban Oak Park on October 28, 1962. A two-tone mid-50s Ford heads north on Marion, while an early 1960s Corvair is eastbound on South Boulevard. This is a rare opportunity to see “L” cars on both levels.

We are looking west along South Boulevard at Marion Street on October 28, 1962. The sign at left advertises Blue Cab, and there is a cab waiting there to serve people getting off the “L”.

Looking west along South Boulevard at Marion Street on October 28, 1962. Due to the narrow width of South Boulevard in this area, it was a one-way street going east. This section is now a two-way street, although there is still a section that is one way westbound, between Oak Park Avenue and Home Avenue.

A closer view of the new and old “L” stations. The sign above the entrance advertises the all metal “L” cars the CTA had operated on Lake since the last wood cars were taken off this line in 1954.

At one time, Blue Cab had their headquarters on South Boulevard, but I don’t recall offhand whether they were located here. The Lake Street “L” ground-level trackage extended across Harlem Avenue a short distance west of here. In the distance, you can see construction is already underway on expanding the railroad embankment to create a new yard for Lake Street trains. It opened in 1964.

This slide, taken by the same photographer, has a processing date of May 1963. Lake Street trains are running on the embankment, with their trolley poles removed. The old tracks are still in place but will soon be ripped up. The adjacent street was widened and parking spaces added.

The Congress Expressway is under construction at Homan Avenue on October 9, 1955, and would soon open as far west as Laramie Avenue. Tracks are already being laid for the new CTA Congress “L” line, which opened on June 22, 1958, replacing the old Garfield Park “L”. Note the very flimsy barrier separating the “L” and highway. This soon proved completely inadequate and was eventually replaced by concrete barriers. Mayor Richard J. Daley drove the first spike for the new rails on July 8, 1955 near Pulaski Road. We are looking east. The entire story of the transition from the Garfield Park “L” to the Congress median line is told in my 2018 book Building Chicago’s Subways.

We were fortunately to recently purchase this original early red border Kodachrome slide, taken on September 7, 1941. It shows a fan taking a picture of Connecticut Company car 500, built in 1904 and described as the pride of the fleet, equipped with a kitchen, bathroom, and dining tables. It was acquired by the Shore Line Trolley Museum in 1948.

A view of the Chicago Transit Authority’s Stock Yards branch on September 16, 1956. Service was discontinued the following year, and it has now been 65 years since the last wooden “L” car ran in regular service in Chicago.

Some Milwaukee Electric interurban trains ran past the North Shore Line’s Milwaukee Terminal, although there does not seem to have been a track connection here. This picture dates to the 1940s. A TM interurban car did operate on a North Shore Line fantrip in 1949, so there must have been a track connection somewhere. An Electroliner is berthed at the terminal.

The Logan Square “L” Terminal, right around the end of service in late January 1970. Service was extended on this line via the new Kimball Subway and a median line in the Kennedy Expressway. Service went only to Jefferson Park at first, but now continues all the way to O’Hare Airport.

Another view of the old Logan Square “L” station near the end of service.

On December 6, 1958, CTA salt car AA98 was still on a trailer at the Electric Railway Historical Society (ERHS) location in Downers Grove. It was formerly Chicago Surface Lines car 2846 and was built in 1908 by the South Chicago City Railway. It went to the Illinois Railway Museum in 1973. (Robert A. Selle Photo)

The CTA Congress Expressway median line was not the first of its type, that distinction having been taken by the Pacific Electric in 1940. Here, we see a 600-series “Hollywood” car in Cahuenga Pass at Barham Boulevard. This print was made in 1946 but could have been taken earlier. PE service here ended in 1952 (this was part of the Van Nuys line) and the right-of-way was taken up by additional traffic lanes. (Stuart A. Liebman Photo)

Don’s Rail Photos: “(North Shore Line) 420 was was built by Pullman in 1928 as an observation. It was out of service by 1932. On July 21, 1943, it reentered service as a motorized coach. It was sold to Seashore Trolley Museum in 1963.” Here we see it prior to conversion.

North Shore Line diner 418 at the Milwaukee Terminal, when it was still in service as a diner. This print was made in 1945 but could have been taken earlier. Dining car service on the CNS&M ended in 1947, except for the Electroliners, and car 415, which was used in the “substitute Liner” and for charters.

A five-car train of Chicago Aurora and Elgin wood cars, including 312, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (Ewing Dale Photo)

Chicago Aurora and Elgin wood car 24 in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 431, which was built by Pullman, in Wheaton. This print was made in 1945, but the picture was probably taken earlier. (E. Dale Photo)

A two-car Chicago Aurora and Elgin train, with 414 at the rear, heads west at Laramie Avenue as an Elgin Express. This picture was printed in 1945 but was probably taken earlier. (E. Dale Photo)

Chicago Surface Lines pre-war PCC 7020 heads west on Madison Street at Central Park Avenue. This print was made in 1946 but could have been taken earlier. There is another picture taken at this location in my 2017 book Chicago Trolleys, showing a postwar PCC. (Ken Kidder Photo)

Chicago Aurora and Elgin wood car 140, formerly from the North Shore Line. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin steel car 417 heads up a Chicago Express at Laramie Avenue. This print was made in 1945, but could have been taken earlier. (E. Dale Photo)

Don’s Rail Photos: “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. The following year, three more cars were acquired. 80 thru 82 were combines built by Cincinnati in 1913. On the CA&E, they were rebuilt in much the same manner as the 600s. The baggage compartment was fitted with seats and the cars were operated as full coaches numbered 700 thru 702. 700 was built by Cincinnati Car Co in 1913 as WB&A 80. It was sold as CA&E 700 in 1938.” This picture was printed in 1945, but could have been taken earlier. The location is the Wheaton Shops. (E. Dale Photo)

Chicago Aurora and Elgin 435 is westbound at Laramie Avenue on an Aurora Express. This photo was printed in 1945, but could have been taken earlier. (E. Dale Photo)

Chicago Aurora and Elgin 423 is running on the streets of Aurora as an express. The terminal was relocated off the street at the end of 1939, and the license plate on the car at left is from 1934 or 1936 (probably the former). This print was made in 1945. (E. Dale Photo)

Birney car 1501 is in Council Bluffs, Iowa in 1947. (Victor G. Wagner Photo)

This is the West Penn Railway in Greensburgh, Pennsylvania, which is 30 miles southeast of Pittsburgh.

North Shore Line 714 heads up a southbound Chicago Express on the Shore Line Route in North Chicago in 1947. This car was built in 1926 by the Cincinnati Car Company. After the North Shore Line was abandoned in 1963, 714 went to the Illinois Railway Museum, where it is today. (Victor G. Wagner Photo)

A view of the Metropolitan “L” crossing the Chicago River on July 10, 1949. We are looking to the northwest.

Five Mile Beach Electric Railway car 32 in Wildwood, New Jersey in 1940. (G. Pilkington Photo)

CTA 2712 leads a two-car Douglas Park “L” train in the early 1950s. The train is headed towards Marshfield Junction, where Douglas Park, Garfield Park, Logan Square, and Humboldt Park lines converged into the Met “L” main line at Paulina. Construction is underway here for the Congress Expressway. A new north-south connection was built soon after this picture was taken, so that Douglas Park trains could be re-routed downtown via the former Logan Square tracks to a new connection with the Lake Street “L”. This allowed the Met main line to be removed east of here in 1954, where the “L” was in the way of the new highway.

A four-car train of CTA 4000s is (I presume) near Howard in the 1950s. Miles Beitler adds, “Photo aad702a looks like a train of 4000s leaving Howard Street southbound on track 1. If I’m correct that that the overhead wire has been removed and the trolley poles on the 4000s are down, this must be after third rail was installed on track 1, which would date the photo to around 1964 or later.”

Indiana Railroad high-speed car 69 is at Indianapolis on August 11, 1940.

A North Shore Line freight train is at the Rondout weigh station in January 1963.

North Shore Line combine 256 is at the front of a three-car train of “Greenliners” (a fan term) in a slide processed in June 1961.

The Ravinia Park Casino was built in 1904 and demolished in 1985. Ravinia Park was built by the Chicago and Milwaukee electric, which became the North Shore Line in 1916.

Indiana Railroad high-speed car 59 is at Indianapolis on August 11, 1940.

A Chicago Aurora and Elgin electric loco in Wheaton, where the lines diverged to go to either Aurora (shown here) or Elgin.

When I posted this circa 1954-55 Garfield Park “L” image to our Facebook group, it generated a lot of discussion as to whether or not this 4000-series “L” car was still in CRT brown paint. The CTA repainted these cars into green and cream starting around 1952. But after much consideration, my conclusion is that this is just a trick of the light, and the car is actually painted in the later CTA colors. It is in shadow and not in direct sunlight. By this time, all such cars should have been repainted and put into married pairs with various modifications (which are visible on this car). The car behind it, which is presumably its mate, is painted green and cream. We are at the east end of the Van Bure Street temporary trackage, which was used from 1953 to 1958. The photographer was apparently looking out the front end of a westbound train, and there was a ramp behind the photographer leading up to the old “L” structure heading to the Loop. The cross street here is Racine Avenue (1200 W).

I assume this picture of Chicago Surface Lines Peter Witt car 6311 was taken at Devon station. The date given with the negative was January 6, 1941 but this hardly seems likely, given the foliage and the open door. Perhaps month and date were reversed, and a date of June 1, 1941 is correct.

A view of the Indiana Railroad’s Muncie Terminal on August 10, 1940. The photo is by WVK, although I don’t know what those initials stand for.

Indiana Railroad high-speed car 78 in Indianapolis in the late 1930s.

A night shot of the North Shore Line’s Milwaukee Terminal in July 1962.

North Shore Line car 748 is part of a two-car train near North Chicago Junction on September 4, 1961.

This and the next picture shows a Aurora Elgin and Chicago (predecessor to the CA&E) monthly ticket book from June 1922.

The Chicago Aurora and Elgin used uncovered third rail in nearly all areas, including here, in Wheaton, where the Aurora and Elgin branches diverged. A small boy is playing in a nearby field, and people then were not terribly concerned with the danger posed by 600 volts of direct current. If the CA&E had survived, chances are additional protections would be in place.

North Shore Line wood car 132 and train at Ravinia Park in the early 1900s.

Starting in the 1930s, enterprising railfans such as the late Barney Neuberger sold prints of streetcars and interurbans. The smallest such prints were what is now called wallet size, and the going rate was usually 10 cents. Mr. Neuberger had flyers and catalogs printed. There are thousands and thousands of such photos that still circulate, and enrich our knowledge of the past.

CTA 2811 heads up a westbound Garfield Park “L” train of wood cars, circa 1953-54. The ramp connected to the temporary tracks on Van Buren Street/ We are near Sacramento Boulevard. For a time, these tracks crossed over the new Congress Expressway, which was built underneath it. Once the new Congress median line opened in 1958, this structure was removed.

A two-car Garfield Park “L” train, made up of 4000-series cars, heads west on temporary trackage in Van Buren Street on September 2, 1955. A portion of the Congress Expressway, then under construction, opened later that year.

A Philadelphia Suburban Transportation Company Brill Master Unit is on West Chester Pike at Paoli Road in February 1945. (David H. Cope Photo)

The Chicago Aurora and Elgin station in Wheaton, probably in the 1920s.

CTA 6190-6189 is at Adams and Wabash on the Loop “L” in July 1954.

A northbound CTA train of curved-door 6000s is on the South Side “L” just north of 35th Street in 1954. The middle track had been used for express trains until the CTA realigned north-south service in 1949.

This picture was taken from out of the front window of a Lake Street “L” train on July 17, 1954. We are near Garfield Park, and the 4000-series cars parked on the middle track are in mid-day storage. The middle track had been used by express trains prior to 1948, when the CTA inaugurated A/B “skip stop” service.

CTA 6047-6048 are looping via a wooden structure at DesPlaines Avenue on July 14, 1954. This was necessary once Chicago Aurora and Elgin service was cut back to Forest Park, starting in September 1953. The direct connection between the two railroads was severed and this loop took CTA trains over the CA&E tracks. Once CA&E was allowed to discontinue passenger service in July 1957, the ramp was no longer necessary. The entire yard area was revamped in 1959 in conjunction with nearby expressway construction.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) double-ended car 19 is outbound on West Chester Pike, headed for West Chester, in the early 1950s. Buses replaced trolleys on this line in 1954 so the road could be widened.

Chicago and Illinois Valley (aka the Chicago Ottawa and Peoria, part of the Illinois Traction System) car 56 at Ottawa, Illinois. Don’s Rail Photos: “In 1901, the Illinois Valley Traction was incorporated to build the first part of what later became the CO&P. Various other companies were involved in the construction until the CO&P consolidated them all by 1909. The CO&P became the Valley Division of Illinois Traction Inc. in 1923. In 1929, a new company, the Chicago & Illinois Valley, took over the Valley Division and operated it until abandonment on May 14, 1934. It was always considered a part of the Illinois Traction, and this can be seen in its rolling stock. 55 and 56 were built by St. Louis in 1903. 55 was retired in 1921. 56 was used in Peoria from 1920 thru 1927 when it was returned to the Valley. It was scrapped in 1934.”

The next-to-last North Shore Line fantrip took place on January 12, 1963, and used coaches 150 and 160. Here, the train has made a photo stop at the old Chicago Rapid Transit Company “L” station at Kostner Avenue, which was in use from 1925 to 1948 on the Niles Center branch. The station was designed by Insull staff architect Arthur U. Gerber. North Shore trains never stopped here in regular service. (William C. Hoffman Photo) Scott Greig adds: “By the way, the last charter on the North Shore was the day after the one pictured. It was a CERA charter with four Silverliners on Sunday, January 13, 1963. Illini Railroad Club announced that they would have a charter on the last day, but they finally had to settle for an extra car added to a regular train.”

The two car fantrip train has stopped at the old Clark and Lake “L” station on January 12, 1963. (William C. Hoffman Photo)

North Shore Line coach 772 is southbound at North Chicago Junction on July 4, 1955, operating on the Shore Line Route that would be abandoned later that month. Skokie Valley Route trains went to the other side of the station. (William C. Hoffman Photo)

The North Shore Line Milwaukee Terminal on June 25, 1961.

Electroliner 803-804 is northbound on Fifth Street in Milwaukee at Maple on January 13, 1963. All the buildings on the right are gone now, as this is now the location of an expressway. (Jeffrey L. Wien Photo)

North Shore Line snow plow 605 at Pettibone Yards on August 29, 1964. Built by Russell in 1921, it became the last piece of NSL equipment to be scrapped on the property. David A. Myers Jr. says he found someone who was interested in taking it, but they procrastinated so long that the tracks were taken up around the car, and it was then scrapped in place. (Jeffrey L. Wien Photo)

Chicago Surface Lines prewar PCC 4048 is downtown, signed for the Madison-Fifth route which was a branch of Route 20 – Madison. The 83 cars in this series were built in 1936 and retired in 1956. The sole survivor is 4021, which is now at the Illinois Railway Museum.

Chicago Surface Lines work car H7. Don’s Rail Photos: “H7, mail car, was built by American Car Co in 1891, as a Cicero & Proviso Street Railway passenger car. It was rebuilt as Chicago Union Traction 8 in 1900 as a mail car and as Chicago Railways 8 in 1903. It was renumbered H7 in 1913 and became CSL H7 in 1914. It was retired on May 16, 1949.”

Indiana Railroad car 65. Don’s Rail Photos: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.”

