CA&E Rarities

I recently purchased a medium format color negative, showing a three-car Chicago Aurora and Elgin train (cars 455, 420, and 424) at the Forest Park Terminal, some time between 1953 and 1957. The interurban ended here then, and riders had to change trains and take the CTA downtown. Color negative film was much less popular, apparently, than color slides when this picture was taken. In general, color quality and sharpness was not as good. In this case, there are variations in color based on the uneven fading of the colored film base over nearly 70 years. Colored film base was added to negatives to keep the film from becoming too contrasty. Since making a print from a negative is a two-step process, contrast is naturally increased when a print is made. When prints are made from slides, there is also an increase in contrast, but in the computer age, these issues are much more manageable. We are looking to the northeast.

I recently purchased a medium format color negative, showing a three-car Chicago Aurora and Elgin train (cars 455, 420, and 424) at the Forest Park Terminal, some time between 1953 and 1957. The interurban ended here then, and riders had to change trains and take the CTA downtown.
Color negative film was much less popular, apparently, than color slides when this picture was taken. In general, color quality and sharpness was not as good. In this case, there are variations in color based on the uneven fading of the colored film base over nearly 70 years. Colored film base was added to negatives to keep the film from becoming too contrasty. Since making a print from a negative is a two-step process, contrast is naturally increased when a print is made. When prints are made from slides, there is also an increase in contrast, but in the computer age, these issues are much more manageable. We are looking to the northeast.

The Chicago Aurora and Elgin interurban is the subject of our next book. We will leave no stone unturned, in our efforts to make the best possible book for our readers. Today, we are featuring just a few of the pictures we have collected for possible inclusion. Many of these are vintage CA&E company photos.

The high temperature was 70 degrees (low 57) with lots of sun in Chicago on Monday, April 18, 1938. The CA&E was in receivership at this time and would not emerge from bankruptcy until after World War II. Apparently, the receiver needed detailed documentation of the railroad’s facilities. A photographer, armed with an 8×10 view camera, was dispatched to take lots of pictures, which are now important historic artifacts.

Between 1923 and 1989, the very best view cameras were made by L.F. Deardorff & Sons Inc.. Here, I have a bit of personal history. I got to visit their shop just west of Chicago’s Loop a few times during the 1980s making deliveries. Everything they did was made by hand, using the finest possible materials, including exotic woods from Central America.

For much of the 20th century, Chicago was home to various catalog houses such as Sears, Roebuck and Company, Montgomery Wards, and many others. Several large local studios handled much of the product photography work. Eventually, this went into a decline. When Kranzten Studios went out of business in the late 1980s, their large inventory of Deardorff cameras hit the market and killed the demand for new ones. The company never recovered, although there are still other firms making view cameras today.

We also have many other new recent photo finds for your enjoyment. We recently received the gift of 41 original color slides from David Church, for which we are very grateful. A few of these appear here, and the rest will turn up in future posts. Mr. church says he purchased these 50 years ago or more.

Finally, we have three new CD titles of digitally remastered railroad audio now available. Four of the five discs are from steam recordings made in the late 1950s and early 1960s by North Jersey Recordings. This adds to our already extensive collections of train sounds from the Railroad Record Club and many others. You will find more details at the end of this post.

Keep those cards and letters coming in.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,445 members.

Our friend Kenneth Gear 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).

Our Next Book Project

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

This is a picture of Aurora Elgin and Fox River Electric car 305, signed for Elgin. FYI, we are hard at work researching our next book about the Chicago Aurora and Elgin interurban. Although we already have thousands of images, we start out on these book projects with some of what we need, and then have to find the rest. Some have generously shared their images with us, and some we have to pay real money for. In case you would like to help contribute to this effort, either by sharing images or making a donation, we would like to hear from you. All contributors will be mentioned in the book, which will be dedicated to the memory of the late Robert D. Heinlein. The most difficult images to find are always the earliest ones. You can contact me via messenger, at thetrolleydodger@gmail.com or via my blog. I thank you for your time and consideration.

CA&E Rarities

Here is a picture of car 310, taken by Robert A. Selle during a CERA fantrip on August 8, 1954. "State Road station near Wheaton, Ill." However, it actually looks like Glen Oak, which was adjacent to a golf course.

Here is a picture of car 310, taken by Robert A. Selle during a CERA fantrip on August 8, 1954. “State Road station near Wheaton, Ill.” However, it actually looks like Glen Oak, which was adjacent to a golf course.

The Prince Crossing CA&E station, looking west on April 18, 1938.

The Prince Crossing CA&E station, looking west on April 18, 1938.

CA&E 430, built by Cincinnati Car Company in 1927.

CA&E 430, built by Cincinnati Car Company in 1927.

CA&E 410 on January 30, 1927. Don's Rail Photos (via Archive.org): "410 was built by Pullman in 1923." Sister car 409 is at the Illinois Railway Museum.

