Richard Hofer’s Chicago “L” Pictures

It’s July 1969, and the original Tower 18 at Lake and Wells is being demolished to permit a new track connection to be put in on the Loop “L”. This was necessary so the CTA Lake Street “L” could be through-routed with the new Dan Ryan line that opened on September 28 of that year. The new tower is at left and has itself since been replaced. Prior to this, trains ran counter-clockwise in the same direction on both sets of Loop tracks. Henceforth, they became bi-directional. This is a Richard Hofer photo, from the David Stanley collection. The view looks north, and that is a southbound Ravenswood (today’s Brown Line) train at left.

I recently traveled to Milwaukee and visited David Stanley, and while I was there, he generously allowed me to scan some of his extensive collection of traction slides. Today we are featuring a small part of that collection, some classic photos of the Chicago “L” system, taken by the late Richard R. Hofer (1941-2010). Many of you may recall him from railfan meetings in years past. These pictures show he was an excellent photographer.

You can read Mr. Hofer’s obituary here, and you will note he was a proud Navy veteran. There are also some pictures of him on his Find-A-Grave page.

Scanning a photo, negative, or slide is just the starting point in obtaining the best possible version of that image. Each of these images represents my interpretation of the original source material, which often exhibits a lot of fading or color shift. For many of these images, we are also posting the uncorrected versions, just to show the substantial amount of work that goes into “making things look right.”

In addition, we have some recent photo finds of our own, as well as picture from our Milwaukee sojourn. As always, of you can provide any additional information on what you see in these pictures, do not hesitate to drop us a line.

We also have a new CD collection of rare traction audio from a variety of cities. These were recently digitized from original master tapes from the collections of William A. Steventon, of the Railroad Record Club of Hawkins, WI. You will find more information about that towards the end of our post.

Enjoy!

-David Sadowski

Richard R. Hofer Photos From the David Stanley Collection:

On April 20, 1964, CTA and local officials cut the ribbon at Dempster, commencing service on the new five-mile-long Skokie Swift line. This represented but a small portion of the Chicago North Shore and Milwaukee interurban that abandoned service on January 21, 1963. The Chicago Transit Authority had to purchase about half of the Swift route anyway, as their connection to Skokie Shops went over NSL tracks. The CTA decided to offer an express service between Dempster and Howard stations, and put in a large parking lot. Service was put into place using existing equipment at the lowest possible cost. The late George Krambles was put in charge of this project, which received some federal funding as a “demonstration” service, at a time when that was still somewhat unusual. But CTA officials at the time indicated that they would still have started the Swift, even without federal funds. I was nine years old at the time, and rode these trains on the very first day. I can assure you they went 65 miles per hour, as I was watching the speedometer. Needless to say, the experiment was quite successful, and service continues on what is now the Yellow Line today, with the addition of one more stop at Oakton.

The Skokie Swift on April 20, 1964.

The Skokie Swift on April 20, 1964.

The Skokie Swift on April 20, 1964. Note the old tower at right near Dempster, which had been used when “L” service ran on the Niles Center branch here from 1925-48. This tower remained standing for many years.

The Swift on opening day, April 20, 1964.

The Swift on opening day, April 20, 1964.

The Swift strikes a dramatic post on May 10, 1965. The slide identifies this as Main Street.

The Swift strikes a dramatic post on May 10, 1965. The slide identifies this as Main Street.

This car sports an experimental pantograph in October 1966.

This car sports an experimental pantograph in October 1966.

A 5000-series articulated train, renumbered into the 51-54 series, at Dempster in October 1966.

A 5000-series articulated train, renumbered into the 51-54 series, at Dempster in October 1966.

In October 1966, we see one of the four articulated 5000s (this was the original 5000-series, circa 1947-48) at Dempster, after having been retrofitted for Swift service, where they continued to run for another 20 years or so.

In October 1966, we see one of the four articulated 5000s (this was the original 5000-series, circa 1947-48) at Dempster, after having been retrofitted for Swift service, where they continued to run for another 20 years or so.

The Skokie Swift in September 1964.

The Skokie Swift in September 1964.

From 1925 until 1948, the Niles Center line provided local "L" service between Howard and Dempster on tracks owned by the North Shore Line. There were several stations along the way, and here we see one of them, as it appeared in September 1964 before it was removed to improve visibility at this grade crossing. I would have to check to see just which station this was, and whether the third track at left was simply a siding, or went to Skokie Shops. Miles Beitler says this is the "Kostner station looking east. The third track on the left was simply a siding, a remnant of North Shore Line freight service."

From 1925 until 1948, the Niles Center line provided local “L” service between Howard and Dempster on tracks owned by the North Shore Line. There were several stations along the way, and here we see one of them, as it appeared in September 1964 before it was removed to improve visibility at this grade crossing. I would have to check to see just which station this was, and whether the third track at left was simply a siding, or went to Skokie Shops. Miles Beitler says this is the “Kostner station looking east. The third track on the left was simply a siding, a remnant of North Shore Line freight service.”

Here is a nice view of the relatively spartan facilities at Dempster terminal on the Skokie Swift in September 1964. Service had been running for five months. This has since been improved and upgraded.

Here is a nice view of the relatively spartan facilities at Dempster terminal on the Skokie Swift in September 1964. Service had been running for five months. This has since been improved and upgraded.

In October 1966, a southbound Howard train has just left Howard terminal, and a single-car Evanston shuttle train has taken its place. After its riders depart, it will change ends on a siding just south of the station, and then head north after picking up passengers at the opposite platform.

In October 1966, a southbound Howard train has just left Howard terminal, and a single-car Evanston shuttle train has taken its place. After its riders depart, it will change ends on a siding just south of the station, and then head north after picking up passengers at the opposite platform.

A Skokie Swift single-car unit at Howard in December 1968.

A Skokie Swift single-car unit at Howard in December 1968.

An Evanston train of 4000s at Howard in December 1968.

An Evanston train of 4000s at Howard in December 1968.

Two Swift trains at Howard, December 1968.

Two Swift trains at Howard, December 1968.

At left, a northbound Skokie Swift car, and at right, a southbound Howard “A” train at the Howard terminal in October 1966.

Two single car units in October 1966, both equipped for overhead wire, but for different purposes. In the foreground, an Evanston shuttle car has trolley poles, while the Skokie Swift car at rear uses pantographs. Evanston was converted to third rail in 1973, and the Swift about 30 years after that.

Two single car units in October 1966, both equipped for overhead wire, but for different purposes. In the foreground, an Evanston shuttle car has trolley poles, while the Skokie Swift car at rear uses pantographs. Evanston was converted to third rail in 1973, and the Swift about 30 years after that.

Same as the previous picture, this overhead shot from the transfer bridge, taken in October 1966, shows the difference in current collection on two of the CTA's 50 single car units.

Same as the previous picture, this overhead shot from the transfer bridge, taken in October 1966, shows the difference in current collection on two of the CTA’s 50 single car units.

A southbound Evanston shuttle train approaches the Howard terminal. Third rail was banned in Evanston by local ordinance until 1973.

A southbound Evanston shuttle train approaches the Howard terminal. Third rail was banned in Evanston by local ordinance until 1973.

In September 1964, a four-car Evanston Express train approaches (I think) the old station at State and Van Buren. All four cars are single car units equipped with trolley poles, for use in Evanston where local laws did not permit use of third rail for current collection. In the early 1970s, this station was closed and removed, but was eventually put back, to serve the Harold Washington Library. This leg of the Loop "L" had a continuous platform for some time, which is visible here. George Trapp: "The September 1964 photo of four single unit cars 25-28, 39-50 on the Evanston Express are at Madison & Wells not State & Van Buren. Note crossover at Washington where non rush Ravenswood and late AM Evanston Expresses crossed over to the Inner Loop after stopping at Randolph & Wells on the Outer Loop. There was also a long continuous platform from Randolph to Madison."

In September 1964, a four-car Evanston Express train approaches (I think) the old station at State and Van Buren. All four cars are single car units equipped with trolley poles, for use in Evanston where local laws did not permit use of third rail for current collection. In the early 1970s, this station was closed and removed, but was eventually put back, to serve the Harold Washington Library. This leg of the Loop “L” had a continuous platform for some time, which is visible here. George Trapp: “The September 1964 photo of four single unit cars 25-28, 39-50 on the Evanston Express are at Madison & Wells not State & Van Buren. Note crossover at Washington where non rush Ravenswood and late AM Evanston Expresses crossed over to the Inner Loop after stopping at Randolph & Wells on the Outer Loop. There was also a long continuous platform from Randolph to Madison.”

In September 1964, at a time when the Loop "L" had uni-directional service (counter-clockwise), a Ravenswood "A" train approaches Clark and Lake. On the other hand, George Trapp says we are "at Madison & Wells, notice the clocktower for Grand Central Station with B&O in distance. At that time many more cars is series 6001-6130 still had their original headlight arrangement."

In September 1964, at a time when the Loop “L” had uni-directional service (counter-clockwise), a Ravenswood “A” train approaches Clark and Lake. On the other hand, George Trapp says we are “at Madison & Wells, notice the clocktower for Grand Central Station with B&O in distance. At that time many more cars is series 6001-6130 still had their original headlight arrangement.”

Logan Square yard in December 1966.

Logan Square yard in December 1966.

The tail end of a Congress-Milwaukee "A" train at the Logan Square terminal in September 1964. As you can see, space here was at a premium. George Trapp adds, "Tail end of freshly painted 6592-6591 at Logan Square in Sept. 1964. This set was in builder’s photos by St. Louis Car around June 1957. When new were originally assigned to North-South route as were all high 6000’s until mid 1960, although some 6600’s were on Ravenswood in 1959-60. I always though the old Logan Square terminal was neat, certainly had more character than present one."

The tail end of a Congress-Milwaukee “A” train at the Logan Square terminal in September 1964. As you can see, space here was at a premium. George Trapp adds, “Tail end of freshly painted 6592-6591 at Logan Square in Sept. 1964. This set was in builder’s photos by St. Louis Car around June 1957. When new were originally assigned to North-South route as were all high 6000’s until mid 1960, although some 6600’s were on Ravenswood in 1959-60. I always though the old Logan Square terminal was neat, certainly had more character than present one.”

A southbound Howard "A" train is on the center track. and served stations that either had a center platform or (like Wilson) had two sets of platforms. "B" trains (and the Evanston Express) used the outer tracks and served stations with side platforms. This picture was taken in May 1968. Note the southbound outer track has overhead wire in addition to third rail, for use by freight trains that ran at night until 1973. George Trapp: "Southbound Howard to Englewood “A” train has two cars of 6511-6550 series on head end. This series was split between the North-South and West-Northwest in the 1960’s with cars up to 6550 and 6551-6558 from next series being on North-South in winter months. Note that track 4 was being redone at that time and is missing."

A southbound Howard “A” train is on the center track. and served stations that either had a center platform or (like Wilson) had two sets of platforms. “B” trains (and the Evanston Express) used the outer tracks and served stations with side platforms. This picture was taken in May 1968. Note the southbound outer track has overhead wire in addition to third rail, for use by freight trains that ran at night until 1973. George Trapp: “Southbound Howard to Englewood “A” train has two cars of 6511-6550 series on head end. This series was split between the North-South and West-Northwest in the 1960’s with cars up to 6550 and 6551-6558 from next series being on North-South in winter months. Note that track 4 was being redone at that time and is missing.”

In August 1963, a four-car Douglas-Milwaukee “B” train prepares to leave Logan Square terminal. Until 1970, this was as far into the northwest side of the city that “L” service went. By 1984, the “L” had been extended all the way to O’Hare airport. This train sports a fire extinguisher on its front, a practice that did not last, apparently because some of them were stolen. While this elevated station was replaced by a nearby subway, the building underneath the “L” actually still exists, although it has been so heavily modified that you would never know it is the same structure. The Logan Square terminal was always my favorite “L” station when I was a kid.

Workers are removing the old Tower 18 structure in this July 1969 view. When service on the Loop “L” was made bi-directional, due to the through-routing of the Lake Street “L” and the new Dan Ryan line, the old tower was in the way of new tracks that needed to be installed.

The same basic scene as the last photo, from July 1969. We can tell that this picture was taken prior to the opening of the Dan Ryan line (September 28, 1969) because the train making the turn here is simply signed for Lake. Prior to the through-routing, Lake Street trains went around the Loop, and all traffic went counter-clockwise. The new track connection that allowed bi-directional operation had not yet been installed here.

The same basic scene as the last photo, from July 1969. We can tell that this picture was taken prior to the opening of the Dan Ryan line (September 28, 1969) because the train making the turn here is simply signed for Lake. Prior to the through-routing, Lake Street trains went around the Loop, and all traffic went counter-clockwise. The new track connection that allowed bi-directional operation had not yet been installed here.

A Lake-Dan Ryan train in October 1969, and what appears to be left-hand running.

A Lake-Dan Ryan train in October 1969, and what appears to be left-hand running.

It’s October 1969, and this westbound Lake-Dan Ryan train appears to be running on the “wrong” track, perhaps due to weekend track work on the Loop. This train has just left State and Lake and is heading towards Clark and Lake. Through-routing Lake and the new Dan Ryan line, which happened in September 1969, meant the end of unidirectional operations on the Loop.

