An Artist’s Impressions

-our Charter

-our Charter

Having been on lots of fantrips myself over the years, I have come to learn that sometimes numerous people on such trips end up with, essentially, the same pictures. Such is surely not the case for today’s guest contributor, photographer Laura Hedien, who promotes her work under the moniker Storm Clouds Photography.

The occasion was a recent fantrip to raise money for the Fox River Trolley Museum, which suffered a tremendous amount of damage earlier this year, due to the vandalism caused by two teenagers. While many people have already donated to help restore the museum’s priceless collection, the need is still great and ongoing. You can donate through their web page, linked above.

An artist can see things that most of us would pass by. Sometimes, we can all benefit by looking at the “same old, same old,” through another person’s eyes.

We are very grateful to Laura for sharing her great images with our readers. I regret that I could not attend the trip myself, as we were recently in the middle of moving. If you haven’t moved in several years, I am sure you can appreciate how much work that can be.

Laura is very active on Facebook, and when presenting her work, did not arrange these images in a chronological order. They are more like a succession of fleeting images than a standard narrative.  The captions are hers.

We hope that you will enjoy them as much as we have. After seeing Laura’s work, I will never look at fantrip photos the same way again, but will instead try to find something new and different to photograph, as she has so ably done. She looked at it as more than just an opportunity to photograph some railcars, but instead viewed the entire “L” in the context of the great city it passes through.

-David Sadowski

PS- Thanks to all of those who came out to meet us at last week’s event at Centuries and Sleuths bookstore in Forest Park.

-train tunnel just north of Linden Av Wilmette

-train tunnel just north of Linden Av Wilmette

sweeping into the City...

sweeping into the City…

-coming around the bend! heads up!

-coming around the bend! heads up!

-LOL.. now that I know how to shoot sun flares.. this won't happen again....

-LOL.. now that I know how to shoot sun flares.. this won’t happen again….

-steel of the city Not sure which wins out... a little of the wild and the city is a good mix I guess...

-steel of the city
Not sure which wins out… a little of the wild and the city is a good mix I guess…

-right behind us!

-right behind us!

-not just ANY fire escape.... but a RED one!!! LOL...

-not just ANY fire escape…. but a RED one!!! LOL…

-a shapely pic... all sorts of triangles...

-a shapely pic… all sorts of triangles…

Cityscape...

Cityscape…

-Howard Yard near Evanston -- at Chicago, Illinois

-Howard Yard near Evanston — at Chicago, Illinois

-stop near Evanston

-stop near Evanston

-we used eight of the 2400s cars....

-we used eight of the 2400s cars….

north Howard Yard

north Howard Yard

-Howard Yard

-Howard Yard

-Tom had more fun than the picture tells.. honest! LOL...

-Tom had more fun than the picture tells.. honest! LOL…

-CTA Yellow Line out of Howard St...

-CTA Yellow Line out of Howard St…

-more Howard Yard. Looks like the trains are charging but held in check by the curve... LOL...

-more Howard Yard. Looks like the trains are charging but held in check by the curve… LOL…

-oh no!! Not those again!

-oh no!! Not those again!

-Wilson Av stop... supposed to be redone in the old style of the '20s....

-Wilson Av stop… supposed to be redone in the old style of the ’20s….

-big curve

-big curve

-couple sweeping curves

-couple sweeping curves

-cemetery coming into the city..

-cemetery coming into the city..

Go Cubbies!!

Go Cubbies!!

-nothing special... just repeating forms, shapes....

-nothing special… just repeating forms, shapes….

-yikes

-yikes

-so many shapes... triangles, cures, squares, circles....

-so many shapes… triangles, cures, squares, circles….

-street view from the L

-street view from the L

-a curve on the L in the Loop...

-a curve on the L in the Loop…

-curve coming into the city...

-curve coming into the city…

-repeating lines, shapes.....

-repeating lines, shapes…..

-big sweeping arch.. and train tracks!!!

-big sweeping arch.. and train tracks!!!

-a people pic! And a child no less!!! LOL...

-a people pic! And a child no less!!! LOL…

-a lot of space in the front of this pic.... a lot going on in the back...

-a lot of space in the front of this pic…. a lot going on in the back…

-L train bridge... so happy to be able to take pics on the train without the third degree.... These fan trips are fun!

-L train bridge… so happy to be able to take pics on the train without the third degree…. These fan trips are fun!

-our Special comin' round the bend! They let us catch a train ahead of us so we could get off to shoot our train...

-our Special comin’ round the bend!
They let us catch a train ahead of us so we could get off to shoot our train…

-perspective is different... moody...

-perspective is different… moody…

-another long, sweeping curve....

-another long, sweeping curve….

-Chicago River on the L bridge

-Chicago River on the L bridge

-AUGH! Those damn fire escapes!!!!

-AUGH! Those damn fire escapes!!!!

-large walkway, concrete arch... angles....

-large walkway, concrete arch… angles….

-was trying to get pics of the motorman but the reflection was too strong... sometimes accidents are good.

-was trying to get pics of the motorman but the reflection was too strong… sometimes accidents are good.

-backwards shot in the Loop

-backwards shot in the Loop

-strange perspective with this.... wide angle lenses do that...

-strange perspective with this…. wide angle lenses do that…

-cityscape... never the same... be that good or bad...

-cityscape… never the same… be that good or bad…

The Trolley Dodger On the Air

We were recently asked by WGN radio here in Chicago to discuss our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

gh1

This is our 224th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 466,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

Giving Thanks

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This year, in this holiday season, we give thanks for many things… among them, our health, our friends, and our family. And on behalf of this blog, I am thankful for you, our readers, for it is due to your generous support that we can continue to share these fine, old photos with you here.

Today, we have a 1959 CTA commemorative booklet, shared by Miles Beitler, plus some interesting recent finds of our own. Enjoy!

-David Sadowski

The Trolley Dodger On the Air

We were recently asked by WGN radio here in Chicago to discuss our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Meet the Author

FYI, I will be at Centuries and Sleuths bookstore in suburban Forest Park, Illinois from 3 to 5 pm on Saturday, November 24th, to discuss and sign copies of my new book Building Chicago’s Subways. We hope to see you there.

Centuries and Sleuths Bookstore
7419 Madison St.
Forest Park, IL 60130
(708)771-7243

1959 CTA Commemorative Brochure

Miles Beitler writes:

In 1959, a commemorative booklet was issued by the CTA as the new Congress line (referred to at the times as the “West Side Subway”) was being completed. I have had the booklet since that time.

The entire booklet is 23 pages (page 2 was omitted as it is blank), and although it features the West-Northwest route, it also covers the other CTA rail lines in operation at that time, along with bus lines, streetcar service which had just ended, Chicago transit history, and future plans for Chicago area transit. There are numerous photos as well.

Thanks!


Recent Finds

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 4081 and 7074 are heading northbound on Clark Street near Wacker Drive on June 13, 1947.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world's fair.

CSL 5814 is southbound on Wabash at Roosevelt Road on June 13, 1947. In the background, you can see how Roosevelt Road streetcars crossed over the Illinois Central tracks (and around Central Station) to reach the Field Museum and Soldier Field. This extension was built for the 1933-34 A Century of Progress world’s fair.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5960 is westbound on Grand Avenue at Wabash on August 21, 1947.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The "L" has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

CSL 5395 is westbound on 6rd Street at the Illinois Central underpass, east of Dorchester, on June 13, 1947. The “L” has since been cut back to a point west of here at Cottage Grove. Its eventual destination will be Oak Park Avenue.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Transportation Company Birney car #1, signed for a fantrip sponsored by the Philadelphia chapter of the National Railway Historical Society.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) "Master Unit" car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) “Master Unit” car 83 is at the end of the line in West Chester, PA. Service on this interurban was replaced by bus in 1954, to facilitate the widening of West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow cars 82 and 80 are on the West Chester line, at a passing siding. This interurban was mostly single track, operating alongside West Chester Pike.

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 78, built by Brill in 1932, is at Newtown Siding in Newtown Square, PA on May 30, 1949 (on the West Chester route).

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

Red Arrow car 22, a double-ended 1949 product of St. Louis Car Company, is presumably at the west end of the Media interurban line. These cars, which closely resemble PCCs, are not classified as such as they used standard interurban undergear.

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park "L").

CTA gate cars and Met cars are on display at Laramie Yard in this August 1948 view (on the Garfield Park “L”).

North Shore Line 715 is on the Mundelein branch in July 1950.

North Shore Line 715 is on the Mundelein branch in July 1950.

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 - Highland Park. (Richard S. Short Photo)

On August 17, 1966, Pittsburgh Railways PCC 1542 is on Route 71 – Highland Park. (Richard S. Short Photo)

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park "L") in September 1936.

Chicago Rapid Transit Company 2731 is at Laramie Yard (on the Garfield Park “L”) in September 1936.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park "L", on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CRT 2881 is at Gunderson Avenue (in suburban Oak Park), one of the ground-level stations on the Garfield Park “L”, on September 19, 1934. This location is now the site of I-290, the Eisenhower Expressway.

CTA 3164 is at the Hamlin station on the Lake Street "L" in August 1948.

CTA 3164 is at the Hamlin station on the Lake Street “L” in August 1948.

CA&E 421 is at Wheaton Yard in September 1936.

CA&E 421 is at Wheaton Yard in September 1936.

Don's Rail Photos says CA&E express motor 5 "was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953." Here, we see it in Wheaton in August 1948.

Don’s Rail Photos says CA&E express motor 5 “was built by Cincinnati Car in 1921 to replace 1st 5 which was built by American Car in 1909 and wrecked in 1920. It was retired in 1953.” Here, we see it in Wheaton in August 1948.

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

CTA PCC 4390 is presumably northbound at 95th Street, heading towards Broadway and Devon on Route 36 in August 1955. (Roy W. Bruce Photo)

Building Chicago's Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the "L" was extended to O'Hare airport.

Building Chicago’s Subways is dedicated to the late Charlie Petzold. His widow Beverly sent us this newspaper clipping, showing him with various family members in 1984, when the “L” was extended to O’Hare airport.

An early 1900s view of Chicago's Union Stock Yards. The Stock Yards "L" branch can be seen at left. It closed in 1957.

An early 1900s view of Chicago’s Union Stock Yards. The Stock Yards “L” branch can be seen at left. It closed in 1957.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

CTA 6565 is eastbound on the Congress rapid transit line at Morgan on July 16, 1971.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood "L" is now the Brown Line.

A train of CTA 6000s waits for the signal to leave the terminal at Lawrence and Kimball on April 21, 1965. The Ravenswood “L” is now the Brown Line.

CTA prewar PCC 4023 is northbound on Route 4 - Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA prewar PCC 4023 is northbound on Route 4 – Cottage Grove circa 1952-55, having just crossed under the Illinois Central tracks.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

CTA 4054 is on private right-of-way on the south end of the Cottage Grove line, running parallel to the Illinois Central Electric suburban service.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

The date on this slide mount is March 1964. If so, this two-car train on the CTA Skokie Swift must be a test train, prior to the beginning of regular service in April.

CTA "Peter Witt" car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

CTA “Peter Witt” car 6287 is on the Cottage Grove private right-of-way on June 10, 1951.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

North Shore Line freight motor 456 is running on battery power on a siding, as there are no overhead wires present.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

On June 27, 1964, a two-car train of CTA 4000s is inbound running local service at Isabella. This station closed in the early 1970s and was quickly removed.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA red Pullman 238 is on Kedzie Avenue on a snowy January 17, 1951.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA PCC 4405 is southbound on Western Avenue on August 5, 1949.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6205, a one-man car, is on 87th Street in April 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

CTA 6203, another one-man car, is on the 93rd Street line in March 1951.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

Since CTA 4406 is on a charter, this is most likely the fantrip that took place on October 21, 1956.

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

MBTA (Boston) double-end PCC 3335 (ex-Dallas) is at Milton on the Ashmont-Mattapan line in the 1960s (Photo by Frederick F. Marder)

This photo is interesting, as it shows a 6-car train of old wooden "L" cars on the CTA's temporary Garfield Park "L" trackage in Van Buren Street, possibly before service was transferred there in September 1953.

This photo is interesting, as it shows a 6-car train of old wooden “L” cars on the CTA’s temporary Garfield Park “L” trackage in Van Buren Street, possibly before service was transferred there in September 1953.

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

gh1

This is our 223rd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 464,000 page views, for which we are very grateful.

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

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

We thank you for your support.

DONATIONS

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

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

75 Years of Chicago’s Subways

Mayor Kelly celebrates the first ceremonial trips (using one track and only two of the stations) on the State Street Subway in April 1943, just prior to a mayoral election.

Mayor Kelly celebrates the first ceremonial trips (using one track and only two of the stations) on the State Street Subway in April 1943, just prior to a mayoral election.