CA&E 410 on January 30, 1927. Don’s Rail Photos (via Archive.org): “410 was built by Pullman in 1923.” Sister car 409 is at the Illinois Railway Museum.

CA&E 303. Don's Rail Photos (via Archive.org): "303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville USA in 1962. It was sold to Connecticut Trolley Museum in December 2009."

CA&E 303. Don’s Rail Photos (via Archive.org): “303 was built by Niles Car & Mfg Co in 1906. It was modernized in March 1945 and sold to Trolleyville USA in 1962. It was sold to Connecticut Trolley Museum in December 2009.”

A CA&E storage room at Wheaton, circa 1927.

A CA&E storage room at Wheaton, circa 1927.

Don's Rail Photos (via Archive.org): "3004 was built by Baldwin-Westinghouse in April 1924, #57717. It was rebuilt in 1930 and scrapped in August 1963. 3003 was built by Baldwin-Westinghouse in September 1923, #57070. It was rebuilt in 1930 and scrapped in August 1963." From the number on this company photo, this picture may date to 1927.

Don’s Rail Photos (via Archive.org): “3004 was built by Baldwin-Westinghouse in April 1924, #57717. It was rebuilt in 1930 and scrapped in August 1963. 3003 was built by Baldwin-Westinghouse in September 1923, #57070. It was rebuilt in 1930 and scrapped in August 1963.” From the number on this company photo, this picture may date to 1927.

This looks like the CA&E paint shop at Wheaton on April 18, 1938.

This looks like the CA&E paint shop at Wheaton on April 18, 1938.

The inspection pit at the Wheaton Shops on April 18, 1938.

The inspection pit at the Wheaton Shops on April 18, 1938.

Not sure of this location, but the date is April 18, 1938. Derek (no last name) writes: "The section of unknown CA&E trackage with the two bridges is on the the Batavia branch just before the power house. It’s crossing under the CB&Q line." Bill Shapotkin: "This photo looks W/B on the Batavia Branch, just (timetable east) of Glenwood Park. The first bridge is the CB&Q. The second bridge is Illinois State Route 25."

Not sure of this location, but the date is April 18, 1938. Derek (no last name) writes: “The section of unknown CA&E trackage with the two bridges is on the the Batavia branch just before the power house. It’s crossing under the CB&Q line.” Bill Shapotkin: “This photo looks W/B on the Batavia Branch, just (timetable east) of Glenwood Park. The first bridge is the CB&Q. The second bridge is Illinois State Route 25.”

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

I'm not sure where this freight train is in the picture, or just what those people are doing on the nearby hill. Jason Learakos notes, "The photo with the freight train at the hill with people on it, with the “End Of Block” sign is Lakewood on the Elgin branch. The hill is from the embankment of the nearby road overpass."

I’m not sure where this freight train is in the picture, or just what those people are doing on the nearby hill. Jason Learakos notes, “The photo with the freight train at the hill with people on it, with the “End Of Block” sign is Lakewood on the Elgin branch. The hill is from the embankment of the nearby road overpass.”

The CA&E yard just west of Laramie Avenue in Chicago on April 18, 1938. We are looking east.

The CA&E yard just west of Laramie Avenue in Chicago on April 18, 1938. We are looking east.

CA&E 410.

CA&E 410.

CA&E control trailer 701. The interurban had a car shortage in the 1930s, as suburban business grew, and ended up purchasing several cars from an east coast property that had surplus. The ends were modified to fit the tight clearances on the Chicago "L", and the cars were given a somewhat more modern appearance. Don's Rail Photos (via Archive.org): "701 was built by Cincinnati Car Co in 1913 as WB&A (Washington Baltimore and Annapolis) 81. It was sold as CA&E 701 in 1938."

CA&E control trailer 701. The interurban had a car shortage in the 1930s, as suburban business grew, and ended up purchasing several cars from an east coast property that had surplus. The ends were modified to fit the tight clearances on the Chicago “L”, and the cars were given a somewhat more modern appearance. Don’s Rail Photos (via Archive.org): “701 was built by Cincinnati Car Co in 1913 as WB&A (Washington Baltimore and Annapolis) 81. It was sold as CA&E 701 in 1938.”

We are at the Spring Road station in Elmhurst on April 18, 1938, looking east.

We are at the Spring Road station in Elmhurst on April 18, 1938, looking east.

Again, not sure where we are here, but the date is April 18, 1938. Jerry Hund: "I believe the unidentified station is Taylor St. in Glen Ellyn."

Again, not sure where we are here, but the date is April 18, 1938. Jerry Hund: “I believe the unidentified station is Taylor St. in Glen Ellyn.”

CA&E wood car 52. Don's Rail Photos (via Archive.org): "52 was built by Stephenson in 1903. It was modernized in January 1941 and retired in 1955."

CA&E wood car 52. Don’s Rail Photos (via Archive.org): “52 was built by Stephenson in 1903. It was modernized in January 1941 and retired in 1955.”

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

Wolf Road in Hillside on April 18, 1938.