Track work near Tower 18, July 1969. A work train of 4000-series “L” cars is most likely parked here.

This picture was taken in April 1973 at one of the Howard line stations near the north end of the line. The two outer tracks are used for express trains, and the inner tracks for locals.

This picture was taken in April 1973 at one of the Howard line stations near the north end of the line. The two outer tracks are used for express trains, and the inner tracks for locals.

The southbound express track on the northern portion of the Howard line had overhead wire equipped, for use by freight trains that the CTA was obliged to operate for customers along this line north of Irving Park Road. This was a holdover of service that originally had been offered by the Milwaukee Road, which leased this line to the Chicago Rapid Transit Company. The Chicago Transit Authority purchased it in the early 1950s, and freight service ended right around the time this picture was taken.

The southbound express track on the northern portion of the Howard line had overhead wire equipped, for use by freight trains that the CTA was obliged to operate for customers along this line north of Irving Park Road. This was a holdover of service that originally had been offered by the Milwaukee Road, which leased this line to the Chicago Rapid Transit Company. The Chicago Transit Authority purchased it in the early 1950s, and freight service ended right around the time this picture was taken.

Wilson Avenue, April 1973.

Wilson Avenue, April 1973.

An Englewood-Howard train at Wilson Avenue in April 1973. This station has since been completely redone.

An Englewood-Howard train at Wilson Avenue in April 1973. This station has since been completely redone.

In the late 1950s, a fourth track was added to a small portion of the Howard line that previously only had three tracks. This platform was added at that time, and was used by southbound North Shore Line trains. I was actually on a southbound Howard train one day when it unexpectedly stopped here, so I got off and took a look around, just to see what it was like. This has all been removed now, of course. The overhead wire was used by freight trains that ran at night. This picture was taken in April 1973.

In the late 1950s, a fourth track was added to a small portion of the Howard line that previously only had three tracks. This platform was added at that time, and was used by southbound North Shore Line trains. I was actually on a southbound Howard train one day when it unexpectedly stopped here, so I got off and took a look around, just to see what it was like. This has all been removed now, of course. The overhead wire was used by freight trains that ran at night. This picture was taken in April 1973.

The view looking the other way from the platform at Wilson that opened around 1960 (this picture taken in April 1973).

The view looking the other way from the platform at Wilson that opened around 1960 (this picture taken in April 1973).

CTA's Tower 18 at Lake and Wells in July 1971, looking north.

CTA’s Tower 18 at Lake and Wells in July 1971, looking north.

A work train of 4000s is southbound just north of the Loop in July 1971.

A work train of 4000s is southbound just north of the Loop in July 1971.

Here, we are looking north from the old Randolph and Wells station in May 1971, looking to the junction of Wells and Lake. This station has since been replaced by Washington and Wells.

Here, we are looking north from the old Randolph and Wells station in May 1971, looking to the junction of Wells and Lake. This station has since been replaced by Washington and Wells.

In May 1971, we see the rear of a northbound Evanston Express train of 4000s, just leaving the old Randolph and Wells station.

In May 1971, we see the rear of a northbound Evanston Express train of 4000s, just leaving the old Randolph and Wells station.

If I had to guess the location of this July 1971 picture, taken on Chicago's north side, it would be between Wilson and Sheridan.

If I had to guess the location of this July 1971 picture, taken on Chicago’s north side, it would be between Wilson and Sheridan.

This Howard “A” train is heading southbound in July 1971, under a section that still had overhead wire for use by freight trains that ran at night. The Howard train, of course, used third rail for current collection exclusively. Perhaps one of our readers can help identify which station this is.

This picture was taken at Granville on the Howard line in May 1971.

This picture was taken at Granville on the Howard line in May 1971.

Again, Granville on the Howard line in May 1971.

Again, Granville on the Howard line in May 1971.

The rest of the work train, in July 1971.

The rest of the work train, in July 1971.

This July 1971 photo shows either the Halsted or Racine station on the Congress line. The train is heading west, away from the photographer. In those days, many stations had these “pay on train” signs, and when illuminated, that meant there was no ticket agent on duty, and the conductor would collect your fare on the train. There are no more conductors now, so this practice ended a long time ago. There were large grassy areas on each side of the tracks along portions of the right-of-way, because plans originally called for four tracks here. There had been four tracks when this was part of the Metrolpolitan “L” main line. In the new arrangement, two tracks would have been used by Lake Street “L” trains, which were at one time intended to be re-routed onto the Congress line.

If this is the same location as the last picture, this is the Racine station, this time looking to the east. Again, this is July 1971. This is a westbound Congress-Milwaukee “A” train.

Finally, here is the uncorrected version of the picture at the top of this post.

Finally, here is the uncorrected version of the picture at the top of this post.

Milwaukee Trip

Here are some photos I took in Milwaukee on May 3rd. They show the new Milwaukee streetcar circulator line, which began service last November, and memorabilia from the Dave Stanley collection. On the way up, I stopped in Kenosha and snapped a few pictures of the tourist PCC line there.

Recent Finds

Two CTA “L” trains pass each other at Wabash and Lake in April 1975. At left, we see a Loop Shuttle made up of 6000s; at right, a Lake-Dan Ryan set of 2000s. The Loop Shuttle was intended to make it easier to get from one downtown station to another, but was not really necessary and was eventually discontinued. It originally came about in the wake of the 1969 changes, whereby the Loop was made bi-directional. At rear we see the old Sun-Times/Daily News building, which stood at 401 N. Wabash from 1958 until 2005. It is now the site of the Trump International Hotel and Tower. Just over two years after this picture was taken, part of an “L” train fell off the structure at this curve.

On March 2, 1980, photographer Arthur H. Peterson snapped this picture of CTA Historic Cars 4271-4272 at the Dempster terminal in Skokie. The occasion was a fantrip.

On March 2, 1980, photographer Arthur H. Peterson snapped this picture of CTA Historic Cars 4271-4272 at the Dempster terminal in Skokie. The occasion was a fantrip.

In February 1977, a two-car CTA Ravenswood train of “flat door” 6000s is about to stop at the old Clark and Lake station in the Loop, on its way towards Kimball and Lawrence on Chicago’s northwest side. This station has since been replaced by a more modern one, with entrances connected to nearby buildings.

Chicago & North Western steam locomotive 511, a 4-6-2, is northbound at the EJ&E (Elgin Joliet & Eastern Railway) overpass in North Chicago, IL on the afternoon of July 13, 1955. In the foreground, we see the tracks of the Chicago North Shore & Milwaukee, the North Shore Line. North Chicago was also the original home of the Illinois Electric Railway Museum, which relocated to Union in the early 1960s. (Robert Selle Photo)

Chicago & North Western steam locomotive 511, a 4-6-2, is northbound at the EJ&E (Elgin Joliet & Eastern Railway) overpass in North Chicago, IL on the afternoon of July 13, 1955. In the foreground, we see the tracks of the Chicago North Shore & Milwaukee, the North Shore Line. North Chicago was also the original home of the Illinois Electric Railway Museum, which relocated to Union in the early 1960s. (Robert Selle Photo)

Recent Correspondence:

Miles Beitler writes:

This may be of interest to the history buffs — just before the opening day of Skokie Swift revenue service in 1964, the CTA ran free demonstration rides between Dempster and Howard. I was with a group of people on the Chicago Avenue bridge watching the trains coming in and out of Howard. I overheard a conversation among several of them, possibly CTA officials or workers, to the effect that the CRT/North Shore had originally planned for the tracks to run under Chicago Avenue and the C&NW but then to immediately rise and pass through the rest of Evanston on an embankment. However, this would have required the closing of Custer Avenue, which the City of Evanston refused to do. So the open cut was continued past Asbury, and the embankment did not begin until just east of Dodge.

Dave, you know much more about the Lake Street line than I do. How was the transition from 3rd rail to trolley poles done on Lake? Did they raise or lower the poles at Laramie, or was it done on the fly between Laramie and Central?

On Lake, the transition point was originally at Laramie, but some time prior to the 1962 changeover to the embankment, this was moved further west, to a point closer to Central, most likely to facilitate construction. This may have been done in 1961. I believe we have posted pictures in the past showing both changeover points.

Miles Beitler, again (in reference to some of the comments at the end of this post):

I want to clarify an earlier comment regarding when the Evanston Express began using track 1 between Howard and Granville. Andre Kristopans claimed that it wasn’t until the late ’60s, but I’m sure it was before that based on my personal knowledge and information from Graham Garfield. I mentioned that in my earlier comment — see the paragraph below — but let me expand on that.

Graham Garfield states on his website “No gauntlet track was needed for third rail clearance on Track 1 between Howard and Granville because there was no third rail there until November 1964, this section instead being solely powered by overhead wire.” Garfield also states that this is when SB afternoon Evanston Express trains began using track 1 out of Howard, but this may only be an assumption.

Why do I say that this may only be an assumption? Because elsewhere on his website, Garfield says:

“The year 1955 brought a new express service. On November 28th, the Shoppers Special service was reinstated on an experimental basis. The service ran Monday through Friday midday to the Loop using 6000-series cars 6123-6130 (specially equipped with trolley poles) and 5000-series cars 5001-5004. The Shoppers Special made all stops between Linden and South Boulevard, then Fullerton, the Merchandise Mart, and the Loop.”

So according to Garfield, these trains came from Evanston with their poles raised, and they breezed right through Howard without stopping. Were the poles quickly lowered while the train was passing Howard on track 2? It would seem more logical for the train to pass Howard on track 1, keeping its poles raised, and lower the poles at Granville instead. But then Garfield mentions that Howard was added as a stop the following year, and he displays a photo of a Shoppers Special stopped at Howard with its poles down. So I just don’t know which track these trains used, and perhaps Garfield isn’t sure either.

One point I’m absolutely clear on: I vividly recall watching from the Chicago Avenue (Evanston) bridge as North Shore trains approached Howard while the conductors or trainmen stood outside the cars and raised the trolley poles. Andre Kristopans confirmed this as well.

Prewar Chicago PCC 7010 is at the western terminal of Route 63 - 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were "tiger stripes," intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Prewar Chicago PCC 7010 is at the western terminal of Route 63 – 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were “tiger stripes,” intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Our resident South side expert M. E. writes:

Regarding
https://thetrolleydodger.files.wordpress.com/2019/04/img066-1.jpg
I want to discuss the name of the town. Is it Summit or Argo?

I remember using the names interchangeably. There was, and still is, Argo Community High School. But Amtrak and Metra call their station Summit.If you Google “Summit Illinois”, up comes another possibility: Summit-Argo.  If you go to http://www.usps.com/zip4 and enter the address 6400 Archer Av, which is where Corn Products (maker of Argo Starch) is located, up comes “6400 S Archer Rd, Summit Argo IL 60501-1935”. Finally, if you google “Corn Products Illinois”, up comes that same street address, but in Bedford Park.

All of which means the area southwest of 63rd and Archer is sort of in no-man’s-land.

OK, here’s a nit comment about the picture itself. The bus headed for Argo may have said Argo rather than Summit because there is no place to turn around at 63rd and Archer. So the bus probably had to turn left onto Archer and proceed to Corn Products’ parking lot in order to turn around.

There is no town called Argo… the entire area is Summit. The Argo name comes from the factory, which has led locals to nickname it “Summit-Argo.” Here is a map, which shows the area in question is Summit, even though there is an Argo High School:

M. E. replies:

If there is no town called Argo, wherefore cometh the name Summit Argo? Why not just Summit?

The only current pure use of the name Argo is for the high school. But why did that name originate? Might the town have been named Argo when the school began?

Here’s something interesting I just discovered at http://www.usps.com/zip4 . There, you can look up a ZIP code and see which cities have that ZIP code.
For 60501, I see:

Recommended city name
SUMMIT ARGO

Other city names recognized for addresses in this ZIP code
ARGO
BEDFORD PARK
SUMMIT

This tells me some people still use Argo as the town name.

Back to the CTA bus sign 63A ARGO. Why would the CTA do that? They could just as easily have accommodated 63A SUMMIT. I contend they used ARGO because the locals in that area called the town Argo. And I contend the town was called Argo because its largest employer, Corn Products, manufactured Argo Starch.

I have yet another source: A book titled “Train Watcher’s Guide to Chicago”, authored by John Szwajkart, dated 1976. It is accompanied by a map of railroad tracks in the entire Chicago area. The map shows two separate stations: Argo and Summit. The Argo station is south of Summit, around where Corn Products is located.

Finally, I fall back on what I remember calling that area when I was a kid. I called it Argo. Anecdotal, of course.

So it boils down to this: We can agree to disagree.

But isn’t this fun?

M E

The town of Summit was founded in 1890, and the Argo factory was started in 1907 in an unincorporated area to the south of Summit. Summit annexed it in 1911.

The USPS will accept names for areas that are not, strictly speaking, the actual municipal names. I can think of numerous instances of this happening. Sometimes, these are neighborhood nicknames. Such is the case with “Summit Argo.”

Interestingly, there is a film called Argo, which has nothing to do with Summit or Argo in Illinois.

Arrrgh!!!

-David Sadowski

Now Available On Compact Disc

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


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

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

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern

$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.

Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30

Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31

Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02

Total time (3 discs) – 215:03


The Trolley Dodger On the Air

We appeared on WGN radio in Chicago last November, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

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

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

Bibliographic information:

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

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Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don's Rail Photos: "100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned." This slide has "Q transfer" noted on it-- not sure what that means. (James J. Buckley Photo)

Waterloo, Cedar Falls & Northern car 100 on the Southern Iowa Railway on October 13, 1963. Don’s Rail Photos: “100 was built by McGuire-Cummings in 1914. It was built as a second motor to operate behind the 140s as a two car train. The baggage compartment was a kitchen, and the rear end was an open platform observation. The buffet section was replaced with coach seats in 1918. The car was then rebuilt with a control station and baggage compartment in 1928 and the rear platform was enclosed at that time. It was the last interurban left on the WCF&N when it became diesel freight, and it was donated to the Iowa Chapter of the NRHS in 1956. It was moved to Centerville and operated on the Southern Iowa Ry. When the SI cut back its operation and dieselized, the Iowa Chapter transferred the car to the Iowa Terminal RR in 1966. Shortly after it was repainted and put into charter service, it was destroyed in the carbarn fire early November 24, 1967. It had been the only car saved from the WCF&N roundhouse fire on October 31, 1954, when the other two cars of its class burned.” This slide has “Q transfer” noted on it– not sure what that means. (James J. Buckley Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

The new and the old. CTA 5007 and 2269 at Rosemont on August 26, 2010. The 2200s have since been retired. (Bruce Nelson Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab with a Philadelphia & Reading coach at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

An Oshawa steeple cab at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Montreal observation car #4 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company Birney car 3001 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Illinois Terminal double-ended PCC 451 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

New Orleans #836 and Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Rio car #1850 at the Connecticut Trolley Museum in May 1967. (Gerald H. Landau Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 at Branford on May 30, 1964. (J. W. Vigrass Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

Connecticut Company open car 1414 was built by Osgood Bradley in 1911. Here, we see it at the Shore Line Trolley Museum located at Branford, Connecticut on June 18, 1966. (William C. Janssen Photo)

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place-- renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

You would be forgiven for thinking this December 18, 1955 photo shows CTA Pullman 144. But this was actually the excursion where car 144 was promised, but 225 was substituted in its place– renumbered with the help of a few pieces of oilcloth. Here, the fantrip car is seen at Broadway and Devon.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7138, a product of the St. Louis Car Company, at the State Street loop near 84th on February 11, 1950. This location is now occupied by the Dan Ryan expressway.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

CTA PCC 7070 at the Clark and Howard loop on July 4, 1954.

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit's Liberty Bell route trains. (S. Bogen Photo)

Philadelphia & Western (aka Red Arrow) Bullet car 202 at Norristown in 1949. Behind 202, you can see the ramp leading down to street level, used by Lehigh Valley Transit’s Liberty Bell route trains. (S. Bogen Photo)

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

By May 1961, when this photo was taken in Norristown, Liberty Bell Limited trains had been gone for nearly a decade. As you can see at left, the ramp leading down to ground level was removed and blocked off with an advertising sign.

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) Brilliner car 3 at Gay and High Streets in West Chester on June 6, 1954, at the end of trolley service on this route. The longest Red Arrow line was mainly a single-track side-of-the-road operation, which had to give way for the widening of West Chester Pike. (Edward S. Miller Photo)

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban (aka Red Arrow) car 78 at Larchmont Station on West Chester Pike at Media Line Road, Newtown Township, PA on May 9, 1954. Photographer Edward S. Miller noted that he later operated this car at the Arden trolley museum.

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

Philadelphia Suburban double-end car 19, which looked like a PCC but does not technically qualify as one, since it had standard interurban trucks and motors. It is captured on May 9, 1954 at Broomall Station on West Chester Pike at Sproul Road in Marple Township, PA. (Edward S. Miller Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

A pair of Bullet cars running in multiple units on the Red Arrow Norristown High Speed Line on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 11 at the end of the line on the short Ardmore branch on September 9, 1958. (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is "Drexelbrook, inbound." (Clark Frazier Photo)

Philadelphia Suburban (aka red Arrow) car 13, a product of the St. Louis Car Company, on the Media line on September 9, 1958. Garrett Patterson says the location is “Drexelbrook, inbound.” (Clark Frazier Photo)

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

Philadelphia Suburban double-ended car 15, built by St. Louis Car Company in 1949, is seen at Gay and High Streets in West Chester, at the end of the long West Chester trolley line.

To see many more Philadelphia pictures like the ones above,take a look at our previous post Red Arrow in West Chester (September 13, 2016).

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit closed car #1 on May 19, 1935.

Fairmount Park Transit open car 18 at the car barn.

Fairmount Park Transit open car 18 at the car barn.

For more pictures like the two above, check out our previous post The Fairmount Park Trolley (November 7, 2017).

CTA one-man car 1743 (signed for Route 21 - Cermak, but the photographer has written "Lake Street") entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

CTA one-man car 1743 (signed for Route 21 – Cermak, but the photographer has written “Lake Street”) entering Kedzie Station at 5th Avenue and Jackson Boulevard on July 21, 1952. This picture looks to have been taken at about the same time as another, which shows a PCC car, on page 102 of my book Chicago Trolleys. (Robert Selle Photo)

Indianapolis Railways "Peter Witt" car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 173 is shown at the Broad Ripple loop on June 6, 1951. Broad Ripple Village is an Indy neighborhood that was once an independent municipality. It was annexed into Indianapolis in 1922. (Robert Selle Photo)

CSL "Matchbox" 1169 at Damen and Taylor on June 2, 1945. Don's Rail Photos says, "1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944." Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

CSL “Matchbox” 1169 at Damen and Taylor on June 2, 1945. Don’s Rail Photos says, “1169 was built by St Louis Car Co in 1903 as CUT 4698. It was renumbered 1169 in 1913 and became CSL 1169 in 1914. It was retired on September 16, 1944.” Not sure about the discrepancy in dates, but some renumbering of these cars did take place.

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Chicago Aurora & Elgin cars 401 and 431 are crossing the DesPlaines River westbound on August 29, 1953, about a half mile west of the DesPlaines Avenue station. This is now the site of I-290. The CA&E tracks and bridge were moved north of the highway in 1959 but were never used by the interurban, which was subsequently abandoned. In this section, the CA&E ran parallel to Harrison Street, which has also been taken up by the highway. (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be "bustituted." (Robert Selle Photo)

Three CTA arch-roof cars awaiting scrapping on May 16, 1954: two-man 6141, one-man cars 6167 and 3128 at South Shops. This was just two weeks before the end of all red car service in Chicago, and was also the date of a fantrip that ran on all the lines that were about to be “bustituted.” (Robert Selle Photo)

Images From the Wien-Criss Archive

Our thanks to Jeffrey L. Wien for sharing these classic pictures with our readers.

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

A three-car train of Boston MTA PCCs, running on Commonwealth Avenue east of Summit Avenue on May 31, 1961. (Clark Frazier Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA's Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

The Chicago Great Western Railway merged with the Chicago & North Western in 1968, and most of its trackage was thereafter abandoned. But on February 21, 1965, we see CGW freight #91, running westbound on Baltimore & Ohio Chicago Terminal tracks, parallel to I-290 just west of Lombard in suburban Oak Park, Illinois. The motive power consisted of 104A, 105B, 106C, 116F, 1100, 112C, and 177. At right, you can see the secondary entrance to the CTA’s Congress rapid transit line at Lombard. The main entrance at Austin Boulevard is two blocks east of there. The CGW split off from the B&OCT in Forest Park a few miles west of here, and then ran parallel to the Chicago Aurora & Elgin interurban through Bellwood. (James J. Buckley Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Kansas City Public Service PCCs 712 and 796 at the 48th and Harrison yard on October 16, 1956. PCCs last ran in Kansas City in 1957, but streetcars returned to Kansas City in 2016. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

Chicago North Shore & Milwaukee city car 360 on Glen Flora Avenue in Waukegan, Illinois. This picture could not have been taken after 1947. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street "L", on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 529, as seen from the Ashland station on the Lake Street “L”, on May 7, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park "L" station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA 1725 is operating as a one-man shuttle car on the Madison-Fifth branch line on Route 20 on February 15, 1953. The car is heading southwest on Fifth Avenue approaching Harrison Street and Pulaski Avenue, which was the end of the line near the adjacent Garfield Park “L” station. I thought at first that the date might actually have been 1954, but subsequent research shows the 1953 date to be correct (see correspondence with Tony Waller below). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at 70th and Ashland (69th Street Station) on May 23, 1953. The sign above the streetcar bays is now at the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos - Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

Chicago Surface Lines 4118, built by Pullman, heads southbound on Clark at Wacker on June 13, 1947. We ran a version of this picture before, in our post More Chicago PCC Photos – Part Six (November 30, 2015), but this one is better, as it is a scan from the original medium format negative. (Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 230 is southbound on Clark Street, having just crossed the bridge over the Chicago River on May 18, 1954. This was less than two weeks before the end of red car service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

In this November 4, 1952 view, CTA 593 is on Clark Street, heading south to the Limits car barn, while car 562 is on Southport, the north end of the Ashland route. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 - Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On August 7, 1952, CTA 452 is at the north end of Route #9 – Ashland, on Southport just north of Irving Park Road. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

On July 13, 1955, a 700-series North Shore Line car is being converted into a Silverliner, while flanked by cars 419 and 746 at the Highwood Shops. (Robert Selle Photo, Wien-Criss Archive)

Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 6171 is at Lawrence and Clark in December 1951. Note the outdoor scale at left. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt's department store, which was located on Adams between Ogden and Ashland. The "L" to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park "L" would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 1784 is heading southwest on Ogden (Route 58) at Van Buren and Honore. To the right, buildings are being cleared away for the Congress Expressway. To the north, you can see a Wieboldt’s department store, which was located on Adams between Ogden and Ashland. The “L” to the rear is the Met branch leading to Logan Suare, already out of service for several months when this picture was taken in August 1951. The Garfield Park “L” would have been directly behind the photographer, smack dab in the middle of what became the expressway footprint. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullmans 546 and 553 cross near a safety island at 71st and Ashland on June 29, 1953. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago's Loop "L" at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

In this amazing June 22, 1953 view of the junction at Tower 18, on Chicago’s Loop “L” at Lake and Wells, we see CTA Evanston Express and Garfield Park trains, with a North Shore Line train in the background. Until 1969, both Loop tracks ran in the same direction, so the two cars are heading towards the photographer, while the North Shore Line train is going away. The photographer was standing on the Randolph and Wells platform. That station has since been replaced by Washington and Wells. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of "L" at the rear, part of a section known as the "triple curve," is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 643 is westbound at North and Halsted on August 14, 1948. That section of “L” at the rear, part of a section known as the “triple curve,” is still there today, and is used by Brown and Purple Line trains. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Clark Street PCC 4361 and Broadway PCC 7175 meet at Clark, Broadway, and Diversey on November 8, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 558, turning onto Ashland from Irving Park Road on May 19, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 - Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA one-man car 3276 on Route 50 – Damen at about 2300 North. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA 926 is a Lincoln-Peterson car at Division and Clark in June 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a "tripper" on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 58 is running as a “tripper” on Broadway-State on May 18, 1954. Here, we see it southbound on State Street, crossing the Chicago River over the bridge that was put into service in 1949. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 - Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 575 is southbound on Paulina near Washington Boulevard, running on Route 9 – Ashland on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream "L" car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street "L" train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

A green and cream “L” car passes a green and cream trolley. CTA 4327 is at the front of a Lake Street “L” train, running at ground level under trolley wire at Pine Street, while CTA 3141 prepares to turn and cross the tracks, heading to the other side of the Chicago & North Western embankment on September 26, 1953. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

Trolley scrapping: except for a few stragglers, nearly all red cars were scrapped by the CTA after being taken out of regular service on May 30, 1954. On November 6, 1954, we see Big Pullmans 248 and 585 at right, and one of the cars at left is 604 in this scene at South Shops. (Robert Selle Photo, Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

The late Robert Selle, a very gifted photographer, took his own picture inside CTA streetcar 3217 at 69th Street Station on July 12, 1952. (Wien-Criss Archive)

Bob Selle took a "fast shot" of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

Bob Selle took a “fast shot” of CTA 681 just inside the gates at Limits Station on June 28, 1952. Limits was located at 2650 North Clark Street, which was the city limits in the late 1800s. (Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

In this September 5, 1953 view, looking west from the CTA Racine Avenue station on the old Metroplitan main line, we see the Throop Street Shops at right. A CA&E train is approaching us, heading toward the Loop. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood "A" train, made up of 200 and 300-series "L" cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

A 6-car CTA Ravenswood “A” train, made up of 200 and 300-series “L” cars, approaches Clark and Lake on September 15, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A two-car CTA train of railroad-roof cars is on the bridge over the North Shore Channel on the Evanston line on November 29, 1952. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA "L" cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years' service. (Robert Selle Photo, Wien-Criss Archive)

A view of the first 6400-series CTA “L” cars head into Chicago on a North Shore Line freight train on February 19, 1955. The location is just south of the Highmoor, Illinois station. Some of the parts used on these cars were recyycled from scrapped CTA PCCs that had less than 10 years’ service. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 - Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA's desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman PCC 4063 is turning from Madison Street onto Franklin on its way into the Loop, running on Route 20 – Madison. In this September 16, 1953 view, car 4063 appears to have suffered some front-end damage that has gone unrepaired. This is probably due to the CTA’s desire to scrap these cars within the next year or so. (Robert Selle Photo, Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 - Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an "RJA" at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

CTA PCC 4081, heading south on Route 22 – Clark-Wentworth, proceeds slowly through a work zone at Clark and Van Buren on July 17, 1954. For more pictures of this, see our previous post Track Work @Clark & Van Buren, 1954 (February 1, 2015). This negative was apparently sold by an “RJA” at one point, which may mean the photo was taken by railfan Richard J. Anderson. This track work was related to the conversion of Clark and Dearborn into one-way streets downtown. (Wien-Criss Archive)

From the Collections of William Shapotkin

Again, our tanks to Bill for sharing these with us.