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

From the back cover:

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

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

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

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New Compact Disc, Now Available:

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

Total time – 74:38

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Borrowed Time

May 26, 2022January 2, 2025David Sadowski 5 Comments

This January 1960 view, looking northeast, shows the temporary Central Avenue side platform station during construction of the Congress expressway. The CTA Congress median line had opened as far west as Cicero Avenue in June 1958, but farther west, used a series of temporary ground level alignments while highway work continue. The temporary station here was in use from October 1959 until October 1960, when the permanent center platform station opened. You can see a stairway for the new platform, built into the concrete wall of the Central Avenue underpass. The side platforms allowed for simultaneous construction of the new station. The expressway originally ended at Laramie Avenue (5200 W.), but was extended to Central (5600 W. ) in early 1960, and finally opened to Oak Park, Forest Park, and Maywood in October 1960. Newly delivered single car unit 22 heads up this westbound Congress-Milwaukee “A” train. East of here, the tracks curve off to go into the Lotus Tunnel, taking the line into the expressway median. Ultimately, this station did not develop much ridership, and closed in 1973, although it is still extant. (Jeffrey L. Wien Photo)

I was thinking about the expression “living on borrowed time” recently. I guess all of us are doing that, in a sense, but it occurred to me that when we look at old photographs, they can transport us back into the past. It’s almost as if by looking at them, we can borrow back some of the past.

Here are lots of photos that do just that. We also have some pictures from our recent trip to the East Troy Railroad Museum in Wisconsin. This was our first chance to see North Shore Line car 761 since it was restored by the museum.

I can’t say enough good things about the museum and its volunteers. We were treated to a tour of the barn where 761 and several other cars are stored. Even better, we ran into the Heinlein family who just happened to be there that day.

Keep those cards and letters coming in, folks. And thanks for lending us some of your time.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 835 members.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

New York Central loco 5287, a 4-6-4, heads south at Roosevelt Road on August 24, 1954. (David R. Sweetland Photo)

I recently purchased this “real photo postcard,” and the seller said this was the Harvard station on the Englewood branch of the “L”. However, closer inspection of the photo shows that this is actually the Princeton station, which opened in 1905, and closed in 1949 as part of the CTA’s restructuring of north-south service.

Electroliner 803-804 at Red Arrow’s 69th Street Shops on November 10, 1963, shortly after arriving from Chicago. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, being put into service on Red Arrow’s Norristown line on January 26, 1964. (Jeffrey L. Wien Photo)

SEPTA Liberty Liner “Valley Forge” crosses the Schuylkill River in September 1976, near the end of service on the Red Arrow line to Norristown. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, just after delivery to the Illinois Railway Museum on May 9, 1982. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” aka Electroliner 801-802, at the Illinois Railway Museum on October 2, 1982. (Jeffrey L. Wien Photo)

North Shore Line wood car 134 is on a siding, and may be possibly be in New Trier school tripper service on the Shore Line Route, before the late 1930s Winnetka Grade Separation project. Don’s Rail Photos: “134 was built by Jewett Car Co in 1907 as C&ME 134. It was rebuilt in 1914 retired in 1948. In 1936, the CA&E leased 11 surplus cars from the CNS&M. These cars were modified for service by raising the coupler height, installing electric heat instead of the coal-fired hot water heaters, modifying the control, and adding jumper receptacles and other minor fittings to allow them to train with the other CA&E cars. Since these were 50 mile per hour cars, and the CA&E cars were 60 MPH cars, they were soon operated only in trains of their own kind rather than mixed in with other cars. In 1945 they were returned to the North Shore where they operated briefly. They were purchased in 1946 and last ran in regular service in September, 1953.”

CTA gate car 390. Don’s Rail Photos: “390 was built by American Car & Foundry Co in 1905 as SSRT 390. It became CERy 390 in 1913 and became CRT 390 in 1923. It was retired on June 20, 1957.” Andre Kristopans: “390 I think is at North/Halsted. At first thought Sedgwick, but background does not match.”

On March 29, 1943, the first official Chicago Rapid Transit Company train heads into the north portal of the new State Street Subway, then still under construction. Only one track was in service, and the south portal was still being built. Test rides were being given to servicemen and war bond buyers. The official opening was on October 17th.

Shaker Heights Rapid Transit car 302, formerly of the Aurora, Elgin & Fox River Electric, is inbound at Woodhill Road on September 6, 1951. Don’s Rail Photos: “302 was built by St Louis Car in 1924, #1308. In 1936 it was sold to CI/SHRT as 302 and in 1954 it was sold to Gerald Brookins for the Columbia Park & Southwestern aka Trolleyville.” Sounds like it was scrapped there for parts.

North Shore Line city streetcar 354 at the Illinois Railway Museum in September 1972.

The conventional view of the North Shore Line station in Lake Forest.

A different view of the large North Shore Line station in Lake Forest that served the Shore Line Route. This can’t be later than 1916, as the railroad is identified by its previous name, the Chicago and Milwaukee Electric. The station survived the 1955 Shore Line abandonment, but was torn down around 1970.

I believe we are looking north at the Chicago and North Western commuter train station in Highland Park. If so, the North Shore Line’s tracks for the Shore Line Route would be at right in the adjacent street. Apparently the station footprint here did not allow for sufficient space to locate the NSL tracks on private right-of-way.

Another view of the C&NW Highland Park station, again looking north with the NSL Shore Line tracks in the street at right.

The entrance to Ravinia Park around 1915. It was built by the Chicago and Milwaukee Electric to help generate more ridership.

This shows the wooden “L” ramp under construction for the CTA’s Garfield Park temporary trackage that ran east of here in Van Buren Street during construction of the Congress expressway. You can see where the temporary structure was going to turn and head south, to rejoin the existing Garfield Park “L” near Sacramento Boulevard. The new alignment was used starting in September 1953, so this is some time before then. (Henryk Shafer Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 77 and 8 in Media, PA on April 25, 1954. Brilliner 8 is still in its original 1941 paint scheme. (Russell E. Jackson Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) car 83 on the West Chester line in 1954. Buses replaced trolleys on this long route the same year, as part of a highway widening project. Don’s Rail Photos: “83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982.” The M&H actually purchased car 86 in 1982, which was found to have some damage. So car 83 was renumbered as 86 by SEPTA and sold to them that way. The original car 86 also went along and was scrapped for parts. M&H is a diesel-powered tourist operation and the Red Arrow car is in storage there.

Laurel Line (Lackawanna and Wyoming Valley Railroad) cars 38, 114, and 35. I assume this is in Scranton, PA. Interurban passenger service quit on December 31, 1952.

Laurel Line car 32.

Laurel Line car 19 looks like it has seen better days.

Laurel Line car 35.

Laurel Line car 32.

Another view of Laurel Line car 19.

CTA single car units 41 and 42, equipped with trolley poles for use on the Evanston branch, are posed at Sedgwick on the Ravenswood line. The date may be June 26, 1960. Sunday fantrips were popular, when Ravenswood trains only went as far as Armitage, and the fans could have lengthy photo stops without interfering with regular service. North Shore Line trains were routed via the outer tracks at this time. (Richard J. Anderson Photo)

A CTA single car unit heads south just north of South Boulevard in Evanston on May 26, 1963.

A train of 4000s at Armitage.

4000s at Wellington.

6000s at Wellington.

CTA 2041 at Hamlin on the Lake Street “L”, signed as a “B” train, sometime between 1964 and 1969.

6000s at Wellington.

CTA single car unit #2 at the Skokie Swift terminal at Dempster, some time in the 1960s.

4000s at Wellington.

Brooklyn and Queens Transit PCC 1070 is at Park Circle on November 11, 1955, running on the 68-C 1 Ave line.

Brooklyn and Queens Transit PCC 1001 is at the Bristol Street loop on line 35 – Church on May 30, 1956. The auto at right is in the “bathtub” style that was briefly popular around 1950.

Brooklyn and Queens Transit PCC 1031 in May 30, 1956. This is a Church Avenue car entering the underpass at Ocean Parkway.

Chicago Surface Lines work car S-53 on October 21, 1940. Don’s Rail Photos: “S53, supply car, was built by Chicago Railways in 1909 as 10. It was renumbered S53 in 1913 and became CSL S53 in 1914. It was retired on November 25, 1949.”

Chicago Transit Authority snow plow S-319 (ex-3146) at Skokie Shops in April 1955. Don’s Rail Photos: “3146 was built by St. Louis Car in 1901 as Lake Street Elevated RR 146. It was renumbered 3146 in 1913 and became CRT 3146 in 1923.” Not sure when it was converted into a work car.

North Shore Line city streetcar 357 is in Waukegan in 1946, signed for the Naval Station. Streetcar service ended the following year. Don’s Rail Photos: “357 was built by St Louis Car Co in January 1928, #1453. It was retired in 1948 and scrapped in 1950. The last city cars purchased new by the North Shore were cars 351 thru 360. They came from St. Louis Car in 1927 and 1928 and were designed to operate as one or two man cars. 351 thru 358 went to Milwaukee, and 359 and 360 went to Waukegan. In 1942, 353 thru 358 were sent to Waukegan for wartime service. It is said that 351 and 352 were also sent to Waukegan, but if so, their stay was short. In 1947, with the abandonment of the Waukegan lines, the entire group was sent to Milwaukee to replace the Birneys. They ran until abandonment on August 12, 1951.”

NSL loco 458 at the Pettibone Yard in North Chicago on July 16, 1960. (Gordon E. Lloyd Photo)

A North Shore Line freight train, headed by loco 456, at North Chicago Junction on March 2, 1946. (Gordon E. Lloyd Photo)

The North Shore Line headquarters in Highwood, IL. (Gordon E. Lloyd Photo)

NSL Silverliner756 at Highwood on April 15, 1950. (Gordon E. Lloyd Photo)

A three-car North Shore Line train on the “L”. (Gordon E. Lloyd Photo)

NSL 411 at Highwood on June 12, 1949. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. It was rebuilt on February 25, 1943 as a two motor coach by closing in the open platform and changing the seating, and was sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to the Escanaba & Lake Superior in 1989.” (Gordon E. Lloyd Photo)

A four-car NSL train on Greenleaf Avenue in Wilmette on February 11, 1939. (Gordon E. Lloyd Photo)

We have several pictures from this fantrip, which covered the Shore Line Route and then continued north to Milwaukee. I bought this, as I thought it might shed some light on the photo stops. But this “timetable” only gives the starting time of the trip. It does list points of interest, route mileage, safety rules, and has a complete roster of the equipment as of late 1954… including which 15 cars had already been converted to Silverliners by that time. (I think the total had reached 30 by 1963.)

Original 1920s artwork for four North Shore Line posters… in the collection of David A. Myers, who bought them when the railroad was going out of business in 1963.

The North Shore Line Mundelein Terminal in December 1962.

The same location today, looking east. The old terminal was located just to the right of that telephone pole. You can see where the old right-of-way was in that clearing at rear.

A North Shore Line train heads north at North Chicago Junction in June 1961. The tracks at left led to the old Shore Line Route. After the 1955 abandonment, one track was kept in service to connect with the headquarters at Highwood (and also for freight use). (William Shapotkin Collection)

The late William C. Hoffman took this picture of an Electroliner menu on November 12, 1962.

The East Troy Railroad Museum

Milwaukee streetcar 846 at East Troy. Don’s Rail Photos: “846 was built by St Louis Car Co in 1920, #1239. It was one-manned in 1925 and was donated to the Kentucky Railway Museum in 1958. After two floods it went to the Appleton Trolley Museum in 1983. It was found to be severely damaged and was finally restored in 1998. In October 2002, the ATM merged with the East Troy Electric Railroad Museum and 846 was the first car moved.”

South Shore Line car 24. Don’s Rail Photos: “24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

South Shore Line car 33. Don’s Rail Photos: “33 was built by Standard Car in 1929, #P-3340. It was air-conditioned and sold to National Park Service in 1983.”

These stickers were applied to South Shore Line cars in the mid-1970s and became a rallying cry against abandonment.

South Shore Line car 9. Don’s Rail Photos: “9 was built by Pullman in 1926.”

South Shore Line car 13. Don’s Rail Photos: “13 was built by Pullman in 1926 and was rebuilt in 1946.”

CTA 4453. Don’s Rail Photos: “4453 was built by Cincinnati Car in 1924, #2860. It was acquired by Indiana Transportation Museum in 1974 and sold to East Troy Electric Ry in 1995.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Sheboygan Light, Power and Railway Company car 26. Don’s Rail Photos: “Sheboygan 26 was built by Cincinnati Car in 1908, #835. It was converted to one man operation. It later was used as a lake cabin for many years and was given full restoration to its original condition.” This car was added to the National Register of Historic Places in 2006.

Milwaukee Electric Railway & Light Company locomotive L-9. Don’s Rail Photos: “L9 was built at Cold Spring in 1944. It became WEPCo L9 in 1963 and was acquired by WERHS in 1979. It became East Troy Electric Ry L9 in 1989.”

South Shore Line car 30. Don’s Rail Photos: “30 was built by Standard Car in 1929, #P-3340. It was air conditioned and sold to Wisconsin Electric Railway Museum in 1984. It was sold to East Troy Electric Ry in 1984. It was later rebuilt without the humps and renumbered 1130.”

South Shore Line car 25. Don’s Rail Photos: “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

North Shore Line car 761 has recently been restored by East Troy and looks beautiful. Don’s Rail Photos: “761 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as a Silverliner in October 11, 1957.” It has had a number of owners since 1963 but came to East Troy from the Michigan Transit Museum in 2001.

Watch your step. The car could board on either high-level or low-level platforms.

761’s cab area.

This would have been the smoking compartment back in the day.

The museum is justifiably proud of their restoration work.

The ticket booth at East Troy.

Bob Heinlein and his brother at East Troy.

Aboard 4420.

CTA 4420 at the Elegant Farmer store in Mukwonago. Don’s Rail Photos: “4420 was built by Cincinnati Car in 1924, #2860. It was acquired by Wisconsin Electric Historical Society on February 11, 1975, and sold to East Troy Electric Ry in 1988.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Recent Correspondence

We recently received these two photos from our good friend David Harrison:

CTA 3311 on June 19, 2006 charter, paying tribute to the 2005 World Champion Chicago White Sox. (Bruce C. Nelson Photo, courtesy of David Harrison)

David Harrison in his CTA uniform, near Loomis, in a photo taken by his mother. I couldn’t quite make the processing date out on the slide– it was either December ’65 or ’66, although this picture was obviously taken at a different time of the year.

North Shore Line Mystery Photo

If anyone knows who took this picture, taken at the North Shore Line’s Milwaukee Terminal, please let me know. I checked with the Center for Railroad Photography and Art, and it apparently was not taken by the late John E. Gruber, although it does look similar to his work.

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

Chicago’s Lost “L”s Online Presentation

We recently gave an online presentation about our book Chicago’s Lost “L”s for the Chicago Public Library, as part of their One Book, One Chicago series. You can watch it online by following this link.

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

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Help Support The Trolley Dodger

This is our 289th 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 879,000 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.
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DONATIONS

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Twilight Time

April 19, 2022April 19, 2022David Sadowski 14 Comments

This slide, taken in March 1959, is marked as showing the first train (a diesel) that went east of the DesPlaines River via the bridge that had been relocated during expressway construction. As we now know, CA&E passenger service did not resume, and eventually this new track connection was cut back to east of the river, and became the tail track for the CTA yard. The bridge remained in place for many years, but was eventually removed. This picture appears to have been taken west of the river, by the Commonwealth Edison facilities. The ballast appears fresh. (Zalman Gaibel Photo)

Most of the pictures in today’s post come from the collection I inherited from my late friend Jeffrey L. Wien and feature the Chicago, Aurora & Elgin interurban in its twilight days.

Some 30 of these images show some late electric freight moves in March 1959, nearly two years after the abandonment of passenger service, and just a few months before the CA&E gave up the ghost. I don’t recall ever seeing any photos of such late operations on the CA&E, much less this many of them.

Once passenger service ended, the bulk of CA&E employees were let go, but some were retained on the basis of seniority. This means only the oldest of the “old timers” remained, and some of them were well past what is now considered retirement age.