Wolf Road in Hillside on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

The view looking west from County Line Road in Elmhurst on July 13, 1931. This is the approximately where the Illinois Prairie Path crosses I-290 today.

The view looking west from County Line Road in Elmhurst on July 13, 1931. This is the approximately where the Illinois Prairie Path crosses I-290 today.

A new station at Poplar Avenue in Elmhurst is dedicated on November 28, 1931. The City of Elmhurst had petitioned the railroad to add a station here, because it was expected to generate much ridership. The railroad wanted to move the nearby Stratford Hills station, which had low ridership. As it turned out, Stratford Hills did not close until 1943.

A new station at Poplar Avenue in Elmhurst is dedicated on November 28, 1931. The City of Elmhurst had petitioned the railroad to add a station here, because it was expected to generate much ridership. The railroad wanted to move the nearby Stratford Hills station, which had low ridership. As it turned out, Stratford Hills did not close until 1943.

CA&E 105. Don's Rail Photos (via Archive.org): "105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955."

CA&E 105. Don’s Rail Photos (via Archive.org): “105 was built by Stephenson in 1903. It was modernized in August 1940 and retired in 1955.”

CA&E 416 at the Wheaton Shops on April 18, 1938. It was built by Pullman in 1923.

CA&E 416 at the Wheaton Shops on April 18, 1938. It was built by Pullman in 1923.

CA&E 10. Don's Rail Photos (via Archive.org): "10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped."

CA&E 10. Don’s Rail Photos (via Archive.org): “10 was built by Niles Car in 1902. It was rebuilt with a baggage compartment in 1910. It was later removed, but then reinstalled in April 1933 for funeral service. It was wrecked September 10, 1948, and scrapped.”

CA&E 315. Don's Rail Photos (via Archive.org): "315 was built by Kuhlman Car Co in 1909, (order) #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962."

CA&E 315. Don’s Rail Photos (via Archive.org): “315 was built by Kuhlman Car Co in 1909, (order) #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962.”

CA&E 602. Don's Rail Photos (via Archive.org): "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. 602 was built by Cincinnati Car Co in 1913 as WB&A 37. It was sold as CA&E 602 in August 1937 and burned in 1952."

CA&E 602. Don’s Rail Photos (via Archive.org): “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. 602 was built by Cincinnati Car Co in 1913 as WB&A 37. It was sold as CA&E 602 in August 1937 and burned in 1952.”

CA&E 209. Don's Rail Photos (via Archive.org): "Five cars were built by Niles in late 1904 and were similar to the earlier Niles cars except that they were 4 feet longer and included a toilet compartment. There were four coaches, 201,203, 205, and 207, and a deluxe buffet-parlor car "Carolyn". The coaches were motorized using 2 motors each from the earlier cars which had been delivered as 4 motor cars. "Carolyn" was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959."

CA&E 209. Don’s Rail Photos (via Archive.org): “Five cars were built by Niles in late 1904 and were similar to the earlier Niles cars except that they were 4 feet longer and included a toilet compartment. There were four coaches, 201,203, 205, and 207, and a deluxe buffet-parlor car “Carolyn”. The coaches were motorized using 2 motors each from the earlier cars which had been delivered as 4 motor cars. “Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.”

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

The Wheaton Yards on April 18, 1938.

A CA&E storage area, presumably at the Wheaton Yards, circa 1927.

A CA&E storage area, presumably at the Wheaton Yards, circa 1927.

CA&E 436 at the Wheaton Shops on April 18, 1938. Don's Rail Photos (via Archive.org): "305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954."

CA&E 436 at the Wheaton Shops on April 18, 1938. Don’s Rail Photos (via Archive.org): “305 was built by Niles Car & Mfg Co in 1906. It was wrecked and rebuilt in 1923 as 600, a buffet-parlor car. It was again rebuilt in 1929 as a coach to match the other 400s and numbered 436. It was scrapped in 1954.”

The Wheaton Shops on April 18, 1938.

The Wheaton Shops on April 18, 1938.

CA&E435. From the Wikipedia: "435, 436 were wood body coaches rebuilt in 1929 from parlor-buffet cars #600 and #601. They were originally Florence and #305, mechanical sisters built by Niles in 1906."

CA&E435. From the Wikipedia: “435, 436 were wood body coaches rebuilt in 1929 from parlor-buffet cars #600 and #601. They were originally Florence and #305, mechanical sisters built by Niles in 1906.”

CA&E 319. Don's Rail Photos (via Archive.org): "319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern (Trolleyville USA) in 1962. It was resold to IRM in December 2009."

CA&E 319. Don’s Rail Photos (via Archive.org): “319 was built by Jewett Car Co in 1914. It was modernized at an unknown date and sold to Columbia Park & Southwestern (Trolleyville USA) in 1962. It was resold to IRM in December 2009.”