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CTA PCCs 7182 and 4380 (or is it 4390?) are turning from Wentworth onto Vincennes at 73rd Street on Route 22. From the looks of the automobiles, this picture may have been taken in 1958. (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, "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." (William Shapotkin Collection)

CSL/CTA 6213 at 93rd and Exchange Avenue. The slide said the cross street was Anthony, but as Tony Waller points out, “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.” (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car "is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east." (William Shapotkin Collection)

CSL 5130, signed for 31st and Lake Park. Bill Shapotkin says this car “is at Archer/Pitney. The view looks N-N/W on Pitney. The car has just changed ends and will take the crossover to head east.” (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location "is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation." (William Shapotkin Collection)

CSL 5083 is signed for Pitney and Archer. Bill Shapotkin say this location “is E/B in 31st, the car has just x/o South Park (now King Dr). The church on the S/E corner is still-standing and either is or has just undergone renovation.” (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location "is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Bill Shapotkin says this location “is W/B at Wallace (note address of 556 on building at left and car tracks in Wallace). View looks E-N/E.” (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

CTA 6199 is signed for Route 87A. (William Shapotkin Collection)

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it's a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to "Dutch" Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

This close-up from the previous image, although not very sharp, does show that this car is a Frazer, a product of the Kaiser-Frazer company, If I had to guess, I would say it’s a 1947 model, possibly a Frazer Manhattan. Most of the styling on this car is attributed to “Dutch” Darrin. Kaiser-Frazer was an independent automaker between 1946 and 1954, started by aluminum magnate Henry J. Kaiser.

CTA one-man car 3224 is at 92nd and Baltimore. That's a bus trailing behind. (William Shapotkin Collection)

CTA one-man car 3224 is at 92nd and Baltimore. That’s a bus trailing behind. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA Pullman 144, possibly on a late 1950s fantrip. This car is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3219 is at 87th and Escanaba in May 1950, at the end of the line for Route 87A. The operator is changing ends. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA one-man car 3220 is at 67th and Oglesby in June 1952, on Route 67. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 6153. (William Shapotkin Collection)

CTA 7191 is at 81st and Wallace on Route - Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA 7191 is at 81st and Wallace on Route – Clark-Wentworth. (Robert W. Gibson Photo, William Shapotkin collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CTA Pullman 459 is at Ashland and 27th Street on Route 9 in February 1951. (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. Michael D. Franklin adds, "This picture shows 6181 heading south on Larrabee St between Crosby St and Kingsbury Street. Building with 'Adams Mfg. Co.' is still standing at 907 N. Larrabee Ave." (William Shapotkin Collection)

CSL 5147, signed for Pitney and Archer. (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, "This car is at East end-of-line in 26th east of Lake Park Ave -- note IC catenary in background. View looks N/E." (William Shapotkin Collection)

CSL 5154, signed for Piney and Archer. Bill Shapotkin says, “This car is at East end-of-line in 26th east of Lake Park Ave — note IC catenary in background. View looks N/E.” (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA 5278 at 79th and Western in March 1948 on Route 79. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6224 is at 92nd and Commercial in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CTA one-man car 6272 is at 89th and Buffalo on Route 93 in April 1948. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CSL one-man car 6213 is at 89th and Avenue O in October 1946, on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA 6209 is at 94th on July 2, 1949, running on Route 93-95. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

CTA Pullman 677 is at Pulaski and Bryn Mawr in 1949 on Route 53. (William Shapotkin Collection)

Bill Shapotkin writes:

All the pix of a ‘GM&O” passenger train are of the southbound “Plug,” the Chicago-Joliet suburban train. Even after the ICG merger, the train continued to operate with GM&O equipment — and indeed, the loco (do not recall if it was 880-B or not), even got a new GM&O logo stenciled onto its nose. Bi-level equipment arrived (I believe) circa 1977-79, when a second “Plug” was added to the schedule.

A Gulf, Mobile & Ohio passenger train near Chicago's Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A Gulf, Mobile & Ohio passenger train near Chicago’s Loop. This slide was process in August 1972, right around the time that the GM&O was merged into the Illinois Central. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A GM&O diesel in August 1972, near some Penn Central motive power. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A diesel loco, still in GM&O colors, on August 15, 1978. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A GM&O loco heads up a passenger train in August 1975 and prepares to pass an Amtrak train. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago's Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train near Chicago’s Loop in August 1970. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

A Chicago & North Western commuter train in Maywood on August 4, 1969. (William Shapotkin Collection)

CTA "Fishbowl" bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA “Fishbowl” bus 1253 at Jefferson Park on June 25, 1978, running on Route 81. (Ronald J. Sullivan Photo, William Shapotkin Collection)

CTA "Fishbowl" 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA “Fishbowl” 1178 leaving Jefferson Park on Route 81 on March 10, 1980. (William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 - Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

CTA bus 6286 is turning from Clark onto Southport in April 2008. This is the north end for Route 9 – Ashland. (John J. Le Beau Photo, William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 4718 at the Mitchell International Airport cell phone parking lot on September 30, 2016. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5612 at the Mitchell International Airport cell phone parking lot on April 26, 2017. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5180 at the Bayshore loop on February 20, 2012, running the Green Line to Mitchell Airport. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5174 at the 60th and Vliet loop on May 27, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5129 at 35th and Silver Spring on June 9, 2012, running Route 19. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5162 at the 60th and Vliet loop on February 19, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Milwaukee County Transit System 5137 at the 60th and Vliet loop on March 5, 2012, running Route 33. (William Shapotkin Collection)

Railroad Record Club News

From Kenneth Gear:

I just found an interesting RRC document on line. It is a list of all RRC records available at the time of RRC 12 the DM&IR record’s release. I found it on a British vinyl record website but the copy of RRC 12 it came with was already sold. Unfortunately the scan is low res and there wasn’t much I could do to fix it. I color corrected it and sharpened the image. It is readable and contains a little bit of info about the club membership.

Recent Correspondence

Barry Shanoff writes:

I haven’t seen any updates in a while. I hope all is well.

Thanks for writing.

I worked 15 out of 16 days in a row last month as an election judge, and that pretty much wore me out for a while. After that, it took me a couple weeks to get back up to speed.

Meanwhile, I have also been working hard on my next book, now scheduled for publication on October 1st. It’s close to being finished. I am also collecting material for what I hope will be next year’s book.

I have also been collecting lots of new images for the blog (see this post!).  There’s a major article coming soon by Larry Sakar about Milwaukee streetcars, plus lots of images that other people have shared with me, in addition to ones I have purchased.

So although there hasn’t been a post in a while, a lot of work, as always, has been going on behind the scenes.

Charlie Vlk writes:

In case you haven’t come across this site the Indiana Historical Society has photos of 4200s being built and North Shore and South Shore items.

http://images.indianahistory.org/cdm/search/collection/p16797coll21/searchterm/chicago/order/title

There is an excellent film of a North Shore Line wreck filmed on February 24, 1930 at https://mirc.sc.edu/islandora/object/usc%3A48292

PS- Still looking for photos of the Douglas Park CB&Q / El stations.

Thanks very much for sharing these links!

Thomas Kruse writes, regarding our previous post A Shoebox Full of Dreams (September 21, 2017)

A caregiver for my father sent this to me. My father is the Marvin C. Kruse you cited. A few corrections. My dad just celebrated his 96th birthday a few weeks ago, alive and well. Also he never said he was POW.

I LOVE what you have done with his photos that my brother sold. This is a real benefit for all. Very good memories; Dad enjoyed this blog, too.

Looks like some of the information I dug up applied to a different Marvin C. Kruse. We have corrected the post, thanks. Glad he likes it.

Jack Bejna writes:

Another great post! The time you spend in preparation of these posts has to be enormous and just want you to know that your efforts are appreciated!

More CA&E images to come!

Tony Waller writes:

While I commend you for keeping up the great work, I believe I detected some errors in your photos. In the photo of the Fifth Avenue shuttle’s one-man red car that you said must be 1954 and not the cited 1953. It could well have been 1953. When streetcars were replaced by weekend/holiday buses on Route 20 Madison and Madison/Fifth in March 1952, buses ran on the Fifth Avenue branch only on Saturdays (through to the Loop). One-man red cars instituted the shuttle service on Fifth Avenue on Sundays and major holidays. Following complete bus substitution on the main line of Madison in December 1953, the one-man red car shuttle provided all service (seven days per week) on Fifth Avenue until February 1954 when the branch was discontinued without replacement.

The photo of the IC electric suburban train does not appear to me to be at Halsted (West Pullman) station on the Blue Island branch. I can’t say where it is, however.

The photo of the two wooden “railroad roof” Chicago Rapid Transit cars are not on the Central St., Evanston elevation; but are on the bridge over the nearby North Shore Channel waterway.

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.

But as I said above, keep up your great work!

Thanks for the corrections. I did already fix the caption for the IC picture, which was the result of the neg envelopes getting switched between two negs. Not sure whether Bob Selle did this, but in any event I purchased one neg and Jeff Wien the other. Once we swap neg envelopes, order will be restored in the universe.

The www.chicagorailfan.com web site gives May 11, 1952 as the date when buses were substituted for streetcars on weekends for Route 20, but did not say anything about the Madison-Fifth branch line still being operated with trolleys as a shuttle until December 13, 1953.  Admittedly, some of this minutiae does get a bit confusing.

However, this is all clarified on page 284 of Chicago Surface Lines: An Illustrated History (Third Edition), where author Alan R. Lind notes:

“CTA substituted buses for the Madison main line cars on weekends only starting May 11, 1952… (regarding the Madison-Fifth branch) On May 11, 1952 it remained a two-man car route on weekdays to downtown, but became a bus route to downtown on Saturdays only, and a one-man shuttle car route on Sundays only.”

One reason Madison-Fifth was eventually discontinued without bus replacement was the construction of the Congress (now Eisenhower) expressway. It was decided to simply truncate Fifth Avenue at the highway and no bridge was built crossing it. Other cutbacks to that street have followed, to the point where today it is perhaps a vestige of what it once was.

The other thing that cinches it is the calendar. February 15, 1953 was a Sunday, when shuttle cars would have been running, while the following year the 15th was a Monday.  Since Bob Selle marked on his neg envelope that this was a Sunday, the 1953 date must be correct after all.

Our resident South Side expert M. E. writes:

Missed you, wondered where you went. Glad you’re back.

https://thetrolleydodger.files.wordpress.com/2018/04/image616.jpg
Your caption says “signed for route 1 – Cermak.” Cermak was — and still is — route 21, as is displayed on the streetcar’s front sign.

https://thetrolleydodger.files.wordpress.com/2018/04/image742.jpg
The reason the original year given was 1953 is simple — everyone forgets to adjust for a new year until a few months into the new year. I’m sure you have written checks with the prior year’s date.

https://thetrolleydodger.files.wordpress.com/2018/04/image691.jpg
Behind the streetcar you see the tracks and the trolley wires curving to the left. Also, this streetcar is crossing a railroad. Also, the sign indicates the car is westbound to 95th and State. All of this tells me this is the area west of Stony Island Ave. where the 93rd/95th streetcar wiggled through several streets, heading west and south, before crossing the railroad seen in the picture. I also think the person in the front left window of the streetcar is its conductor. When the streetcar approached the railroad crossing, it stopped. The conductor had to get out of the streetcar, walk up to the railroad track, look both ways for trains, and then signal to the motorman if it was okay to cross the railroad tracks. The conductor probably re-boarded the streetcar at the front. He could stay there a while because the next streetcar stop was a fair distance west. By the way, this crossing required a two-man crew, which otherwise would have been only one man because of relatively light patronage on that line. The customers on this particular run were most likely steelworkers heading home.

https://thetrolleydodger.files.wordpress.com/2018/04/image688.jpg
I wondered why there was a Gulf, Mobile and Ohio passenger train in 1972, because most passenger railroads yielded to Amtrak in April 1971 (the only exceptions being the Rock Island, Southern, and Rio Grande). So I guessed this picture has to depict a commuter train. I looked up “GM&O commuter train” in Google, and sure enough, it was GM&O’s only commuter train of the day, called the Plug.

The “2” key on my computer keyboard has been malfunctioning recently, which explains why I typed 1 instead of 21.

Additional research seems to show the 1953 date is correct for image742. See my correspondence with Tony Waller, which I have posted to the main body of the post.