There are also views of the former passenger stations at 17th Avenue in Maywood, Bellwood, and Wheaton.

There is one other remarkable photo, showing what is said to be the first train on the newly rebuilt CA&E tracks leading to the DesPlaines Avenue CTA Terminal in March 1959. While this is a diesel train, it does show that at least one train ran on the new tracks, which were relocated during expressway construction.

Apparently, part of the deal that CA&E made when they sold their right of way crossing the DesPlaines River, was that their tracks would be “made whole” so that it could be possible to restore running passenger service. Although the tracks were restored, service never resumed. The assumption has been that “no trains ever ran on them,” but the photo shown above indicates otherwise.

These historic photos, plus some others taken in August and September 1959 (after the final abandonment) at Wheaton were taken by the late Zalman Gaibel (1943-1995). I wasn’t able to find much information about him online, other than that he graduated from MIT in 1963. There is a slide show tribute that you can see here.

We have rounded these CA&E photos with a few others, taken in the latter days of interurban service over the “L”, most by William C. Hoffman, and one by Truman Hefner.

We are also featuring many wonderful photos, both black and white and color, taken by John V. Engleman in the late 1950s and early 1960s, mostly in Boston, but some in Chicago.

We hope that you will enjoy them, and we than Mr. Engleman for his generosity in sharing them with our readers.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 800 members.

CA&E Freight Moves in March 1959

All the photos in this section were taken by Zalman Gaibel.

17th Avenue.

Eastbound at Mannheim.

Bellwood Station.

Bellwood.

Bellwood/Mannheim, looking west.

Bellwood Interchange.

Bellwood/Mannheim.

Westbound at Bellwood/Mannheim.

Southbound into Cook County.

Mannheim Interchange.

Bellwood/Mannheim.

Bellwood Station.

Mannheim-Cook County.

Bellwood/Mannheim.

The CA&E Wheaton Yards in August and September 1959

All the photos in this section were taken by Zalman Gaibel.

The lineup at Wheaton.

Cars 407, 411, and 417. Don’s Rail Photos: “Pullman Cars 400-419. These 20 cars were the first steel cars on the Roaring Elgin and were built by Pullman in 1923.”

Car 301. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.”

Car 307. Don’s Rail Photos: “307 was built by Niles Car & Mfg Co in 1906, It was modernized in July 1939.”

Car 20. Don’s Rail Photos: “20 was built by Niles Car in 1902. It was preserved by Railway Electric Leasing & Investing Corp in 1962. It was then transferred to Fox River Trolley Museum in 1984. It is the oldest operating interurban in the United States.”

Cars 456, 455, 452, and 460. Don’s Rail Photos: “St. Louis Cars 451-460. These 10 cars were the last cars and were built by St. Louis Car in October 1945. They had been ordered in 1941 but were held up by World War II. They had to be able to operate with older equipment, and this precluded any radical design. They were highly improved over earlier cars.” Of the ten cars, only four were saved, all originally purchased by Trolleyville USA (cars 451, 453, 458, and 460). Of these, 458 is at the Fox River Trolley Museum, and the rest are at the Illinois Railway Museum.

Car 603. Don’s Rail Photos: “In 1937, the CA&E needed additional equipment. Much was available, but most of the cars suffered from extended lack of maintenance. Finally, 5 coaches were found on the Washington Baltimore & Annapolis which were just the ticket. 35 thru 39, built by Cincinnati Car in 1913, were purchased and remodeled for service as 600 thru 604. The ends were narrowed for service on the El. They had been motors, but came out as control trailers. Other modifications included drawbars, control, etc. A new paint scheme was devised. Blue and grey with red trim and tan roof was adopted from several selections. They entered service between July and October in 1937. 603 was built by Cincinnati Car Co in 1913 as WB&A 38. It was sold as CA&E 603 in September 1937.”

Car 20.

Cars 603, 604, 410, and 424. Don’s Rail Photos: “424 was built by Cincinnati Car Co in 1927, #2055.”

Wheaton station. It was demolished in May 1966, and we ran some pictures showing that in a previous post.

Car 600.

Line car 11. Don’s Rail Photos: “11 was built by Brill in 1910, #16483. It was rebuilt to a line car in 1947 and replaced 45. It was acquired by Railway Equipment Leasing & Investment Co in 1962 and became Fox River Trolley Museum in 1984. It was lettered as Fox River & Eastern.”

Caboose 1004, the same one seen in action in a different photo.

Cars 402 and 600.

Tool car 7, plus cars 458, 459, 306, 318, and 317, among others. Don’s Rail Photos: “7 was built by Jewett Car in 1906. In 1941 it was rebuilt as a tool car.”

Cars 451, 458, 459, 306, 318, and 317. Don’s Rail Photos: “306 was built by Niles Car & Mfg Co in 1906. It was modernized in July 1941. 317 was built by Jewett Car Co in 1913. It was sold to RELIC in 1962 and transferred as FRT in 1984. 318 was built by Jewett Car Co in 1914. It had steel sheathing and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.”

Car 307.

Car 417.

Car 318.

Cars 603 and 604.

The Wheaton Yards.

Car 307.

Miscellaneous CA&E Photos

The view looking west from the Western Avenue “L” platform on the Garfield Park line on June 9, 1953. An eastbound “L” train approaches, while passing a westbound CA&E train. (William C. Hoffman Photo)

The view looking west from Marshfield Avenue on August 23, 1953 shows a westbound three-car CA&E train. It appears that the ground at left is being prepared for the construction of a new “L” span, running north and south at this point. Once the Garfield Park structure was removed, after September 27, 1953, this new span allowed Douglas Park trains to go to the Loop via the Lake Street “L” about one mile north of here. (William C. Hoffman Photo)

CA&E 319 is at the back end of a westbound five-car train at Marshfield Avenue on November 30, 1950. (William C. Hoffman Photo)

CA&E 426 is at the back end of a westbound four-car train just west of Western Avenue on August 9, 1950. (William C. Hoffman Photo)

CA&E 48 heads up an eastbound five-car train near Western Avenue on August 9, 1950. (William C. Hoffman Photo)

We have run a different version of this same image a couple times before, but this was scanned from a duplicate slide made in the 1950s, and has less cropping than the later versions. CA&E 460 heads up a westbound train at Sacramento Avenue in January 1952. The other cars are 422 and 428. (Truman Hefner Photo)

It’s hard to make out the number. Is this car 26, or 28? Don’s Rail Photos: “28 was built by Niles Car in 1902. It was modernized at an unknown date and retired in 1959.” Not sure who took this photo, but it was not part of the Zalman Gaibel batch.

Wells Street Terminal Photo

While we are on the subject of the CA&E, I finally got a better quality version of this excellent photo thanks to Rex Butler. It which appeared in the August 1927 issue of the North Shore Bulletin. It shows the newly renovated Wells Street Terminal. While North Shore trains were only occasional visitors there, Insull owned the CA&E, North Shore Line, and the Chicago Rapid Transit Company, so one hand washes the other. The terminal remained in use until the CA&E stopped using it in September 1953.

Photos by John V. Engleman

Car 3283 and PCC 3187. Don’s Rail Photos: “3179 thru 3196 were built by Pullman-Standard in 1945, #W6710B.”

This is on the Blue Line.

PCC 3056. Don’s Rail Photos: “3055 thru 3062 were built by Pullman-Standard in 1944, #W6697.”

The end of the Ashmont-Mattapan line.

PCC 3304. This is a “picture window” PCC, built in 1951 by Pullman-Standard. Starting in 1959, these cars were assigned to the new Riverside branch.

PCC 3208, among others, at the end of the Ashmont-Mattapan line.

PCC 3210.

PCC 3018. This was part of the first batch of PCCs ordered for Boston in 1940. Don’s Rail Photos: “3018 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1974.”

Service car 6321.

Snow plow 5164.

PCC 3197.

PCC 3004. Don’s Rail Photos: “3004 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1991.”

Test car 396.

The interior of a PCC.

CTA trolley bus 9510,

Unfortunately, this medium format negative was partially light struck. I made another version in black-and-white so this wouldn’t be so noticeable.

PCC 3338, an ex-Dallas double-ended “Texas Ranger.” Don’s Rail Photos: 3338 was built by Pullman-Standard in 1945, #W6699, as DR&T 603. It was sold as MTA 3338 in 1959 and acquired by Trolley Inc in 1983. It was purchased by Seashore Trolley Museum in 1994.” This is at the old surface station at North Station. This line has since been relocated into a subway. There was also an elevated platform at this station.

PCC 3014.

PCC 3198.

PCC 285 is running heads a two-car train, headed for Cleveland Circle on what is now the MBTA Green Line “C” branch.

Chicago in the early-to-mid 1960s. Note the Marina Towers are under construction.

Chicago in the early-to-mid 1960s. The Prudential Building was never Chicago’s tallest, being slightly shorter than the Board of Trade building, but it did have a popular observation deck in the 1960s, before being eclipsed by the Hancock building and Sear Tower.

CTA trolley bus 9521.

CTA trolley bus 9221. This is on North Avenue at Humboldt Park.

CTA 6205-6206, among the first “curved door” PCCs.

CTA trolley bus 9448 is running on Route 52 – Kedzie.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

Help Support The Trolley Dodger

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Work, Work, Work

February 20, 2022February 27, 2022David Sadowski 21 Comments

This remarkable photo, taken circa 1955-57, shows a wooden CTA “L” car on the Stock Yards branch with cattle, and in color to boot. We are looking east from the Exchange station.

It’s been a month since our last post, but it hasn’t been for lack of effort. Lately, it’s been work, work, work around here. We have been hard at work on our next book, which will be about the North Shore Line, doing research, scanning, and collecting images.

We also have many new photo finds of our own, including 24 snapshots that we purchased as a batch. The photographer is not known, but must have been someone who traveled a lot, as there are pictures from Chicago, the Pittsburgh area, Milwaukee, and one other unidentified city.

The Pittsburgh photos are intriguing, as some of them appear to show the Pittsburgh Railways interurban to Washington, PA, which ran PCC cars. There are some mysteries about the Milwaukee pictures as well.

Perhaps some of our readers can help identify the locations.

We received another batch of negatives from John V. Engleman, many of which are 60 years old, and have scanned a few dozen of these, mostly from the North Shore Line. Mr. Engleman is an excellent photographer and like the other photos of his we have shared in previous posts, there are many great shots, both black-and-white and color.

According to Mr. Engleman, he rode the North Shore Line twice– first in the summer of 1961, and then on the last full day of service, January 20, 1963. The extreme difference in weather should make it easy to tell which photos are which.

60-year-old color negatives present many challenges when scanning. The film has a base coat which has itself faded, just as the other colors in the image have, and it took a bit longer than usual to color correct these.

Then, there were the inevitable plethora of scratches and spots that had to be painstakingly removed using Photoshop. Working over each one of those images took me at least an hour, and sometimes longer. I could only do a few of these each day.

The color negs were 127 size, which is about four times as large as 35mm. So while early 1960s color negative film was grainy, the larger film size makes up for this to some extent, and the results are quite acceptable.

Mr. Engleman’s black-and-whites were shot on 120 film, which is even larger than 127, and presented no difficulties. We thank him profusely for generously sharing these previously unseen photos with our readers.

If a picture is worth 1000 words, then I say let these pictures speak for themselves. To me, they speak volumes.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 713 members.

Remembering Don Ross

It’s come to my attention that R. Donald Ross passed away on January 18th, aged 90. His career as a railfan photographer and historian began in 1946, and stretched out for more than 75 years. He cast a long shadow.

He started out as an avid photographer, and occasionally I will run across one with his name stamped on the back. But he was also an early, and active volunteer at railway museums, and scouted out possible locations for the Illinois Railway Museum when they had to vacate from the Chicago Hardware Foundry site in North Chicago.

He helped identify the former Elgin and Belvedere interurban right-of-way in Union as a potential site for the museum, where it is today. Other potential sites included the Chicago Aurora & Elgin‘s former Batavia branch, and the current sites of both the Fox River Trolley Museum and East Troy Railroad Museum.

In recent years, he worked hard at developing Don’s Rail Photos, a vast resource for information about hundreds of different railroads. This was not his only web site, as his interests ranged far afield.

I have not found an obituary for Mr. Ross. Nowadays, it doesn’t seem like everyone gets one. I don’t know what sort of provisions he made to continue his web site in the future, but it would be a shame if everything he worked so hard to create eventually disappears.

He will definitely be missed.

-David Sadowski

Our Annual Fundraiser

We are pleased to report we have exceeded our annual fundraising goal, with a total of $1055 received to date. These funds have already been put to good use, paying for our annual hosting fees, WordPress subscriptions, material for our next book, and for this blog.

We are very grateful to everyone who contributed. We could not continue this site without your kind assistance.

We accept donations 365 days a year. If you wish to help, there are links at the top and bottom of this page.

We thank you in advance for your time and consideration.

Photos by John V. Engleman

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

A great night shot of an Electroliner at Roosevelt Road in Chicago. This was the southern terminus for the North Shore Line for many years, and from 1949 to 1963 the interurban had this CTA station all to themselves. (John V. Engleman Photo)

A rather blurry shot of an Electroliner at Roosevelt Road. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This has been identified as North Chicago. (John V. Engleman Photo)

A stately Electroliner on a snowy day in Milwaukee. (John V. Engleman Photo)

Roosevelt Road with car 255 in the pocket. (John V. Engleman Photo)

CTA trolley bus 9648 heads west, as seen from the Belmont “L” station. (John V. Engleman Photo)

A great shot of an Electroliner at Roosevelt Road on a winter’s day. (John V. Engleman Photo)

Roosevelt Road. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

Although this image was spoiled by a double exposure, it is still a nice view of the Milwaukee Terminal in winter. (John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

Here. we are looking north from the Belmont "L" station, and the platform at left was used only by southbound North Shore trains. As Graham Garfield's www.chicago-l.org website notes, "Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side "L". Although the "L" and interurban services were separate and had different fares without free transfers, they shared a number of stops -- Belmont being one common stop -- with little effort to separate passengers. This was in large part because the North Shore Line and the "L" were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the "L", and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the "L". Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the "L" structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the "L", they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by "L" customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times." (John V. Engleman Photo)

Here. we are looking north from the Belmont “L” station, and the platform at left was used only by southbound North Shore trains.
As Graham Garfield’s http://www.chicago-l.org website notes, “Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side “L”. Although the “L” and interurban services were separate and had different fares without free transfers, they shared a number of stops — Belmont being one common stop — with little effort to separate passengers. This was in large part because the North Shore Line and the “L” were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the “L”, and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the “L”. Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the “L” structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the “L”, they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by “L” customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times.” (John V. Engleman Photo)

NSL 771 and train are heading east at LaSalle and Van Buren on the Loop “L”, making this a southbound train in the morning. (John V. Engleman Photo)

A Silverliner at the head of a train. Not sure of the location. (John V. Engleman Photo) Zach E. says this is 769 at Lake Bluff.

The Mundelein Terminal. (John V. Engleman Photo)

NSL 743 is northbound on the 6th Street Viaduct. (John V. Engleman Photo)

North Shore Line Silverliners at the Milwaukee Terminal. (John V. Engleman Photo)

A southbound Silverliner at Belmont. (John V. Engleman Photo)

An Electroliner has arrived and its trolley pole hasn’t yet been turned around. (John V. Engleman Photo)

Such a classic view of the Milwaukee Terminal.
(John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. This picture, at least, could have been taken in 1962, judging by the nearby billboard. (John V. Engleman Photo)

Red Pullman 460 at South Shops, as part of the CTA historical collection, possibly after the end of streetcar service, which ended in 1958. (John V. Engleman Photo)

Prewar PCC 4021 and red Pullman 460 were part of the CTA’s historical collection when this picture was taken at South Shops, possibly around 1959. Both cars are now at the Illinois Railway Museum. (John V. Engleman Photo)

This was scanned from a copy negative of an Electroliner in action. (John V. Engleman Collection)

The CTA Skokie Swift opened in April 1964, and it’s possible this picture was taken not long after that at Dempster Street in Skokie. (John V. Engleman Photo) Spence Ziegler adds, “The Skokie Swift Car at Dempster St was taken after June, 1965 as the former North Shore Line catenary towers north of Dempster St. are gone.”