A view looking east from the 25th Avenue station platform on April 18, 1938. You can see the shadow of the photographer's camera in the lower left hand corner. Most likely, either 4x5 or 8x10 sheet film was used in a view camera, possibly a Deardorff (which would have been made in Chicago). In the distance, you can see a gas holder located in forest Park, just east of first Avenue. One platform extension is turned up. These could be flipped to allow for the clearance of freight trains, which were wider than CA&E and "L" cars. When a freight train passed this and other high-level stations, which were required by the "L" cars of Garfield Park and Westchester trains, someone standing on the front of the loco would flip these up, and someone on the back of the train would flip them back down.

A view looking east from the 25th Avenue station platform on April 18, 1938. You can see the shadow of the photographer’s camera in the lower left hand corner. Most likely, either 4×5 or 8×10 sheet film was used in a view camera, possibly a Deardorff (which would have been made in Chicago). In the distance, you can see a gas holder located in forest Park, just east of first Avenue. One platform extension is turned up. These could be flipped to allow for the clearance of freight trains, which were wider than CA&E and “L” cars. When a freight train passed this and other high-level stations, which were required by the “L” cars of Garfield Park and Westchester trains, someone standing on the front of the loco would flip these up, and someone on the back of the train would flip them back down.

A Deardorff 8x10 view camera, known as model V8. These were produced from the 1923 until 1989.

A Deardorff 8×10 view camera, known as model V8. These were produced from the 1923 until 1989.

An unknown location, possibly on the Aurora branch, on April 18, 1938. Jason Learakos adds, "The unknown picture on the Aurora branch is actually on the Batavia branch, looking West from Raddant Road, facing the Fox River. You can see the two Batavia Powerhouse funnels in the distance, so this is definitely the Batavia branch. Based on the shape of the curve, this is Raddant."

An unknown location, possibly on the Aurora branch, on April 18, 1938. Jason Learakos adds, “The unknown picture on the Aurora branch is actually on the Batavia branch, looking West from Raddant Road, facing the Fox River. You can see the two Batavia Powerhouse funnels in the distance, so this is definitely the Batavia branch. Based on the shape of the curve, this is Raddant.”

Recent Finds

An early excursion to Ravinia Park on the Chicago and Milwaukee Electric (called the North Shore Line starting in 1916). Don's Rail Photos (via Archive.org): "118 thru 127 were built by Jewett Car in 1906. They were the first of the 52 foot cars which then set the standard for all following cars. Since they were wider than later cars, they never could operate into Chicago on the Elevated. They were rebuilt in 1914 with toilets and train doors. Since they could only be used on locals, they were retired as steel cars became available and most had been out of service for some time previous. 118 was built by Jewett Car in 1906 and retired in 1927."

An early excursion to Ravinia Park on the Chicago and Milwaukee Electric (called the North Shore Line starting in 1916). Don’s Rail Photos (via Archive.org): “118 thru 127 were built by Jewett Car in 1906. They were the first of the 52 foot cars which then set the standard for all following cars. Since they were wider than later cars, they never could operate into Chicago on the Elevated. They were rebuilt in 1914 with toilets and train doors. Since they could only be used on locals, they were retired as steel cars became available and most had been out of service for some time previous. 118 was built by Jewett Car in 1906 and retired in 1927.”

This and the next photo: CTA postwar PCC 4364 is at the new loop at 63rd Place and Narragansett on July 30, 1948. It doesn't have a destination sign at front, and the side sign says Clark-Wentworth, which is nowhere near here. Perhaps it was here to pose for pictures. There is also prewar PCC 4005, operating on Route 63 - 63rd Street. The Clearing neighborhood has become completely built up here since, and while there is still a bus turnaround here, it was reduced in size to make room for a new public library.

This and the next photo: CTA postwar PCC 4364 is at the new loop at 63rd Place and Narragansett on July 30, 1948. It doesn’t have a destination sign at front, and the side sign says Clark-Wentworth, which is nowhere near here. Perhaps it was here to pose for pictures. There is also prewar PCC 4005, operating on Route 63 – 63rd Street. The Clearing neighborhood has become completely built up here since, and while there is still a bus turnaround here, it was reduced in size to make room for a new public library.

North Shore Line 178 on the Mundelein branch west of Knollwood. (David Church collection)

North Shore Line 178 on the Mundelein branch west of Knollwood. (David Church collection)

Silverliner 742 is at the head of a two-car train in March 1961. Might this be in Wisconsin? (David Church collection) Nick Jenkins writes: "I believe the photo was taken from Howard Ave overpass in Milwaukee. The spur in the background would be the Austin Ave Team Track. The little green dot (in the trees) would be Sig 813 and the bridge over the Milwaukee Road is barely visible at the top edge of the photo."

Silverliner 742 is at the head of a two-car train in March 1961. Might this be in Wisconsin? (David Church collection) Nick Jenkins writes: “I believe the photo was taken from Howard Ave overpass in Milwaukee. The spur in the background would be the Austin Ave Team Track. The little green dot (in the trees) would be Sig 813 and the bridge over the Milwaukee Road is barely visible at the top edge of the photo.”