I will post your other corrections later today, thanks! Always great to hear from you.

George Trapp writes:

Great to see your latest post. I do have one small correction on one photo and a couple of observations on another.

The June 22, 1953 view of Tower 18 on the Loop Elevated: The train approaching on the left is an Evanston Express not a Ravenswood. The lead car is a former Northwestern Elevated 1000 series gate car, note left hand cab and trolley poles. The Ravenswood used former South Side gate cars that had been used on the Wilson-Kenwood locals at this time in addition to new 6000’s.. Also, run #509 is an Evanston run number, Ravenswood’s were in the 400’s. Train behind is a Ravenswood at Merchandise Mart with 6131-6200 series cars.

Photo of Air-Door Pullman #528 on State Street bridge running as a Broadway-State tripper on May 18, 1954. Interesting because some of these cars were retained for emergencies after Ashland was converted to bus in Feb., 1954. In your CERA bulletin 146, there’s a photo of a line of them at Devon next to PCC #7195. By May 1954 the Post War PCC fleet was down to 347 cars. One other thing is the former Chicago Motor Coach 1001-1008 series Mack C-50 on the Wabash bridge. Unusual because they were not GM’s CMC’s usual supplier. They were probably purchased at GM’s encouragement because of anti-trust pressure GM was feeling. CMC reverted back to GM for 50 more TDH5103’s delivered four months after the Macks.

It’s great to hear from you; thanks for writing.

Ravenswood was what Bob Selle, the photographer, wrote on his negative envelope, so I went with that. But as we know, no one is infallible, and sometimes what’s written on a neg, slide, or print can turn out to be wrong.

Mr. Selle was a stickler for details, often putting down the day of the week and even the time of day when his pictures were taken, so for him, it’s a rare mistake. I will correct the caption, thanks.

We have written about the last few red cars before, the ones that were kept after May 30, 1954 for emergency use. I am pretty sure we were able to determine which cars they were, and how many.

Adam Platt writes:

Thanks again for the wonderful posts. They keep me up way too late some nights.

You’re welcome!

Wally Weart writes:

A home run, really one of the best so far.

Thanks!!

Glad you like this post.  Again, special thanks to Jeff Wien and Bill Shapotkin for their contributions.

-David Sadowski

Chicago Trolleys

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

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

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

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

Help Support The Trolley Dodger

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This is our 210th 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 395,000 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.

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

Our 200th Post

CTA Pullman-built PCC 4281 on Route 36 - Broadway-State. Andre Kristopans: "4281 is on 119th east of Morgan."

CTA Pullman-built PCC 4281 on Route 36 – Broadway-State. Andre Kristopans: “4281 is on 119th east of Morgan.”

It is fitting that our 200th Trolley Dodger blog post should appear on Thanksgiving weekend. There is always so much in life to be thankful for.

We are thankful for our relative good health (knock on wood), and thankful for friends and family. Since we began this venture in January 2015, we have made many new friends among our readers.

I am thankful to be able to share these classic images with you.

After wandering far afield recently to such exotic places as Milwaukee and Fairmount Park in Philadelphia, we are home for the holidays with an all-new post chock full of Chicago transit pictures.

We wanted to make this one something special. But that is our goal with every post… we want #199 to be as good as #200, and #201 to be as good as this one. We may not always succeed, but it is not for lack of trying.

Enjoy!

-David Sadowski

PS- We threw in a few shots from outside the Chicago area, just because we liked them.

Meet the Author

Incredibly, this building, which served as the terminal for the Logan Square branch of Chicago's "L" until 1970, is still there, although heavily modified, and now serves as the home of City Lit Books at 2523 N. Kedzie. (Chicago Transit Authority Photo)

Incredibly, this building, which served as the terminal for the Logan Square branch of Chicago’s “L” until 1970, is still there, although heavily modified, and now serves as the home of City Lit Books at 2523 N. Kedzie. (Chicago Transit Authority Photo)

FYI, this Saturday at 5 pm (11-25) I will be at City Lit Books (2523 N. Kedzie Blvd., Chicago) to discuss my new book Chicago Trolleys. Additional authors will be there as well. Their books are Cycling in Chicago and The Great Chicago Fire. I hope to see you there.

More information here.

Recent Correspondence

Wally Weart writes:

David, I want to let you know how much I enjoy your postings. I grew up in Chicago during and after World War II and was able to ride a lot of the streetcar and “L” lines as well as those interurbans still in operation through the 50s and 60s.

Your pictures bring back a lot of memories and show me things that I missed during that period of time as well. Please do know how much your work is appreciated and keep it going.

I appreciate that, thanks! I will do my best.

Another of our regular readers writes:

Creative writing has always been your skill, whether it was the CERA blog, the Trolley Dodger blog, as well as several CERA publications. Some of your postings on the Trolley Dodger blog are mini stories in themselves. Writing seems to come easily to you and you do it well. Such has never been the case for me. Although I have done some writing, maintaining a blog like you do would be boring to me.

I was extremely impressed with your postings on the Fairmount Trolley, the CA&E 400 series Pullmans, and Andre Kristopan’s analysis of the end of the Red streetcars (see our post The Fairmount Park Trolley, November 7, 2017).

Thanks… I think that everyone has a unique contribution to make in life, and we all need to find that “niche” for ourselves. I seem to have found mine with this type of work. No doubt there are other things you excel at that would leave me clueless.

While some might think working on a blog such as this would be a burden, I consider it a privilege and a responsibility. Like many other things in life, you get back out of it what you put in. I hear from so many people who are grateful to see our posts. Like The Beatles famously sang, “And in the end, the love you take is equal to the love you make.”

It’s anything but boring to me, because in the process of researching these articles, I always learn so much. And when I do get things wrong, which does happen, our readers are quick to point that out, and I learn from that too. So, we all learn together and I feel that our readers are an integral part of what goes on here. So again, I am thankful to you.

If you challenge yourself to “think outside the box,” you can achieve more in life than you ever dreamed possible. There is so much to learn in life that I don’t see how it would ever be possible to be bored. There simply aren’t enough hours in the day to take it all in.

Recent Finds

A westbound Garfield Park "Met" car crosses the B&OCT tracks in Forest Park.

A westbound Garfield Park “Met” car crosses the B&OCT tracks in Forest Park.

In July 1965, a two-car train of flat-door CTA 6000s is on the ground-level portion of the Ravenswood route, todays' Brown Line. (Roger Puta Photo)

In July 1965, a two-car train of flat-door CTA 6000s is on the ground-level portion of the Ravenswood route, todays’ Brown Line. (Roger Puta Photo)

CSL Small Pullman 891 is on north Lincoln Avenue, running on Through route 3 (Lincoln-Indiana). Cliff Burnstein adds, "The CSL small Pullman 891 is on the northbound track at the end of the line on Lincoln at Peterson near Kedzie. . The poles have been reversed and 891 will shortly cross over to the southbound track. The north suburban gas tower is seen in the distance to the right."

CSL Small Pullman 891 is on north Lincoln Avenue, running on Through route 3 (Lincoln-Indiana). Cliff Burnstein adds, “The CSL small Pullman 891 is on the northbound track at the end of the line on Lincoln at Peterson near Kedzie. . The poles have been reversed and 891 will shortly cross over to the southbound track. The north suburban gas tower is seen in the distance to the right.”

CTA "Turtleback" 1702 is at Division and California.

CTA “Turtleback” 1702 is at Division and California.

CSL 584, a Milwaukee Avenue car, is at Madison and Canal, in front of the Chicago Daily News building.

CSL 584, a Milwaukee Avenue car, is at Madison and Canal, in front of the Chicago Daily News building.

CTA 6152 at Waveland and Halsted, north end of the Halsted car line in April 1952.

CTA 6152 at Waveland and Halsted, north end of the Halsted car line in April 1952.

CTA 1801 at Kedzie and 67th Streets on March 28, 1948.

CTA 1801 at Kedzie and 67th Streets on March 28, 1948.

CTA 407, signed for the Museum Loop, is on Roosevelt Road in August 1949.

CTA 407, signed for the Museum Loop, is on Roosevelt Road in August 1949.

CTA535 on Milwaukee at Paulina in April 1951 (this is the date that I received with this negative, however it must be wrong). Milwaukee was converted to buses on May 11, 1952. George Trapp: "The photo at Milwaukee and Paulina looks to me to be earlier than 1951, auto at far right looks like it dates to late 1920’s early 1930’s and no post war autos are in sight so I guess the photo is from the late 1930’s early 1940’s."

CTA535 on Milwaukee at Paulina in April 1951 (this is the date that I received with this negative, however it must be wrong). Milwaukee was converted to buses on May 11, 1952. George Trapp: “The photo at Milwaukee and Paulina looks to me to be earlier than 1951, auto at far right looks like it dates to late 1920’s early 1930’s and no post war autos are in sight so I guess the photo is from the late 1930’s early 1940’s.”

CTA 363 at the Pennsylvania Railroad viaduct at Ashland and Arbor in March 1951. Andre Kristopans notes, "363 Ashland north of Fulton – bridge has three railroads over it, closer behind car is PRR with Milwaukee Road also using the same tracks, beyond is C&NW. Note that street under bridge is much narrower than rest of street. Ashland was widened relatively late, and the bridges were never widened out to this day."

CTA 363 at the Pennsylvania Railroad viaduct at Ashland and Arbor in March 1951. Andre Kristopans notes, “363 Ashland north of Fulton – bridge has three railroads over it, closer behind car is PRR with Milwaukee Road also using the same tracks, beyond is C&NW. Note that street under bridge is much narrower than rest of street. Ashland was widened relatively late, and the bridges were never widened out to this day.”

CTA 415 at Cermak and Kenton. The date given is August 2, 1949, but that must be wrong, since there is a Chicago & West Towns streetcar at left and the 415 still has a CSL logo. So perhaps 1947 would be more like it as the West Towns streetcars quit in April 1948.

CTA 415 at Cermak and Kenton. The date given is August 2, 1949, but that must be wrong, since there is a Chicago & West Towns streetcar at left and the 415 still has a CSL logo. So perhaps 1947 would be more like it as the West Towns streetcars quit in April 1948.

CTA Sedan 3358, still sporting a CSL logo, is at Cottage Grove and 115th, south end of the Cottage Grove line, in May 1948.

CTA Sedan 3358, still sporting a CSL logo, is at Cottage Grove and 115th, south end of the Cottage Grove line, in May 1948.

CTA 6168, signed for Route 38, is on the Wabash Avenue bridge in October 1951.

CTA 6168, signed for Route 38, is on the Wabash Avenue bridge in October 1951.

CSL Sedan 6316 is on Wentworth and 73rd Street, running on Route 22, Clark-Wentworth.

CSL Sedan 6316 is on Wentworth and 73rd Street, running on Route 22, Clark-Wentworth.

CSL 3318 is at Damen and 74th on November 28, 1946.

CSL 3318 is at Damen and 74th on November 28, 1946.

CTA Pullman 585 is signed for Halsted and Waveland in February 1954, which suggests it is running on Route 8 - Halsted, which was bussed three months later. Andre Kristopans: "585 is on Emerald south of 79th."

CTA Pullman 585 is signed for Halsted and Waveland in February 1954, which suggests it is running on Route 8 – Halsted, which was bussed three months later. Andre Kristopans: “585 is on Emerald south of 79th.”

CTA 6172 is at Lawrence and Austin on February 26, 1950, running on Route 81.

CTA 6172 is at Lawrence and Austin on February 26, 1950, running on Route 81.

Some passengers are getting off CSL 3312, which is running on the Damen Avenue extension. This gives you an idea of how some men dressed back in the 1940s when it was cold out.

Some passengers are getting off CSL 3312, which is running on the Damen Avenue extension. This gives you an idea of how some men dressed back in the 1940s when it was cold out.

CSL work car S-53. Not sure of the location.

CSL work car S-53. Not sure of the location.

CTA 4380, signed for Clark-Wentworth, on June 30, 1955. This may be South Shops.

CTA 4380, signed for Clark-Wentworth, on June 30, 1955. This may be South Shops.

CTA Postwar PCC 7053 is signed for Route 38 in this November 1952 view. This designation was used for Route 4 - Cottage Grove cars to indicate they were terminating at Grand and Wabash. As you can see, some postwar cars were used on Cottage, and this one appears to have been converted to one-man operation.

CTA Postwar PCC 7053 is signed for Route 38 in this November 1952 view. This designation was used for Route 4 – Cottage Grove cars to indicate they were terminating at Grand and Wabash. As you can see, some postwar cars were used on Cottage, and this one appears to have been converted to one-man operation.

CSL 7054 in the late 1940s, running on Route 22, probably near the south end of the line. Andre Kristopans: "7054 is AT the south end of 22 – 81st and Halsted about to turn north into Halsted."

CSL 7054 in the late 1940s, running on Route 22, probably near the south end of the line. Andre Kristopans: “7054 is AT the south end of 22 – 81st and Halsted about to turn north into Halsted.”

CTA 4008, in "tiger stripes," is on Route 20 - Madison in March 1948. Notice the sign advertising the Chicago Herald-American, which at this time was owned by the Hearst Corporation. It was sold to the Chicago Tribune in 1956.