It’s not entirely clear just when this picture was taken at DesPlaines Avenue on the Congress line, but my guess is 1960-61. There are some CTA single-car units visible, and the first of these were delivered in 1960. But in this and the other shot, I don’t see the shops building, which was completed in 1962. We are looking west, with the old Forest Park gas holder in the distance. (John V. Engleman Photo)

The yard at the DesPlaines Avenue terminal, circa 1960-61. (John V. Engleman Photo)

CTA 5002 at Kimball in Lawrence, most likely in June 1962 (based on the platform signage). (John V. Engleman Photo)

CSL PCC 4050 is at Madison and Austin, and appears to have some front-end damage. The motorman does not look too happy about having his picture taken. (John V. Engleman Collection)

CTA PCC 4110 exits the Washington streetcar tunnel in the early 1950s, with a Chicago Motor Coach bus at left. We are looking west. (John V. Engleman Collection)

The same location today. Note the building on the left matches.

Recent Finds

This is a North Shore Line city streetcar in Milwaukee. The caption that came with this one said, “Last day run past North Shore depot.” If so, this would be 1951.

CTA wooden “L” cars 390 and 280 make a fantrip photo stop at Austin Boulevard on the Garfield Park line on April 14, 1957. This was a temporary station due to ongoing construction of the Congress Expressway in this area.

North Shore Line car 154 survived the abandonment, only to succumb to the ravages of neglect many years later. Here, we see it in Anderson, IN on July 16, 1965, where it was pulled around by a locomotive. It eventually went to a museum in Worthington, OH where it was allowed to deteriorate. Considered in too bad shape to restore, it was purchased by another museum in Michigan, stripped of usable parts for the restoration of a different (non-NSL) car in their collection, and its carcass was unceremoniously dumped in a field, where it is now offered to anyone in need of a spare room or chicken coop.

From 1922 to 1938, North Shore Line cars ran to the south side. Here, we see a fantrip train, headed up by Silverliner 409, at 61st Street on one of those latter-day fantrips prior to the 1963 abandonment.

CTA red Pullman streetcar 208 appears to be signed for Route 9 – Ashland, which would make this a car headed east between Paulina and Ashland, where it will turn north. Streetcars were not permitted on boulevards, which meant they could not travel on Ashland between Lake Street and Roosevelt Road. Buses replaced streetcars on the Ashland and Lake routes in 1954. (William C. Hoffman Photo)

CTA PCC 7240, signed for 77th and Vincennes (South Shops). (William C. Hoffman Photo) Mike Franklin: “Car 7240 is e/b on 69th St at Morgan St.” Our resident South Side expert M.E. adds: “This photo needs further explanation. For many years, the 69th and Ashland barn housed Western Avenue PCC cars. After that barn closed in the early 1950s, the only remaining carbarn for PCC cars on the south side was at 77th and Vincennes. The CTA left the trackage alive on 69th St. between Western and Wentworth for the sole purpose of moving Western Avenue PCCs back and forth. (Trackage along Wentworth and Vincennes was still in use by route 22.) The car in this photo is heading home to the 77th and Vincennes barn.”

CTA PCC 7180 is northbound on Dearborn at Congress in the mid-1950s.

The Garfield Park “L” temporary trackage at street level in Van Bure Street at Damen Avenue, some time around 1954 as the Congress Expressway is still under construction nearby (but the old “L” structure has already been removed).

The same location. A Buick heads south on Damen while an eastbound Garfield Park train waits for the lights to change before crossing.

North Shore Line 742 and a Silverliner at the Milwaukee Terminal in the early-to-mid 1950s.

This CTA preliminary study, circa 1954-55, shows plans for the Congress-Douglas-Milwaukee route that went into service in 1958. Planning for the section west of Cicero was somewhat tentative and differed from what was eventually built. At this stage, Laramie Yard was to be retained, and connected to the Congress line via a flyover. Eventually, it was decided to move the yard to DesPlaines Avenue, but at the time the land was not owned by the CTA. A platform area on the map at Laramie was not a station, but intended for use adding and cutting cars. The Austin-Menard station would have been located east of Austin Boulevard. Instead, it was built west of there, with a secondary entrance at Lombard. Once it was decided to add a secondary entrance to the Oak Park Avenue station at East Avenue, it was no longer necessary to have a new station at Ridgeland (as a replacement for Gunderson, which was located on a side street). During construction of the Congress Expressway in Oak Park and Forest Park, there were eventually three different temporary track configurations used.

A northbound NSL two-car train stops at Dempster Street in Skokie on March 26, 1960.

North Shore Line conventional cars and an Electroliner meet at Edison Court in Waukegan on August 31, 1957. (Stephen D. Maguire Photo)

On June 19, 1953, a three-car Chicago Auror and Elgin train approaches the Halsted “L” station in the four-track Met main line. We are looking to the northeast. The cars are 52, 317, and 304. (Robert Selle Photo)

Chicago Aurora and Elgin wood car 139 at Wheaton Yards on May 30, 1952. Don’s Rail Photos: “138 thru 141 were built by American Car in 1910. They were rebuilt for Elevated compatibility in 1919. They were also leased to the CA&E in 1936, returned to the CNS&M in 1945, and sold to the CA&E in 1946.” Once the CA&E stopped running downtown via CTA tracks in September 1953, the former North Shore cars were no longer needed and were scrapped the following year. (Robert Selle Photo)

CA&E car 129 at the Wheaton Yards on May 30, 1952. Don’s Rail Photos: “129 was built by Jewett Car in 1907. It was rebuilt in 1914 and leased to Chicago Aurora & Elgin and modified in 1936. It was returned to CNS&M in 1945 and sold to CA&E in 1946. It was scrapped in 1951.” (Note- the scrapping date is in error.) (Robert Selle Photo)

CA&E wood car 318 is outbound on the Batavia branch on July 14, 1954, about one block from the Batavia station, on its way to Batavia Junction. Parts of the Batavia branch were somewhat similar to the main line at the Illinois Railway Museum, which you can see in this photo by Robert Selle. As with the rest of the CA&E, passenger service continued until the abrupt mid-day abandonment on July 3, 1957.

CA&E cars 406 and 456 meet to pick up and discharge passengers at the Cicero Avenue station on the Garfield Park “L” on August 22, 1953, just less than a month before the interurban cut back service to Forest Park. (Robert Selle Photo)

CA&E car 418 is east of Laramie Avenue on the Garfield Park “L” on February 15, 1953, giving an unusual view of the ramp leading from ground level to the Cicero Avenue station. The middle part of the negative was partially light struck, which could happen with paper-backed roll film. Photographer Robert Selle shot size 616 Kodak Verichrome Pan film. 616 used the same film as 116, resulting in a large negative, but used slightly different spools. Both types were discontinued in 1984, as no cameras had been manufactured using these sizes in decades. Verichrome was designed to give maximum exposure latitude, as it was often used in box cameras that had only one shutter speed. It was discontinued in 2002.

Chicago Surface Lines one-man car 3100. Mike Franklin: “This would be looking north on Leavitt St from just south of Coulter St. Small building above Car 3100 is Chicago Railways Blue Island Ave Sub Station and the larger building further north is their 24th St Car Station.”

A Silverliner departs from the North Shore Line’s Milwaukee Terminal, probably in the late 1950s. I can’t quite make out the number, but it is in the 770s.

The North Shore Line shops at Highwood. Loco 456 pulls a freight train, while one of the line cars is at right.

NSL 157 on a June 17, 1962 fantrip.

I recently purchased these three Ektachrome slides, all taken by the same photographer on June 17, 1962. Ektachrome film from the 1950s through the early 1960s has faded to red over the years. The red dye layer remained stable, while the other colors faded badly. Within a year or two of when these pictures were taken, Kodak had fixed the problem. With modern technology, it is often possible to bring the color back in these red Ektachromes, and restore them to look more like normal. The color-corrected versions follow.

Two trains meet near South Upton Junction.

An Electroliner on June 17, 1962.

A northbound train at North Chicago Junction on June 17, 1962.

CTA prewar PCC 4005 at 63rd Place and Narragansett on July 30, 1948.

CSL 4018 kicking up a cloud of dust on 63rd Place west of Central Avenue, some time between 1948 and 1952. (Richard W. Tesch Photo)

CSL red Pullman 93- is running on Route 35, so this appears to be the 35th Street “L” station on the south side, making the cross street State.

The same location today. The Illinois Institute of Technology campus is at left.

Philadelphia Transportation Company Peter Witt 8500 on September 12, 1955. It was built by Brill around 1926. Kenneth Achtert adds, “I am fairly certain that the photo of PTC #8500 (aab516) is SB on 17th St. just south of Market St., having just turned from westbound on Market St.” Mike Franklin concurs: “Car 8500 is s/b on S 17th St, having just crossed Market St, Philadelphia, Pa.” So, the testimony of two is true.

A train of CTA 4000s at Chicago Avenue on a fantrip around April 1974. By then, these cars had been retired from regular service. When Ravenswood service terminated at Belmont Avenue on Sundays, fans had the stations south of there all to themselves for leisurely photo stops, without worrying about getting in the way of regular service trains.

NSL 767 at the Milwaukee Terminal on May 7, 1942.

A North Shore Line ticket envelope.

This is the Pittsburgh area in the summer of 1952, and quite possibly Washington, PA. Interurban service to here ended the following year. Larry Lovejoy: “All of the Pittsburgh photos are taken within a four block area in downtown Washington, Pennsylvania, aka: “Little Washington”, lest anybody be confused with Washington, DC. The local routes quit in May of 1953. The interurban lasted until August. Photo ab534: Southbound on Main Street at Beau Street. This is a Jefferson & Maiden car headed toward the route’s eastern terminal out East Maiden Street.”

Again, Washington, PA. Note there is a sign that says Washington. Larry Lovejoy: “Photo aab535: Northbound on Main at Chestnut. Not clear whether this a Jefferson & Maiden car or an East & West route car. In the far distance, a North Washington car is turning left from Main onto East Beau Street crossing the path of what appears to be an unknown bus. “

The release date of Abbott and Costello’s Lost in Alaska helps date this picture to summer 1952. Larry Lovejoy: “Photo aab536: North Washington car westbound on Chestnut about to turn south onto Main Street.” (In Washington, PA.) The movie theater on the corner was called the Basle (later the Uptown). It is now used by a church.

The same location today.

Washington, PA. Larry Lovejoy: “Photo aab537: Jefferson & Maiden car northbound on Main Street at Wheeling Street.”

Pittsburgh PCCs, mounted with an extra headlight, operated on two interurbans, including to Washington, PA. Larry Lovejoy: “Photo aab538: Looking south on Main, with Chestnut Street behind the photographer. The interurban PCC facing us is heading northbound to Pittsburgh.”

(Map courtesy of Larry Lovejoy)

Our readers have identified PCC 1760 as St. Louis, and not Pittsburgh as I originally thought. (See the Comments section.) Mike Franklin: “Car 1760 is w/b on Olive St in front of the Old Post Office between 8th & 9th Sts, St Louis, Mo.”

This, and the picture that follows, appear to be from the same city. The car at right in this picture has a 1951 Colorado license plate, but I don’t believe there were any cities in Colorado that used PCC cars, and such a car is visible in the next picture. So that would indicate the vehicle was visiting from another state. Dan Cluley writes: “aab539 is definitely Detroit as suggested. Hudson’s department store is straight ahead with the sign & the flagpole and the skyscraper in the middle left is the Book Tower. Looking at a Detroit streetcar map and lining up those buildings suggests that this is Abbott Street looking NE probably around 2nd or 3rd st. Cars on the Baker line used Abbott one way headed downtown for about ¾ of mile. The newest car I can spot is the 1950 Chevy parked at left, the Baker line was converted to bus in 1952 and the Colorado license plate is either 1951 or 1954, so 1951 seems a good date for the photo.”

Dan Cluley: “aab540 is Highland Park MI, which is a separate community surrounded by the city of Detroit. It is the Woodward Ave carhouse looking east. The 5 stacks in the background are the power house for Ford’s Highland Park plant.”

This looks like the end of the line for a local streetcar. The unknown photographer may have taken this picture looking out the front window of a car that has changed ends.

I am not sure of this location, but that doesn’t look like a Pittsburgh car. Based on the comment on the following picture, this is probably Altoona, PA.

Mike Franklin: “Looking SW on 12th Ave between 13th & 14th Sts, Altoona, Pa.”

The Chicago pictures appear to date to the period around March 1953. This is a southbound Clark-Wentworth PCC at the intersection of Clark and Lake.

In 1953, it was still possible for PCCs to meet at an intersection. One of these is a Madison Street car, and the other a Clark-Wentworth car.

Red Pullman 605 is signed to go to Ashland and 71st. It is turning from Dearborn onto Lake Street. I’m not sure what route it is operating on. Myron Cohen appeared at the Selwyn Theater in Farfel Follies in March 1953, which helps date the photo. Our resident South Side expert M.E. adds: “Because the destination sign reads Ashland – 71st, this streetcar is on route 45, Ashland – Downtown. But I’m not certain the destination sign reads 71st St. It may read 70th St., which was at the south end of the carbarn at 69th and Ashland — the end where the cars entered the barn. Also, I believe route 45 actually ran to the south end of Ashland track at 95th St. There were two rush-hour routes from the south side into the Loop: 45, on Ashland, and 42, on Halsted. Both routes used Archer Ave. and State St. to reach the Loop. I believe the northbound cars turned west on Polk St. to Dearborn, then north to Lake St., then east to State St. and south to Archer.”

Clark and Dearborn did not become one-way streets until November 16, 1953, so this picture was taken before then, looking south along Dearborn north of Lake Street.

The corner of State and Lake.

State and Lake, would be my guess.

Southbound PCCs on Clark Street at Lake.

CTA one-man car 1732 has just turned south onto Dearborn, so it can loop around the block before heading back out west on Route 16 – Lake. Again, most likely in March 1953.

CTA PCC 7059 heads south on Clark Street at Lake. Note a “woody” station wagon at right, with a 1953 Illinois license plate.

A remake of the 1927 film the Jazz Singer, starring Danny Thomas, was playing at the Chicago Theater in March 1953. The Chicago Tribune reviewed it on the 9th, and it was still playing there on the 18th. They called it “lugubrious.”

Here’s what Don’s Rail Photos has to say about Milwaukee Electric car 44, although I am not sure this is the same car: “41 thru 44 were built at Cold Spring in 1912 and 45 thru 51 were built in 1913. They were built primarily for Racine and Kenosha. In 1921 they were rebuilt for one-man service. They were retired in 1931 except for 44, which was retired in 1930 to become a safety discussion room at National Station, and 47, which became the training car at Fond du Lac Station in 1930 and was retired in 1932. They were scrapped in 1931 and 1932. 51 was scrapped on October 4, 1932.” Perhaps the car in this picture is up on blocks because it was used as a safety discussion room? I’m not sure where this picture was taken. Also, this picture was taken more like 1951 than 1931.
Michael Peters writes, “You’re correct in your guess that #44 isn’t the same car as the one built at TM’s Cold Spring shops in 1912. The confusion comes from this car technically not being a TM car at this point in its life.
Per CERA Bulletin 112, the car in the photo was built for TM in 1930 by St. Louis Car Company as part of an order for twenty articulated streetcars (1031 to 1050). Milwaukee practice was to give the lead unit the odd number, trailing unit the even. So in TM service, the car in question was the trailing unit for 1043-1044 and served until after World War II when all cars in the series were withdrawn and stored.
In 1949 they were sold to Speedrail and renumbered by the simple expedient of eliminating the first two digits. This is how TM 1043-1044 wound up becoming Speedrail 43-44. It lasted in Speedrail service for about fourteen months until 43-44 was involved in a collision with curved-sider 65 in February 1950. As a result of the collision 43-44 was retired.
Judging by the steel columns and “junk” visible in the TM photos, it seems like these were taken at the Milwaukee freight terminal (W. St. Paul Street between 8th and 10th) after Speedrail quit on June 30, 1951. The freight terminal was one of the locations cars were stored before going to Waukesha Gavel Pit for scrapping.”
On the other hand, Willie (no last name) writes: “Re: ab555, ab556 and ab557, the stranded Milwaukee Electric cars, I believe these were shot at the Cold Spring shops, at North 38th street and McKinley. The substantial industrial buildings in the background are Harley-Davidson’s main plant, still in use.”
Charles Kronenwetter: “Speedrail cars in storage in the 12th St yard prior to scrapping. Nice picture of the 44 up on blocks awaiting repairs that never came. The structure shown at the right is the western end of the Hibernia street elevated track. Notice the pile of what appear to be paving blocks often used between streetcar tracks.”