Silverliner 774, plus two, on the Skokie Valley Route in June 1960. (David Church collection)

Silverliner 774, plus two, on the Skokie Valley Route in June 1960. (David Church collection)

There is only a span of a few years (1948-51) when this picture of CTA trolley bus 146 could have been taken, heading south on Central Avenue at Irving Park Road. The CTA took over from CSL and CRT on October 1, 1947, and new emblems did not start appearing on vehicles until the following year. Then, in the early 1950s, CTA renumbered all their trolley buses by adding a "9" in front of existing numbers, to eliminate duplicate numbers with the rest of the bus fleet. The entrance to Portage Park is at right. While the bus is operating on Central Avenue, that was Route 85, and this bus is signed for Route 55A. That seems to have run on Elston Avenue a bit north of here as an extension of the Central route, starting at Lawrence Avenue (4800 N), and ending at Holbrook Street in Norwood Park. Trolleybus service on Route 55A ended on January 21, 1951, which also helps date the picture. Trolley buses continued to run on Central until 1970. This model T40 bus was built circa 1930-31 by American Car Company.

There is only a span of a few years (1948-51) when this picture of CTA trolley bus 146 could have been taken, heading south on Central Avenue at Irving Park Road. The CTA took over from CSL and CRT on October 1, 1947, and new emblems did not start appearing on vehicles until the following year. Then, in the early 1950s, CTA renumbered all their trolley buses by adding a “9” in front of existing numbers, to eliminate duplicate numbers with the rest of the bus fleet. The entrance to Portage Park is at right. While the bus is operating on Central Avenue, that was Route 85, and this bus is signed for Route 55A. That seems to have run on Elston Avenue a bit north of here as an extension of the Central route, starting at Lawrence Avenue (4800 N), and ending at Holbrook Street in Norwood Park. Trolleybus service on Route 55A ended on January 21, 1951, which also helps date the picture. Trolley buses continued to run on Central until 1970. This model T40 bus was built circa 1930-31 by American Car Company.

Chicago Surface Lines streetcar 6234 is on 43rd Street, based on the addresses visible on that very distinctive building. I get the impression we are in Bronzeville, but am not sure of the cross street, or if that building still exists. My guess is this picture was taken in the 1940s. 6234 was part of a series of Multiple Unit cars, intended to couple to others in the busy years of the 1920s. Don's Rail Photos (via Archive.org): "6234 was built by Lightweight Noiseless Streetcar Company in 1924. It was rebuilt (for) one-man service in 1932." Mike Franklin: "Northeast corner of Cottage Grove Avenue and 43rd Street." Our resident south side expert M. E. adds, "After doing some detective work, I conclude this picture is looking northeast at 43rd St. and Cottage Grove (800 East). Being so specific about the corner means knowing on which side of a street are even numbers, and which side are odd numbers. The Del-Mar Lunch place has an awning with the address 4257. That puts it just north of 43rd St., on the east side of the north/south street. At the far right of the photo is an optometrist's store. I'm not positive, but I think I see the address 814. That puts the store on the north side of 43rd St., just east of Cottage Grove. The streetcar's side sign says 43-Root. It is heading west on 43rd St., about to cross Cottage Grove Ave. The 43rd-Root route ran along 43rd St. from just west of the lake (Oakenwald Ave.) to State St., north to Root St. (4130 S.), then west to and across Halsted (800 W.) to a dead-end. The thing that astounds me is to see how many passengers are on the streetcar. I don't think there was any major employer east of Cottage Grove along 43rd St. But there certainly was one at Root and Halsted -- the International Amphitheater (at 42nd and Halsted). Another major employer was the Chicago Stock Yards, bounded by Ashland (1600 W.), 47th St., Halsted, and 39th St. (Pershing Rd.). To get from Root and Halsted into the Stock Yards proper, someone would have to get off the streetcar at Halsted, walk a little north to the Stock Yards L station at Halsted, then take the L into the yards. So I think we are seeing, on this streetcar, employees of either the Amphitheater or the Stock Yards going to work. An alternate way to get from the eastern end of the streetcar route to the Stock Yards would have been to take the Kenwood L (which also began at Oakenwald Av.) west to Indiana Ave., go over the pedestrian bridge spanning the north/south L tracks, and take the Stock Yards L (which began at Indiana Ave.) west to the stations inside the Stock Yards."