Chicago’s first subway opened 75 years ago today, on October 17, 1943. To help commemorate this milestone in Chicago history, we wrote the book Building Chicago’s Subways, which is now available from us and wherever Arcadia Publishing books are sold. More information can be found at the end of this post, or via our Online Store.

Today, we are featuring over 100 images that were considered for use in our new book, but for various reasons did not make the cut. We hope you will enjoy them.

The story of Chicago’s subways is a long an convoluted one, beginning 150 years ago with the first transportation tunnels under the Chicago River, and continuing with the extensive system of freight tunnels built in the early 1900s downtown.

Wrangling over what type of subways to build, where to build them, and how to pay for them, continued for 40 years and divided Chicagoans. Then, in 1938, the City of Chicago and the FDR Administration agreed on plans to build the State Street and Dearborn-Milwaukee Subways, which opened in 1943 and 1951.

In turn, this was all part of a larger plan which included Chicago’s first true expressway in Congress Street (now the I-290 Eisenhower). Construction for the highway began in 1949 and ultimately relocated the entire Garfield Park “L” into the Congress rapid transit line, also known as the West Side Subway.

Construction of Chicago’s first subways began in 1938, and the Congress line was not 100% complete until 1960, so this was a huge construction project that lasted for more than 20 years and transformed the city forever.

The story of how this came to be is detailed in my new book.

David Sadowski

PS- I salute those Chicagoans old enough to remember the opening of the Chicago Subway. Those first-day riders included Raymond DeGroote Jr., the dean of Chicago railfans, and my two uncles Robert and Raymond Wakefield, all still going strong at age 88.

A Review of Building Chicago’s Subways by Kenneth Gear

Readers of the Trolley Dodger will certainly enjoy reading David’s new book BUILDING CHICAGO’S SUBWAYS.

I’ve visited Chicago about a dozen times in my railfanning pursuits and my interests were always confined to the yards, mainlines, and junctions of the freight railroads. I was only vaguely aware that Chicago even had a subway system. After reading this book, my next trip to the windy city will definitely include a ride on the subway.

As David has done with his previous book CHICAGO TROLLEYS, he has taken a very complex subject, spanning many decades and personalities, and whittled it down to the essential facts. He then presents these facts in a clear, understandable, and entertaining manner. The photographs are all of excellent quality, properly exposed and in razor sharp focus. David is apparently very particular and extremely selective when it comes to the photos in his books. The photographs don’t only showcase the transit equipment and property, but also include many photos of the people involved with the story of the subways. He has also included scenes of Chicago’s neighborhoods, buildings, and streets that were affected by the subways.

These are historical photos that will be of interest to any Chicagoans who have an eye for the past. The book tells the interesting story of the subway’s part in hastening the demise of the Chicago Aurora, and Elgin and the impact subways had on the famous “L”. Also much insight is given on the building of the Congress Expressway (now Eisenhower Expressway). I was also very interested in the chapter about the freight tunnels under the city. I recently watched the 1950 movie UNION STATION with William Holden and the climax of the film takes place in those tunnels.

The photographic efforts and concise writing go a long way to making David’s Arcadia books among the best the publisher has to offer.

How Chicago Kept its Subway Plan on Track

I wrote to Ron Grossman at the Chicago Tribune several months ago, suggesting they do an article for the 75th anniversary of the Chicago subway. Here is that article.

Cable cars in the LaSalle tunnel.

Cable cars in the LaSalle tunnel.

A river tunnel entrance during cable car days. This is either the Washington or LaSalle tunnel.

A river tunnel entrance during cable car days. This is either the Washington or LaSalle tunnel.

I believe this shows the Van Buren river tunnel during cable car days, prior to its lowering for use by streetcars.

I believe this shows the Van Buren river tunnel during cable car days, prior to its lowering for use by streetcars.

The Van Buren Street river tunnel in streetcar days.

The Van Buren Street river tunnel in streetcar days.

The Washington Street tunnel in 2017. (Roman Vovchak Photo)

The Washington Street tunnel in 2017. (Roman Vovchak Photo)

The Washington Street tunnel in 2017. (Roman Vovchak Photo)

The Washington Street tunnel in 2017. (Roman Vovchak Photo)

The steel tubes used to lower the LaSalle Street streetcar tunnel in 1911-1912. This same method was used in 1939 for the State Street Subway.

The steel tubes used to lower the LaSalle Street streetcar tunnel in 1911-1912. This same method was used in 1939 for the State Street Subway.

Chicago Tunnel Company trains hauling ashes away from the freight tunnels, probably for use as landfill.

Chicago Tunnel Company trains hauling ashes away from the freight tunnels, probably for use as landfill.

The freight tunnels were used to haul merchandise as well as coal and ashes beneath Chicago's downtown.

The freight tunnels were used to haul merchandise as well as coal and ashes beneath Chicago’s downtown.

The freight tunnels used electric locomotives and overhead power.

The freight tunnels used electric locomotives and overhead power.

A freight tunnel intersection.

A freight tunnel intersection.

Chicago's freight tunnels.

Chicago’s freight tunnels.

Chicago badly needed subways to help reduce congestion on the Loop "L", here shown in the early 1900s at Lake and Wells.

Chicago badly needed subways to help reduce congestion on the Loop “L”, here shown in the early 1900s at Lake and Wells.

President Franklin D. Roosevelt, shown here in Chicago in 1943, approved federal funding for Chicago's first subways.

President Franklin D. Roosevelt, shown here in Chicago in 1943, approved federal funding for Chicago’s first subways.

Indirect lighting was used in the newe Moscow Subway, shown here in 1936, and would also feature in Chicago's tube.

Indirect lighting was used in the newe Moscow Subway, shown here in 1936, and would also feature in Chicago’s tube.

A New York subway passage in 1937, showing the widespread use of subway tile. Chicago's subways were in turn influenced by New York's far more extensive system.

A New York subway passage in 1937, showing the widespread use of subway tile. Chicago’s subways were in turn influenced by New York’s far more extensive system.

The results of a fire that destroyed several wooden el cars on New York's system.. Wooden cars were banned from use in the Chicago subways for safety reasons.

The results of a fire that destroyed several wooden el cars on New York’s system.. Wooden cars were banned from use in the Chicago subways for safety reasons.

Wooden "L" cars were also less safe in crashes.

Wooden “L” cars were also less safe in crashes.

Subway plans from the late 1930s, showing new railcars similar to contemporary ones used in New York.

Subway plans from the late 1930s, showing new railcars similar to contemporary ones used in New York.

The BMT Bluebirds in New York.

The BMT Bluebirds in New York.

The Chicago Rapid Transit Company ordered four sets of articulated rapid transit trainsets, which were delivered in 1947-48 and largely patterned after the Bluebirds used by Brooklyn-Manhattan Transit (BMT).

The Chicago Rapid Transit Company ordered four sets of articulated rapid transit trainsets, which were delivered in 1947-48 and largely patterned after the Bluebirds used by Brooklyn-Manhattan Transit (BMT).

Chicago's subways were opened using 1920s-era steel rapid transit cars, where the conductors had to stand between cars to open and close the doors.

Chicago’s subways were opened using 1920s-era steel rapid transit cars, where the conductors had to stand between cars to open and close the doors.

The first subway construction site.

The first subway construction site.

The first subway construction site.

The first subway construction site.

An air lock used in subway construction.

An air lock used in subway construction.

Early subway construction.

Early subway construction.

An air lock used in subway construction.

An air lock used in subway construction.

Mining clay in the Chicago subway.

Mining clay in the Chicago subway.

A subway tunnel before the addition of concrete.

A subway tunnel before the addition of concrete.

Mining clay in the subway.

Mining clay in the subway.

Early "cut and cover" construction near a subway station.

Early “cut and cover” construction near a subway station.

The two steel tubes for the State Street Subway's crossing of the Chicago River, before they were sunk into place in 1939.

The two steel tubes for the State Street Subway’s crossing of the Chicago River, before they were sunk into place in 1939.

Subway construction.

Subway construction.

The old Masonic Temple, world's tallest building when it first opened in 1892, efll victim to subway construction in 1939 due to its foundation being in the way of construction. Here it is seen being torn down.

The old Masonic Temple, world’s tallest building when it first opened in 1892, efll victim to subway construction in 1939 due to its foundation being in the way of construction. Here it is seen being torn down.

In the Loop, building the subways involved a mining operation and used similar equipment.

In the Loop, building the subways involved a mining operation and used similar equipment.

Subway construction, circa 1939-40.

Subway construction, circa 1939-40.

Building subway kiosks on State Street in 1942.

Building subway kiosks on State Street in 1942.

A typical mezzanine station entrance in the Loop.

A typical mezzanine station entrance in the Loop.

The new State Street tube prior to opening.

The new State Street tube prior to opening.

An obviously posed photo prior to the opening of the State Street Subway in 1943.

An obviously posed photo prior to the opening of the State Street Subway in 1943.

The unfinished subway, circa 1941.

The unfinished subway, circa 1941.

The continuous platform in the State Street Subway, 1943.

The continuous platform in the State Street Subway, 1943.

The new subway featured automatic block signals. If a train went past a red signal, brakes were automatically applied. There were also timed signals on curves. Previously, most of the "L" used "on-sight" operation.

The new subway featured automatic block signals. If a train went past a red signal, brakes were automatically applied. There were also timed signals on curves. Previously, most of the “L” used “on-sight” operation.

CRT motorman Charles R. Blade activates a signal override in the State Street Subway, early in 1943.

CRT motorman Charles R. Blade activates a signal override in the State Street Subway, early in 1943.

The incline leading to the north end of the State Street Subway in early 1943.

The incline leading to the north end of the State Street Subway in early 1943.

A snowy scene at the north portal of the State Street Subway, early 1940s.

A snowy scene at the north portal of the State Street Subway, early 1940s.

A map of the completed State Street Subway in 1944.

A map of the completed State Street Subway in 1944.

The first ceremonial train in the State Street Subway, April 1943.

The first ceremonial train in the State Street Subway, April 1943.

Final touches on the State Street Subway in April 1943.

Final touches on the State Street Subway in April 1943.

An old-time Chicago political boss enters the State Street Subway.

An old-time Chicago political boss enters the State Street Subway.

Mayor Kelly on the ceremonial train, surrounded by reporters.

Mayor Kelly on the ceremonial train, surrounded by reporters.

A ticket taker at the April 1943 event.

A ticket taker at the April 1943 event.

The unfinished Dearborn tube in 1943. Work was halted due to materials shortages during WWII.

The unfinished Dearborn tube in 1943. Work was halted due to materials shortages during WWII.

The north State Street Subway portal in 1943.

The north State Street Subway portal in 1943.

A northbound train enters south portal of the State Street Subway in the 1940s.

A northbound train enters south portal of the State Street Subway in the 1940s.

No tracks here yet.

No tracks here yet.

Subway riders downtown could get a "walking transfer," good for 15 minutes, to change to "L" trains above.

Subway riders downtown could get a “walking transfer,” good for 15 minutes, to change to “L” trains above.

In 1950, the first of the CTA's new 6000-series rapid transit cars, on display in the North Water Street stub-end terminal.

In 1950, the first of the CTA’s new 6000-series rapid transit cars, on display in the North Water Street stub-end terminal.

When the Dearborn-Milwaukee subway opened in 1951, parts of the "L" were closed. Here. we see a Logan Suare-bound train on the Paulina portion of the Metropolitan "L", soon the be closed, probably in 1950.

When the Dearborn-Milwaukee subway opened in 1951, parts of the “L” were closed. Here. we see a Logan Suare-bound train on the Paulina portion of the Metropolitan “L”, soon the be closed, probably in 1950.

The north portal of the Dearborn-Milwaukee Subway at Evergreen Street.

The north portal of the Dearborn-Milwaukee Subway at Evergreen Street.

Construction of the Van Buren temporary trackage in 1951-52.

Construction of the Van Buren temporary trackage in 1951-52.

From 1951 to 1958, the Milwaukee-Dearborn Subway ended at a stub-end terminal at LaSalle and Congress. The station was then called Congress Terminal.

From 1951 to 1958, the Milwaukee-Dearborn Subway ended at a stub-end terminal at LaSalle and Congress. The station was then called Congress Terminal.

The Garfiled Park temporary tracks in the south half of Van Buren Street. The old Throop Street shops are at right.

The Garfiled Park temporary tracks in the south half of Van Buren Street. The old Throop Street shops are at right.

At right, the ramp going down from the existing Met main line at right to the an Buren temporary trackage at street level. On the left, the Congress median line looks like it is almost ready to be put into service.

At right, the ramp going down from the existing Met main line at right to the an Buren temporary trackage at street level. On the left, the Congress median line looks like it is almost ready to be put into service.