Milwaukee Electric 1195, part of an articulated “duplex,” possibly after the end of TM interurban service. Don’s Rail Photos: “
In 1923 Cincinnati Car built 12 steel interurban combines for the Indianapolis & Cincinnati Traction Co. In 1928 they were replaced by Cincinnati curved side lightweight cars and became surplus. 4 were sold to the nearby Union Traction of Indiana and the remaining 8 were purchased by the TM in 1929. At Cold Spring Shops they were cut in two just in front of the rear trucks. A new section was built which included an articulated joint which lengthened the cars to 90 feet, seating a total of 84 passengers. The trains were given two numbers per unit. They remained virtually unchanged until they were replaced by lightweight cars in 1950 under Speedrail ownership. 1194-1195 was rebuilt from I&C 612 in 1929 and scrapped in 1952.”

Milwaukee Electric 1195, possibly after the end of TM interurban service.

CRT 1128 heads up a 61st Street Express, heading southbound at Congress and Wabash. As this was just south of the Loop, the train at right is heading northbound. This station closed in 1949, when the CTA revamped north-south service, and was soon removed. This picture dates to before the State Street Subway opened in October 1943, since both wood and steel cars are operating in the same train.

Did Not Win

Much as we try, we just don’t have the resources to purchase all the excellent images that come up for auction. Here are three that we could not get, that are still worth another look:

I did not bid on this negative, as I already had won one one similar to it. This one sold for $141.25, so I am not the only person who sees great value in these old negatives. In this one, you can see Tower 12 in the background, meaning we are south of there, and this station is Congress and Wabash, which closed in 1949. The two buildings at left are still there and the location matches. Photos of this station are quite rare, and like the other image, this one predates the opening of the State Street Subway in October 1943.

This is one I wished I had bid on. Again, it shows the old “L” station at Congress and Wabash. This was the second “L” station on Congress. The first one (later dubbed “Old Congress” was a stub-end terminal just west of here, left on this picture, just out of view. That predated construction of the Loop “L”. This second station was sometimes referred to as “New Congress.”

CSL PCC 4162 running by the Newberry Library and Washington Square Park, aka “Bughouse Square,” where crackpots would jump up on soap boxes and harangue passers by. This car was built by Pullman-Standard. This wasn’t the first postwar PCC, as that was 4062. But it is quite a nice picture.

Recent Correspondence

Jim Schantz writes:

Wonderful selection of photos and congratulations on the Photoshop work! I respect that work as I have done much of it myself.

A couple of guesses: The rear ¾ view of PCC 1760 looks like St. Louis based on the unique-to-St. Louis window layout and the fact that all Pittsburgh 1700’s had roof fans like a Boston car. The shot two photos further down of the carbarn yard with conventional and PCC cars looks to be Detroit based on the livery. It couldn’t be Kansas City as their PCCs didn’t have standee windows, and it appears that these do. The following shot with the single to double track layout could be a Pittsburgh passing siding, such as on route 65, or any other city with passing sidings. It doesn’t look like a terminal to me.

Again thanks for posting these wonderful photos!

You are quite welcome. I hope this will help solve some of the mysteries.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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NEW DVD:

A Tribute to the North Shore Line

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

Total time – 121:22

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

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Seven Years of Good Luck

January 20, 2022February 5, 2022David Sadowski 6 Comments

Now here’s something you don’t see every day… the 69th Street station on the Normal Park “L”, in color. This short branch closed in 1954.

For most Chicago-area railfans, January 21, 1963 is a day, to paraphrase Franklin D. Roosevelt, that will “live in infamy,” for that is when the Chicago North Shore and Milwaukee, the North Shore Line, breathed its last.

But January 21 is also the date when we started this blog in 2015. This is our seventh anniversary, and I think we have had seven full years of good luck.

In that time, our posts have received 841,000 page views, and over time we have become more and more of a resource for those who are interested in the history of electric traction.

As this is our anniversary post, we pulled out all the stops, and have lots of classic images for you to enjoy. As the 21st is also the 59th anniversary of the North Shore Line abandonment, we have plenty of pictures that pay tribute to that lost interurban.

As we have shared our images with you, you in turn have shared many things with us. We have learned a lot by working together. It has been a great ride here so far, and we can only hope that the next seven years will turn out as well.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 689 members.

Our Next Book

FYI, I recently made a new book proposal to my publisher and it has been accepted. I signed the agreement on the 18th, and with any luck, it will come out later this year.

There is still a lot of hard work to be done, but I will do my best to produce something that is new and different than that which is already out there, and makes a real contribution to our understanding of the past.

One thing working in my favor is there are plenty of great pictures to choose from, and the subject is already legendary.

Here is a summary:

The North Shore Line

As late as 1963, you could take a high-speed streamlined train from Chicago’s Loop elevated, 90 miles north to Milwaukee. This was the Chicago, North Shore and Milwaukee, commonly known as the North Shore Line.

From humble beginnings in the 1890s, as a streetcar line in Waukegan, Illinois, the North Shore Line grew to become, in the words of historian William D. Middleton, a “super interurban.” It reached its peak in the 1920s, under Samuel Insull, when the railroad won the prestigious Charles A. Coffin medal no less than three times.

Besides connecting Milwaukee and Chicago, the North Shore Line served Racine, Kenosha, Waukegan, Lake Bluff, Winnetka, Wilmette, and Evanston. A new Skokie Valley Route, built by Insull, opened in 1926 and helped establish Skokie, Glenview, Northfield, and Northbrook.

The railroad had a branch line serving Libertyville and Mundelein, city streetcars in Waukegan and Milwaukee, and was a pioneer in offering “piggyback” freight service.

Hobbled by the Depression and forced into bankruptcy, the North Shore Line rebounded during the war years with two fast new trains called “Electroliners.” It was finally done in by the automobile, highways, and a lack of government subsidies—but it left a remarkable legacy.

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 284th post.

Each year, around this time, we must renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.

There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.

We thank you in advance for your time and consideration. To date, we have raised $350, which is halfway to our goal. We will also have considerable expenses coming up relating to research for our next book.

Recent Finds

On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park “L” would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met “L” here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.

The old and the new are on display in this 1958 view of the Halsted station on the CTA’s Congress median line. In the background, the old Met “L” is still standing, but would soon be demolished.

North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it “despatch”) station, by this time being rented out to a produce dealer. Don’s Rail Photos: “458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948.”

A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.

A close-up of the previous image. Zach E. writes: “Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave.”

CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)

The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.

The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.

Look at what we have here– the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which “L” is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street “L” at Ashland. It would have been visible from the Paulina “L”, which had closed in 1951, and from the Garfield Park “L”, but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.

The Turtle Wax Turtle.

One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.

Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.

The North Shore logo from a 1942 timetable.

This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.

This is part of a number of photos someone took out of the front window of a CTA “L” train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.

Here, the “L” train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.

The Garfield Park “L” on Van Buren Street at California Avenue, but this time, circa 1954. The old “L” has already been removed, except for the bridge over a nearby railroad.

A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met “L” bridge had not yet been dismantled.

On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)

Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don’s Rail Photos: “C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935.”

Lehigh Valley Transit car 1002, circa 1950. Don’s Rail Photos: “1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952.”

A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.

The Chicago and North Western station in Evanston, during steam days in the early 1900s.

We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the “L”. There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.

Here is the other picture we previously ran of car 2802:

C&IT stands for the Chicago & Interurban Traction Company. Don's Rail Photos says, "The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee." Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

CSL 2802 on a charter, possibly a July 4, 1949 fantrip held by the Electric Railroaders’ Association on various south side lines. Bill Shapotkin writes: “Believe this pic is in the streetcar terminal next to the 63/Halsted ‘L’ station (where the C&IT cars and later busses of South Suburban Safeway and Suburban transit began their runs). View looks east.” M. E. adds, “Bill Shapotkin is correct. This view faces east along 63rd Place on the south side of the 63rd and Halsted (Englewood) L station, which was east of Halsted. One small nit about Bill’s text: The bus lines were named Suburban Transit System and South Suburban Safeway Lines.”
C&IT stands for the Chicago & Interurban Traction Company. Don’s Rail Photos says, “The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee.” Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.

The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.

North Shore Line combine 255. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.” As there are seats visible, this picture dates to circa 1942-46.

Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.

Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.

Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.

This is the Ballston Terminal Railroad, which Frank Hicks calls “a fairly unusual little interurban in upstate New York,” in the early 1900s. More info here.

Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: “No. 434 of the Chicago, Aurora & Elgin – “The Great Third Rail” – was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition.”

North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.

Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

An 0-series Shinkansen “Bullet” train in Tokyo, Japan in June 1968. The North Shore Line’s Electroliners influenced the design of these high-speed trains.

This is the Downey’s station (West Great Lakes) in October 1961.

I assume this may also be at Downeys, in October 1961.

Sailors and others aboard a North Shore Line train in October 1961.

A builder’s photo of Chicago and Milwaukee Electric (later the North Shore Line) car 305. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line streetcar 510. Don’s Rail Photos: “510 and 511 were not really city cars, but were purchased for use on the Mundelein line. They were typical Cincinnati Car lightweights built in 1922. After more of the steel interurbans were received in the next few years, they were replaced by the heavy cars which were thru routed to Chicago. The cars were stored until they were scrapped in 1940.”

North Shore Line wood car 301 at the Highwood Shops in the 1930s. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. 301 and 302 were retired in 1939 and scrapped in 1940.” (Edward Frank, Jr. Photo)

North Shore Line Birney car 334 in Milwaukee. Don’s Rail Photos: “334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” (Donald Ross Photo)

North Shore Line electric loco 458 at the Highwood Shops on September 3, 1963, several months after abandonment. None of the NSL locos were saved, due to the high scrap value they had. (Bill Volkmer Photo)

Chicago Aurora & Elgin wood car 137 at the Wheaton Shops on August 6, 1939, during which time it was leased from the North Shore Line. There were several such cars that were purchased by the CA&E in 1946, making them the last passenger cars acquired by the interurban. It was built by the Jewett Car Company in 1907. (La Mar M. Kelley Photo)

Recent Correspondence

Doug Iverson writes:

David, just heard about your latest adventure into the publishing arena. Hope everything goes well. I would be honored and extremely pleased if you could use this photo of my dad heading to board the North Shore in Racine in the 1940s.

My dad’s name was Nathan Norman Iverson. He was born in Forks, Washington on the Olympic Peninsula and traveled to Racine on the Chicago, Milwaukee, St. Paul and Pacific Railroad better known as The Milwaukee Road. As he did most of his traveling during the depression he “rode the rails” trying to cure his wanderlust. In Racine he met my mother and she calmed his wandering spirit. He loved to travel. He always said “Traveling was always more fun than being there.”

I grew up in Racine with The North Shore flying through town in both directions every hour on the half hour.

Thanks for sharing! A remarkable story.

Marty Robinson writes:

Thanks David for your anniversary post. It elicited several memories for me: riding the North Shore Line from Downey into Chicago numerous times while at Great Lakes in 1950/51 at boot camp and electronics school. And a mention of the Railroad Fair, where I worked as a 16-year-old as a conductor on the Deadwood Central.

Glad you enjoyed it, thanks! Marty is front row, center in this 1948 photo from the Chicago Railroad Fair.

Did Not Win

Resources are limited, and we can’t win all the auctions for interesting pictures. Here are some that are still worth another look:

The interior of a Silverliner in 1963.

This is apparently a Chicago area train, but which one? The type of slide mount would indicate a date in the range 1955-58. But the headline visible, on a copy of the Chicago Daily News, refers to the selection of a site for the University of Illinois campus in Chicago. That determination was not made final until 1961. It’s been suggested that this may be the GM&O, but it could also be a Chicago & North Western train known as The 400, which ran between Chicago and Minneapolis. The 400 got its name because the travel time between cities was about 400 minutes. At any rate, it’s an air conditioned car. Mitch Markovitz: “Regarding the parlor car interior. It’s definitely the interior of GM&O parlor “Bloomington,” and not a C&NW parlor. C&NW parlors had parlor chairs from Coach and Car, and the chairs seen in the photo are those from Heywood-Wakefield, in the “Sleepy Hallow model.””

The original Kedzie Avenue station on the Ravenswood “L” (today’s CTA Brown Line) in the early 1970s, not long before it was damaged by fire. We are looking west.

Trolleys to Milwaukee by John Gruber

A copy of this long out-of-print 32-page book is being offered for sale on eBay for $50. One of the fans on the Facebook North Shore Line group lives in Australia and is interested in this book, but international shipping is expensive. So I offered to scan my copy for their benefit. You might enjoy it too.

John E. Gruber (1936-2018) was a notable and very talented photographer, as evidenced in these very striking pictures.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

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Total time – 72:57

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Chicago’s Lost “L”s Online Presentation

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We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

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Chicago’s Lost “L”s

From the back cover:

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

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

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Cool Places

November 10, 2021November 14, 2021David Sadowski 9 Comments

In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

Photographers like Bill Hoffman, Truman Hefner, Joe Diaz, and Edward Frank, Jr. took their cameras with them everywhere back in the 1940s and 1950s. They were able to go to lots of interesting places, many which no longer exist. Today’s post features some of their work, plus that of other railfan shutterbugs. Most are from our own collections, and some have been generously shared by William Shapotkin.

Many of these pictures were taken at the CTA’s South Shops. 1950s streetcar fantrips often included a shops tour, and Hoffman took many pictures of whatever was out on the scrap track at that time. In addition, historic cars that had been saved were trotted out for pictures. This tradition ended after the last Chicago streetcars ran in 1958. In the mid-1980s, the CTA’s collection was parsed out between the Illinois Railway Museum and Fox River Trolley Museum, where these historic vehicles can be appreciated today.

-Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 564 members.

Postage Costs Are Up

Since 2015, we have offered an ever-expanding catalog of classic out-of-print railroad audio from the 1950s and 60s, remastered to CDs. This includes the entire Railroad Record Club output, some of which has now been remastered from the original source tapes. The proceeds from these sales help underwrite the costs of maintaining the Trolley Dodger blog. Postage costs have gone up by a lot, so as of November 15, 2021, we will have no choice but to raise the prices of our single disc CDs by $1. The price of multi-disc sets, DVDs, and books will be unaffected. Until then, you can still purchase discs through our Online Store and via eBay at current prices.

Recent Finds

According to the information I received with this slide, this Jackson Park “L” train is going to the Metropolitan “L” Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South “L”. Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: “The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line.”

This is the view looking east from out of the back of a westbound Stock Yards “L” train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here– two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date– there were two major conventions in July 1952, so that’s a possibility. I’m also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street “L”, about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the “L” being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don’s Rail Photos: “W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955.” Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don’s Rail Photos: “S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman’s lens, shows CTA salt cars AA103 and AA89. Don’s Rail Photos: “AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954.” And: “AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954.”