Chicago Surface Lines streetcar 6234 is on 43rd Street, based on the addresses visible on that very distinctive building. I get the impression we are in Bronzeville, but am not sure of the cross street, or if that building still exists. My guess is this picture was taken in the 1940s. 6234 was part of a series of Multiple Unit cars, intended to couple to others in the busy years of the 1920s. Don’s Rail Photos (via Archive.org): “6234 was built by Lightweight Noiseless Streetcar Company in 1924. It was rebuilt (for) one-man service in 1932.” Mike Franklin: “Northeast corner of Cottage Grove Avenue and 43rd Street.” Our resident south side expert M. E. adds, “After doing some detective work, I conclude this picture is looking northeast at 43rd St. and Cottage Grove (800 East). Being so specific about the corner means knowing on which side of a street are even numbers, and which side are odd numbers. The Del-Mar Lunch place has an awning with the address 4257. That puts it just north of 43rd St., on the east side of the north/south street. At the far right of the photo is an optometrist’s store. I’m not positive, but I think I see the address 814. That puts the store on the north side of 43rd St., just east of Cottage Grove. The streetcar’s side sign says 43-Root. It is heading west on 43rd St., about to cross Cottage Grove Ave. The 43rd-Root route ran along 43rd St. from just west of the lake (Oakenwald Ave.) to State St., north to Root St. (4130 S.), then west to and across Halsted (800 W.) to a dead-end. The thing that astounds me is to see how many passengers are on the streetcar. I don’t think there was any major employer east of Cottage Grove along 43rd St. But there certainly was one at Root and Halsted — the International Amphitheater (at 42nd and Halsted). Another major employer was the Chicago Stock Yards, bounded by Ashland (1600 W.), 47th St., Halsted, and 39th St. (Pershing Rd.). To get from Root and Halsted into the Stock Yards proper, someone would have to get off the streetcar at Halsted, walk a little north to the Stock Yards L station at Halsted, then take the L into the yards. So I think we are seeing, on this streetcar, employees of either the Amphitheater or the Stock Yards going to work. An alternate way to get from the eastern end of the streetcar route to the Stock Yards would have been to take the Kenwood L (which also began at Oakenwald Av.) west to Indiana Ave., go over the pedestrian bridge spanning the north/south L tracks, and take the Stock Yards L (which began at Indiana Ave.) west to the stations inside the Stock Yards.”

The same location in 2017.

The same location in 2017.

Chicago South Shore and South Bend electric locomotive 704 at South Bend, Indiana in 1961. Don's Rail Photos (via Archive.org): "704 was built by Alco-General Electric in June 1931, (order) #68271, 11194, as NYC 1243, Class R-2. It was renumbered 343 in August 1936 and sold to CSS&SB in 1955. It was rebuilt as 704 in 1956 and scrapped in April 1976."

Chicago South Shore and South Bend electric locomotive 704 at South Bend, Indiana in 1961. Don’s Rail Photos (via Archive.org): “704 was built by Alco-General Electric in June 1931, (order) #68271, 11194, as NYC 1243, Class R-2. It was renumbered 343 in August 1936 and sold to CSS&SB in 1955. It was rebuilt as 704 in 1956 and scrapped in April 1976.”

North Shore Line Silverliner 757 is at Adams and Wabash on the Loop "L" on September 4, 1961. Don's Rail Photos (via Archive.org): "757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as (a) Silverliner on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988."

North Shore Line Silverliner 757 is at Adams and Wabash on the Loop “L” on September 4, 1961. Don’s Rail Photos (via Archive.org): “757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as (a) Silverliner on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988.”

Chicago North Shore and Milwaukee 411 at Coney Island Yard in New York City in the mid-1960s, after the abandonment. Don's Rail Photos (via Archive.org): "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."

Chicago North Shore and Milwaukee 411 at Coney Island Yard in New York City in the mid-1960s, after the abandonment. Don’s Rail Photos (via Archive.org): “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.”

When I received this negative, no information came with it, but we are on the south side, most likely in the 1940s. Chicago Surface Lines car 5787 (I think that is the number) is on Through Route 5, Cottage Grove-South Chicago. This went to Ewing and 108th from April 10, 1927 until July 14, 1947, which does help date the photo. Car 5787 was known as a Nearside and was built by Brill in 1912. The cars of this type were retired circa 1946-47. The location is not known to me. Mike Franklin: "Building behind the car housed the Eastside Theater at 10555 S Ewing Ave, Chicago. Still standing." Andre Kristopans: "He should be going two more blocks down Ewing to 108th and wye there."

When I received this negative, no information came with it, but we are on the south side, most likely in the 1940s. Chicago Surface Lines car 5787 (I think that is the number) is on Through Route 5, Cottage Grove-South Chicago. This went to Ewing and 108th from April 10, 1927 until July 14, 1947, which does help date the photo. Car 5787 was known as a Nearside and was built by Brill in 1912. The cars of this type were retired circa 1946-47. The location is not known to me. Mike Franklin: “Building behind the car housed the Eastside Theater at 10555 S Ewing Ave, Chicago. Still standing.” Andre Kristopans: “He should be going two more blocks down Ewing to 108th and wye there.”

This circa 1909 postcard image, showing the first Aurora Elgin and Chicago train on the then-new branch to Geneva and St. Charles, appears to be based on a photograph but includes parts that are drawn in.

This circa 1909 postcard image, showing the first Aurora Elgin and Chicago train on the then-new branch to Geneva and St. Charles, appears to be based on a photograph but includes parts that are drawn in.