In 1958, work was being done to connect the Douglas Park "L" with the new Congress line.

In 1958, work was being done to connect the Douglas Park “L” with the new Congress line.

The old Met main line "L" crossed the footprint of the Northwest Expressway, then being built in 1958, and had to be shored up. Once the Congress line opened, this section of "L" was removed. The new highway opened in 1960.

The old Met main line “L” crossed the footprint of the Northwest Expressway, then being built in 1958, and had to be shored up. Once the Congress line opened, this section of “L” was removed. The new highway opened in 1960.

A crossover in the Congress median.

A crossover in the Congress median.

The Congress line opens in June 1958 with three branches (Congress, Douglas, and Milwaukee).

The Congress line opens in June 1958 with three branches (Congress, Douglas, and Milwaukee).

In the late 1950s, the CTA envisioned a sort of "bus rapid transit" line in the median of the planned Southwest (now Stevenson) Expressway. Three buses are coupled together and are running along a guide rail, and presumably would uncouple and go their separate ways at the end of the journey,

In the late 1950s, the CTA envisioned a sort of “bus rapid transit” line in the median of the planned Southwest (now Stevenson) Expressway. Three buses are coupled together and are running along a guide rail, and presumably would uncouple and go their separate ways at the end of the journey,

The DesPlaines Avenue CTA terminal, after its 1959 renovation. You can just barely see where the CA&E tracks were rebuilt at right. Unfortunately, no trains ran on them.

The DesPlaines Avenue CTA terminal, after its 1959 renovation. You can just barely see where the CA&E tracks were rebuilt at right. Unfortunately, no trains ran on them.

The new Congress rapid transit line, aka the "West Side Subway" as it is below grade.

The new Congress rapid transit line, aka the “West Side Subway” as it is below grade.

Garfield Park trains crossing DesPalines Avenue at grade in Forest Park. Tracks in the foreground were once used by West Towns Railways streetcars.

Garfield Park trains crossing DesPalines Avenue at grade in Forest Park. Tracks in the foreground were once used by West Towns Railways streetcars.

The CTA issued these button in 1969-70 when two new expressway median lines were opened. The Kennedy line also included a new one-mile subway along Kimball and Milwaukee.

The CTA issued these button in 1969-70 when two new expressway median lines were opened. The Kennedy line also included a new one-mile subway along Kimball and Milwaukee.

Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

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From the Collections of Bill Shapotkin

On August 13, 1971 Chicago Rock Island & Pacific #303 and 125 are backing into Blue Island (Burr Oak) yard. Bill Shapotkin adds, "The train is a ROCK Mainline Suburban train (if it had operated via Beverly, it would be west of the depot (to left)."

On August 13, 1971 Chicago Rock Island & Pacific #303 and 125 are backing into Blue Island (Burr Oak) yard. Bill Shapotkin adds, “The train is a ROCK Mainline Suburban train (if it had operated via Beverly, it would be west of the depot (to left).”

Today, we feature more classic photos of buses, trolleys, and trains, courtesy of Bill Shapotkin, long a friend of this blog. Mr. Shapotkin should be well-known to many of you from his longtime activities as a transit historian, author, and the many informative programs he has given over the years.

Today’s sampling from the Shapotkin Collection includes some rare pictures of Chicago & North Western RDCs (Budd Rail Diesel Cars), which were self-propelled and ran in Chicago area commuter train service for a short period of time in the 1950s. They replaced steam-powered trains and were in turn replaced by the familiar push-pull diesel bi-levels still in use today.

In addition, there are several pictures of Grand Central Station, a Chicago landmark in use between 1890 and 1969, which was torn down in 1971. We have some interesting correspondence, plus some new images of our own.

Enjoy!

-David Sadowski

PS- We have done our part to make these old images look as good as they possibly can. The C&NW RDC pictures were all shot around 1956 on early Ektachrome film, whose dyes turned out to be unstable and quickly shifted to red. (Technically, the red layer was relatively stable, while the green and blue layers faded.)

It used to be some people thought these sorts of images were only suitable for use as black-and-whites. But with modern technology, it is possible, to some extent, to bring back the original colors. This was easier to do on some than others, but the results look much better than you might expect. If you have ever seen one of these early red Ektachromes, you will know what I mean. Modern films are much more stable and resistant to dye fading.

I would be remiss without mentioning Bill has been involved for many years with the annual Hoosier Traction meet, which takes place in September:

It is that time of year again — the 35th annual gathering of the Hoosier Traction Meet is being held Fri-Sat, Sept 7-8 in Indianapolis, IN. The meet includes two full days of interesting presentations on a variety of subjects, as well as our “Exhibition Room” of vendors — with everything from transfers to track charts available. Book now and you can join us for just $25.00 ($40.00 at the door). We recommend that once you book hotel accommodations as early as possible, as there is an event scheduled at the Indianapolis Motor Speedway that same weekend. By calling the number of the Waterfront Inn (where our event is being held), by mentioning that you are with the Hoosier Traction Meet, you should be able to register at our group rate.

For those of you would are unable to attend both days, we have a special “Saturday Only” rate of just $15.00 ($25.00 at the door). As many of our Friday presentations are repeated on Saturday, you will be able to partake of a wide variety of subjects and presenters.

We hope you are able to join us for what many consider to be THE electric railway gathering in the country…see you there!

Thanking you in advance,

Bill Shapotkin

The Milwaukee Road's Elgin terminal in August 1970. Bill Shapotkin adds, "The MILW depot in Elgin was built 1948. It is the second depot constructed at the same site. View looks south from Chicago St."

The Milwaukee Road’s Elgin terminal in August 1970. Bill Shapotkin adds, “The MILW depot in Elgin was built 1948. It is the second depot constructed at the same site. View looks south from Chicago St.”

Chicago & Milwaukee Electric 354, built in 1928 by the St. Louis Car Company, is seen at the Illinois Railway Museum in May 1977. It ran in Milwaukee and Waukegan as a North Shore Line city streetcar.

Chicago & Milwaukee Electric 354, built in 1928 by the St. Louis Car Company, is seen at the Illinois Railway Museum in May 1977. It ran in Milwaukee and Waukegan as a North Shore Line city streetcar.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Peru, IN on June 17, 1978.

The Chessie Steam Special in Peru, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

The Chessie Steam Special in Wellsboro, IN on June 17, 1978.

Minneapolis & St. Louis "doodlebug" GE 29, was used as a railway post office (RPO). According to http://www.rrpicturearchives.net/, " Number GE-29 was built in 1931, body by Saint Louis Car Company (c/n 1550), the power plant was 400 horsepower EMC Winton Model 148 gasoline engine (c/n 491) coupled to GE electrical gear. I don't know who is responsible for the boxy structure on the roof but it's likely the cooling system for the prime mover. This unit went by the name 'Montgomery' (painted above the rear truck) and was repowered in August 1950 with a Caterpillar 400 horsepower Model D diesel."

Minneapolis & St. Louis “doodlebug” GE 29, was used as a railway post office (RPO). According to http://www.rrpicturearchives.net/, ” Number GE-29 was built in 1931, body by Saint Louis Car Company (c/n 1550), the power plant was 400 horsepower EMC Winton Model 148 gasoline engine (c/n 491) coupled to GE electrical gear. I don’t know who is responsible for the boxy structure on the roof but it’s likely the cooling system for the prime mover. This unit went by the name ‘Montgomery’ (painted above the rear truck) and was repowered in August 1950 with a Caterpillar 400 horsepower Model D diesel.”

CTA bus 4606 is at the Roosevelt/Monitor Loop in October 1992 (same one used by trackless trolleys a few years earlier). The view looks E-N/E (toward Monitor Avenue). I don't know much about the GM Fishbowl next to it, however.

CTA bus 4606 is at the Roosevelt/Monitor Loop in October 1992 (same one used by trackless trolleys a few years earlier). The view looks E-N/E (toward Monitor Avenue). I don’t know much about the GM Fishbowl next to it, however.

A Milwaukee Road dome car near Union Station in Chicago.

A Milwaukee Road dome car near Union Station in Chicago.

Milwaukee Road equipment in downtown Chicago.

Milwaukee Road equipment in downtown Chicago.

Pace buses in Elgin, June 2003.

Pace buses in Elgin, June 2003.

A westbound NYC passenger train as it approaches LaSalle Street Station in November 1963. At right is the CRI&P's coach yard. The view looks south from the Roosevelt Road bridge. (John Szwajkart Photo)

A westbound NYC passenger train as it approaches LaSalle Street Station in November 1963. At right is the CRI&P’s coach yard. The view looks south from the Roosevelt Road bridge. (John Szwajkart Photo)

Chicago, IL. NYC loco #7300 is seen as it passes the CRI&P coachyard. The view looks south from the Roosevelt Road bridge in November 1963. (John Szwajkart Photo)

Chicago, IL. NYC loco #7300 is seen as it passes the CRI&P coachyard. The view looks south from the Roosevelt Road bridge in November 1963. (John Szwajkart Photo)

Metra Milwaukee District loco 124 is pushing an eastbound train towards Union Station in Chicago. The view looks east from DesPlaines Street. August 1995. (Dan Munson Photo)

Metra Milwaukee District loco 124 is pushing an eastbound train towards Union Station in Chicago. The view looks east from DesPlaines Street. August 1995. (Dan Munson Photo)

Loco 604 leads a northbound (timetable: westbound) Metra/Milwaukee District passenger train out of Union Station in Chicago. The view looks south-southwest off the Lake Street bridge over the south branch of the Chicago River. July 19, 1990. (Dan Munson Photo)

Loco 604 leads a northbound (timetable: westbound) Metra/Milwaukee District passenger train out of Union Station in Chicago. The view looks south-southwest off the Lake Street bridge over the south branch of the Chicago River. July 19, 1990. (Dan Munson Photo)

Control cab 3244 brings up the reat of a westbound Metra/Rock Island train at Joliet Union Station. The view looks west in December 1990. (Paul D. Schneider Photo)

Control cab 3244 brings up the reat of a westbound Metra/Rock Island train at Joliet Union Station. The view looks west in December 1990. (Paul D. Schneider Photo)

Joliet, IL: Loco 163 is seen pushing an eastbound Metra/Rock Island suburban train across the ATSF/IC (ex-ICG, former GM&O, nee C&A) diamonds at Union Station. The view looks south in December 1990. (Paul D. Schneider Photo)

Joliet, IL: Loco 163 is seen pushing an eastbound Metra/Rock Island suburban train across the ATSF/IC (ex-ICG, former GM&O, nee C&A) diamonds at Union Station. The view looks south in December 1990. (Paul D. Schneider Photo)

The imposing clock tower of Grand Central Station, in operation from 1890 to 1969. Located at the southwest corner of Wells and Harrison, it was demolished in 1971. This view looks northwest. (Ron Peisker Photo)

The imposing clock tower of Grand Central Station, in operation from 1890 to 1969. Located at the southwest corner of Wells and Harrison, it was demolished in 1971. This view looks northwest. (Ron Peisker Photo)

The Wells Street side of Grand Central Station in Chicago. The view looks north along Wells Street in the 1960s. (Ron Peisker Photo)

The Wells Street side of Grand Central Station in Chicago. The view looks north along Wells Street in the 1960s. (Ron Peisker Photo)

In the 1960s, and auto is parked on Wells Street in front of Grand Central Station. The view looks to the west-northwest across Wells Street. (Ron Peisker Photo)

In the 1960s, and auto is parked on Wells Street in front of Grand Central Station. The view looks to the west-northwest across Wells Street. (Ron Peisker Photo)

Looking west from the clock tower at Grand Central Station in the 1960s. Through these windows are various railroad offices. The building at left in the background is the CGW freight house. (Ron Peisker Photo)

Looking west from the clock tower at Grand Central Station in the 1960s. Through these windows are various railroad offices. The building at left in the background is the CGW freight house. (Ron Peisker Photo)

Grand Central Station, Chicago is viewed from the west side of Franklin Street from a point north of Harrison Street. The view looks southwest. (Ron Peisker Photo)

Grand Central Station, Chicago is viewed from the west side of Franklin Street from a point north of Harrison Street. The view looks southwest. (Ron Peisker Photo)

Looking north on Holden Court in March 2000, under the South Side "L", we are looking north under the St. Charles Air Line bridge. (William Shapotkin Photo)

Looking north on Holden Court in March 2000, under the South Side “L”, we are looking north under the St. Charles Air Line bridge. (William Shapotkin Photo)

A westbound B&O freight train prepares to cross the IHB at the Illinois/Indiana state line. The view looks east in September 1959. (John Szwajkart Photo)

A westbound B&O freight train prepares to cross the IHB at the Illinois/Indiana state line. The view looks east in September 1959. (John Szwajkart Photo)

This is 91st St Tower in November 1949 -- protecting the PRR/ROCK Xing on the ROCK's Suburban (now Beverly) Branch. The tracks heading off to the upper right are the ROCK. Tracks heading off to the upper left are the PRR.