Salt cars and snow plows at South Shops on June 15, 1958. Don’s Rail Photos: “E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959.” (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don’s Rail Photos: “Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called “PCC Conversion Program” whereby some parts were used in new 6000-series rapid transit cars. Here’s what Don’s Rail Photos has to say about work car AA104, seen at front: “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

I’m not sure who the Swift is in this picture, but it isn’t the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

Got that?

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” (William Shapotkin Collection)

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2564 – Torrence Shuttle south of CWI crossing at 112th looking ne.”

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: “CSL 2773 is northbound on Lake Park Ave at 55th St.” And our resident South Side expert M.E. chimes in: “The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north.” Andre Kristopans: “2773 – Lake Park/56th looking SE.”

FYI, the picture above seems to be a better match to 55th than 115th. Compare with this picture, from one of our previous posts:

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.

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: “The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that “new” trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I’m not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city’s boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC’s 59th – 60th St. station.”

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: “CSL 5074 is southbound on Canal St at 24th St.” Our resident South Side expert M.E. adds, “As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th.” Andre Kristopans: “5074 – Canal/24th looking n.”

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2512 – 106th/Indianapolis looking E.”

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “2518 – Calumet Western crossing about 129th looking N.”

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: “HWEC 76 – most likely Indianapolis and Exchange at end of line in East Chicago.”

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “HWEC 74 – further study suggests Hohman near Michigan looking S – note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad.” Mike Franklin writes: “Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there).”

CSL 2594. Don’s Rail Photos notes that this car, nicknamed a Robertson, was “built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2594 – 106th crossing BRC and PRR 106th east of Torrence looking E.”

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street “L”) has shared space there since 1962. (William Shapotkin Collection)

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

Chicago Surface Lines one-man car 3205. I can’t make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “3205 – 51st west of Stewart – sign “55th-LAKE PARK” looking W.”

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad’s 30th Street Station. (William Shapotkin Collection) Michael Greene writes: “The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged.”

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago’s northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: “CNW on shoofly – Addison looking N.” (Mayfair is a neighborhood located within Albany Park on Chicago’s northwest side.) Richmond Bates: “The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can’t identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks.”

I don’t know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of ’79. (William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA “L” station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don’s Rail Photos: “3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936.” (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World’s Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a “replica,” which is incorrect.

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The Humboldt Park “L” crossing Humboldt Boulevard in 1949. Where the “L” crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park “L” at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park “L”, possibly circa 1949. The view looks east. (William Shapotkin Collection)

Bill Hoffman’s attempt to get a shot of bot a CTA “L” car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: “This picture shows the Van Buren temporary tracks used by the Garfield Park ‘L’ from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as ‘two shades of mud’.” It’s worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park “L” between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park “L” right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the “L” on Paulina was just west of here, but was not then in use. “L” cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street “L” starting in April 1954– a connection used now by Pink Line trains. The streetcar is running on Route 9 – Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That’s a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: “PCC 7200 – Vincennes at 81st looking NE.”

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park “L” trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 – Ashland. (William C. Hoffman Photo)

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn’t stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

The same location today.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

The same location today.

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

The herald of Central Electric Railfans’ Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the “twilight of the trolley.”

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn’t able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome’s ASA 10. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

Don’s Rail Photos: “AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951.” Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

“Old retired CTA streetcars at 78th and Vincennes on June 26, 1958.” When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called “conversion program” that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were “old,” these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: “Red salt/sleet bus BA108.”

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These “Bluebirds” were planned for use as “fast locals” on BMT’s elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

Keep those cards and letters coming in, folks!

-David Sadowski

Chicago’s Lost “L”s Online Presentation

The Trolley Dodger On the Air

We appeared on the Dave Plier Show on WGN radio on July 16, 2021, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

Total time – 121:22

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

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A Fall Harvest

October 22, 2021June 14, 2025David Sadowski 11 Comments

This picture of the old Met bridge over the Chicago River is undated, but probably dates to circa 1952-55 based on the type of red border Kodachrome mount it is in. But it is certainly after the the other picture in this post, taken at much the same location, since the building at rear, or part of it, was in the process of being torn down. This was not related to expressway construction, since the “L” at this point was north of there. Once the Congress rapid transit line opened in 1958, this section of “L” was taken out of service and by the early 1960s it had been torn down.

Cooler weather has moved into the Chicago area, and along with it, we have a Fall Harvest of classic rail images for you today, including many by three of the greatest railfan photographers of the 1950s– Clark Frazier, Truman Hefner, and William C. Hoffman.

Enjoy!
-David Sadowski

This video features streetcars and elevated trains in Chicago, Milwaukee, and New York City, mostly from the early 1950s– and originally shot on high quality 16mm film:

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 482 members.

Recent Finds

CSL 4001 at South Shops, with 7001 in front of it, probably during the 1950s, when these two experimental cars were being used for storage.

CTA PCC 4371, built by Pullman, is on State Street heading south from Randolph, with the old State-Lake Theater in the background. The film “Lovely To Look At” was released on July 4, 1952, which is probably around when this picture was taken.

North Shore Line 759 heads up a two-car train heading southbound at Harrison Street, leaving street running in favor of private right-of-way in Milwaukee on June 16, 1962. (Richard H. Young Photo)

A two-car CTA Kenwood shuttle train at Indiana Avenue, probably some time around 1949. I assume there must have been stairs leading up to the tower.

A close-up of the previous image.

CTA 6130-6129 are “at speed” near Jarvis “L” station on the north side, operating under wire on the southbound express track as a mid-day Evanston “Shopper’s Special” on December 11, 1955. The picture is slightly blurred because Kodachrome back then was ASA 10 (until the introduction of Kodachrome II in 1961). The unique signage on the train indicates which stations this express train stopped at.

Chicago, Aurora & Elgin wood car 28 is at the head of a train in this picture I assume was taken in Wheaton, between 1952-55 (based on the slide mount).

Red Arrow Strafford car 164 is on the high-speed line to Norristown in the early 1950s, perhaps near 69th Street Terminal. Kenneth Achtert adds: “Your picture of Strafford car #164, if the early 1950s date is accurate, was most likely not on a Norristown line trip, but is arriving at 69th St. Terminal likely coming from Strafford. Strafford service was not abandoned until 1956 and was what gave the 160-series cars their common name. The bullet cars could have been called Norristown cars, but they already had an even better name.”

Red Arrow double-ended car 20, which looks like a PCC but technically isn’t, is running outbound on the Ardmore branch in 1953. Not sure what all the track work is about, although the West Chester branch itself was abandoned in favor of buses in 1954, so that West Chester Pike could be widened. I assume this is the intersection of West Chester Pike and Darby Road in Havertown, PA. The Ardmore trolley was replaced by buses at the end of 1966. Both trolley lines here are now SEPTA bus routes. Mark A. Jones adds: “Regarding the Red Arrow trackage on West Chester Pike west of the Ardmore turn-off, it continued in use after the West Chester line became a bus as the Llanerch car barn (which housed the Red Arrow trolleys at the time) was located Darby Rd. and West Chester Pike west of the Ardmore cut-off. That’s my memory of that.”

Red Arrow double-ended St. Louis car 15, built circa 1949, is coming off the Ardmore line towards the 69th Street Terminal in 1953. The West Chester branch might still have been in operation then, as there is a car in the distance on West Chester Pike.

Red Arrow Brilliner 9 is signed for the Media route in the early 1950s.

Red Arrow Brilliner 6 is signed for the Media route in the early 1950s.

On August 3, 1950, an eastbound Garfield Park “L” train approaches Western Avenue station.
(William C. Hoffman Photo)

Deck roofed “L” cars, including 2908, are in Laramie Yard on July 2, 1950. (William C. Hoffman Photo)

An eastbound train of wooden “L” cars (including 3210), with trolley poles up, heads east on the ground-level portion of the Lake Street “L” in Oak Park on October 12, 1953. I believe the location is a few blocks east of Marion Street, where the street (South Boulevard) narrows.

The subway entrance on State Street between Madison and Monroe, as it looked on December 5, 1954. PCCs were still operating on State at that time. (William C. Hoffman Photo)

The view looking south from the 35th Street “L” station on August 23, 1963. A new center island station had opened here in 1961, taking up space formerly occupied by the center express track, which had been unused after 1949. A fire destroyed the new station in October 1962, and temporary facilities were used until the station was rebuilt in 1965. (William C. Hoffman Photo)

An 8-car train of CTA 4000s, still in the old tan color, approaches 35th Street on November 6, 1950. In this somewhat underxposed slide, you can still make out the long walkway at right, which connected to a stairway at the former 33rd Street “L” station, only used as an auxiliary entrance and exit for 35th after 1949. This walkway was closed on September 25, 1961 and removed thereafter. (William C. Hoffman Photo)

The view looking west from the transfer bridge at the CTA station at 40th and Indiana Avenue on July 7, 1953. A southbound train of 6000s heads into the station. (William C. Hoffman Photo)

This slide, taken on Sunday, March 6, 1955, gives a good view of the direction sign on the transfer bridge at 40th and Indiana station. Our resident South Side expert M. E. adds, “Two-car trains were rare on the north/south main line. The destination sign explains why just two cars: It is an “all-stop” sign reading “Howard Street”. Most days of the week, main line service was either “A” or “B”. The only time the CTA ran just two cars on the main line as all-stop trains was on Sunday mornings.” (William C. Hoffman Photo)

The westbound view from the transfer bridge at 40th and Indiana on July 2, 1963 shows CTA 6047 at the rear of a northbound train, fitted with an experimental ventilation system. This was not shot on Kodachrome, which explains the somewhat funky color shift on this slide. (William C. Hoffman Photo)

The view west from the overhead transfer bridge at 40th and Indiana on July 7, 1953, looking west. We see a northbound train of 4000s, an approaching southbound train of 6000s, a Stock Yards shuttle train, and some additional Stock Yards cars being stored on the former express track, unused since 1949.
(William C. Hoffman Photo)

Looking west from the passenger overpass at Indiana Avenue on July 3, 1950, we see an 8-car train of steel cars, and a Stock Yards shuttle train. In the distance, that may be some additional Stock Yards cars being stored on the otherwise unused center track. (William C. Hoffman Photo) Our resident South Side expert M. E. writes: “Your caption needs correction. What you claim to be a Stock Yards shuttle is not on the Stock Yards tracks, which ran directly west from the switch building at the end of the platform. Instead, your “Stock Yards” train is on the main line heading east/south. Apparently the CTA still ran old cars on the main line at that time, although I don’t remember that. Another, more remote, possibility is that this short train is dead-heading east (without passengers) toward the Kenwood line. But in the next photo, you see no track connection from the main line to the Kenwood line. The only way dead-headed cars destined for Kenwood could end up on the Kenwood line would have been to turn south on the main line to 43rd St. and use switches to go from the southbound main line to the northbound main line to the former northbound main line track, which joined the Kenwood shuttle track back at Indiana Ave. — and which (in reverse) provided the only way to move Kenwood cars off the Kenwood tracks.” We were only repeating the information that Mr. Hoffman wrote on the original slide mount, which, of course, could be wrong.

Two “new” and two “old” 6000s enter the CTA station at 40th and Indiana on June 6, 1954. The Kenwood shuttle continued to operate for another three years after this. We are facing east. (William C. Hoffman Photo)

SF Muni 170 on the N Line, entering the Sunset Tunnel in 1957. (Clark Frazier Photo)

SF Muni 130 on Ocean Avenue by Elkton Shops on September 16, 1957. According to the Market Street Railway web site: “Car No. 130 was among the the last ‘Iron Monsters’ to leave passenger service, in 1958. Muni shop foreman Charlie Smallwood saved it from the scrap heap by hiding it in the back of Geneva carhouse while its mates met their fates. He then talked his bosses into making it a ‘wrecker’. Stripped bare and painted yellow, it spent the next 25 years towing its replacements–PCC streetcars–back to the barn when they broke down. It was fully restored by Muni craft workers in 1983 for the Historic Trolley Festival, including original seats, which Charlie had kept all those years in his basement…just in case!” (Clark Frazier Photo)

Key System A Train 130 near Yerba Buena Island on the Bay Bridge on April 18, 1958. (Clark Frazier Photo)

Pittsburgh 1499 on Route 34/21 on Ladoga Street near Ingram in 1959. (Clark Frazier Photo)

Pittsburgh 1486 and 1485 rest at Ingram carhouse in 1959. (Clark Frazier Photo)

SF Muni “Iron Monster” 162 at La Playa (48th), approaching the N Line terminus on December 16, 1956. (Clark Frazier Photo)

The SF Muni Geary car house in 1956. (Clark Frazier Photo)

Dresden 264 007 on Line 4 at Dresdner Schloss on June 3, 1978. At the time, Dresden was located in East Germany. (Clark Frazier Photo)

Key System 167 is an A Train east of Yerba Buena Island on the Bay Bridge on April 18, 1958. (Clark Frazier Photo)

SF Muni “Iron Monster” 178 on a fantrip on the J Line by SF Muni “Iron Monster” 178 on a fantrip on the J Line by Dolores Park in 1958. (Clark Frazier Photo)Park in 1958. (Clark Frazier Photo)

SF Muni “Iron Monster” 114 stops for passengers on the B Line in 1956. (Clark Frazier Photo)

DC Transit 1553 at the Route 20 Plow Pit on February 7, 1959. This was a spot where overhead wire ended (by law) and streetcars changed over to collecting electricity through an underground conduit. (Clark Frazier Photo)

Boston MTA 3276 entering Reservoir Yard on June 5, 1959. (Clark Frazier Photo)

Boston MTA 3216 on Mass Avenue in North Cambridge on August 29, 1958. (Clark Frazier Photo)

Boston MTA 3337 (ex-Dallas) near the Cedar Grove station on the Ashmont-Mattapan line on May 31, 1961. (Clark Frazier Photo)

DC Transit 1543 on Route 20 in Georgetown on June 7, 1959. The Georgetown Theatre was located at 1351 Wisconsin Avenue NW, Washington, DC and opened in 1913. It closed in 1986 and was converted to retail. (Clark Frazier Photo)

DC Transit 1159 at the Calvert Bridge on Route 92 on February 6, 1959. (Clark Frazier Photo)

SF Muni “Iron Monster” 213 on the N Line, west of the Sunset Tunnel, in 1957. (Clark Frazier Photo)

Key System (Oakland) E train 184 to Berkeley leaving 55th Street in 1958. This slide has a processing date of March 1958 stamped on it, one of the earliest I have seen. (Clark Frazier Photo)

SF Muni “Iron Monster” 130 on the M Line by Parkmerced on September 16, 1957. (Clark Frazier Photo)

A Key System E train to San Francisco near Tower 3 in 1958. (Clark Frazier Photo)

DC Transit 1136 on Route 54 at the Navy Yard car barn on September 1, 1958. (Clark Frazier Photo)

In May 1952, a CTA train of flat-door 6000s heads down an incline west of Pulaski Road on the Douglas Park “L”. (Truman Hefner Photo)

A train of CTA 6000s on the Metropolitan main line, looking east from Marshfield Avenue. This probably dates to late 1950, since no work has yet been done building the temporary right-of-way in Van Buren Street to the left, later used by Garfield Park trains. The tag on the train indicates whether it stopped at some part-time stations on Douglas. (Truman Hefner Photo)

A CTA two-car train of 6000s, running on the Douglas Park line, heads east onto the Metropolitan main line at Marshfield Junction. Since a train is visible on the Garfield Park portion, the date cannot be later than September 1953, and is likely a couple years before that. (Truman Hefner Photo)

CTA 6056-6057 crossing East Avenue in Berwyn, where a sign indicates that the crossing guard is off duty. This portion of “L” was abandoned in February 1952. (Truman Hefner Photo)