CTA Red Pullman 507 on the scrap line at South Shops on September 2, 1955. After the CTA took all the remaining red cars out of regular service in 1954, ten such cars were retained for emergency service. Of these, one car (460) became part of the CTA Historical Collection. Two were used in fantrips-- 225, which Seashore Trolley Museum purchased in 1957, and 144, which went to the Illinois Electric Railway Museum. It's not clear to me what the other seven cars were. 507 was built by in 1908/1909 for the Chicago City Railway and is known as a "Big Pullman."

CTA Red Pullman 507 on the scrap line at South Shops on September 2, 1955. After the CTA took all the remaining red cars out of regular service in 1954, ten such cars were retained for emergency service. Of these, one car (460) became part of the CTA Historical Collection. Two were used in fantrips– 225, which Seashore Trolley Museum purchased in 1957, and 144, which went to the Illinois Electric Railway Museum. It’s not clear to me what the other seven cars were. 507 was built by in 1908/1909 for the Chicago City Railway and is known as a “Big Pullman.”

CTA 4235 (at left) is at the head of a westbound two-car CERA fantrip train at Ridgeland Avenue in Oak Park, on temporary trackage during construction of the adjacent Congress (now Eisenhower) expressway. The date is September 14, 1958. By 1955, the new highway was already open as far west as Laramie Avenue. There were two parallel sets of tracks west of there, through Oak Park and Forest Park, the CTA and the Baltimore and Ohio Chicago Terminal. The tracks were moved in stages to the north end of the expressway footprint. Then, the area to the south was dug out and by 1960, the tracks were relocated to their present location just south of the highway, which opened the same year. I can't call this the Garfield Park "L" since by the time this picture was taken by Robert Heinlein, on September 14, 1958, it had been renamed to the Congress line. The portion of today's Blue Line that runs in the expressway median had opened as far west as Cicero Avenue on June 22, 1958. During construction, there was a temporary station at Ridgeland, presumably behind the photographer, which replaced one at Gunderson Avenue, a side street.

CTA 4235 (at left) is at the head of a westbound two-car CERA fantrip train at Ridgeland Avenue in Oak Park, on temporary trackage during construction of the adjacent Congress (now Eisenhower) expressway. The date is September 14, 1958. By 1955, the new highway was already open as far west as Laramie Avenue. There were two parallel sets of tracks west of there, through Oak Park and Forest Park, the CTA and the Baltimore and Ohio Chicago Terminal. The tracks were moved in stages to the north end of the expressway footprint. Then, the area to the south was dug out and by 1960, the tracks were relocated to their present location just south of the highway, which opened the same year. I can’t call this the Garfield Park “L” since by the time this picture was taken by Robert Heinlein, on September 14, 1958, it had been renamed to the Congress line. The portion of today’s Blue Line that runs in the expressway median had opened as far west as Cicero Avenue on June 22, 1958. During construction, there was a temporary station at Ridgeland, presumably behind the photographer, which replaced one at Gunderson Avenue, a side street.

Chicago Surface Lines 3136 is eastbound on Lake Street on October 21, 1940, operating on Through Route 16. What was a Through Route? These were the first numbered routes, which operated over the tracks of more than one streetcar company. They were a step in the consolidation of these private companies into what became the Chicago Surface Lines in 1913. After heading downtown, this car would have gone south via State Street. This Through Route was discontinued on October 7, 1946. The Lake streetcar route also became Route 16 over time. It ran until 1954. CTA had to run narrow buses on this route due to clearances, and this bus route was discontinued in 1997. Dig the kid with the big ears. Don's Rail Photos (via Archive.org): "3136 was built by Brill Car Co in December 1922, #21686. It was rebuilt as one-man in 1949." Here, you can see it is still a two-man car, as someone is entering from the rear.

Chicago Surface Lines 3136 is eastbound on Lake Street on October 21, 1940, operating on Through Route 16. What was a Through Route? These were the first numbered routes, which operated over the tracks of more than one streetcar company. They were a step in the consolidation of these private companies into what became the Chicago Surface Lines in 1913. After heading downtown, this car would have gone south via State Street. This Through Route was discontinued on October 7, 1946. The Lake streetcar route also became Route 16 over time. It ran until 1954. CTA had to run narrow buses on this route due to clearances, and this bus route was discontinued in 1997. Dig the kid with the big ears. Don’s Rail Photos (via Archive.org): “3136 was built by Brill Car Co in December 1922, #21686. It was rebuilt as one-man in 1949.” Here, you can see it is still a two-man car, as someone is entering from the rear.

CTA PCC 4405 is at South Shops after streetcar service ended in June 1958. This Ektachrome slide was very overexposed, and it was not possible to do a perfect job with the color. (David Church collection)

CTA PCC 4405 is at South Shops after streetcar service ended in June 1958. This Ektachrome slide was very overexposed, and it was not possible to do a perfect job with the color. (David Church collection)

Chicago Aurora and DeKalb car 24 is in Kaneville, Illinois (north of Elgin) in this early photo. Service on this 29-mile interurban, which had a variety of names due to various reorganizations, began in 1906 and ended in 1923, when it was purchased by a scrap dealer and dismantled. The line was only electrified from 1910 on, which helps date the photo. Prior to that, gasoline powered cars were used.