CTA 4008, in “tiger stripes,” is on Route 20 – Madison in March 1948. Notice the sign advertising the Chicago Herald-American, which at this time was owned by the Hearst Corporation. It was sold to the Chicago Tribune in 1956.

North Shore Line wood car 300,in the days circa 1939-42 when it was used as the "club car" for the fledgling Central Electric Railfans' Association.

North Shore Line wood car 300,in the days circa 1939-42 when it was used as the “club car” for the fledgling Central Electric Railfans’ Association.

North Shore Line "Birney" car 333 circa 1947. (Donald Ross Photo) Larry Sakar says this is "southbound at 5th & Chase."

North Shore Line “Birney” car 333 circa 1947. (Donald Ross Photo) Larry Sakar says this is “southbound at 5th & Chase.”

North Shore Line wood car 201, which looks like it is headed for the scrapper (probably in the late 1940s). (Donald Ross Photo)

North Shore Line wood car 201, which looks like it is headed for the scrapper (probably in the late 1940s). (Donald Ross Photo)

South Shore Line car 107 at the South Bend terminal near the LaSalle Hotel in 1954. (Walter Hulseweder Photo)

South Shore Line car 107 at the South Bend terminal near the LaSalle Hotel in 1954. (Walter Hulseweder Photo)

Chicago Rapid Transit Company "L" car 328 at Indiana Avenue in September 1936. It is signed as a Stock Yards local.

Chicago Rapid Transit Company “L” car 328 at Indiana Avenue in September 1936. It is signed as a Stock Yards local.

CRT "Met" car 2847 at Canal in August 1938. Riders could change here for Union Station. This station remained in service until June 1958, when the Congress rapid transit line opened.

CRT “Met” car 2847 at Canal in August 1938. Riders could change here for Union Station. This station remained in service until June 1958, when the Congress rapid transit line opened.

CTA Pullman 908 is at Navy Pier, east end of Route 65 - Grand.

CTA Pullman 908 is at Navy Pier, east end of Route 65 – Grand.

South Shore Line car 110 is in South Bend, not far from the LaSalle Hotel which was its east terminus until 1970. I presume it is heading into a storage yard.

South Shore Line car 110 is in South Bend, not far from the LaSalle Hotel which was its east terminus until 1970. I presume it is heading into a storage yard.

CSL experimental pre-PCC 4001 at South Shops in 1934. Like its counterpart 7001, it was used in service that year to bring people to A Century of Progress, the Chicago World's Fair.

CSL experimental pre-PCC 4001 at South Shops in 1934. Like its counterpart 7001, it was used in service that year to bring people to A Century of Progress, the Chicago World’s Fair.

CTA PCC 4168 is seen in 1949, signed for Route 42 - Halsted-Downtown (note the side sign says Halsted-Archer-Clark). There is a Route 8 - Halsted car behind it. The location is on Emerald south of 79th.

CTA PCC 4168 is seen in 1949, signed for Route 42 – Halsted-Downtown (note the side sign says Halsted-Archer-Clark). There is a Route 8 – Halsted car behind it. The location is on Emerald south of 79th.

CTA 7052 appears to be in dead storage at South Shops on June 30, 1955. Note the lack of overhead wire.

CTA 7052 appears to be in dead storage at South Shops on June 30, 1955. Note the lack of overhead wire.

CTA 4025 at South Shops on June 30, 1955.

CTA 4025 at South Shops on June 30, 1955.

A train of CRT steel 4000s emerges from the brand-new State Street subway in late 1943.

A train of CRT steel 4000s emerges from the brand-new State Street subway in late 1943.

Cable cars are shown here using the LaSalle Street tunnel under the Chicago River some time before they were replaced by streetcars in 1906.

Cable cars are shown here using the LaSalle Street tunnel under the Chicago River some time before they were replaced by streetcars in 1906.

CTA 4035 on Cottage Grove in 1953. Not sure of the exact location. (Walter Hulseweder Photo)

CTA 4035 on Cottage Grove in 1953. Not sure of the exact location. (Walter Hulseweder Photo)

CTA 4004 running on State Street, signed for Route 4 - Cottage Grove, in the early 1950s. (Walter Broschart Photo)

CTA 4004 running on State Street, signed for Route 4 – Cottage Grove, in the early 1950s. (Walter Broschart Photo)

CSL 4039 at the Madison and Austin Loop in August 1941.

CSL 4039 at the Madison and Austin Loop in August 1941.

CSL 7018, a Madison-Fifth car, heads west near Union Station in August 1941.

CSL 7018, a Madison-Fifth car, heads west near Union Station in August 1941.

CTA 7067 at South Shops on June 30, 1955. The "Enter at Rear" sign indicates this was a two-man car and was thus not one that had recently been assigned to Western Avenue. However, chances are the date I received is wrong, since George Trapp notes: " The photo of PCC #7067 at South Shops shows the car brand new, note CSL logo, so should be dated around May 18, 1947 when that car was delivered, for some reason St. Louis Car cranked the side signs to HALSTED on there first order of Post War cars when shipping. I have a photo of car #7089 just delivered with same side sign."

CTA 7067 at South Shops on June 30, 1955. The “Enter at Rear” sign indicates this was a two-man car and was thus not one that had recently been assigned to Western Avenue. However, chances are the date I received is wrong, since George Trapp notes: ” The photo of PCC #7067 at South Shops shows the car brand new, note CSL logo, so should be dated around May 18, 1947 when that car was delivered, for some reason St. Louis Car cranked the side signs to HALSTED on there first order of Post War cars when shipping. I have a photo of car #7089 just delivered with same side sign.”

CTA 7225 at South Shops in 1956.

CTA 7225 at South Shops in 1956.

Don's Rail Photos says that North shore Line wood car 131 "was built by Jewett Car in 1907. It was rebuilt in 1914 and rebuilt as a plow in 1930. It was retired in 1935 and scrapped in 1942."

Don’s Rail Photos says that North shore Line wood car 131 “was built by Jewett Car in 1907. It was rebuilt in 1914 and rebuilt as a plow in 1930. It was retired in 1935 and scrapped in 1942.”

CTA 7060 on June 30, 1955, possibly in dead storage.

CTA 7060 on June 30, 1955, possibly in dead storage.

CTA 7041, possibly in dead storage at South Shops on June 30, 1955.

CTA 7041, possibly in dead storage at South Shops on June 30, 1955.

CSL 7025 is downtown and signed for Madison-Fifth, which was a branch line of Route 20.

CSL 7025 is downtown and signed for Madison-Fifth, which was a branch line of Route 20.

CSL 7090 is at 81st and Halsted, south end of Route 22, in the late 1940s.

CSL 7090 is at 81st and Halsted, south end of Route 22, in the late 1940s.

CTA 7156 is signed as a one-man car (but appears to be convertible to two-man) at South Shops in October 1956. (Walter Hulseweder Photo)

CTA 7156 is signed as a one-man car (but appears to be convertible to two-man) at South Shops in October 1956. (Walter Hulseweder Photo)

CTA 4022 heading east on 63rd Street in the early 1950s.

CTA 4022 heading east on 63rd Street in the early 1950s.

CTA 4094 in dead storage at South Shops on June 30, 1955. Postwar Pullmans were an endangered species by then, practically all having been scrapped as part of the CTA's "PCC Conversion Program." I believe the date is correct; however George Trapp says, "Last Pullman PCC’s to be sent off to St. Louis were the oldest while the newest were sent first, 150 cars in series 4172-4371 went in 1953 with the rest in early 1954."

CTA 4094 in dead storage at South Shops on June 30, 1955. Postwar Pullmans were an endangered species by then, practically all having been scrapped as part of the CTA’s “PCC Conversion Program.” I believe the date is correct; however George Trapp says, “Last Pullman PCC’s to be sent off to St. Louis were the oldest while the newest were sent first, 150 cars in series 4172-4371 went in 1953 with the rest in early 1954.”

CTA 4401 on October 21, 1950.

CTA 4401 on October 21, 1950.

CTA 4401, with 4376 trailing, is heading north on Dearborn via Route 22 in 1955.

CTA 4401, with 4376 trailing, is heading north on Dearborn via Route 22 in 1955.

CTA 7268 is signed for Route 36 - Broadway-State and appears to be near Devon Station (car barn) in 1955. (Walter Hulseweder Photo)

CTA 7268 is signed for Route 36 – Broadway-State and appears to be near Devon Station (car barn) in 1955. (Walter Hulseweder Photo)

CTA side dump car N-1 at South Shops on May 16, 1954. A CERA fantrip was held on that day, over the last remaining streetcar lines that used the old red cars, which were retired from service two weeks later. (James C. Barrick Photo)

CTA side dump car N-1 at South Shops on May 16, 1954. A CERA fantrip was held on that day, over the last remaining streetcar lines that used the old red cars, which were retired from service two weeks later. (James C. Barrick Photo)

CTA side dump car N-1 at South Shops in October 1956. (Walter Hulseweder Photo)

CTA side dump car N-1 at South Shops in October 1956. (Walter Hulseweder Photo)

Capital Transit Company pre-PCC 1053 is on line 42 - Mt. Pleasant in Washington, D. C. on September 26, 1948. This was probably on a fantrip.

Capital Transit Company pre-PCC 1053 is on line 42 – Mt. Pleasant in Washington, D. C. on September 26, 1948. This was probably on a fantrip.

CTA 6163 is at Lake and Austin in the early 1950s. The Park Theater has already been closed, which would probably date this to circa 1952-54. (Walter Hulseweder Photo)

CTA 6163 is at Lake and Austin in the early 1950s. The Park Theater has already been closed, which would probably date this to circa 1952-54. (Walter Hulseweder Photo)

Lehigh Valley Transit car 702 is part of a three-car fantrip circa 1950 or 51 at stop #96 in Quakertown, Pennsylvania. This was in the waning days of the Liberty Bell Limited interurban between Allentown and Norristown. The "Bell" stopped running on the Philadelphia & Western's Norristown High-Speed Line in 1949.

Lehigh Valley Transit car 702 is part of a three-car fantrip circa 1950 or 51 at stop #96 in Quakertown, Pennsylvania. This was in the waning days of the Liberty Bell Limited interurban between Allentown and Norristown. The “Bell” stopped running on the Philadelphia & Western’s Norristown High-Speed Line in 1949.

CTA salt spreader AA-105 (ex-2854) at the North Avenue car barn in February 1952. Don's Rail Photos: "2854 was built by South Chicago City Ry in 1907 as SCCRy 340. It was rebuilt in 1907 and became C&SCRy 839 in 1908. It was renumbered 2854 in 1913 and became CSL 2854 in 1914. It was later converted as a salt car and renumbered AA105 in 1948. It was retired on February 17, 1954."

CTA salt spreader AA-105 (ex-2854) at the North Avenue car barn in February 1952. Don’s Rail Photos: “2854 was built by South Chicago City Ry in 1907 as SCCRy 340. It was rebuilt in 1907 and became C&SCRy 839 in 1908. It was renumbered 2854 in 1913 and became CSL 2854 in 1914. It was later converted as a salt car and renumbered AA105 in 1948. It was retired on February 17, 1954.”

CTA Pullmans 482, 584, and 518 on the scrap line at South Shops in March 1955. (Walter Hulseweder Photo)

CTA Pullmans 482, 584, and 518 on the scrap line at South Shops in March 1955. (Walter Hulseweder Photo)

CSL R-202 was a single-truck sand car. It is seen here on February 20, 1943.

CSL R-202 was a single-truck sand car. It is seen here on February 20, 1943.

CSL 4000 was a 1920s experiment in articulation that did not work out. It is seen here on the scrap track in the early 1940s.

CSL 4000 was a 1920s experiment in articulation that did not work out. It is seen here on the scrap track in the early 1940s.

With gas and tire rationing during World War II, CSL 2840, which had been in storage for ten years, was put back into service. Here, we see it on September 13, 1942.

With gas and tire rationing during World War II, CSL 2840, which had been in storage for ten years, was put back into service. Here, we see it on September 13, 1942.

CSL 2779 at South Shops on October 23, 1938. On this day, the Surface Lines held a fantrip that helped garner new members to the Central Electric Railfans' Association, which was just getting started. (LaMar M. Kelley Photo)

CSL 2779 at South Shops on October 23, 1938. On this day, the Surface Lines held a fantrip that helped garner new members to the Central Electric Railfans’ Association, which was just getting started. (LaMar M. Kelley Photo)

Chicago Aurora & Elgin 407 and 432 in Forest Park in April 1955.

Chicago Aurora & Elgin 407 and 432 in Forest Park in April 1955.

CA&E 413 at Wheaton on July 26, 1942.

CA&E 413 at Wheaton on July 26, 1942.