6053-6054 near Oak Park Avenue on the Douglas Park “L”. The date given here (December 1953) must be wrong, as the line had already been cut back to 54th Avenue by then. It may be December 1950, as Douglas was the first line to use the new 6000s. (Truman Hefner Photo)

CTA 2725 at the Oak Park Avenue terminal of the Douglas Park “L” in December 1950.
The line was cut back to 54th Avenue, nearly two miles east of here, in 1952. This area is now used as a parking lot in Berwyn, often referred to as the “L” strip. (Truman Hefner Photo)

CTA 6087 and train are running on the ground-level portion of the Douglas Park “L” at Kenton Avenue in May 1952. (Truman Hefner Photo)

CTA deck-roofed car 2891 is just south of Roosevelt Road on the Westchester “L” in April 1951. (Truman Hefner Photo)

A train of CTA 6000s (probably 6055-6056) crosses Austin Boulevard in Cicero on the Douglas Park “L” in February 1952, shortly before service was abandoned west of 54th Avenue. (Truman Hefner Photo)

A CTA train of 6000s is turning onto the Metropolitan main line from the Douglas Park “L” on April 3, 1954, while a CTA test train (with car 2276) is on the new, as yet unused connecting track between the Douglas “L” and the old Logan Square branch. Once Douglas trains began using this new “L” connection, they began running downtown via the Lake Street “L”, and portions of the old “L” east of here were torn down for expressway construction. By 1958, there was a new ramp in place, approximately in the same place the 6000s are here, leading down to the Congress rapid transit line in the expressway median. (Truman Hefner Photo)

A CTA train of 6000s is turning from the Metropolitan main line onto the Douglas Park “L” on April 3, 1954, while a CTA test train (with car 2276) is on the new, as yet unused connecting track between the Douglas “L” and the old Logan Square branch. Once Douglas trains began using this new “L” connection, they began running downtown via the Lake Street “L”, and portions of the old “L” east of here were torn down for expressway construction. By 1958, there was a new ramp in place, approximately in the same place the 6000s are here, leading down to the Congress rapid transit line in the expressway median. (Truman Hefner Photo)

In December 1950, CTA open platform, railroad-roofed car 2327 is westbound at Austin Boulevard on the Douglas Park “L”.
Here, the barrier is down. (Truman Hefner Photo)

CTA wooden open platform, railroad-roofed car 2330 is northbound on the Northwestern “L” near Berwyn Avenue, running on the Evanston line in July 1951. (Truman Hefner Photo)

CTA 2256 is part of a four-car Met train, turning from Market Street onto the double bridge over the Chicago River in March 1951.
(Truman Hefner Photo)

CTA railroad roofed, open platform car 2707 under the Belt Railway at Kenton Avenue on the Douglas Park “L”. (Truman Hefner Photo)

CTA arched roof, open-platform car 2281 at 54th Avenue on the Douglas Park “L” in March 1951. (Truman Hefner Photo)

Open platform, railroad roof car 2715 at 54th Avenue in Cicero, on the Douglas Park “L”, in January 1951. (Truman Hefner Photo)

The CTA ground-level station at Austin Boulevard in Cicero, on the Douglas Park “L” in December 1950. Note the unusual raised barrier at the crossing. (Truman Hefner Photo)

CTA open-platform, railroad roof car 2338 at Kenton on the Douglas Park line, where there was a connection to the Belt Railway of Chicago, in December 1950. (Truman Hefner Photo)

CTA open-platform, railroad roof car 2318 at Kenton on the Douglas Park line, where there was a connection to the Belt Railway of Chicago, in December 1950. (Truman Hefner Photo)

CTA PCC 7215, a product of the St. Louis Car Company, is signed to go to 80th and Vincennes, operating on Route 22 – Wentworth in 1958. But was this picture taken at 80th and Vincennes? M. E. writes: “Reason to think this photo was taken at 80th and Vincennes: There was a
single loop track at 80th and Vincennes, and the terminal area was on the east side of a miniature “park” situated east of Vincennes between the terminal trackage and Vincennes Ave. proper. Reasons to think this photo was not taken at 80th and Vincennes: (1) The exit trackage in the photo makes no sense if it were indeed 80th and Vincennes. The exit trackage ran straight out of the loop and onto northbound Vincennes trackage. (2) As I recall, 80th and Vincennes was a residential area with no large buildings. If I had to hazard a guess, I’d say this photo was taken on the property of the 77th/Vincennes carbarn, and the streetcar in the photo had either just returned from 80th and Vincennes or was headed there. This scenario is also likely because there was never a “terminal” on line 22 at 77th St.; the closest was at 80th St. Consequently, streetcars in service coming from the north had to go to at least 80th St. before heading back to the barn at 77th St.”

The Prince Crossing station on the Chicago, Aurora & Elgin, as it appeared on June 14, 1960, after abandonment.

Did Not Win

Try as we might, our resources are always limited and there are photos that our beyond our means to afford. Yet many of them are worth another look anyway:

Chicago, South Shore and South Bend Railroad modernized interurban coach 28 and modernized steel interurban combine 107 at the end of the line station shared with Amtrak. The line was cut back from downtown South Bend in 1970. In 1992 the line would be diverted to the South Bend Airport.
April 26, 1980, W Washington St & W Meade St, South Bend, Indiana. (Clark Frazier Photo)

This original glass plate negative, showing the last New York City horse car line circa 1907, recently sold on eBay for $539(!). The location is Broadway looking north just past Broome Street. The horse car line was abandoned in 1917, by which time it had few passengers as was a “franchise run.”

Angel’s Flight in its original LA Bunker Hill location, probably circa 1969. The funicular opened in 1901, but was dismantled and put into storage for several years not long after this picture was taken, as the hill it climbed was razed. It has since reopened in a different location.

A Hidden Freight Spur

Looking northwest.

I was somewhat surprised a few months ago when it appeared some freight car switching was taking place on the Union Pacific West Line (formerly Chicago & North Western) embankment in Forest Park, just east of Lathrop Avenue. The tracks here were raised around 1910 and not far east of here, the embankment is shared with the Chicago Transit Authority’s Green Line (aka the Lake Street “L”).

There isn’t much light industry left near the railroad in Forest Park, but apparently there is still at least one active customer, and behind a row of town houses, there is an active freight spur, with a ramp leading up to the embankment. I found a lone freight car on the spur. Presumably it will be hauled away prior to the next delivery, whenever that might be.

The freight spur is visible on this map. You can also see how the curved streets in this part of Forest Park got their shape. They once formed a “wye” used to turn trains around. Much of the CTA rail yard west of Harlem Avenue was built onto new embankment in the early 1960s.

I drive by this area nearly every day, but all this is so completely hidden from view that I had no idea any of this still existed. It also sheds some light on the changes made to the “L” and the adjacent commuter rail line in the late 1950s.

When the CTA and C&NW were negotiating the relocation of the Lake Street “L” onto the embankment, at first it was thought that the “L” would run as far west as the DesPlaines River in River Forest. In 1958, the C&NW sought permission to close several commuter rail stations, ceding their close-in ridership to the CTA (and at the same time speeding up service to suburbs that were further out).

Originally, the River Forest station was one of the C&NW petitioned the Illinois Commerce Commission to close, but at some point, plans were changed, and the station is still there, serving riders on what is now the Metra Union Pacific West Line.

If the “L” had been extended through this area, it would have made it difficult for the C&NW to continue serving their freight customers in Forest Park with the spur line that is, apparently, still in use.

Looking west.

Looking southeast. Town houses have replaced light industry south of the railroad spur.

Looking northwest.

Recent Correspondence

Larry Sakar writes:

A three-car train in Lake Bluff by William D. Volkmer, 10/8/60.

I was browsing through some of your newest pics on The Trolley Dodger. You have a great picture of a North Shore train NB at Lake Bluff taken by Bill Volkmer on 10/08/60 (5 days after my 10th birthday). They aren’t what I’m concerned with.

In the spring of 1992 I accompanied another NSL fan on a tour of the abandoned NSL from Lake Bluff to Mundelein, probably other spots on the NSL as well but I no longer remember. It may have been this trip, or another time but he was after a whistling post that was still embedded near one of the crossings on the Skokie Valley route. He brought along a sack of tools with which to extricate it. He discovered that it was anchored very deeply by a steel cord of some sort and did not get it.

I took the attached photo at Lake Bluff that day. What I would like to know is where the Lake Bluff station would have been in the 1992 photo and what direction I am facing. As you can obviously tell, it was a damp and foggy day. The second picture was taken at Mundelein. He told me that the NSL station was in the parking lot seen in my photo, which I seem to recall was for an apartment complex.

The individual in the photo was an avid NSL fan, having ridden the last northbound train from Chicago to Racine. He was a high school student at the time. The Racine station agent was a friend of the family. He was in the right place at the right time. The place was the Racine station on the day it was torn down. It was gone by the time he got there but he noticed a pile of items being burned. Among those items was the ticket agent’s rack and rubber stamps which he rescued from the pile.

No rush. I’ve just been wondering. He may have told me that where he was standing was where the trains stopped, but I honestly don’t remember. I ceased all contact with this individual in 2003 when I quit TMER&THS (The Milwaukee Electric Railway & Transit Historical Society).

Thanks.

The site of the former North Shore Line station in Lake Bluff in 1992.

The site of the former North Shore Line station in Mundelein in 1992.

The site (at right) of the former North Shore Line station in Waukegan in 1992.

Perhaps some of our readers can help Larry figure this out, thanks.

Keep those cards and letters coming in, folks.

-David Sadowski

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

Total time – 121:22

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

Help Support The Trolley Dodger

This is our 278th 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 811,000 page views, for which we are very grateful.

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Chasing Sanborn (Our 275th Post)

August 30, 2021September 21, 2021David Sadowski 13 Comments

This 1953 view looks to the northwest and shows the old Canal Street station on the Metropolitan “L”, which was near Union Station. They were connected by a walkway nicknamed “Frustration Walk,” since many people would miss their train in the time it took to make the journey. The “L” here closed in 1958 and was demolished soon after. (Jon R. Roma Collection)

This is our 275th Trolley Dodger blog post, so we thought we would make this one extra special for you.

Recently, Jon R. Roma sent us some Sanborn insurance maps that were made in 1906 and 1917, mainly to show sections of the old Garfield Park “L” in greater detail. This was in response to some of our previous posts, where we discussed just where it used to run, before it was replaced by the Congress rapid transit line in 1958.

Learning from history is a process, and as historians, we are continually reaching out to the past, studying the historical record, looking for clues that will inform us today and further our understanding. Photographs, of course, are invaluable, but so are the kind of detailed maps that were made for insurance purposes long ago. They detail pretty much every structure and many of the businesses that once existed.

As an example of what you can learn from these maps, consider the one below showing the layout of old West Side Park, where the Chicago Cubs played through the 1915 season.

A story has gone around in recent years, that supposedly the expression “from out of left field” originated at West Side Park. Cook County Hospital was just north of the park, and the story goes that mental patients there would yell things out during Cubs games, which gave birth to the expression, which has taken on a meaning of something completely unexpected.

Unfortunately, there is no record of “from out of left field” being used in print with this meaning prior to the 1940s, by which time the Cubs had been in Wrigley Field for 25 years. But if you look at the Sanborn map of West Side Park, there was apparently an open area just north of the grandstands, so the hospital would have been some further distance away. I am not sure how much of the field would have been visible from the hospital anyway, so after looking at the map, the story seems unlikely.

What is more likely is how the expression could have evolved just generally from baseball lore. Occasionally, the left fielder will make a throw all the way to home plate during a game. Such a throw, coming “from out of left field,” tends to be unexpected, and it may be that over time, it took on this other meaning colloquially.

In addition, we have more electric traction, steam, and diesel photos taken around 1970 by John Engleman, some recent new photo finds of our own, and correspondence with Larry Sakar.

I guess we will always be “chasing Sanborn,” and other things like it.

We are very grateful to all our contributors. Sanborn fire insurance maps provided courtesy of the Map Library at the University of Illinois at Urbana-Champaign.

Enjoy!

-David Sadowski

PS- If you enjoy reading these posts, you might consider joining our Trolley Dodger Facebook Group as well. We currently have 429 members.

Sanborn Maps from 1917:

The area covered by this volume.

This includes the Met “L” line heading to Humboldt Park and Logan Square. There was a station at Madison Street, opened in 1895, which is not delineated on this 1917 map. It closed in 1951. This section of “L” has since been rebuilt, and is now part of the CTA Pink Line.

The Met “L” branch leading to Humboldt Park and Logan Square made a bit of a jog near Ogden Avenue, an angle street. This is the section just north of Marshfield Junction.

This section of map shows the Garfield Park “L” and includes the station at Western Avenue, which was open from 1895 to 1953. When Western was widened in the 1930s, the front of the station was removed and a new Art Deco front replaced it. The same thing was done to three other “L” stations on Western. This station closed in September 1953, due to construction of the Congress Expressway, and we have featured pictures of its quick demolition in previous posts.

A close-up of the Western Avenue “L” station. I suppose the area marked “iron” refers to the station canopy.

This map includes a section of the Garfield Park “L”.

This map includes a section of the Garfield Park “L”, including part of the station at Hoyne Avenue, which was open from 1895 to 1953. The area between Van Buren and Congress is now occupied by the Eisenhower expressway. The CTA Blue Line tracks are in approximately the same location as the former Garfield Park “L”, but in the depressed highway.

This map shows part of the Garfield Park “L”, including the station at Hoyne Avenue.

This includes the old Garfield Park “L”.

This includes the Garfield Park “L”, including the station at Ogden Avenue, which was open between 1895 and 1953.

A close-up of the Garfield Park “L” station at Ogden Avenue.

The map shows the section of the Met “L” lines just west of Marshfield Junction, where all the various branch lines came together.

The Met “L” branches ran over a building that housed the Dreamland roller skating rink. When the Congress Expressway was built, a new section of “L” was built running north-south to connect the Douglas Park “L” to the tracks formerly used by the Humboldt Park and Logan Square lines prior to 1951. This became part of a new routing for Douglas that brought its trains to the Loop via the Lake Street “L”, where another new connection was built. This is the path that the CTA Pink Line follows today. Douglas trains were connected to the new Congress rapid transit line via a ramp that followed the old Douglas path starting in 1958.

The same location today.

This map shows Marshfield Junction on the Garfield Park “L”, where all the Met lines came together.

A close-up of the Marshfield Junction track arrangement and station layout. Notice that the Aurora, Elgin & Chicago (later the CA&E) had its own platform here. This station was in use from 1895 to 1954. From September 1953 to April 1954, it was only used by Douglas Park trains, as Garfield trains were re-routed to ground level tracks here in Van Buren Street.

This map includes the Laflin “L” station on the Garfield Park main line.

The Metropolitan “L” main line included a station at Laflin Avenue, which originally had two island platforms. Between 1896 and 1914, it was reconfigured with three platforms so the tracks did not have to make sharp curves around the ends of the platforms. This station was open from 1895 to 1951. Notice the complex track arrangement west of the station, which gave the Met maximum flexibility for routing their trains going downtown.

The Met “L” main line between Loomis and Laflin.

The Met “L” facilities shown here represent somewhat of a mystery. There is a general repair shop on Laflin, including maintenance of way, and “batteries” on Loomis.

When the Met “L” was built in the 1890s, they had to generate their own electric power, which they did via this massive power plant between Loomis and Throop. This map indicates that by 1917, the facility was co-owned by what is now Commonwealth Edison.

A close-up of the previous map. Note the Met had a “store house” east of the 1894 power plant.

The Met’s Throop Street Shops. The Met’s “L” station at Racine is also shown.