This is 91st St Tower in November 1949 — protecting the PRR/ROCK Xing on the ROCK’s Suburban (now Beverly) Branch. The tracks heading off to the upper right are the ROCK. Tracks heading off to the upper left are the PRR.

This billboard, advertising SouthShore Freight, is located west of Indianapolis Boulevard north of the Indiana Toll Road in East Chicago, IN. The view looks west. June 28, 2018. (William Shapotkin Photo)

This billboard, advertising SouthShore Freight, is located west of Indianapolis Boulevard north of the Indiana Toll Road in East Chicago, IN. The view looks west. June 28, 2018. (William Shapotkin Photo)

C&NW cab-coach 152 in Chicago, north of the Clinton Street Tower on August 2, 1978.

C&NW cab-coach 152 in Chicago, north of the Clinton Street Tower on August 2, 1978.

An eastbound C&NW train is passing under the CGW bridge on July 9, 1968. Bill Shapotkin adds, "This photo was taken in Lombard east of Grace St. Today, a Great Western Trail x/o over the UP (C&NW) at the same location. View looks west."

An eastbound C&NW train is passing under the CGW bridge on July 9, 1968. Bill Shapotkin adds, “This photo was taken in Lombard east of Grace St. Today, a Great Western Trail x/o over the UP (C&NW) at the same location. View looks west.”

C&NW cab car 254 at Davis Street in Evanston on July 18, 1976.

C&NW cab car 254 at Davis Street in Evanston on July 18, 1976.

C&NW GP7 is at an unknown location, on a morning train running between Milwaukee and Madison, Wisconsin in March 1954. Bill Shapotkin: "This location is West Allis, WI just west of Belden Tower (the freight line to Butler is in background). View looks N/E."

C&NW GP7 is at an unknown location, on a morning train running between Milwaukee and Madison, Wisconsin in March 1954. Bill Shapotkin: “This location is West Allis, WI just west of Belden Tower (the freight line to Butler is in background). View looks N/E.”

C&NW KO Tower in Lake Bluff, IL on May 5, 1977.

C&NW KO Tower in Lake Bluff, IL on May 5, 1977.

C&NW 1653 at Kenmore station, Chicago.

C&NW 1653 at Kenmore station, Chicago.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

The C&NW commuter stop in Zion, July 30, 1966.

C&NW RDC cars in Park Ridge, IL.

C&NW RDC cars in Park Ridge, IL.

C&NW RDC cars southbound departing Kenmore station (Granville Avenue) in Chicago.

C&NW RDC cars southbound departing Kenmore station (Granville Avenue) in Chicago.

C&NW 1531 in Kenmore station, Chicago in May 1956.

C&NW 1531 in Kenmore station, Chicago in May 1956.

C&NW RDC cars, southbound at Kenmore station, Chicago, 1956.

C&NW RDC cars, southbound at Kenmore station, Chicago, 1956.

C&NW RDC cars in Waukegan, IL.

C&NW RDC cars in Waukegan, IL.

C&NW RDC car 9933 just north of Thome Avenue in August 1956.

C&NW RDC car 9933 just north of Thome Avenue in August 1956.

Chicago Surface Lines 6213. Tony Waller adds, "The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle."

Chicago Surface Lines 6213. Tony Waller adds, “The photo of the red streetcar on route 95 captioned as being at 93rd and Anthony Ave. is actually at 93rd and Exchange Ave. The streetcar line westbound turned from Exchange onto 93rd. Anthony Ave. parallels the PRR/NYC viaducts (and now the Skyway bridge alignment) that is in the near distance; crossing the streetcar line at a perpendicular angle.”

CTA 6213 at 95th and State in 1949.

CTA 6213 at 95th and State in 1949.

CSL 6212 on Route 93 near Blackstone, west of Stony Island on August 13, 1947.

CSL 6212 on Route 93 near Blackstone, west of Stony Island on August 13, 1947.

Here, we are looking north (from 31st Street) under the South Side "L" mainline. Note supports at left - that portion of the structure dates back to 1892. The pillars and structure at right was added when a third main (express) track was added. June 28, 2018. (William Shapotkin Photo)

Here, we are looking north (from 31st Street) under the South Side “L” mainline. Note supports at left – that portion of the structure dates back to 1892. The pillars and structure at right was added when a third main (express) track was added. June 28, 2018. (William Shapotkin Photo)

A southbound Englewood train approaches 31st Street on the South Side "L" main line. The view looks north from 31st Street. June 28, 2018. (William Shapotkin Photo)

A southbound Englewood train approaches 31st Street on the South Side “L” main line. The view looks north from 31st Street. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side "L" main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side “L” main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side "L" main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Englewood train has just crossed over 31st Street on the South Side “L” main line. The view looks south across 31st. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Jackson Park train makes its stop at the 35th Street "L" station. The view looks north. June 28, 2018. (William Shapotkin Photo)

A southbound CTA Jackson Park train makes its stop at the 35th Street “L” station. The view looks north. June 28, 2018. (William Shapotkin Photo)

A westbound Metra train in Blue Island on June 26, 1992. (R. Bullermann Photo)

A westbound Metra train in Blue Island on June 26, 1992. (R. Bullermann Photo)

Metra loco #104 is seen heading a westbound Metra/Milwaukee District suburban train out from Union Station in August 1995. The view looks east from DesPlaines Street. (Dan Munson Photo)

Metra loco #104 is seen heading a westbound Metra/Milwaukee District suburban train out from Union Station in August 1995. The view looks east from DesPlaines Street. (Dan Munson Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 - 31st, is westbound in 31st Street approaching the South Side "L" main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 – 31st, is westbound in 31st Street approaching the South Side “L” main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 - 31st, is westbound in 31st Street approaching the South Side "L" main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

A 7900-series CTA bus, working a westbound trip on Route 31 – 31st, is westbound in 31st Street approaching the South Side “L” main line. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, approaching the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, approaching the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, makes a stop before crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, makes a stop before crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, crossing over the Metra Rock Island tracks at Hale Avenue. The view looks west. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 - West 103rd, is eastbound in 103rd Street, having just crossed over the Metra Rock Island tracks at Hale Avenue. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1158, working an eastbound trip on Route 103 – West 103rd, is eastbound in 103rd Street, having just crossed over the Metra Rock Island tracks at Hale Avenue. The view looks east. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 - West 103rd, is westbound in 103rd Street at Hale Avenue and the Metra Rock Island tracks. View looks northeast. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street at Hale Avenue and the Metra Rock Island tracks. View looks northeast. June 28, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 - West 103rd, is westbound in 103rd Street, having just crossed over Hale Avenue and Metra Rock Island tracks. The view looks northwest. June 8, 2018. (William Shapotkin Photo)

CTA bus 1094, working a westbound trip on Route 103 – West 103rd, is westbound in 103rd Street, having just crossed over Hale Avenue and Metra Rock Island tracks. The view looks northwest. June 8, 2018. (William Shapotkin Photo)

My Metra title slide... nice, eh? December 1990. (Paul D. Schneider Photo)

My Metra title slide… nice, eh? December 1990. (Paul D. Schneider Photo)

A close-up of Metra 126 and its brethren in December 1990. (Paul D. Schneider Photo)

A close-up of Metra 126 and its brethren in December 1990. (Paul D. Schneider Photo)

Recent Site Additions

This picture was added to our recent post The Magic of Jack Bejna (August 4, 2018):

Don's Rail Photos says, (North Shore Line) "213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964." Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Don’s Rail Photos says, (North Shore Line) “213 was built by Cincinnati in March 1920, #2445, as a merchandise despatch car. In 1940 it was rebuilt as a disc harrow ice cutter. It was retired in 1955 and sold to CHF as their 242. It was donated to Illinois Railway Museum in 1964.” Here, we see the car at the Chicago Hardware Foundry Company in February 1960. This was also then the location of the Illinois Electric Railway Museum.

Chicago Streetcar Tracks Exposed

Exposed streetcar tracks are a rare sight in Chicago nowadays. We recently took some pictures of some on Western Avenue under a viaduct just north of 18th Street, in the northbound lane.

-David Sadowski

While we were in the neighborhood, we took this picture of an inbound CTA Orange Line train on Archer:

Recent Finds

CTA 2029-2030 on the turnaround loop at the DesPlaines Avenue terminal in October 1964. We are looking west. Here, you can see the close proximity of the Chicago Great Western tracks to the right. These have since been removed, and the area turned into a bike path connecting with the Illinois Prairie Path at First Avenue in Maywood.

CTA 2029-2030 on the turnaround loop at the DesPlaines Avenue terminal in October 1964. We are looking west. Here, you can see the close proximity of the Chicago Great Western tracks to the right. These have since been removed, and the area turned into a bike path connecting with the Illinois Prairie Path at First Avenue in Maywood.

On July 12, 1955 we see Pittsburgh Railways car 4398 at the Drake Loop. It is signed for the Washington interurban, which continued for several miles from here until interurban service was cut back a few years before this picture was taken. Don's Rail Photos adds, "4398 was built by St. Louis Car Co. in 1916." This car was retired in 1956 and has been at the Pennsylvania Trolley Museum in (fittingly) Washington, PA ever since. Service to the Drake Loop ended in 1999, when the last PCC streetcars were retired. In its last few years, it had operated as a shuttle. You can read more about the final days of the Drake Loop here. (C. Foreman Photo)

On July 12, 1955 we see Pittsburgh Railways car 4398 at the Drake Loop. It is signed for the Washington interurban, which continued for several miles from here until interurban service was cut back a few years before this picture was taken. Don’s Rail Photos adds, “4398 was built by St. Louis Car Co. in 1916.” This car was retired in 1956 and has been at the Pennsylvania Trolley Museum in (fittingly) Washington, PA ever since. Service to the Drake Loop ended in 1999, when the last PCC streetcars were retired. In its last few years, it had operated as a shuttle. You can read more about the final days of the Drake Loop here. (C. Foreman Photo)

We recently acquired this World War II-era brochure promoting the Chicago Aurora & Elgin interurban’s services as a way to get around in spite of wartime gasoline rationing and tire shortages:

Here is an article about the new Chicago Subway, from the May 1943 issue of Trains magazine. (For information about our new book Building Chicago’s Subways, see the end of this post).

Recent Correspondence

Mark Batterson
writes:

We recently purchased the Navy Yard Car Barn, built in 1891 by the Washington and Georgetown Railroad Company. It was one of four streetcar barns in DC. We’d like to celebrate the history of streetcars in our buildout of the space. I know you’ve got some amazing images in your collection. Is there a way to purchase some of those? We’re also trying to purchase an old DC streetcar. Thought I’d ask if you know where we might be able to find one?

Thanks so much for your time and consideration.

Thanks for writing.

FYI, there is a web page that lists the current whereabouts (as of 2014) of all surviving DC trolley cars:

http://www.bera.org/cgi-bin/pnaerc-query.pl?sel_allown=DC+Transit&match_target=&Tech=Yes&pagelen=200

After the DC system quit in 1963, some PCC cars were shipped overseas and others were heavily modified for use in the Tandy Subway operation, which no longer exists. The bulk of remaining equipment is in museums.

Unfortunately, there were a few DC streetcars that were preserved at first, but were later destroyed. These include the Silver Sightseer PCC and pre-PCC car 1053.

We can offer prints from some of the images on this site, but not others… only the ones we own the rights to. We specialize in the Chicago area, and as a result, do not have that many DC images. But perhaps some of our readers can point you in the right direction for those. (If anyone reads this and can help, write to me and I can put you in touch with Mr. Batterson.

-David Sadowski

Chicago Rapid Transit Company Door Controls

A picture appeared in our last post The Magic of Jack Bejna that has stirred up some correspondence:

This three-car train of Chicago Transit Authority 4000-series "L" cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, "Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station. Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don't recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo. When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at https://www.chicago-l.org/operations/lines/kenwood.html . Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no "married pairs" of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings. Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.) And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant "proceed". One ding meant "hold". The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman's compartment, his signal to go. The longer the train, the longer it took to leave the station."