Chicago Aurora and DeKalb car 24 is in Kaneville, Illinois (north of Elgin) in this early photo. Service on this 29-mile interurban, which had a variety of names due to various reorganizations, began in 1906 and ended in 1923, when it was purchased by a scrap dealer and dismantled. The line was only electrified from 1910 on, which helps date the photo. Prior to that, gasoline powered cars were used.

Aurora Elgin and Fox River Electric car 66 is on North Farnsworth Street in Aurora. Passenger service was abandoned on this interurban in 1935. A small portion remained for freight into the early 1970s. That section, in South Elgin, is now the trackage used by the Fox River Trolley Museum. Car 66 was built by the St. Louis Car Company in the mid-1920s and was used as a city streetcar by the AE&FRE. After the company was reorganized in the early 1920s, city service was largely handled by Birney cars, which were operated by one man and had but a single truck underneath.

Aurora Elgin and Fox River Electric car 66 is on North Farnsworth Street in Aurora. Passenger service was abandoned on this interurban in 1935. A small portion remained for freight into the early 1970s. That section, in South Elgin, is now the trackage used by the Fox River Trolley Museum. Car 66 was built by the St. Louis Car Company in the mid-1920s and was used as a city streetcar by the AE&FRE. After the company was reorganized in the early 1920s, city service was largely handled by Birney cars, which were operated by one man and had but a single truck underneath.

Our Latest Book, Now Available:

The North Shore Line

FYI, my new Arcadia Publishing book The North Shore Line is now available for immediate shipment. 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 Titles, Now Available:

HFIH
Hi-Fi Iron Horse
Price: $15.99

Hi-Fi Iron Horse is a unique collection of early steam recordings, made between 1949 and 1954. Portable tape recorders were not yet available when the earliest of these was made, but there was still another source for making high-quality audio– the optical sound track of motion picture film.

Featuring in-service steam of the Baltimore & Ohio, Bessemer & Lake Erie, Burlington, Canadian National, Delaware & Hudson, East Broad Top, Erie, Grand Trunk Western, Huntingdon & Broad Top Mountain, Western Maryland, and Rutland Railway.

Total time – 50:49

TSOS
The Sound of Steam
Reading 2124

Price: $19.99

Three very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

The Sound of Steam offers a comprehensive overview of the twilight days of steam railroading in North America, with sounds recorded between 1957 and 1964. Railroads featured include the Denver & Rio Grande Western, Union Pacific, Canadian Pacific, Duluth, Missabe & Iron Range Railway, Gainesville Midland Railroad, Pennsylvania Railroad, Reading Railroad, Canadian National, Twin Seams Mining Company, Nickel Plate, Colorado & Southern, Norfolk & Western, Buffalo Creek & Gauley, Monadnock, Steamtown & Northern, Rockton & Rion Railway, and the National Railways of Mexico.

Reading 2124 features recordings made in 1959 and 1960 on a series of “Iron Horse Rambles,” excursion trips through eastern Pennsylvania.  The Reading Company had retained this class T-1 4-8-4 for emergency use after steam was retired on the railroad.  Seven years after the last Reading steam loco had hauled a passenger train, a series of 51 special excursion trips were held, ending in 1964.  These have since been revived, and the Rambles continue.

Total time – 69:54 (Disc 1) and 61:20 (Disc 2)

RWW-V103
Rods, Wheels, and Whistles
Voice of the 103

Price: $19.99

Two very rare, out of print North Jersey Recordings LPs, now digitally remastered on two CDs at a special price.

Rods, Wheels, and Whistles features the sounds of the Pennsylvania Railroad and the Norfolk and Western Railway, recorded in the twilight years of steam. This LP was originally issued in 1958, but our version is taken from the revised and expanded edition, which includes additional recordings from 1959.

Voice of the 103 documents the former Sumter and Choctaw Railroad #103, a 2-6-2 locomotive built in 1925 by the Baldwin Locomotive Works, after it was refurbished in 1962 to operate on the Middletown and New Jersey. This was an excursion service of the Empire State Railway Museum, which has since moved to a new location and no longer operates trains.  The 103 is now on static display.

Our collection is rounded out with three bonus tracks from the Strasbourg Railroad, when old number 31 ran excursion trains on the oldest short line railroad in the United States (chartered in June 1832), joining the Pennsylvania Dutch towns of Strasbourg and Paradise in the early 1960s.

Total time – 46:15 (RWW) and 49:26 (V103)

Help Support The Trolley Dodger

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Seven Years of Good Luck

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.

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 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.

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.

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.

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."

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 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."

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)

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 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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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)

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 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."

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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."

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.

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."

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.

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.

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

I assume this may also be at Downeys, 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.

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."

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 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 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 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)

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)

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.

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.”"

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.

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)

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

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.

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)

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