The Met’s Throop Street Shops are at left, and the Racine “L” station at right. Like Laflin and Halsted, it originally had two island platforms, and was reconfigured to the four side platforms you see here, in order to straighten out the tracks. This station was open from 1895 to 1954. It remained in use until Douglas Park “L” trains could be re-routed downtown via the Lake Street “L”.

The Met Main Line. From 1953-58, when the Garfield Park “L” ran on temporary trackage in part of Van Buren Street, it reconnected with the existing structure via a ramp near Aberdeen. The tracks you see here would have been at the very north end of the expressway footprint.

This section of the Met Main Line was not directly in the way of the Congress Expressway, although it was reduced from four tracks to two during the construction period. The two tracks to the south were removed. The “L” was very close to the highway at this point, though.

The Met Main Line. From 1953-58, the Garfield Park “L” ran on ground-level trackage in Van Buren Street. Douglas Park trains used the old Met structure until April 1954.

The Met Main Line had four tracks in this area, which were reduced down to two during the period from 1953-58. The Halsted “L” station was open from 1895 to 1958, when the new Congress rapid transit line opened in the adjacent expressway median. Many great photos were taken from the east end of the Halsted station, where you had a great view of a double curve.

Like Racine and Laflin, the Met’s Halsted “L” station originally had two island platforms, which meant there were sharp curves in the track at the ends of those platforms. This slowed down operations, so over a period of time leading up to 1914, those three stations were reconfigured. Halsted then had three platforms and the tracks were straightened. During the construction of the adjacent Congress Expressway in the mid-1950s, the two tracks to the south here were removed along with one of the three platforms. It was that close to the highway. However, the station itself remained in use by Garfield trains until the Congress line opened in 1958.

This map shows the Met’s Douglas Park branch heading south, and includes the Polk Street “L” station.

The Polk Street “L” station on the Douglas Park branch opened in 1896 and remains in use today by the CTA Pink Line. It was rebuilt in 1983.

This is the second West Side Park, home of the Chicago National League Ballclub from 1893 through 1915. They were not officially called the Cubs until the 1907 season. Starting in 1916, the Cubs vacated West Side Park in favor of what had been Weegham Park, which had been home to the Chicago Whales of the short-lived Federal League, now known as Wrigley Field. West Side Park was torn down in 1920. Home plate was located at the northwest corner, and it was 560 feet to center field, where there was a club house, somewhat in the manner of New York’s Polo Grounds and other early stadiums. Oftentimes, in those years, if there was a large crowd, fans stood in part of the outfield, as there were no seats there.

The Met’s Douglas Park “L” ran through this area, and is now the CTA Pink Line.

The Met’s Douglas Park “L” branch and the Roosevelt Road (formerly 12th Street) station.

The Roosevelt Road (formerly 12th Street) “L” station on the Metropolitan’s Douglas Park branch opened in 1896 and closed in 1952. In December 1951, the CTA turned it into a “partial service” station, where there was no ticket agent. You could enter the station by placing a token into a turnstyle. This experiment was short-lived, and the station was closed in May 1952.

This shows the Douglas Park “L”, today’s CTA Pink Line.

Sanborn Maps from 1906:

A key to the areas covered by this 1906 set of maps.

This map shows the Halsted station on the Lake Street “L”. It was open from 1893 until 1994. It closed during the two-year rehabilitation project for what is now the CTA Green Line and was eventually replaced by a new station at Morgan Street, which opened in 2012.

A close-up of the Halsted “L” station on the Lake Street line.

The Lake Street “L”.

The Lake Street “L” station at Canal. The “L” crosses the Chicago River here, and in 1906, there was a swing bridge which was eventually replaced. Swing bridges were a hazard to navigation.

The Canal Street “L” station on the Lake Street line opened in 1893 and was replaced by the Clinton station one block west in 1909.

The Lake Street “L” station at Canal.

North is to the left on this map, which shows a curve on the old Metropolitan “L” main line west of the Chicago River. This was part of a double curve east of Halsted Street.

The Met “L” Main Line.

The Met “L” Main Line near Clinton Street. Chicago renumbered many streets after this map was made in 1906. In 1911, the Chicago, Burlington and Quincy railroad built its headquarters at 547 W. Jackson, just to the north of the “L”. While the “L” here closed in 1958 and was removed soon after, that building remains and its shape was partially determined by the “L”. Note the Chicago Union Traction cable power house.

The Met “L” station at Canal Street. A new Union Station was built nearby and opened in 1925. The “L” station had a direct enclosed walkway to it, which was used by thousands of people each day.

The Met “L” station at Canal Street opened in 1895 and was rebuilt after a fire in 1922. The platform configuration remained the same, but a new headhouse was built, designed by Arthur U. Gerber. This station closed in 1958 when the new Congress rapid transit line opened nearby, which connected to the Milwaukee-Dearborn-Congress Subway.

The Met “L” crossed the tracks leading to Union Station at an angle, and also crossed the Chicago River this way.

North is to the left on this map, which shows the Met “L” curving a bit towards the north, just east of the Halsted station. Once the buildings surrounding the “L” were cleared away in the early 1950s, for construction of what is now the Kennedy Expressway, this became a favorite site for photographers looking to the east from the “L” station.

Recent Finds

For a minute, I thought this might be Chicago, but apparently not. There was a streetcar #6093 in Chicago, but not until 1914 and the beginnings of the CSL era. That’s not a CSL logo on the side of the car. And Route 9 here was Ashland, not something going to Exchange Depot, whatever that was. It might possibly be Philadelphia, as they had cars like these in a 6000-series (later converted to Peter Witts with the addition of a center door), and they were an early adopter of numbered routes. But there is also a strange logo on the side of the car that I do not recognize. Frank Hicks: “This is International Railway Company in Buffalo. It’s part of a series of 200 Nearside cars built for them by Kuhlman in 1912, a follow-on to their original order for Nearside cars from Brill in 1911.”

A close-up of the unusual logo on the side of the car.

An eastbound single-car Douglas Park train passes by the old Met “L” powerhouse and shops at Throop Street, built in 1894. William C. Hoffman took this picture on October 29, 1950. Work was already underway clearing buildings for construction of the Congress Expressway, today’s I-290 (aka the Eisenhower). The discoloration of the brick was caused by some sort of chemical leaching process.

A close-up of the previous picture, showing the 1894 construction date for the massive Met power house. The “L” opened the following year. The blue line through the date is actually a scratch on the original slide.

The view looking northwest from Congress and Racine on May 14, 1950, showing the old Met “L” power house, the Throop Street Shops, and a bit of the Racine station. (William C. Hoffman Photo)

The old Marshfield “L” station, or at least, the CA&E platform at that station, circa 1951. The red Pullman streetcar is running on Route 9 – Ashland, but here, is on Paulina one block west of Ashland. Streetcars could not run on boulevards, and Ashland was a boulevard between Lake Street and Roosevelt Road. Hence the diversion. A sign advertises the late Carol Channing in the stage version of Gentlemen Prefer Blondes. The curving tracks are for the Douglas Park branch. This is where all the various Met “L”s diverged from each other, heading to the west, south, and north from here.

This duplicate slide did not come with any information, but I am wondering if this was taken from the old Met “L” looking to the north, which would mean the streetcar is on Van Buren. The Van Buren line was converted to bus in 1951 and the Garfield Park “L” was re-routed via temporary ground level tracks on Van Buren starting in 1953. Since the buildings around the “L” have been cleared away, that is further evidence that this is the Congress Expressway construction area. Michael Franklin has identified now this as Van Buren and Marshfield.

The same location today.

CTA 6025-6026 is ascending the ramp that brings the Ravenswood “L” up from ground level between Rockwell and Western Avenue. The date is September 30, 1951.

This picture looks north towards Tower 18 on the Loop “L” at Lake and Wells. Since a Douglas Park train is making a turn here, it must have been taken between 1954 and 1958, when that line ran downtown via the Lake Street “L”. As the Loop was uni-directional then, running counterclockwise, the train is coming towards us.

This is the Deerpath Avenue station on the North Shore Line’s Skokie Valley Route.

This is Glencoe on the North Shore Line’s Shore Line Route. The circular white sign would indicate this was a Central Electric Railfans’ Association fantrip, possibly just prior to the 1955 abandonment.

This is the Franklin Avenue station on the NYCTA-BMT Myrtle Avenue elevated in Brooklyn on June 14, 1958, with trolley bus 3039 running on Route 48 – Lorimer Street. Trolley buses were replaced by diesels in 1960, and the Myrtle Avenue El was closed on October 4, 1969. It was the last place on the New York system that used wooden cars. this was nearly 12 years after they were last used in Chicago. The El here opened in 1885, but the station you see here is not the original, but a more modern (and cheaply built) replacement. NY decided that upgrading this El would be too costly, so they got rid of it without replacement. Note the cool 1950s two-toned cars.

This is a view of the same location today. The building at left replaced the one shown in the 1958 picture some time after 2013. The other three buildings appear to be the same, with modifications.

The first photo shows the length of the ramp that connected the Lake Street “L” to the ground level portion west of Laramie. The cross street is Long Avenue (5400 W.), which means the incline ramp was exactly two blocks long. A current view of the same location follows. Streetcars ran on Lake Street until May 30, 1954 when they were replaced by buses. For a few blocks, they ran parallel to the ground level “L”, which was also powered by overhead wire. We are looking east.

The Racine “L” station on the Englewood branch on January 10, 1956.

This picture was taken on January 10, 1956, and shows the ground-level portion of the Lake Street “L” in Oak Park, just east of the Marion Street station. It was relocated to the Chicago & North Western embankment in 1962.

This would seem to be a view of the Quincy and Wells “L” station on the Loop on January 10,l 1956, looking north.

This is a view of the North Shore Line’s Harrison Street Shops in Milwaukee in the late 1950s, taken from an early Ektachrome slide that has unfortunately shifted to red. I did what I could to improve the color. Not sure which express motor car that is.

A colorized view of the old Loop “L” station at State and Van Buren, sometime prior to the end of cable car service in 1906, looking north. There is a picture of this station in 1959 in my book Chicago’s Lost “L”s. It closed in 1973 and by 1975 nearly all of it had been removed, except for a short segment of the platform. A new station opened here in 1997 to serve the new Harold Washington Library.

This view, looking north from the old Loop “L” station at State and Van Buren, dates to between 1952 and 1955. That seems to be prewar PCC 4051, painted in the new CTA colors, heading north. From 1955-56, the prewar cars ran on Western Avenue, but in this time frame, they were used on Route 4 – Cottage Grove.

Another slide I did not win… this one has a real small town feel. Johnstown Traction Electric Streetcar #356 Original Kodachrome Slide Processed by Kodak Oakhurst, Pennsylvania 27 July 1958 Photographer Credit: William D. Volkmer Bob Bresse-Rodenkirk adds: “356 is now at the Shore Line Trolley Museum in East Haven, CT along with Johnstown 357.”

Here is a slide I did not win. It shows two interurban cars on the Iowa Terminal in August 1967. Waterloo & Cedar Falls Northern 100 had just been restored, but unfortunately was destroyed in a fire a few months later. The fate of the North Shore Line box express motor car is less clear. The number seems to be 31, which was also destroyed in the same fire.

The Ravenswood terminal at Kimball and Lawrence in the mid-1950s. The occasion was probably a Sunday fantrip on wooden “L” cars. Since the Ravenswood only ran to Armitage on Sundays in those days (that was changed to Belmont after the North Shore Line quit), there were lots of opportunities to have leisurely photo stops, without interfering with regular service trains. There was also a much more lax attitude back then about having people near the 600 volt third rail.

Photos by John Engleman, Circa 1970

Work car M-454 in Pittsburgh. After it was taken out of regular service in the mid-1950s, it operated as a utility car for Pittsburgh Railways and was also used on some late 1960s fantrips. By 1973 it was sitting derelict on a siding and in sad shape, with its windows smashed, so I assume it has not survived. John Engleman: “The orange car is Pittsburgh Railways M454 on a fantrip somewhere on Pittsburgh’s North Side.” Larry Lovejoy adds: “Work car M454 on a fantrip in Pittsburgh in the early-1960s, inbound at the corner of California Avenue and Brighton Place. After it was taken out of regular passenger service in 1940, “highfloor” car 4115 it was converted into snowplow M454 by Pittsburgh Railways and was routinely used on fantrips during the 1960s. In derelict condition by the early 1970s, it was acquired by Pennsylvania Trolley Museum and scrapped for parts. M454 is survived by sister cars 4145 (nee snowplow M459) and tow-car M200 (nee snowplow M458, nee passenger car 4140), both in PTM’s collection.”

John Engleman: “The GG1 photos, judging by the time of day, are pulling the southbound Silver Star out of Baltimore’s Pennsylvania Station passing B&P Tower on its’ way to Washington. I was an operator at this tower (my favorite one) thus these are non-trespassing photos. I transferred to the B&O in May, 1971, so the GG1s at B&P Jct. were taken prior to that, sometime in 1970. Unfortunately no vegetation around to denote the season though.”

John Engleman: “The Metroliner is southbound at Middle River, Maryland, just east of Baltimore.”

John Engleman: “The single unit diesel and coach is all that was left of the Northern Central service at the time. It was a Washington-Harrisburg coach that reversed direction and changed locomotives in Baltimore, connecting to NY-Chicago and St. Louis trains at Harrisburg. We called it The Afternoon Ridiculous.”

John Engleman: “The 759 photos (without train) were taken in the Western Maryland Ry.’s Port Covington yard, currently being totally gentrified at the present time.”

John Engleman: “The Nickel Plate 759 photos (with train) were taken at Westport, an inner south Baltimore suburb. The MTA light rail line currently operates crossways where I was standing. The power station is BG&E’s Spring Garden substation. Looking forward along the train in the direction it is going one can see the Spring Garden Street trestle bridge, still in place but fire damaged and abandoned. The B&O South Baltimore Branch crosses the WM Ry. at grade looking in the direction the train (obviously a fantrip) is coming from. “

This photo is from one of the annual New Years Eve fantrips that used to take place on the Philadelphia streetcar system. John Engleman: “The SEPTA car is at Richmond & Westmoreland loop of the 15 & 60 lines.”

John Engleman: “The Baltimore Streetcar Museum photos appear to be taken on BSM’s opening day judging by the location of the streetcars. This was the first “end of the line”. The bus is Baltimore Transit 1096, the very first GM branded transit bus built (in 1945) and it is now in the BSM collection, although very unappreciated, and currently in quite unprotected storage pending a major amount of work eventually. The two gentlemen in the picture inside BSM’s carhouse are John Thomsen (L) and Henry Wells (R). This photo shows BSM’s first gift shop.”

Recent Correspondence

Larry Sakar writes:

I just found a great “Then and Now” of the The Milwaukee Electric Rapid Transit line at 35th St. The “Then” photo was taken by Don Ross (Don’s Depot) whom I know you know as do I and the “Now” photo was taken by me having not seen his. The “Then” picture shows a two-car train of 1100’s accelerating away from the 35th St. stop and going under the viaduct. That beam in Don’s photo is probably one of the railings from the steps that lead from the viaduct to the station down below. The steps are long gone but the abandoned right of way is still there.

When I first began photographing the abandoned r.o.w. ln Milwaukee in 1968 I thought it would be “cool” to snap a picture or two showing where the Rapid Transit line went beneath the 35th St. viaduct, so I took a chance and found a way to get down there. I made sure there were no WEPCO employees anywhere in the vicinity.

Don Ross worked for the Railway Express Agency, after working as a towerman for both the Milwaukee Road and the Chicago & North Western. When he worked for the C&NW, one of the towers he worked was Chase Avenue, situated within sight of Harrison St, shops. He said that when he worked a night shift he would see the sparks from the poles of the NSL interurbans. He also founded the National Railway Historical Society’s Milwaukee chapter.

Keep those cards and letters coming in, folks!

-David Sadowski

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, to discuss Chicago’s Lost “L”s. You can hear that discussion here.

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From the back cover:

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

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