This three-car train of Chicago Transit Authority 4000-series “L” cars is signed as a Howard Street Express in June 1949. (L. L. Bonney Photo) Our resident south side expert M. E. adds, “Methinks this photo was taken looking west at the Indiana Av. (at 40th St.) station.
Because the train destination sign says Howard Express, the location has to be on the main north/south line. (Plus, this train had to originate on the Jackson Park branch, because Englewood trains at that time ran to Ravenswood.) Also, I don’t recall any other three-track main anywhere else on the north/south line. Also, Indiana Ave. had the overhead walkway to get to and from the Stock Yards L, which terminated to the left of the left-hand platform in the photo.
When this photo was taken, the Kenwood L ran as through service from 42nd Place, through Indiana Ave., up to Wilson Ave. Later in 1949, the Kenwood service was cut back to a shuttle ending at Indiana Ave. The inbound station platform was extended over the northernmost track, then mainline north/south service used the middle track heading downtown. A fuller explanation is at
https://www.chicago-l.org/operations/lines/kenwood.html .
Also of interest is that this photo shows a three-car train. Before the advent of new equipment in 1950 there were no “married pairs” of cars. Trains could be as small as a single car, which I recall seeing on the Englewood branch on Sunday mornings.
Plus, the three-car train shown in the photo would have had two conductors whose job was to open the passenger entry doors (which were on the sides, at the ends of the cars) using controls situated between the cars. So conductor #1 operated the doors at the rear of car 1 and the front of car 2. Conductor #2 operated the doors at the rear of car 2 and the front of car 3. Side doors at the front of car 1 and the rear of car 3 were not used by passengers. To operate his side doors, a conductor had to stand between the cars. (Yes, in any weather.)
And the conductors had to notify the motorman when to proceed. To do this, the conductors had to observe when there was no more boarding or alighting at their doors. They used a bell system to notify the motorman. Two dings meant “proceed”. One ding meant “hold”. The rearmost conductor started with his bell, then the next rearmost, etc., until two dings rang in the motorman’s compartment, his signal to go. The longer the train, the longer it took to leave the station.”

Recently, Jim Huffman commented:

Photo #365? 3-car train of CTA 4000s standing at the 38th St station. I differ with your explanation of the conductors door work.
1. When the CTA took over they made all the doors on the 4000s one-man operated, allowing for trains with odd number of cars . Thus, 8-cars, 4-cars, 3-cars, 1-car= only 1-conductor per train.
2. Way prior to that, the CRT used a conductor between each two cars, doing the doors as you described. 8-cars=8-conductors, etc.
3. But later, prior to the CTA, the CRT re-wired (air?) the 4000s so that a conductor between every two cars could operate all the doors on two cars. 8-cars=4-conductors etc.
4. On multi conductor trains, there was only one signal used and that was by the front conductor, not by the other conductors. Nor were there differing sounds or number of bells or buzzers! The front conductor monitored the rear conductors doors, when all were closed, then he would signal the Motorman. There usually was not much of any delay, the reason for less men was to lower labor costs, not to speed up the train.
This is from my memory & further info from conductors back then.

We replied:

You are referring to the explanation of how door controls worked on the 4000s, given by one of our readers (M. E.) in the caption for the photo called proofs365.jpg.

We had previously reproduced a CTA training brochure dated March 1950 in our post Reader Showcase, 12-11-17. By this time, the 4000s had been retrofitted into semi-permanent married pairs, so a three-car train, as shown in the June 1949 picture, no longer would have been possible.

The 1950 training brochure does mention using a buzzer to notify the next train man in one direction.

This is how Graham Garfield’s excellent web site describes the retrofit:

After the CTA ordered the first set of 6000s (6001-6200), they set about retrofitting the 4000s to make them operate more safely, economically and basically more like the forthcoming 6000s. By the time the 6000s started rolling in, the changes had been pretty much completed. In this overhaul, the 4000s were given multiple unit door control, standardized to use battery voltage for control, the trolley feed on Evanston cars was tied together so only one pole per pair was needed, and they were paired up into “semi-permanently coupled pairs” (as opposed to the “married-pairs” of the 6000s), usually in consecutive numerical order. Additionally, the destination signs (which were all still hand-operated) were changed to display either the route names (i.e. “Ravenswood” or “Lake A”) or both terminals (i.e. “Howard – Jackson Park B”) so they wouldn’t have to be changed for the reverse trip. The number of signs per car was reduced from four to two, not counting the destination board on the front. All this allowed a two-man crew to staff a train of any length.

This does not of course explain door operation prior to 1950, and I promised to do further research, by contacting Andre Kristopans.

PS- in addition to this, in a previous comment on this post, Andre Kristopans wrote, “On CRT the conductor was the man between the first and second cars. The rest were Guards. Motorman and conductor worked together all day but guards were assigned according to train length that trip.”

So, I asked Andre to explain. Here’s what he wrote:

Wood cars very simple – man between each two cars as doors were completely local control. End doors of train were not used. Steel cars more complicated. Originally same as woods – man between each two cars. Remember steels and woods were mixed. In 1940’s changed so man could control doors at both ends of cars on either side of him, so conductor between 1and 2, guards between 3 and 4, 5 and 6, 7 and 8 only. Then in 1950’s full trainlined doors. Initially one conductor for 2 or 4 car trains, working between last 2 cars, on 6 or 8 car trains conductor between cars 3 and 4, guard between last two. Guard eliminated late 50’s, conductor in sane (same?) position now controls all doors.

Thanks for the info. On the woods and early 4000s, how did the guards and conductor signal each other?

They had signal bells. First rear guard pulled the cord that rang the gong at forward end of that car. Then that guard pulled the rope by his position to signal the next guard up. When the conductor got the signal and pulled his rope, the gong by the motorman rang and he released and started up.

Yes the 4000’s evolved. Originally basically operationally identical to woods. Circa 1943 before subway, converted from line voltage control to battery control. Now they were no longer able to train with woods. Around same time changed to door control at each end controlling doors at both ends. In 1950’s full mudc, paired with permanent headlights and permanent markers (over a period of a decade or so!). Shore Line’s Baldies book shows how this happened over time if you compare photos. Large door controls early for single door control, small door controls for entire car control, then no door controls on paired sets.

This is something that has not been looked into much, but a 1970’s 4000 was VERY different from a 1930’s 4000!

Our thanks to Andre and everyone else who contributed to this post. Keep those cards and letters coming in, folks!

-David Sadowski

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

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More Buses, Trolleys, and Trains

This amazing photo is from a glass plate negative we recently purchased, and shows a Chicago Union Traction streetcar RPO (railway post office) unpowered trailer car. CUT existed between 1899 and 1908, which helps date the photo. This car may previously have been a cable car trailer, before being pressed into mail service.

This amazing photo is from a glass plate negative we recently purchased, and shows a Chicago Union Traction streetcar RPO (railway post office) unpowered trailer car. CUT existed between 1899 and 1908, which helps date the photo. This car may previously have been a cable car trailer, before being pressed into mail service.

Instead of trains, planes, and automobiles, today we have a generous helping of classic bus, trolley, and train images courtesy of noted transit historian William Shapotkin. We thank Bill very much for sharing these with our readers. Even if you are not a huge fan of buses per se, and some electric traction fans aren’t, you still may appreciate seeing some of these locations, which offer views that you typically don’t see here on this blog. Many are contemporary to other streetcar pictures we have run, and show what types of equipment the CTA was running along with the “L” cars and streetcars that we often feature.

On the other hand, if you do like rubber-tired vehicles, then “hop on the bus, Gus!” And even if you don’t, chances are there are still plenty of railed vehicles here to keep you happy.

-David Sadowski

Please note: All photos in this section are from the collections of William Shapotkin.

This photo shows an old wooden Met car on the CTA's Kenwood shuttle in the 1950s. The view looks east from the Indiana Avenue station. The south side main line continues off to the right. Service on the Kenwood branch ended in 1957.

This photo shows an old wooden Met car on the CTA’s Kenwood shuttle in the 1950s. The view looks east from the Indiana Avenue station. The south side main line continues off to the right. Service on the Kenwood branch ended in 1957.

This image, showing CTA bus 3676 on Route 82A, was not identified, but it clearly shows the Logan Square "L" terminal with connecting bus transfer area in the early 1960s.

This image, showing CTA bus 3676 on Route 82A, was not identified, but it clearly shows the Logan Square “L” terminal with connecting bus transfer area in the early 1960s.

CTA buses at the Western and 79th loop.

CTA buses at the Western and 79th loop.

The old South Shore Line station in Gary, Indiana in July 1984. (Paul Johnsen Photo)

The old South Shore Line station in Gary, Indiana in July 1984. (Paul Johnsen Photo)

CTA Route 59 bus 5610 is at 59th and State on April 26, 1972.

CTA Route 59 bus 5610 is at 59th and State on April 26, 1972.

CTA trolley bus 9392 is at the Montrose and Narragansett loop in 1965. This loop has since been removed.

CTA trolley bus 9392 is at the Montrose and Narragansett loop in 1965. This loop has since been removed.

A Metra train stops at the Mont Clare station on the former Milwaukee Road West Line on April 13, 1999. The original station at this location was demolished in 1964, and my father and I sifted through the rubble. We found several tickets, some dating back to the 1880s, which we donated to a local historical society. As far as I know, these are still on display at the Elmwood Park Public Library.

A Metra train stops at the Mont Clare station on the former Milwaukee Road West Line on April 13, 1999. The original station at this location was demolished in 1964, and my father and I sifted through the rubble. We found several tickets, some dating back to the 1880s, which we donated to a local historical society. As far as I know, these are still on display at the Elmwood Park Public Library.

Chicao, IL: looking south on Holden Court (under teh south side "L") toward grade-separated crossing with the St. Charles Air Line from 15th Street in March 2000. (William Shapotkin Photo)

Chicao, IL: looking south on Holden Court (under the south side “L”) toward grade-separated crossing with the St. Charles Air Line from 15th Street in March 2000. (William Shapotkin Photo)

The Roosevelt Road streetcar extension, crossing the Illinois Central on its way back from the Field Museum and Soldier Field. The date is unknown, but service ended in 1953.

The Roosevelt Road streetcar extension, crossing the Illinois Central on its way back from the Field Museum and Soldier Field. The date is unknown, but service ended in 1953.

CTA 518 at Halsted and 75th on February 22, 1954. Streetcar service on Halsted ended three months later. (James J. Buckley Photo)

CTA 518 at Halsted and 75th on February 22, 1954. Streetcar service on Halsted ended three months later. (James J. Buckley Photo)

CTA 652 and 678 pass each other at Halsted and 75th on February 22, 1954. (James J. Buckley Photo)

CTA 652 and 678 pass each other at Halsted and 75th on February 22, 1954. (James J. Buckley Photo)

CTA 6148 at Halsted and 75th on February 22, 1954. (James J. Buckley Photo)

CTA 6148 at Halsted and 75th on February 22, 1954. (James J. Buckley Photo)

Chicago Aurora & Elgin 434 at the Seashore Trolley Museum in July 1963.

Chicago Aurora & Elgin 434 at the Seashore Trolley Museum in July 1963.

A Chicago Aurora & Elgin freight train at National Street in Elgin. The style of Kodachrome slide mount dates this picture to between 1955 and 1959. (Although passenger service ended in 1957, freight continued for nearly two more years.)

A Chicago Aurora & Elgin freight train at National Street in Elgin. The style of Kodachrome slide mount dates this picture to between 1955 and 1959. (Although passenger service ended in 1957, freight continued for nearly two more years.)

CSL 5130. Bill Shapotkin adds, "This is an E/B 31st car, having just crossing under the South Side 'L'. View looks west (from Wabash)." We ran another picture of 5130 on the same route on our previous post Spring Forward (April 19, 2018).

CSL 5130. Bill Shapotkin adds, “This is an E/B 31st car, having just crossing under the South Side ‘L’. View looks west (from Wabash).” We ran another picture of 5130 on the same route on our previous post Spring Forward (April 19, 2018).

CSL 5154. Bill Shapotkin adds, "This is a W/B 31st car at State St (South Side "L" in background). View looks east." Again, we previously ran another picture of this same car on the same route in our post Spring Forward (April 19, 2018).

CSL 5154. Bill Shapotkin adds, “This is a W/B 31st car at State St (South Side “L” in background). View looks east.” Again, we previously ran another picture of this same car on the same route in our post Spring Forward (April 19, 2018).

CTA bus 2566 is at 119th and Western, running on Route 49A.

CTA bus 2566 is at 119th and Western, running on Route 49A.

CTA bus 5723 is at the Western and 79th loop, probably in the 1960s.

CTA bus 5723 is at the Western and 79th loop, probably in the 1960s.

CTA bus 6541 is at the Western and 79th loop in 1953. Meanwhile, a postwar PCC (built by the St. Louis Car Co.) goes around the loop. Streetcar service on Western ended in June 1956. Jeff Wien writes, "The caption states that it is 1953 in this photo. I would guess 1948 not long after the loop opened. There is virtually no landscaping anywhere and the sidewalks look like they were recently laid. Later pictures of this loop showed green grass and bushes which was typical of CTA loops until they decided to asphalt over everything (ie: Clark-Arthur loop)." Andre Kristopans: "Bus 6541 at 79th/Western is definitely soon after loop opened. After 79th was converted, this spot is where 79th buses loaded, and 49A’s loaded about three bus lengths back, on the left side of the driveway (see 2578 shot following for new location)."