South Shore Line cars 109, 39, 353, and 103 are on west Chicago Avenue at Northcote Avenue in East Chicago, Indiana on July 16, 1956. Not long after this, street running in East Chicago came to an end, as the South Shore began using a new bypass route parallel to the Indiana Toll Road. (James C. Barrick Photo)

South Shore Line cars 109, 39, 353, and 103 are on west Chicago Avenue at Northcote Avenue in East Chicago, Indiana on July 16, 1956. Not long after this, street running in East Chicago came to an end, as the South Shore began using a new bypass route parallel to the Indiana Toll Road. (James C. Barrick Photo)

South Shore Line "Little Joe" freight loco 803, with a train of 25 cars, is in the 1100 block of west Chicago in East Chicago on July 9, 1956. (James C. Barrick Photo)

South Shore Line “Little Joe” freight loco 803, with a train of 25 cars, is in the 1100 block of west Chicago in East Chicago on July 9, 1956. (James C. Barrick Photo)

South Shore Line cars 107, 37, 27, and 5 are on east Chicago Avenue at Whiteoak Avenue in East Chicago on July 16, 1956. (James C. Barrick Photo)

South Shore Line cars 107, 37, 27, and 5 are on east Chicago Avenue at Whiteoak Avenue in East Chicago on July 16, 1956. (James C. Barrick Photo)

CRT 294 is signed as a Kenwood Local on July 21, 1934.

CRT 294 is signed as a Kenwood Local on July 21, 1934.

CTA 4109 at Madison and Austin in August 1948.

CTA 4109 at Madison and Austin in August 1948.

CTA 4383, I would assume, is turning from Clark onto westbound Devon as it is to run on Route 49 - Western.

CTA 4383, I would assume, is turning from Clark onto westbound Devon as it is to run on Route 49 – Western.

CTA Sedan 6317 is running on Route 4 - Cottage Grove in the south Loop.

CTA Sedan 6317 is running on Route 4 – Cottage Grove in the south Loop.

CSL Birney car 2000 in 1927.

CSL Birney car 2000 in 1927.

CRT 1048 is a Jackson Park Local on July 21, 1934.

CRT 1048 is a Jackson Park Local on July 21, 1934.

CRT 1763 is at Cermak Road on September 19, 1934.

CRT 1763 is at Cermak Road on September 19, 1934.

CRT 337 at Indiana Avenue in September 1936.

CRT 337 at Indiana Avenue in September 1936.

Queensboro Bridge car 534 on January 16, 1949.

Queensboro Bridge car 534 on January 16, 1949.

Queensboro Bridge car 534 on January 16, 1949.

Queensboro Bridge car 534 on January 16, 1949.

North Shore Line 719 is northbound on the Loop "L" at Adams and Wabash in June 1940.

North Shore Line 719 is northbound on the Loop “L” at Adams and Wabash in June 1940.

North Shore Line car 181 in Winnetka.

North Shore Line car 181 in Winnetka.

North Shore Line car 409 at the Milwaukee terminal yard in February 1952. (Donald Ross Photo) Don Ross adds, "North Shore 409 at the Milwaukee station yard is interesting. That car had no smoking area and it was completely open. We used that car for our ERA meetings and the North Shore people helped to make sure it was set up."

North Shore Line car 409 at the Milwaukee terminal yard in February 1952. (Donald Ross Photo) Don Ross adds, “North Shore 409 at the Milwaukee station yard is interesting. That car had no smoking area and it was completely open. We used that car for our ERA meetings and the North Shore people helped to make sure it was set up.”

North Shore Line cars 720 and 747 in Milwaukee on October 12, 1941.

North Shore Line cars 720 and 747 in Milwaukee on October 12, 1941.

North Shore Line car 725 in Milwaukee in June 1940.

North Shore Line car 725 in Milwaukee in June 1940.

North Shore Line 170 at the Highwood Shops on July 5, 1949.

North Shore Line 170 at the Highwood Shops on July 5, 1949.

North Shore Line 250 in Wilmette on July 11, 1939.

North Shore Line 250 in Wilmette on July 11, 1939.

CSL 3210 on the 51st-55th route, probably in the late 1930s.

CSL 3210 on the 51st-55th route, probably in the late 1930s.

North Shore Line Electroliner 803-804, which was new at the time, on a February 8, 1941 fantrip, making a photo stop at South Upton Junction.

North Shore Line Electroliner 803-804, which was new at the time, on a February 8, 1941 fantrip, making a photo stop at South Upton Junction.

Updated Posts

FYI, new material has been added to our post The Other Penn Central (May 9, 2016). Several additional pictures have also been added to The Fairmount Park Trolley (November 7, 2017).

Chicago Trolleys

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

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

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

-David Sadowski

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Recent Finds, 10-14-2017

You would be forgiven if you think this is CTA red Pullman 144 heading north on Wentworth Avenue at Cermak Road in Chicago's Chinatown neighborhood. But it is actually car 225 with its number hidden by a piece of red oilcloth. This was a fantrip organized by the late Maury Klebolt in 1955. He had promised the fans that car 144 would be used. Car 225 was built in 1908 and was sold to Seashore Trolley Museum in 1957. I previously wrote a post about this fantrip in 2013.

You would be forgiven if you think this is CTA red Pullman 144 heading north on Wentworth Avenue at Cermak Road in Chicago’s Chinatown neighborhood. But it is actually car 225 with its number hidden by a piece of red oilcloth. This was a fantrip organized by the late Maury Klebolt in 1955. He had promised the fans that car 144 would be used. Car 225 was built in 1908 and was sold to Seashore Trolley Museum in 1957. I previously wrote a post about this fantrip in 2013.

This close-up of the previous picture shows how the "144" is on an oilcloth patch over the actual number 225.

This close-up of the previous picture shows how the “144” is on an oilcloth patch over the actual number 225.

Today, we are featuring many rare transit photographs that we recently collected. Most are from the Chicagoland area, but some are from Milwaukee and Philadelphia.

What they all have in common is I think they are interesting. I hope that you will agree.

October 17 is the 74th anniversary of the opening of Chicago’s first subway. We have included a few subway pictures to help commemorate that historic event.

-David Sadowski

PS- I will be making a personal appearance at 1:00 pm on Saturday, October 21, 2017 at The Museums at Lisle Station Park in Lisle, IL. This presentation is for my new book Chicago Trolleys, from Arcadia Publishing. You can purchase an autographed copy via our Online Store. We look forward to seeing you there.

Recent Finds

This is a very unusual picture. At first, I thought it might show the ramp at Sacramento on the Garfield Park "L", where the line descended to temporary trackage in Van Buren Street. Then, I noticed that this is single track. This makes it the loop at the west end of the line at DesPlaines Avenue, as it was configured in 1953 to allow the CA&E (not seen here) to pass underneath. There are lots of pictures showing this ramp taken from the ground. But to take this picture, the photographer either had to be in another railcar, or was standing on the walkway. At left, you can see the Altenhiem building, described in the next picture. The DesPlaines Avenue yard was reconfigured again in 1959 and this ramp was eliminated. We previously posted another picture of this crossover here.

This is a very unusual picture. At first, I thought it might show the ramp at Sacramento on the Garfield Park “L”, where the line descended to temporary trackage in Van Buren Street. Then, I noticed that this is single track. This makes it the loop at the west end of the line at DesPlaines Avenue, as it was configured in 1953 to allow the CA&E (not seen here) to pass underneath. There are lots of pictures showing this ramp taken from the ground. But to take this picture, the photographer either had to be in another railcar, or was standing on the walkway. At left, you can see the Altenhiem building, described in the next picture. The DesPlaines Avenue yard was reconfigured again in 1959 and this ramp was eliminated. We previously posted another picture of this crossover here.

Altenhiem, described here as an "old people's home," is still in business today.

Altenhiem, described here as an “old people’s home,” is still in business today.

Once CA&E trains were cut back to Forest Park in September 1953, joint timetables were issued for the benefit of passengers who wanted to continue to the Loop. These schedules were changed several times over the nearly four years before the CA&E abandoned passenger service. This is the 14th, and perhaps last such timetable. Over time, I assume there were fewer CA&E trains as ridership was declining. We previously posted timetable #7 here.

Once CA&E trains were cut back to Forest Park in September 1953, joint timetables were issued for the benefit of passengers who wanted to continue to the Loop. These schedules were changed several times over the nearly four years before the CA&E abandoned passenger service. This is the 14th, and perhaps last such timetable. Over time, I assume there were fewer CA&E trains as ridership was declining. We previously posted timetable #7 here.

WORK ON CHICAGO'S SUBWAY STARTED Chicago, Ill.: Above photo shows crowd on North State Street at Chicago Avenue during ceremonies marking the start of work on the new subway, which will run under State Street. Mayor Edward Kelly and Secy. of the Interior Harold Ickes used pneumatic spades to start the project. (Acme Press Photo, December 17, 1938)

WORK ON CHICAGO’S SUBWAY STARTED
Chicago, Ill.: Above photo shows crowd on North State Street at Chicago Avenue during ceremonies marking the start of work on the new subway, which will run under State Street. Mayor Edward Kelly and Secy. of the Interior Harold Ickes used pneumatic spades to start the project. (Acme Press Photo, December 17, 1938)

STREET CARS CRASH IN TUNNEL; 7 INJURED Chicago - Its brakes failing to hold as it attempted up-grade run in Chicago street car tunnel, trolley at left slid backward down incline, crashed into front end of following car. Seven passengers were taken to hospital, 100 others shaken up. (Acme Press Photo, November 6, 1941)

STREET CARS CRASH IN TUNNEL; 7 INJURED
Chicago – Its brakes failing to hold as it attempted up-grade run in Chicago street car tunnel, trolley at left slid backward down incline, crashed into front end of following car. Seven passengers were taken to hospital, 100 others shaken up. (Acme Press Photo, November 6, 1941)

AT LAST -- THE CHICAGO SUBWAY All-steel cars from the elevated lines enter the tubes on the north side near Armitage and Sheffield Avenues, about 2 1/2 miles north of the Loop. Overhead is the existing elevated structure still used by local trains. Hard rubber plates have been placed between the ties and the steel rails to cushion the subway ride. (Acme Press Photo, October 21, 1943)

AT LAST — THE CHICAGO SUBWAY
All-steel cars from the elevated lines enter the tubes on the north side near Armitage and Sheffield Avenues, about 2 1/2 miles north of the Loop. Overhead is the existing elevated structure still used by local trains. Hard rubber plates have been placed between the ties and the steel rails to cushion the subway ride. (Acme Press Photo, October 21, 1943)

NO AN ART GALLERY--BUT PART OF MOSCOW'S SUBWAY LINE Moscow, Russia-- Beautiful inverted bowls throw light to the paneled ceiling of this archway part of the lighting system of the Sokolniki station of Moscow's new subway. Indirect light is used in many parts of the system. The subway, thrown open to the public amidst scenes of great jubilation, is called the "Metro." All Moscow went joy riding on opening day. (Acme Press Photo, May 17, 1935) What interested me about his photo was how the general configuration looks a lot like the Chicago subway, which was built a few years later. Is it possible that the design was influenced by Moscow's?

NO AN ART GALLERY–BUT PART OF MOSCOW’S SUBWAY LINE
Moscow, Russia– Beautiful inverted bowls throw light to the paneled ceiling of this archway part of the lighting system of the Sokolniki station of Moscow’s new subway. Indirect light is used in many parts of the system. The subway, thrown open to the public amidst scenes of great jubilation, is called the “Metro.” All Moscow went joy riding on opening day. (Acme Press Photo, May 17, 1935) What interested me about his photo was how the general configuration looks a lot like the Chicago subway, which was built a few years later. Is it possible that the design was influenced by Moscow’s?

The interior of DC Transit car 766, during an October 8, 1961 fantrip just a few months before Washington's streetcar system was abandoned. This car is now preserved at the National Capital Trolley Museum as Capital Traction Company 27 (its original umber). We have an excellent CD featuring audio recordings of 766 in operation in Washington, DC in our Online Store.

The interior of DC Transit car 766, during an October 8, 1961 fantrip just a few months before Washington’s streetcar system was abandoned. This car is now preserved at the National Capital Trolley Museum as Capital Traction Company 27 (its original umber). We have an excellent CD featuring audio recordings of 766 in operation in Washington, DC in our Online Store.

This picture was taken on the Wells leg of Chicago's Loop on April 16, 1926. If this is Quincy and Wells, the scaffolding at left may be related to work being done on the nearby Wells Street Terminal, which started at this time. The terminal got a new facade and was expanded, reopening on August 27, 1927.

This picture was taken on the Wells leg of Chicago’s Loop on April 16, 1926. If this is Quincy and Wells, the scaffolding at left may be related to work being done on the nearby Wells Street Terminal, which started at this time. The terminal got a new facade and was expanded, reopening on August 27, 1927.

This picture shows the old Wells Street bridge, carrying the "L" across the Chicago River as it heads north-south in the early 1900s.

This picture shows the old Wells Street bridge, carrying the “L” across the Chicago River as it heads north-south in the early 1900s.

This is Racine Avenue on the Metropolitan "L" main line. The autos below the "L" would suggest this picture was taken in the 1940s.

This is Racine Avenue on the Metropolitan “L” main line. The autos below the “L” would suggest this picture was taken in the 1940s.

"L" trains at the north State Street subway portal, probably in the 1940s.

“L” trains at the north State Street subway portal, probably in the 1940s.

The view looking north from the Howard "L" station. We ran a very similar picture to this in a previous post Chicago Rapid Transit Photos, Part Eight (November 16, 2016), where George Trapp suggested in was taken in the late 1920s or 1930s. This photo is dated December 17, 1930.