CTA bus 6541 is at the Western and 79th loop in 1953. Meanwhile, a postwar PCC (built by the St. Louis Car Co.) goes around the loop. Streetcar service on Western ended in June 1956. Jeff Wien writes, “The caption states that it is 1953 in this photo. I would guess 1948 not long after the loop opened. There is virtually no landscaping anywhere and the sidewalks look like they were recently laid. Later pictures of this loop showed green grass and bushes which was typical of CTA loops until they decided to asphalt over everything (ie: Clark-Arthur loop).” Andre Kristopans: “Bus 6541 at 79th/Western is definitely soon after loop opened. After 79th was converted, this spot is where 79th buses loaded, and 49A’s loaded about three bus lengths back, on the left side of the driveway (see 2578 shot following for new location).”

CTA bus 2578, running on Route 49A, is at the Western and 79th loop. When PCCs were introduced to Western Avenue in 1948, buses were substituted on the north and south ends of the line, which were spun off into extensions of Route 49. New loops were built, this being the one on the south end of the line.

CTA bus 2578, running on Route 49A, is at the Western and 79th loop. When PCCs were introduced to Western Avenue in 1948, buses were substituted on the north and south ends of the line, which were spun off into extensions of Route 49. New loops were built, this being the one on the south end of the line.

CTA bus 5066 is turning north from Leland onto Western, running Route 49B in 1958. Here, riders could change to the Ravenswood "L", today's Brown Line. The station has since been rebuilt. Jeff Wien adds, "I believe that the photo of CTA 5066 at Western & Leland was taken in 1956 rather than 1958 as stated in the caption. Route 49 was converted to motor bus in June 1956. The photo shows the streetcar tracks still exposed as well as the overhead wires in place. I would imagine that the wires would have been removed by 1958, and I seem to recall that the City paved Western Avenue not long after the streetcars were removed. The City built the obnoxious overpass at Western and Belmont shortly after the streetcars were removed in 1956."

CTA bus 5066 is turning north from Leland onto Western, running Route 49B in 1958. Here, riders could change to the Ravenswood “L”, today’s Brown Line. The station has since been rebuilt. Jeff Wien adds, “I believe that the photo of CTA 5066 at Western & Leland was taken in 1956 rather than 1958 as stated in the caption. Route 49 was converted to motor bus in June 1956. The photo shows the streetcar tracks still exposed as well as the overhead wires in place. I would imagine that the wires would have been removed by 1958, and I seem to recall that the City paved Western Avenue not long after the streetcars were removed. The City built the obnoxious overpass at Western and Belmont shortly after the streetcars were removed in 1956.”

Passengers board CTA bus 5470 at the Western and Berwyn loop on Chicago's north side. Route 49B was the northern extension of the Western line.

Passengers board CTA bus 5470 at the Western and Berwyn loop on Chicago’s north side. Route 49B was the northern extension of the Western line.

CTA bus 3528 is on Route 54B (South Cicero) on Cicero at 26th, circa the late 1950s.

CTA bus 3528 is on Route 54B (South Cicero) on Cicero at 26th, circa the late 1950s.

CTA bus 2543 is heading east on 103rd Street at Longwood Drive on Route 103 (103rd-106th Streets) in the late 1950s. The building directly behind the bus is now occupied by a Starbucks. Our resident south side expert M. E. writes, "Not showing in this picture (because of the trees) is Chicago's only castle, on the northwest corner of 103rd and Longwood. (Longwood is at the bottom of the "hill". Did you know: The land atop the "hill" is geologically called Blue Island? It begins north of 87th St. where the Dan Ryan's Woods toboggan slide was.)" On the other hand, Stu Slaymaker says, "The shot of ACF-Brill bus that is labeled, 103rd and Longwood, was actually taken at 111th and Longwood. My old neighborhood. Out of the picture behind the photographer, is the R. I. Suburban Line Morgan Park-111th station. The used car lot on the right corner, was a Texaco station in the 1960s. The trees are so lush, you can't see the Walker Branch Library, at the top of the hill."

CTA bus 2543 is heading east on 103rd Street at Longwood Drive on Route 103 (103rd-106th Streets) in the late 1950s. The building directly behind the bus is now occupied by a Starbucks. Our resident south side expert M. E. writes, “Not showing in this picture (because of the trees) is Chicago’s only castle, on the northwest corner of 103rd and Longwood. (Longwood is at the bottom of the “hill”. Did you know: The land atop the “hill” is geologically called Blue Island? It begins north of 87th St. where the Dan Ryan’s Woods toboggan slide was.)” On the other hand, Stu Slaymaker says, “The shot of ACF-Brill bus that is labeled, 103rd and Longwood, was actually taken at 111th and Longwood. My old neighborhood. Out of the picture behind the photographer, is the R. I. Suburban Line Morgan Park-111th station. The used car lot on the right corner, was a Texaco station in the 1960s. The trees are so lush, you can’t see the Walker Branch Library, at the top of the hill.”

CTA 3449 is on Route 31 (31st Street). Not sure which cross street the streetcar is on.

CTA 3449 is on Route 31 (31st Street). Not sure which cross street the streetcar is on.

CSL 3425 is on Route 31 (31st Street) at Pitney Court. However, the date provided (1946) must be wrong, since this line was not converted to bus until February 29, 1948. (Thanks to Daniel Joseph for pointing that out.)

CSL 3425 is on Route 31 (31st Street) at Pitney Court. However, the date provided (1946) must be wrong, since this line was not converted to bus until February 29, 1948. (Thanks to Daniel Joseph for pointing that out.)

CTA 5493 is heading south from the Western and Berwyn loop, on Route 49B (North Western). This picture was taken after streetcar service ended in 1956, as the tracks appear to already be paved over and overhead wires removed.

CTA 5493 is heading south from the Western and Berwyn loop, on Route 49B (North Western). This picture was taken after streetcar service ended in 1956, as the tracks appear to already be paved over and overhead wires removed.

On August 9, 1953 CTA bus 5306 heads west on Route 6 - Van Buren Street at Racine, next to new temporary Garfield Park "L" trackage that went into service the following month. at right, you can see the existing "L" structure, which was torn down the following year.

On August 9, 1953 CTA bus 5306 heads west on Route 6 – Van Buren Street at Racine, next to new temporary Garfield Park “L” trackage that went into service the following month. at right, you can see the existing “L” structure, which was torn down the following year.

CTA bus 5499 is at DesPlaines Avenue terminal in Forest Park, running on Route 17 - Westchester, which replaced the Westchester "L" in 1951.

CTA bus 5499 is at DesPlaines Avenue terminal in Forest Park, running on Route 17 – Westchester, which replaced the Westchester “L” in 1951.

CTA 2365 is operating on Route 58 - Ogden at 26th and Cicero Avenue in the late 1950s.

CTA 2365 is operating on Route 58 – Ogden at 26th and Cicero Avenue in the late 1950s.

CTA 6814 is on 115th Street at Michigan Avenue on Route 115 in the 1960s. Bill Shapotkin adds, "This view (correctly identified as 115th/Michigan) looks east."

CTA 6814 is on 115th Street at Michigan Avenue on Route 115 in the 1960s. Bill Shapotkin adds, “This view (correctly identified as 115th/Michigan) looks east.”

CTA 2718 and 2734 at 74th and Damen.

CTA 2718 and 2734 at 74th and Damen.

CTA 3620 at 54th Avenue in Cicero, the end of the line for the Douglas Park "L" (now the Pink Line).

CTA 3620 at 54th Avenue in
CTA 3620 at 54th Avenue in Cicero, the end of the line for the Douglas Park “L” (now the Pink Line).

CTA 2603 at 119th and Western, the south end of Route 49A.

CTA 2603 at 119th and Western, the south end of Route 49A.

CTA 6532 at the Western and 79th loop, running on Route 79.

CTA 6532 at the Western and 79th loop, running on Route 79.

Chicago & West Towns 848 at the DesPlaines Avenue CTA terminal on August 7, 1980. The second overpass, behind the bus, was for the Chicago Great Western freight line. That bridge and tracks have since been removed. (Ronald J. Sullivan Photo)

Chicago & West Towns 848 at the DesPlaines Avenue CTA terminal on August 7, 1980. The second overpass, behind the bus, was for the Chicago Great Western freight line. That bridge and tracks have since been removed. (Ronald J. Sullivan Photo)

Westbound Rock Island train #113 at the 91st Street depot on April 5, 1970. Our resident south side epert M. E. adds, "The caption says this view is "at the 91st Street depot." Not quite. The view faces north. The train is curving from west (along 89th St.) to south. Notice the railroad crossing signals and gates in the background. That trackage joined with the CRI&P traffic to the east. On that trackage ran the B&O Capitol Limited on its way to Washington DC, as captured in https://thetrolleydodger.files.wordpress.com/2018/07/proofs288.jpg , although in that photo the Capitol Limited is inbound to Chicago."

Westbound Rock Island train #113 at the 91st Street depot on April 5, 1970. Our resident south side epert M. E. adds, “The caption says this view is “at the 91st Street depot.” Not quite. The view faces north. The train is curving from west (along 89th St.) to south. Notice the railroad crossing signals and gates in the background. That trackage joined with the CRI&P traffic to the east. On that trackage ran the B&O Capitol Limited on its way to Washington DC, as captured in https://thetrolleydodger.files.wordpress.com/2018/07/proofs288.jpg , although in that photo the Capitol Limited is inbound to Chicago.”

The interlocking levers at the 91st Street Rock Island Tower on July 3, 1969.

The interlocking levers at the 91st Street Rock Island Tower on July 3, 1969.

The lineup board at the Rock Island 91st Street Tower on July 3, 1969.

The lineup board at the Rock Island 91st Street Tower on July 3, 1969.

The interlocking levers at the Rock Island's 61st Street Tower on January 5, 1969.

The interlocking levers at the Rock Island’s 61st Street Tower on January 5, 1969.

Tower man Roy Bliss and Assistant Tower man Jack Poehron are flagging all trains by the burned-out Rock Island 61st Street Tower on April 20, 1967. The wooden tower had opened in 1898.

Tower man Roy Bliss and Assistant Tower man Jack Poehron are flagging all trains by the burned-out Rock Island 61st Street Tower on April 20, 1967. The wooden tower had opened in 1898.

Rock Island train #11 (with engine #621) passes the burned-out 61st Street Tower on April 20, 1967, the day after the fire. 61st was the end of the four-track section running from LaSalle Street Station in downtown Chicago.

Rock Island train #11 (with engine #621) passes the burned-out 61st Street Tower on April 20, 1967, the day after the fire. 61st was the end of the four-track section running from LaSalle Street Station in downtown Chicago.

Rock Island train #19, as seen from the 61st Street Tower.

Rock Island train #19, as seen from the 61st Street Tower.

Rock Island 61st Street Tower on December 8, 1968. (Looking north at movable point crossing- RI "in" (L), NYC "out" (R).

Rock Island 61st Street Tower on December 8, 1968. (Looking north at movable point crossing- RI “in” (L), NYC “out” (R).

The Rock Island 91st Street Tower on April 5, 1970.

The Rock Island 91st Street Tower on April 5, 1970.

The Rock Island's 91st Street Tower, where the railroad crossed the PRR "Panhandle" route, as it looked on August 17, 1974. As you can see, the tower has received a new coat of paint since the last picture.

The Rock Island’s 91st Street Tower, where the railroad crossed the PRR “Panhandle” route, as it looked on August 17, 1974. As you can see, the tower has received a new coat of paint since the last picture.

Baltimore & Ohio #5, the Capitol Limited, passing by the Beverly Junction Tower one hour and 50 minutes late, on April 5, 1970.

Baltimore & Ohio #5, the Capitol Limited, passing by the Beverly Junction Tower one hour and 50 minutes late, on April 5, 1970.

CTA bus 8829 is at Ashland and 95th in 1973. Daniel Joseph adds, "If the destination sign is reliable, I believe this bus is on the #45 Ashland Downtown and not on #9 Ashland."

CTA bus 8829 is at Ashland and 95th in 1973. Daniel Joseph adds, “If the destination sign is reliable, I believe this bus is on the #45 Ashland Downtown and not on #9 Ashland.”

CTA 2528 is at Ogden and Cermak on Route 58 on April 29, 1961. Bill Shapotkin adds, "Yes, this is indeed Cermak/Ogden -- the view looks west."

CTA 2528 is at Ogden and Cermak on Route 58 on April 29, 1961. Bill Shapotkin adds, “Yes, this is indeed Cermak/Ogden — the view looks west.”

CTA 5863 at the Ashland and 95th Street terminal, south end of Route 9, on June 20, 1973. (John Le Beau Photo)

CTA 5863 at the Ashland and 95th Street terminal, south end of Route 9, on June 20, 1973. (John Le Beau Photo)

Chicago & West Towns bus 777 at the CTA DesPlaines Avenue terminal on March 17, 1974. The terminal has since been redone. The two sets of stairs on DesPlaines Avenue appear to provide a way for pedestrians to cross a busy street where there are no stoplights. (John Le Beau Photo)

Chicago & West Towns bus 777 at the CTA DesPlaines Avenue terminal on March 17, 1974. The terminal has since been redone. The two sets of stairs on DesPlaines Avenue appear to provide a way for pedestrians to cross a busy street where there are no stoplights. (John Le Beau Photo)

CTA "New Look" bus 9441, running on Route 17 - Westchester, is at the DesPlaines terminal on June 28, 1977. Since the previous picture was taken, the set of stairs on the west side of DesPlaines Avenue has been removed. Since the other stair still appears to be in use, it seems as though the CTA decided to extend the walkway to the platform area, so that commuters would not need to go up and down so many stairs.

CTA “New Look” bus 9441, running on Route 17 – Westchester, is at the DesPlaines terminal on June 28, 1977. Since the previous picture was taken, the set of stairs on the west side of DesPlaines Avenue has been removed. Since the other stair still appears to be in use, it seems as though the CTA decided to extend the walkway to the platform area, so that commuters would not need to go up and down so many stairs.

CTA 9461 is at Catalpa and Broadway, operating on Route 84 - Peterson on September 1, 1980. (Ronald J. Sullivan Photo)

CTA 9461 is at Catalpa and Broadway, operating on Route 84 – Peterson on September 1, 1980. (Ronald J. Sullivan Photo)

CTA 8417 is on Route 17 - Westchester in June 1971. (John Le Beau Photo)

CTA 8417 is on Route 17 – Westchester in June 1971. (John Le Beau Photo)

PACE 6338 is heading south on Harlem Avenue on Route 305, having just gone under the CTA Green Line "L" in December 2012. (Mel Bernero Photo)

PACE 6338 is heading south on Harlem Avenue on Route 305, having just gone under the CTA Green Line “L” in December 2012. (Mel Bernero Photo)

PACE 6225 heads west on Route 309 - Lake Street at Harlem Avenue. To the left, just out of view, is the former Marshall Field's store in Oak Park, a local landmark. It later housed a Border's bookstore, now also gone. This photo must have been taken a few years ago, as you would see some new tall buildings if you took the same picture today. Unable to move outward, Oak Park is moving "up." (John Le Beau Photo)

PACE 6225 heads west on Route 309 – Lake Street at Harlem Avenue. To the left, just out of view, is the former Marshall Field’s store in Oak Park, a local landmark. It later housed a Border’s bookstore, now also gone. This photo must have been taken a few years ago, as you would see some new tall buildings if you took the same picture today. Unable to move outward, Oak Park is moving “up.” (John Le Beau Photo)

CTA 2527 is at 25th and Laramie in Cicero, the west end of Route 58 - Ogden. The date appears to be the late 1950s.

CTA 2527 is at 25th and Laramie in Cicero, the west end of Route 58 – Ogden. The date appears to be the late 1950s.

Chicago & West Towns buses 839 and 804 are laying over in the middle of the street at Cermak and 47th Street in January 1979. This is near the border between Cicero and Chicago, and also adjacent to the old Western Electric plant.

Chicago & West Towns buses 839 and 804 are laying over in the middle of the street at Cermak and 47th Street in January 1979. This is near the border between Cicero and Chicago, and also adjacent to the old Western Electric plant.

RTA bus 8107 at the West Towns bus garage in oak Park on April 12, 1981. (John Le Beau Photo)

RTA bus 8107 at the West Towns bus garage in oak Park on April 12, 1981. (John Le Beau Photo)

RTA 8049 at the West Towns garage in Oak Park on May 28, 1978. This is now the site of a Pete's Fresh Market. (Ronald J. Sullivan Photo)

RTA 8049 at the West Towns garage in Oak Park on May 28, 1978. This is now the site of a Pete’s Fresh Market. (Ronald J. Sullivan Photo)

PACE bus 2092 is exiting from the CTA DesPlaines Avenue terminal in April 1992. Where the bus is, was once the approximate location of Chicago Great Western freight tracks, which spanned DesPlaines Avenue via a bridge and then connected with the Baltimore & Ohio Chicago Terminal tracks. That portion of the old CGW right-of-way between here and First Avenue has been paved, and provides a connection to the Prairie Path, which starts at First Avenue.

PACE bus 2092 is exiting from the CTA DesPlaines Avenue terminal in April 1992. Where the bus is, was once the approximate location of Chicago Great Western freight tracks, which spanned DesPlaines Avenue via a bridge and then connected with the Baltimore & Ohio Chicago Terminal tracks. That portion of the old CGW right-of-way between here and First Avenue has been paved, and provides a connection to the Prairie Path, which starts at First Avenue.

CTA 1806 is on Route 84 - Peterson at Western Avenue on April 21, 1957. (Michael N. Charnota Photo)

CTA 1806 is on Route 84 – Peterson at Western Avenue on April 21, 1957. (Michael N. Charnota Photo)

This slide was labeled "Oak Park," but actually, it's on the border between Elmwood Park and River Grove. PACE bus 22550 is heading west on Grand Avenue, going over the long crossing of the Metra Milwaukee District West Line on route 319 on May 8, 1993. There has een much talk over the years of grade-separating these tracks, where some accidents have occurred, but so far nothing has come of it. (Ronald J. Sullivan Photo)

This slide was labeled “Oak Park,” but actually, it’s on the border between Elmwood Park and River Grove. PACE bus 22550 is heading west on Grand Avenue, going over the long crossing of the Metra Milwaukee District West Line on route 319 on May 8, 1993. There has een much talk over the years of grade-separating these tracks, where some accidents have occurred, but so far nothing has come of it. (Ronald J. Sullivan Photo)

RTA bus 496 is at the Brookfield Zoo on December 11, 1977. Andre Kristopans adds, "Bus 496 is on an OSA (Omnibus Society of America) charter. Note the “9” covered with tape." (John Le Beau Photo)

RTA bus 496 is at the Brookfield Zoo on December 11, 1977. Andre Kristopans adds, “Bus 496 is on an OSA (Omnibus Society of America) charter. Note the “9” covered with tape.” (John Le Beau Photo)

RTA bus 8044 is at the old West Towns garage in Oak Park in March 1983.

RTA bus 8044 is at the old West Towns garage in Oak Park in March 1983.

CTA bus 4580 heads west on Harrison at Springfield on March 7, 1991.

CTA bus 4580 heads west on Harrison at Springfield on March 7, 1991.

CTA bus 1112 is at 115th and Perry in February 1983.

CTA bus 1112 is at 115th and Perry in February 1983.

South Suburban Safeway Lines bus 702 is northbound at 119th and Western, probably around 1970. Our resident south side expert M. E. adds, "South Suburban Safeway Lines went north on Western to 63rd, then east to Halsted, the heart of Englewood. Actually, east to Union, south to 63rd Place, and west to the L station at Halsted and 63rd Place, where it ended its northbound run. Southbound, it first took Halsted north to 63rd, then west to Western, etc. The other thing to notice in this picture is that Western Ave. was not as wide south of 119th. This is because the Chicago city limit is 119th, and south of that is Blue Island."

South Suburban Safeway Lines bus 702 is northbound at 119th and Western, probably around 1970. Our resident south side expert M. E. adds, “South Suburban Safeway Lines went north on Western to 63rd, then east to Halsted, the heart of Englewood. Actually, east to Union, south to 63rd Place, and west to the L station at Halsted and 63rd Place, where it ended its northbound run. Southbound, it first took Halsted north to 63rd, then west to Western, etc. The other thing to notice in this picture is that Western Ave. was not as wide south of 119th. This is because the Chicago city limit is 119th, and south of that is Blue Island.”

South Suburban Safeway Lines 714 on Western at 79th on October 4, 1975. (Michael N. Charnota Photo)

South Suburban Safeway Lines 714 on Western at 79th on October 4, 1975. (Michael N. Charnota Photo)

CTA 871, running on Route 49B North Western, is at the Western Avenue stop on the Ravenswood "L" in June 1973. (Michael N. Charnota Photo)

CTA 871, running on Route 49B North Western, is at the Western Avenue stop on the Ravenswood “L” in June 1973. (Michael N. Charnota Photo)

CTA 5567 is on Western near 63rd Street on April 20, 1972 (Route 49). Our resident south side expert M. E. adds, "Notice Cupid Candies on one corner and Fannie May Candies across the street." Jeff Weiner adds, "CTA 5567 appears to be at Western and 62nd, as the City maintained a traffic signal there for the Sears store. Until a closed-loop system was installed, the 62nd signal operated fixed-time during store hours, and went on yellow-red flash when the store was closed. After it was modernized, the operation was semiactuated, with coordination to the other signals on Western. Until it was modernized, the median signals were on concrete “blockbuster” foundations, replaced with mast arm signals afterwards."

CTA 5567 is on Western near 63rd Street on April 20, 1972 (Route 49). Our resident south side expert M. E. adds, “Notice Cupid Candies on one corner and Fannie May Candies across the street.” Jeff Weiner adds, “CTA 5567 appears to be at Western and 62nd, as the City maintained a traffic signal there for the Sears store. Until a closed-loop system was installed, the 62nd signal operated fixed-time during store hours, and went on yellow-red flash when the store was closed. After it was modernized, the operation was semiactuated, with coordination to the other signals on Western. Until it was modernized, the median signals were on concrete “blockbuster” foundations, replaced with mast arm signals afterwards.”

CTA 5978 is at the Western and 79th loop on June 20, 1973. (Ronald J. Sullivan Photo)

CTA 5978 is at the Western and 79th loop on June 20, 1973. (Ronald J. Sullivan Photo)

CTA Pullman 312 on Kedzie. Bill Shapotkin adds, "Car is working #52 -- Kedzie-California and is laying over in California at Roscoe. View looks north."

CTA Pullman 312 on Kedzie. Bill Shapotkin adds, “Car is working #52 — Kedzie-California and is laying over in California at Roscoe. View looks north.”

CTA Pullman 444 at Armitage and California in January 1950.

CTA Pullman 444 at Armitage and California in January 1950.

CTA one-man car 6184 at Lawrence and Luna in 1949.

CTA one-man car 6184 at Lawrence and Luna in 1949.

CTA 336, in June 1952, is on California Avenue at Augusta Boulevard.

CTA 336, in June 1952, is on California Avenue at Augusta Boulevard.

Chicago Surface Lines 474 is on Belmont at Clark in May 1947.

Chicago Surface Lines 474 is on Belmont at Clark in May 1947.

CSL 1644 is on Route 6 at Division and California in May 1942. The Divison and Van Buren car lines were through-routed starting in 1937.

CSL 1644 is on Route 6 at Division and California in May 1942. The Divison and Van Buren car lines were through-routed starting in 1937.

CTA 5574 at an unknown location. Jon Habermaas writes, "Photo appears to be on the Halsted route where the line is on private right of way along Vincennes Ave., paralleling the Rock Island mainline... in the background you can see the Washington Heights Rock Island depot and a cross buck along the Pennsy's Panhandle division, which crosses Vincennes Avenue and the Rock Island just south of 103rd Street. The car would be around 104th and Vincennes Ave." Our resident south side expert M. E. adds, "Mr. Habermaas's description is accurate. I will add that this private right of way started at 89th St., just south of the CRI&P Beverly branch viaduct, and ended around 107th St. where Vincennes veered farther west from the CRI&P main line. And more historically, this right-of-way originated for the Kankakee car, which had its barn at 88th and Vincennes and ran on Halsted as far north as Englewood." Andre Kristopans: "Car 5574 SB at 105th or so. You can just make out the 104th RI station in the back, and PRR crossbuck to the right in the distance." (Robert W. Gibson Photo)

CTA 5574 at an unknown location. Jon Habermaas writes, “Photo appears to be on the Halsted route where the line is on private right of way along Vincennes Ave., paralleling the Rock Island mainline… in the background you can see the Washington Heights Rock Island depot and a cross buck along the Pennsy’s Panhandle division, which crosses Vincennes Avenue and the Rock Island just south of 103rd Street. The car would be around 104th and Vincennes Ave.” Our resident south side expert M. E. adds, “Mr. Habermaas’s description is accurate. I will add that this private right of way started at 89th St., just south of the CRI&P Beverly branch viaduct, and ended around 107th St. where Vincennes veered farther west from the CRI&P main line. And more historically, this right-of-way originated for the Kankakee car, which had its barn at 88th and Vincennes and ran on Halsted as far north as Englewood.” Andre Kristopans: “Car 5574 SB at 105th or so. You can just make out the 104th RI station in the back, and PRR crossbuck to the right in the distance.” (Robert W. Gibson Photo)

CTA 1749, one of the few old streetcars repainted in green, is at Cermak and State in January 1954, running on Route 21. Note the steam engine in the background.