The view looking north from the Howard “L” station. We ran a very similar picture to this in a previous post Chicago Rapid Transit Photos, Part Eight (November 16, 2016), where George Trapp suggested in was taken in the late 1920s or 1930s. This photo is dated December 17, 1930.

Michael Franklin has identified this picture as showing the Armour station on the Stock Yards branch. He notes, "(the) clue was a station on one side but not one on the other." See below for another view of the same station.

Michael Franklin has identified this picture as showing the Armour station on the Stock Yards branch. He notes, “(the) clue was a station on one side but not one on the other.” See below for another view of the same station.

The above image is from Graham Garfield’s excellent web site, and looks to the northeast. The original www.chicago-l.org caption reads:

Looking north on September 28, 1957, ex-Metropolitan Elevated car 2906 has left Armour station (seen at right) and it about to rejoin the Stock Yards main line to head east to its terminal at Indiana. The Sock Yards branch is only a week away from abandonment at this time. (Photo from the IRM Collection, courtesy of Peter Vesic)

This picture was taken on the Evanston branch of the "L", and the wooden "L" car is signed "Howard Only," which suggests this was taken during the CTA era. Previously, all Evanston trains continued south into the city. The nearby curve would indicate that this picture was taken just north of Howard, and may show the viaduct where the line crossed Chicago Avenue, which is a continuation of Clark Street.

This picture was taken on the Evanston branch of the “L”, and the wooden “L” car is signed “Howard Only,” which suggests this was taken during the CTA era. Previously, all Evanston trains continued south into the city. The nearby curve would indicate that this picture was taken just north of Howard, and may show the viaduct where the line crossed Chicago Avenue, which is a continuation of Clark Street.

This picture is identified as showing Chicago streetcar conductors and motormen, and probably dates to the early 1900s.

This picture is identified as showing Chicago streetcar conductors and motormen, and probably dates to the early 1900s.

Here, we have a westbound train of wooden Met cars at Laramie on the old Garfield Park line. This was replaced by the Congress line in 1958.

Here, we have a westbound train of wooden Met cars at Laramie on the old Garfield Park line. This was replaced by the Congress line in 1958.

Chicago Surface Lines 2779 at Cicero and Montrose in 1934. This was the north end of the Cicero Avenue line. This car is part of a series known as "Robertson Rebuilds," and was built by St. Louis Car Co. in 1903. (Edward Frank, Jr. Photo)

Chicago Surface Lines 2779 at Cicero and Montrose in 1934. This was the north end of the Cicero Avenue line. This car is part of a series known as “Robertson Rebuilds,” and was built by St. Louis Car Co. in 1903. (Edward Frank, Jr. Photo)

CSL 970 on Waveland between Broadway and Halsted in 1936. This was the north end of the Halsted line. 970 was part of a series known as the "little" Pullmans, since they were slightly shorter than cars 101-750. It was built in 1910. (Edward Frank, Jr. Photo)

CSL 970 on Waveland between Broadway and Halsted in 1936. This was the north end of the Halsted line. 970 was part of a series known as the “little” Pullmans, since they were slightly shorter than cars 101-750. It was built in 1910. (Edward Frank, Jr. Photo)

CSL experimental pre-PCC car 7001 is shown heading south on Clark Street at North Avenue, across the street from the Chicago Historical Society (now the Chicago History Museum). This picture was probably taken in the 1930s. 7001 went into service in 1934 and was repainted in 1941 before being retired around 1944. (Edward Frank, Jr. Photo)

CSL experimental pre-PCC car 7001 is shown heading south on Clark Street at North Avenue, across the street from the Chicago Historical Society (now the Chicago History Museum). This picture was probably taken in the 1930s. 7001 went into service in 1934 and was repainted in 1941 before being retired around 1944. (Edward Frank, Jr. Photo)

The view looking east at Lake Street and Ridgeland, when the Lake Street "L" ran on the ground. Many years ago, the Rapid Transit Company put advertisements on the steps leading into such ground-level stations. The "L" was relocated onto the nearby C&NW embankment in 1962. This picture may be circa 1930.

The view looking east at Lake Street and Ridgeland, when the Lake Street “L” ran on the ground. Many years ago, the Rapid Transit Company put advertisements on the steps leading into such ground-level stations. The “L” was relocated onto the nearby C&NW embankment in 1962. This picture may be circa 1930.

The north end of the Merchandise Mart "L" station. This has since been rebuilt and the curved area of the platform has been eliminated.

The north end of the Merchandise Mart “L” station. This has since been rebuilt and the curved area of the platform has been eliminated.

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new "L" structure, occupying the area where the building at left once was.

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new “L” structure, occupying the area where the building at left once was.

Oakton Street in Skokie on December 11, 1931. The tracks with overhead wire were used by the North Shore Line and the Chicago Rapid Transit Company's Niles Center branch. Both were running on the NSL's Skokie Valley Route, built in 1925. The other set of tracks belong to the Chicago & North Western and were used for freight.

Oakton Street in Skokie on December 11, 1931. The tracks with overhead wire were used by the North Shore Line and the Chicago Rapid Transit Company’s Niles Center branch. Both were running on the NSL’s Skokie Valley Route, built in 1925. The other set of tracks belong to the Chicago & North Western and were used for freight.

CSL 2601 was a Robertson Rebuild car built in 1901 by St. Louis Car Company. In this wintry scene, it is signed for the 111th Street route, presumably in the 1940s. (Joe L. Diaz Photo)

CSL 2601 was a Robertson Rebuild car built in 1901 by St. Louis Car Company. In this wintry scene, it is signed for the 111th Street route, presumably in the 1940s. (Joe L. Diaz Photo)

Here is an unusual view. This shows the ramp taking the Garfield Park "L" down to grade level between Cicero Avenue and Laramie. It must be an early picture, since the area around the "L" seems largely unbuilt. The Laramie Yard would be to the right just out of view. This "L" was torn down shortly after the CTA opened the Congress line in 1958.

Here is an unusual view. This shows the ramp taking the Garfield Park “L” down to grade level between Cicero Avenue and Laramie. It must be an early picture, since the area around the “L” seems largely unbuilt. The Laramie Yard would be to the right just out of view. This “L” was torn down shortly after the CTA opened the Congress line in 1958.

The old Cermak Road station on the south Side "L". Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

The old Cermak Road station on the south Side “L”. Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

Here. a wooden "L" car train descends the ramp near Laramie on the Lake Street "L". This must be an early photo, as it looks like Lake Street is unpaved. Streetcar service was extended west to Harlem Avenue here by the Cicero & Proviso in 1891. Chicago Railways took over the city portion in 1910. Service west of Austin Boulevard was provided by the West Towns Railways.

Here. a wooden “L” car train descends the ramp near Laramie on the Lake Street “L”. This must be an early photo, as it looks like Lake Street is unpaved. Streetcar service was extended west to Harlem Avenue here by the Cicero & Proviso in 1891. Chicago Railways took over the city portion in 1910. Service west of Austin Boulevard was provided by the West Towns Railways.

Wooden gate car 3105 and train in the Loop. This was originally built for the Lake Street "L". Don's Rail Photos says, "3103 thru 3118 were built by McGuire-Cummings in 1893 as LSERR 103 thru 118. In 1913 they were renumbered 3103 thru 3118 and became CRT 3103 thru 3118 in 1923."

Wooden gate car 3105 and train in the Loop. This was originally built for the Lake Street “L”. Don’s Rail Photos says, “3103 thru 3118 were built by McGuire-Cummings in 1893 as LSERR 103 thru 118. In 1913 they were renumbered 3103 thru 3118 and became CRT 3103 thru 3118 in 1923.”

The view looking west along the Douglas Park "L" at 49th Avenue in Cicero on February 4, 1944. The station we see in the background is 50th Avenue. After it closed in 1978, this station was moved to the Illinois Railway Museum in Union, where it is used to board the museum's fleet of retired "L" cars.

The view looking west along the Douglas Park “L” at 49th Avenue in Cicero on February 4, 1944. The station we see in the background is 50th Avenue. After it closed in 1978, this station was moved to the Illinois Railway Museum in Union, where it is used to board the museum’s fleet of retired “L” cars.

Here, we are looking south from Garfield (55th Street) on the South Side "L".

Here, we are looking south from Garfield (55th Street) on the South Side “L”.

61st Street on the South Side "L", looking north on November 13, 1944.

61st Street on the South Side “L”, looking north on November 13, 1944.

Photos of the old Humboldt Park "L" branch are quite rare. This photo looks west from Western Avenue on January 26, 1931. This branch closed in 1952, although portions of the structure remained into the early 1960s.

Photos of the old Humboldt Park “L” branch are quite rare. This photo looks west from Western Avenue on January 26, 1931. This branch closed in 1952, although portions of the structure remained into the early 1960s.

This picture looks south from Randolph and Wells on the Loop "L". The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, "The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side."

This picture looks south from Randolph and Wells on the Loop “L”. The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, “The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side.”

North Shore Line 156 and several others at Waukegan in December 1962. Since there are about a dozen cars visible, they are being stored on a siding which you will note is outside the area of the catenary. (George Niles, Jr. Photo)

North Shore Line 156 and several others at Waukegan in December 1962. Since there are about a dozen cars visible, they are being stored on a siding which you will note is outside the area of the catenary. (George Niles, Jr. Photo)

This shows TMER&T 1121 running on a 1949 fantrip on the North Shore Line at the Kenosha station. We ran a similar picture in our previous post Traction in Milwaukee (September 16, 2015).

This shows TMER&T 1121 running on a 1949 fantrip on the North Shore Line at the Kenosha station. We ran a similar picture in our previous post Traction in Milwaukee (September 16, 2015).

Speedrail car 60 at the Waukesha Quarry, date unknown but circa 1949-51.

Speedrail car 60 at the Waukesha Quarry, date unknown but circa 1949-51.


Larry Sakar
writes:

The photo of Speedrail car 60 in your latest postings at the Waukesha Gravel pit was taken on 10-16-49. The occasion was the inaugural fan trip using a 60-series curved side car. It was sponsored by the short lived Milwaukee Division of the Electric Railroaders Association and was run by Milwaukeean James P. Harper who authored CERA Bulletin 97, “The Electric Railways of Wisconsin” published in 1952.

At the start of the private right-of-way at 8th St., the motors on the rear truck began having problems. At Waukesha, the car pulled onto one of the 2 side tracks leading back into the gravel pit. George Krambles accessed the rear trucks via a panel in the floor and disconnected the motor leads to the troublesome rear trucks. From that point forward the car ran on only 2 motors for the remainder of the fan trip. Car 65 had been the car originally intended to do the trip, but it was down with mechanical problems of its own. This caused the trip to be postponed for a week and the substitution of car 60.

When the car pulled into gravel pit siding one of the fans on board remarked, “Wow, look at this. They’ve got it in the scrap line already!”.

In addition to George Krambles, Al Kalmbach was on the trip, as was well-known railfan and photographer Barney Neuberger. He can be seen siting in about the 4th row of the car on the left side wearing a pork pie hat.

I’ve attached a few items related to that fan trip including a photo of Jay Maeder walking alongside car 60. This was taken at the first photo stop which was 44th St. where Milwaukee County Stadium would be built starting a year later. Car 60 was doing a photo run-by by backing down the line. The fans formed a photo line facing the car.

Philadelphia Stories

Philadelphia Peter Witt 8534 in July 1996. Don's Rail Photos: "8534 was built by Brill Car in 1926, #22353." It is part of the Electric City Trolley Museum collection in Scranton, PA. Here, it is shown in Philadelphia, during the time it was leased to SEPTA for trolley tours.

Philadelphia Peter Witt 8534 in July 1996. Don’s Rail Photos: “8534 was built by Brill Car in 1926, #22353.” It is part of the Electric City Trolley Museum collection in Scranton, PA. Here, it is shown in Philadelphia, during the time it was leased to SEPTA for trolley tours.

SEPTA 2750 and 8534 on a fantrip in August 1996. Apparently 8534 has broken down and is being towed.

SEPTA 2750 and 8534 on a fantrip in August 1996. Apparently 8534 has broken down and is being towed.

SEPTA 2785 in November 2002.

SEPTA 2785 in November 2002.

SEPTA 2750 and 8534 in August 1996.

SEPTA 2750 and 8534 in August 1996.

Three generations of Philadelphia streetcars in May 1999.

Three generations of Philadelphia streetcars in May 1999.

2785 in November 2002.

2785 in November 2002.

SEPTA 2785 in November 2002, with a commuter train nearby. Kenneth Achtert writes, "The shot of SEPTA #2785 with the commuter train that you presumed to be in Chestnut Hill is actually approaching 11th and Susquehanna,southbound, a cut-back location for which the car is signed in the picture. The commuter train would be inbound toward Center City."

SEPTA 2785 in November 2002, with a commuter train nearby. Kenneth Achtert writes, “The shot of SEPTA #2785 with the commuter train that you presumed to be in Chestnut Hill is actually approaching 11th and Susquehanna,southbound, a cut-back location for which the car is signed in the picture. The commuter train would be inbound toward Center City.”

SEPTA 2785 in November 2002.

SEPTA 2785 in November 2002.

SEPTA PCC 2785 on the truncated route 23 in November 2002.

SEPTA PCC 2785 on the truncated route 23 in November 2002.