CTA 1749, one of the few old streetcars repainted in green, is at Cermak and State in January 1954, running on Route 21. Note the steam engine in the background.

CTA prewar PCC 4038 is eastbound on 63rd Street. PCCs ran on this line between 1948 and 1952. If the address on the building is any guide, this is probably 122 East 63rd Street.

CTA prewar PCC 4038 is eastbound on 63rd Street. PCCs ran on this line between 1948 and 1952. If the address on the building is any guide, this is probably 122 East 63rd Street.

Illinois Central Electric bi-level car 1514 at the Blue Island Yards on April 23, 1978.

Illinois Central Electric bi-level car 1514 at the Blue Island Yards on April 23, 1978.

CTA trolley bus 9553 is on its last run, a fan trip held on April 1, 1973. Here it is on Fullerton Avenue near the Milwaukee Road freight line. This was one week after trolley buses were taken out of service.

CTA trolley bus 9553 is on its last run, a fan trip held on April 1, 1973. Here it is on Fullerton Avenue near the Milwaukee Road freight line. This was one week after trolley buses were taken out of service.

CTA Marmon-Herrington trolley bus 535 at North and Cicero.

CTA Marmon-Herrington trolley bus 535 at North and Cicero.

Recent Site Addition

This photo was added to our previous post More Mystery Photos (July 29, 2016):

BEDT 0-6-0 #16 in Brooklyn, NY on October 9, 1982.

BEDT 0-6-0 #16 in Brooklyn, NY on October 9, 1982.

Chicago Subway Lecture

Samuel D. Polonetzky makes a point during his presentation at the Chicago Maritime Museum on July 25, 2018. (David Sadowski Photo)

Samuel D. Polonetzky makes a point during his presentation at the Chicago Maritime Museum on July 25, 2018. (David Sadowski Photo)

On July 25 2018, Samuel D. Polonetzky, P.E., B.Sc. gave a presentation before the Underwater Archaeological Society of Chicago, of which he is a member. The topic was “Crossing of the Chicago River by the State Street Subway.” He showed actual motion pictures of the construction of the Subway in 1938-40.

Mr. Polonetzky is a Civil Engineer who served the City of Chicago, Department of Streets & Sanitation for thirty five years, rising from Engineer-In-Training to Acting Chief Engineer. During this tenure he acquired a deep knowledge of Chicago’s public rights-of-way and the underground infrastructure. He is also an active member of the Illinois Railway Museum at Union IL and a Life Member of the American Public Works Association.

The Underwater Archaeological Society of Chicago meets in the Chicago Maritime Museum located in the Bridgeport Arts Center, 3400 S. Racine Av. Chicago Ill. 60609.

The film shown is called Streamlining Chicago (1940), and you can watch it here:

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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

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

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

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This is our 216th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 425,000 page views, for which we are very grateful.

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We thank you for your support.

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Holiday Spirit

Here's Eric Bronsky's 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority "L" station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Here’s Eric Bronsky’s 2017 holiday card. Alluding to some Comments that were made about a different picture in our last post (Reader Showcase, 12-11-2017), we are certain that this image of the new Chicago Transit Authority “L” station at Washington and Wabash has been worked over in Photoshop. But such is our desire to see North Shore Line trains running again, that we freely admit we believe it must be true!*

Christmas Eve is here once again, and we’re sharing some holiday joy from our readers. Thanks to everyone who let us use their pictures. Whatever your beliefs, we hope for a joyous holiday season for all.

-David Sadowski

From John F. Bromley:

From Kenneth Gear:

From Alan Wickens:

Alan Wickens produces a monthly magazine about Wellington, New Zealand’s (now former) trolleybus system. This was the November ‘special’ to mark the very last day of trolleybus operation there. Click this link to read it.

From Bob Carroll:

Pittsburgh, 1975.

Pittsburgh, 1975.

From Charles Seims:

Jack Bejna writes:

Here’s an early Xmas present for the blog. My favorite CA&E cars are by far the original several orders of woodies, especially before they lost their original window configuration. It’s too bad we didn’t have modern cameras to capture these wooden beauties in all their original configuration. Merry Christmas and a great New Year as well.

And I know I join our readers in wishing the same to you as well, thanks!

CA&E 12 was built by Niles in 1902.

CA&E 12 was built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 14, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 24, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 26, built by Niles in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 30, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 34, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 46, built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 48 as new. It was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 54 was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

CA&E 103, a trailer, was built by Stephenson in 1902.

Recent Finds

Here are three Red Border Kodachrome slides we recently acquired, plus one circular:

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park "L", on May 26, 1956.

A train of CTA 4000s prepares to head east at DesPlaines Avenue, west end of the Garfield Park “L”, on May 26, 1956.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the "L", which uit in 1951.

A two-car Chicago Aurora & Elgin train loops at DesPlaines Avenue in Forest Park on May 26, 1956, while a CTA Route 17 bus waits in the background. That was the replacement service for the Westchester branch of the “L”, which uit in 1951.

On July 4, 1953, we are looking north from the stairway to the CTA's "L" station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those "preying mantis" street lights until 1959.

On July 4, 1953, we are looking north from the stairway to the CTA’s “L” station at State and Van Buren. Streetcars are still running on State Street, via tracks laid in concrete about ten years before when the State Street subway was built. The nearby subway entrances are in their original configuration. State did not get those “preying mantis” street lights until 1959.

Unfortunately, one tour that you can't take via interurban any longer...

Unfortunately, one tour that you can’t take via interurban any longer…

Santa Is Coming…

The Santa Maria Valley Railroad, that is, in vintage 1959 recordings prepared for the Railroad Record Club of Hawkins, Wisconsin, but previously unissued, now digitally remastered for your enjoyment on compact disc:

From the introduction to the record:

This is Pete Brett. What you are about to hear is a recording of the Santa Maria Valley Railroad in 1959. Engine number 21, Mikado type, 2-8-2, oil burning.

Regular service in 1959, on the Santa Maria Valley, freight only. My recording depicts a composite of different recordings, of different operations. Our train switches in Santa Maria, some switching operation at the John Inglis Frozen Food Company, just outside Santa Maria, which we’ll hear some sounds of mechanical reefers, along with whistles.

Some on-line recordings, as the train proceeds to Betteravia Junction. There, some of the cars are cut out, the engine backs up to Betteravaia, switches, drops off some cars, picks some up, goes back to Betteravia Junction, picks up the rest of the train; we proceed on to Guadalupe, and our junction with the Southern Pacific. There, some switching operations, as some cars are dropped off, others picked up. Later on, the train returns to Betteravaia Junction. Once again, the train splits in two, part of it going to Betteravia, the switching operation there, the train then proceeding on to Santa Maria.

Santa Maria Valley Railroad, 1959.

The remainder of the CD includes 14 additional steam railroad tracks recorded by William A. Steventon, for use in a presentation he gave, demonstrating various types of sounds involved in basic railroad operations.

Total Time: 70:26

A History of the Santa Maria Valley Railroad

From the railroad’s website:

The Santa Maria Valley Railroad (SMVRR.com) has a rich and interesting history, and can be credited, at least in large part, with the Santa Maria Valley becoming an economic powerhouse by building up primarily the agricultural and industrial segments of its economy.

The Santa Maria Valley Railroad commenced construction on July 11, 1911 by an English oil syndicate to haul oil and asphalt from Roadamite to Guadalupe. The SMVRR reached Santa Maria on October 7, 1911 and was completed to Roadamite on November 5, 1911. The SMVRR took over switching operations for Union Sugar Plant. The railroad was initially successful but in the 1920s the sugar plant closed and the railroad drifted into bankruptcy in 1925.

Captain G. Allan Hancock purchased the railroad in 1925 in a bankruptcy auction on the steps of the Santa Barbara County Courthouse and proceeded to build many industries which complemented the railroad. Captain Hancock built a state of the art, fully-equipped engine house to maintain his locomotives and equipment. He invested heavily in the railroad, installing new ties and new rail, and buying locomotives. Captain Hancock developed agriculture in the Santa Maria Valley, introducing new irrigation methods, and invested heavily in packing sheds, an ice plant, and Rosemary Farms. By the mid 1930s the SMVRR was hauling many carloads of sugar beets to the Union Sugar Plant in Betteravia, and crude oil and vegetables out of the valley. The SMVRR was one of the busiest shortline railroads on the west, hauling over 20,000 carloads per year.

At the start of World War II, the SMVRR purchased the old Pacific Coast (narrow gauge) Railroad right-of-way to the Airbase, now the location of the Santa Maria Airport. The Airbase Branch is actually the oldest railroad right-of-way on the SMVRR system, originally constructed in April 1882. In fact, the Airbase Branch is the only Pacific Coast right-of-way still in operation as a railroad.

Roadamite ceased operations in the late 1940s and the line was abandoned from Sisquoc to Roadamite in 1949. The last major track construction was in 1950 when the Battles Branch was built to service a refinery.

The SMVRR was one of the last railroads on the West Coast to run main line steam locomotives. On February 24, 1962, the last run of steam engine 21, with Captain Hancock at the throttle and Walt Disney in the cab, occurred. The SMVRR had purchased its first diesel-electric locomotives, the GE 70-tonners, in 1948. The GE 70-tonners proved to be excellent work horses for the SMVRR and they eventually displaced the steam locomotives.

Captain Hancock passed away in 1965. Two Hancock family trusts took over the SMVRR: the Marian Mullen Trust, controlled by Hancock’s third wife Marian Hancock; and the Rosemary Trust, the descendants of Rosemary, Hancock’s only daughter. Through the years many of the loose carload merchandise business went to trucking and by the late 1970s the fresh vegetable market was gone. Oil produced in the valley eventually left the rails. In August 1993, Holly Sugar closed down the sugar plant in Betteravia. This resulted in the loss of 90% of the railroad’s remaining traffic. The Hancock Trusts eventually concentrated on their more lucrative real estate holdings and the railroad continued to lose its customer base.

The Rosemary Trust took complete control of the railroad in 1999 and worked to turn the fortunes around for the railroad. An intense marketing campaign brought some new customers aboard. The railroad divested its right-of-way east of Highway 101 in Santa Maria and the main line trackage was reduced to 14 miles.

In October 2006 the SMVRR was purchased by the Coast Belle Rail Corporation from the descendants of the Hancock family, ending more than 80 years of control by the Hancock Family. New ownership embarked on a daunting task of rebuilding the line and rebuilding the customer base. To raise public and customer awareness and to raise much needed capital, the SMVRR hosted special events and dinner excursions.

On November 9, 2006 the SMVRR chartered the private car Silver Lariat for a freight customer appreciation excursion. That night was the first public excursion since 1962. On December 9, 2006 the SMVRR held its first ever public open house, the first of several events to reintroduce the public to the railroad. On the weekend of April 5, 2008 the former SMVRR Railbus No. 9 made a cameo appearance during a Motorcar Operators West excursion.

In September 2008 the SMVRR moved its yard and office facilities out of downtown Santa Maria and relocated at the former sugar plant in Betteravia. The new location offers full transload services with team track, dock track and ramp track as well as many acres of on-ground storage.

In July 2016, the SMVRR Headquarters relocates to its new Osburn Yard.

Today, history continues to be made. The past two years were the busiest since the sugar beet plant closed in 1993. New customers have come on board as well as current customers increasing their carloadings. The SMVRR is now a full-service shortline railroad company, performing contract switching, contract track repairs and inspections, and car repairs.

Friends of the Santa Maria Valley Railroad

The Friends of the Santa Maria Valley Railroad (Friends-SMVRR.org) was formed in 2007 to preserve the history of the Santa Maria Valley Railroad and to educate its members on the current railroad industry. Tours and lectures cover the current railroad business, railroad safety, as well as the history of the railroad.

On May 13, 2017, the San Luis Obispo Railroad Museum opened an exhibit entitled, “Two Centuries…One Dream”, the story of the Santa Maria Valley Railroad.

Here are some pictures taken on the occasion of the last steam operation on the Santa Maria Valley on February 24, 1962. I would expect that the “Ward” in one picture was Ward Kimball (1914-2002), one of Disney’s “Nine Old Men”:

A dream that fortunately did not come true: CHICAGO'S LOOP ELEVATED TRACKS TO GO January 4, 1974 - This is a view looking south of the Elevated tracks of Chicago's CTA system on Wabash Avenue. This section along with other portions that formed "The Loop" is scheduled to be taken down sometime in the future with the building of a subway that is to take its place.

A dream that fortunately did not come true: