Railroad Record Club Treasure Hunt, Part 2

1 Selection of Steventon tapes mostly unreleased

1 Selection of Steventon tapes mostly unreleased

Following up on our recent post William A. Steventon’s Railroad Record Club (September 24, 2018), guest author Kenneth Gear continues with a detailed rundown on his latest discoveries.

I have been interested in historic preservation for a long time, and it’s not every day that anyone comes across original material such as this. Suddenly, out of nowhere it seems, previously unknown, unissued audio recordings have emerged for some long-vanished steam and electric railroads, along with 16mm motion picture film, and various artifacts related to the Railroad Record Club’s 42 issued LPs, in their various forms. It seems like a miracle that somehow, it all survived to be rescued from oblivion.

Getting this done involved a tremendous financial sacrifice on Ken’s part, as he is of modest means. I hope that he will be able to recoup at least some of his substantial investment in the future. I am sure he will appreciate any contributions you may be able to offer him, towards the cost of transferring some of these reel-to-reel tapes and 16mm movie films to digital.

You can find Part 1 here: Railroad Record Club Treasure Hunt (July 30, 2017)

-David Sadowski

PS- Our new book Building Chicago’s Subways is now available for immediate shipment.  If you already pre-ordered it, your copy is already on its way to you.  We are excited to have had the opportunity to tell the story of this exciting chapter in Chicago history.  Details on how to order are at the end of this post.

Railroad Record Club Treasure Hunt, Part 2

It’s been over a year since I acquired a large portion of the William Steventon estate. The Railroad Record Club items that I purchased last year have enabled David and I to piece together a fairly complete history of the RRC and to more fully appreciate the time and effort Mr. Steventon put into producing these records. The homemade 78rpm records alone proved to be an invaluable resource. Not only did they provide us with some wonderful recordings, most of which hadn’t been heard in over fifty years, they revealed the pre-history of the club and offered a glimpse into the infancy of railroad field recording.

We were able to hear the very first railroad recording Steventon made– B&O trains at Riverdale, Maryland in 1953. We also finally completed our quest to get a copy of every single released RRC record digitized and put on CDs. We are now only in need of two samplers, the 5th and 6th years. More interesting information was garnered from examining original record jacket artwork and paste up boards, as well as the metal print blocks. We were also able to compile a list of records re-issued on 12″ stock and find out what was necessary for it to happen and the cost of doing it.

Photographs from his personal collection were scanned and published in the Trolley Dodger for all to enjoy. I think the effort that went into keeping all this material from ending up in a dumpster was well worth the time and expense and I’m happy to have been involved.

In spite of this, I knew the job was only half finished. There was much more that needed to be saved and time was running out. Those tapes I wrote about under the heading “what I left behind” in the first treasure hunt story needed to be preserved. There were still a big box of photos, reams of correspondence, the metal master discs for the 12″ reissues and lots and lots of sealed records.

The estate dealer was quite adamant that this stuff had to go…and quickly! I purchased all that I could, but I certainly could not afford to buy anything else and asked for some time to raise the money. As I tried to come up with the extra cash needed, months went by and the emails ceased. For a while it seemed that all this great material would be lost. Still, I squirreled away what money I could when I could and slowly, much too slowly, I approached his asking price. With the funds in hand, I emailed the estate dealer putting in the subject line that I HAD the money for the remaining Steventon estate items. Even as I composed that email I couldn’t be sure that the entire lot wasn’t already in some land fill rotting away. He answered me the next day, but it seemed a lot longer then that to me. His first two sentences were a relief:  

Ken, good to hear from you.  Yes, it is all as we left it a year ago.

There was one complication that needed to be addressed. I could not make the trip up to him in Wisconsin this year as I had done before. All the items would have to be shipped to me in New Jersey.

The estate dealer was agreeable to packing up the items and doing the weighing and making the transportation arrangements, but again there was a complication. This was his busy season and he would be working extensively out of town.  He would not be able to devote much time to this effort for the next few weeks. A little progress was made here and there through the rest of June and I purchased boxes and packing material in July. I was a little apprehensive about shipping old open reel tapes and vinyl records during the hottest part of the summer anyway, so I just had to be patient. In early August progress was made and on the 13th I received the long-awaited email:

The last box is packed.  You’ll have a pallet coming that’s right around 400 pounds, perhaps a touch over.  Nine boxes to be delivered to the YRC terminal. 

Several more delays would still be encountered, not the lest of which was the local hardware store’s forklift needing repairs. The hardware store, for a $20 fee, would be used to lift the pallet onto the truck. At last, in early September, with all hurdles cleared, a newly-repaired forklift placed the shipment on to the truck. Finally, the second half of the Steventon estate’s Railroad Record Club items were on their way to me.

A few days later I heading to the local YRC terminal to receive the long-awaited shipment. After some paperwork in the office, I backed a borrowed ¾-ton pick-up truck to the indicated bay. Soon a forklift lowered the last of the Railroad Record Club items from the Steventon estate into the truck bed. I now had a night of treasure hunting to look forward to!

I had sort of “cherry picked” the first half of the estate, so I knew that a great unexpected find was rather doubtful, but I did come across a few surprises.

THE TAPES

2 Tapes appear to be in good condition

2 Tapes appear to be in good condition

3 Tape with hand written track listing

3 Tape with hand written track listing

4 More unreleased Steventon audio

4 More unreleased Steventon audio

5 Lots of interesting material on these tapes

5 Lots of interesting material on these tapes

6 Still more intersting tapes

6 Still more intersting tapes

7 Unreleased audio this is why I bought the whole lot

7 Unreleased audio this is why I bought the whole lot

8 Steventon tapes

8 Steventon tapes

9 More Stevnton tapes

9 More Stevnton tapes

10 Even more tapes

10 Even more tapes

11 Small reels -the master tapes for the 78rpm records

11 Small reels -the master tapes for the 78rpm records

12 Another view of the Small reels -the master tapes for the 78rpm records

12 Another view of the Small reels -the master tapes for the 78rpm records

13 A box full of the Small reels -the master tapes for the 78rpm records

13 A box full of the Small reels -the master tapes for the 78rpm records

14 Close up of the 78rpm record master tapes

14 Close up of the 78rpm record master tapes

15 Another Close up of the 78rpm record master tapes

15 Another Close up of the 78rpm record master tapes

16 78rpm master tapes showing condition of tapes-not too bad

16 78rpm master tapes showing condition of tapes-not too bad

17 close up of 78rpm master tape showing condition

17 close up of 78rpm master tape showing condition

18 BC Electric and Montreal & South Counties tapes with Steventon letter

18 BC Electric and Montreal & South Counties tapes with Steventon letter

19 Montreal & South Counties tape with Steventon letter

19 Montreal & South Counties tape with Steventon letter

20 BC Electric tape with Steventon letter

20 BC Electric tape with Steventon letter

21 Close up of the BC Electric and Montreal & South Counties tapes

21 Close up of the BC Electric and Montreal & South Counties tapes

22 Railroad Record Club Master tapes

22 Railroad Record Club Master tapes

23 Master tape for record 26

23 Master tape for record 26

24 A stack of 22 Railroad Record Club Master tapes

24 A stack of 22 Railroad Record Club Master tapes

25 master tape Railroad Record Club number 16

25 master tape Railroad Record Club number 16

26 master tape Railroad Record Club number 15

26 master tape Railroad Record Club number 15

27 master tape Railroad Record Club with memo

27 master tape Railroad Record Club with memo

28 master tape Railroad Record Club number 17

28 master tape Railroad Record Club number 17

29 master tape Railroad Record Club number 18

29 master tape Railroad Record Club number 18

30 Note on box containing master tape Railroad Record Club number 18

30 Note on box containing master tape Railroad Record Club number 18

31 Two master tapes for record number 3

31 Two master tapes for record number 3

32 Two master tapes for record number 3 showing condition

32 Two master tapes for record number 3 showing condition

33 master tape Railroad Record Club number 7

33 master tape Railroad Record Club number 7

34 master tapes Railroad Record Club number 10

34 master tapes Railroad Record Club number 10

35 master tape Railroad Record Club number 23 with memo

35 master tape Railroad Record Club number 23 with memo

36 master tape Railroad Record Club number 17

36 master tape Railroad Record Club number 17

The reel to reel tapes that I had left behind last year were the real reason I went to all this trouble and expense to acquire the rest of the estate. I’m sure I did not get any of the tapes that were actually in Steventon’s recorder when he was trackside, but they may no longer exist. Perhaps he transferred these “field tapes” to newer tape stock, in an effort to preserve them and some of these duplicates are what I received. There is at least one recording I know he made that is not among my tapes. In the liner notes of Record Number 20, Steventon writes that the cab ride onboard NYC # 1441 with his father at the throttle was edited down from over two hours of tape. I would have been very happy to find 4 or 5 reels of tape marked “cab ride with Dad” but it was not to be. What I did find, however, is some very good and interesting stuff, most of which has never been released on a Railroad Record Club LP.

One tape that was a bit of a surprise was a 4″ reel of tape marked NYS&W. Of all the railroads in the New York area, why the Susquehanna? If he recorded this tape while in New York to ride and record the Queensboro Bridge trolley, which had to be prior to April 1957 when that line shut down, then why not record PRR K-4s on the New York & Long Branch which lasted until October of that year? Or all those electric locomotives on the NYC and NYNH&H? Perhaps he did record some or all these railroads and I just don’t have the tapes. Anything is possible, but I have found no evidence that he ever did. I’ll just have to wait until I have the NYS&W tape put on CD to find out just what the attraction may have been.

Other interesting finds include three 5″ reels of a fan trip operated by the Northern Pacific Railroad on June 20, 1957. 4-8-4 # 2686 pulled the train from St. Paul, MN to Staples. One tape is labeled “NP 2686-LV MPLS,” the second NP 2686 coal dock stop,” and the last, “NP 2686 LV Staples.” There was also a negative of the NP 2686 at Staples found among the photographs. Other steam and/or diesel tapes are labeled “CPR,” “NKP Ft. Wayne,” “N&W,” and “Soo Line.”

The traction fans among us will be happy to know there is plenty for them. The CNS&M has several tapes devoted to it. One tape is marked “CNS&M switching at Rondout and Mundelein”. There is a cut on Record 26 of locomotive # 459 switching at Rondout, but not at Mundelein. Another North Shore tape is marked “Mundelein Run” and another simply ” Mundelein”. One more CNS&M tape has “Electroliner” written on the box.

There is a tape marked “ITS 202”, apparently Steventon preferred Illinois Traction System to Illinois Terminal. On Record 25 Steventon wrote in the liner notes, “We had just arrived (at Harristown, IL) on interurban No. 202 where we had made an “on train” recording east from Springfield. We alighted and watched the 202 fade into the distance. This was the last sight and sound we had of the Illinois Terminal as an interurban. The “on train” recording of 202 and a streamliner is scheduled for release at a later date.” It never was. I don’t know about the streamliner recording, I may or may not have it, but I will consider it a privilege to be involved with releasing the 202 recording for him.

There are also tapes of the Cedar Rapids & Iowa City (CRANDIC), Charles City Western, Toledo & Eastern, and Capital Transit. Canadian traction fans are not overlooked either. There is a 5″ reel of the Niagara, St. Catharines & Toronto Railway. There are also two 5″ reels, one each, of the BC Electric and the Montreal & Southern Counties. These two tapes were recorded by Eugene Van Dusen, and the accompanying letter to Steventon, plus a copy of it sent to Elwin Purington, were found among some RRC papers I have. Another reel of tape not recorded by Steventon is “Cincinnati Street Railway Car 187 12/13/51.” Finding this was a nice surprise. I don’t know who did record it, but Steventon did not start making recordings until 1953.

Here is the entire list of the tape reels, excluding 21/2″ reels which I’ll list separately, and the master tapes for the LPs,

REEL TO REEL TAPES

INFORMATION MARKED ON TAPE BOXES

4″ reels:

1. NYS&W

5″ reels:

1. CPR-J. Van Brocklin
2. Soo Line
3. T&E NKP Diesel-NKP Ft. Wayne
4. N&W
5. N&W from Salem
6. N&W Billy + Larry on end
7. NP 2686 Lv Mpls-6/20/57
8. NP 2686 coal dock stop
9. NP 2686 Lv Staples
10. B. C. Electric
11. Montreal & Southern Counties
12. Potomac Edison #5
13. Potomac Edison H&F last run radio program
14. CNS&M -switching at Rondout and Mundelein
15. Mundelein Run
16. Capital Transit co 1151
17. ITS car 202
18. Cedar Rapids and Iowa City 5/31/53
19. CCW 5/18/54*
20. CCW CC to Colwell
21. Toledo & Eastern
22. PRR GG-1s

7″ reels:

1. Railroading in Spooner Wisconsin
2. CNS&M Electroliner
3. N. St. C & Toronto
4. Johnstown Traction and Altoona & Logan Valley
5. Cincinnati Street Railway car 187 12/13/51

The next bunch of tapes are smaller reels. These 21/2″ reels are in their original manufacture’s boxes and are marked only with a Railroad name and a catalog number. The catalog numbers correspond with the catalog numbers on the 10″ 78rpm acetate records that I acquired with the first half of the estate. As producing these records was a very time-consuming task, Steventon saved time by making a master tape for each record. The master tape would contain his spoken introductions followed by the train sounds. I bought over sixty of these small master tapes, and a large number have never been put on the regular Railroad Record Club releases. They contain sounds of railroads I was completely unaware Steventon ever recorded, such as L&N, Southern, and Virginian. This collection also contains the Queensboro Bridge trolley, the IND subway, and the Third Avenue EL recordings Steventon made in New York City.

21/2″ reels:

1. Potomac Edison, 4 reels
2. Shenandoah Central, 2 reels
3. Capital Transit, 3 reels
4. Altoona & Logan Valley, 2 reels
5. B&O, 9 reels
6. Shaker Heights RT, 3 reels
7. PRR, 5 reels
8. NKP, 1 reel
9. St. Louis PS, 1 reel
10. Illinois Terminal, 2 reels
11. ICRR 3 reels
12. N&W, 1 reel
13. WM Rwy, 1 reel
14. Baltimore Transit, 2 reels
15. Senate Subway, 1 reel
16. Scranton Transit, 1 reel
17. Rochester Subway, 1 reel
18. CB&Q, 2 reels
19. Niagara, St. C & T, 2 reels
20. Virginian, 2 reels
21. Southern, 2 reels
22. Queensboro Bridge, 2 reels
23. Wabash, 1 reel
24. Third Ave. EL, 2 reels
25. Soo Line, 5 reels
26. L&N, 2 reels
27. St. Elizabeth Hospital, 1 reel (used steam switcher to move coal hoppers)
28. Omaha Road, 1 reel
29. NYC IND Subway, 1 reel
30. Unidentified, 4 reels

This is not a complete set of all the master tapes made for the 78rpm records to be sure, but it’s most of them. I consider it a small miracle that any survive at all! I am not an audio expert, but in my opinion, uninformed as it may be, these tapes appear to be in reasonably good condition. I would think that the tapes would be able to withstand a few more plays, enough to be digitized at least. Neither David nor I have the equipment to attempt this and I think it would be ill advised of us to try anyway. The tapes are old and were not stored in archival conditions. I’m sure the prudent course of action is to entrust any work on them to a professional.

The last batch of tapes are the master tapes made for the released Railroad Record Club LPs. There are different size reels, some tapes are only of one side of the LP while others have both sides on the same reel. Some are in good condition and some are not. Some I have multiple copies of and a few of the LPs I have no tapes for, Rather then make a complete list of every reel I will simply list the few LPs I have NO master tapes for.

No master tapes:

RRC 21
RRC 24
RRC 29
RRC 31
RRC SP-2
RRC SP-4
RRC SP-6

Most of these reels are 7″ with only a few smaller or larger. The most interesting master tapes are the reels for RRC 3 EBT/D&RGW. There are two 7″ reels that most likely have the original release version of the record, the one with William Steventon’s narration. There are also two 5″ reels, one marked “sounds only” and the other labeled “Narrative.” Since Steventon removed his voice from the 12″reissue of the record, the “Narrative” tape must contain just the voice of Elwin Purington doing the new narration.

I’m not sure just what to do with these master tapes. Some are in rough shape and all these sounds are on the released Railroad Record Club LPs. It certainly would be a considerable expense to digitize them all and no new sounds would be gained. For now, I’ll store them in the best possible conditions that I can provide and perhaps one day a clear path of action will present itself.

MOVIE FILMS

1 Steventon Film that should be all trains

1 Steventon Film that should be all trains

2 Capital Transit B&W Night Film

2 Capital Transit B&W Night Film

3 Steventon film

3 Steventon film

4 Pennsy and B&O film

4 Pennsy and B&O film

5 Back of Kodachrome box

5 Back of Kodachrome box

6 Front of kodachrome box

6 Front of kodachrome box

I found several rolls of 16mm movie film within the boxes of audio tapes. Fortunately, Steventon was very good at labeling everything. He inserted little slips of paper into the film boxes listing the contents of the films. Unfortunately, the majority are family home movies. Most are of Steventon’s son Seth. His first day of school, Christmases, and birthday parties. There were six 100-foot reels that should be all trains.

16mm movies;

1. 100-foot reel but only about 50 feet of film. Labeled “Pennsy Fan Trip and B&O near Riverdale.”
2. 100-foot reel, full, labeled “Canada Term”. I’m not sure what that is supposed to indicate. I unspooled a few feet of film and the first few frames are without a doubt a steeple cab locomotive.
3. 100-foot reel, full, B&W, labeled “Cap Transit Night Film.”
4. 100-foot reel, full, labeled “EBT Reel 1.”
5. 100-foot reel, full, labeled “EBT Reel 2.”
6. 100-foot reel, full, labeled “Negative 1R Freight” Also written on box “bad footage.”

PRINT BLOCKS

1 Selection of print blocks

1 Selection of print blocks

2 More print blocks

2 More print blocks

3 Still more print blocks

3 Still more print blocks

4. Print block for very early RRC traction logo

4. Print block for very early RRC traction logo

5. Railroad Record Club logo print block

5. Railroad Record Club logo print block

6 Another style Railroad Record Club logo print block

6 Another style Railroad Record Club logo print block

7 Interurban car fron LP Sound Scrapbook-Traction

7 Interurban car fron LP Sound Scrapbook-Traction

8 Interurban car fron LP Sound Scrapbook-Traction in two sizes

8 Interurban car fron LP Sound Scrapbook-Traction in two sizes

9 PRR steamer from 1st edition of RRC 10 in two sizes

9 PRR steamer from 1st edition of RRC 10 in two sizes

10 D&RGW locomotive from the 1st edition of the LP the Siverton Train

10 D&RGW locomotive from the 1st edition of the LP the Siverton Train

11A Print block for NKP LP

11A Print block for NKP LP

12 Ad for RRC 25

12 Ad for RRC 25

13 Ad for RRC 25 reversed

13 Ad for RRC 25 reversed

14 Print block for large ad

14 Print block for large ad

15 Print block for large ad reversed

15 Print block for large ad reversed

16 Ad for traction watch fobs

16 Ad for traction watch fobs

17 Ad for steam LPs

17 Ad for steam LPs

18 Ad for steam LPs reversed

18 Ad for steam LPs reversed

19 Strange RRC ad

19 Strange RRC ad

20 Strange RRC ad printed version

20 Strange RRC ad printed version

I also acquired a good number of print blocks, which are mostly quite small and were used in the RRC advertisements.  I have a bunch of print blocks of the LP covers, all about the size of a postage stamp. They were used in ads and in the catalogs. There are a few complete ads that mostly feature a single record release. One large ad of interest is a very 1960’s, almost psychedelic illustration of a steam locomotive looming over a record player. Smoke is shooting from it’s stack and entwined within the billows of smoke are such things as a whistle blowing, a box cab electric locomotive, and a steam train. LPs are seen flying through the air and the words “steam and electric recordings” in twisted snake-like lettering fills the upper portion. Wild and unexpected. I would certainly like to know if this ad ever appeared anywhere in print.

I did not make a list of these small print blocks, there are just too many. I did photograph a representative selection of them. These photos will give a good idea of what is in the collection.

RECORDS

1 41 copies of RRC 3

1 41 copies of RRC 3

2 18 copies of RRC 5

2 18 copies of RRC 5

3 RCA test pressing for Sound Scrapbook Steam showing notation on upper left of sleeve

3 RCA test pressing for Sound Scrapbook Steam showing notation on upper left of sleeve

4 RCA test pressing for Illinois Terminal one of only 3 good discs

4 RCA test pressing for Illinois Terminal one of only 3 good discs

5 Back of RCA test pressing for Illinois Terminal

5 Back of RCA test pressing for Illinois Terminal

6 Close up of RCA test pressing for Illinois Terminal

6 Close up of RCA test pressing for Illinois Terminal

7 Close up of RCA test pressing for NKP

7 Close up of RCA test pressing for NKP

8 RCA test pressing for CN showing damage

8 RCA test pressing for CN showing damage

9 Metal press stamp

9 Metal press stamp

10 Metal press stamp with cardboard sleeve

10 Metal press stamp with cardboard sleeve

11 RRC Nashville Metal press stamp

11 RRC Nashville Metal press stamp

12 Metal press stamps in cardboard sleeves for RRC4 B&O

12 Metal press stamps in cardboard sleeves for RRC4 B&O

13 3 RRC Nashville Metal press stamps

13 3 RRC Nashville Metal press stamps

14 Metal press stamp for RRC LP

14 Metal press stamp for RRC LP

15 Railroad Record Club SP-4 boxes and sleeves

15 Railroad Record Club SP-4 boxes and sleeves

16 Record jackets for each of the 3 records in the SP-4 set

16 Record jackets for each of the 3 records in the SP-4 set

17 Label for 1st edition of record 1 side 1 of RRC-SP4

17 Label for 1st edition of record 1 side 1 of RRC-SP4

18 Label for 2nd edition of record 1 side 1 of RRC-SP4

18 Label for 2nd edition of record 1 side 1 of RRC-SP4

19 Label for 3rd edition of record 1 side 1 of RRC-SP4

19 Label for 3rd edition of record 1 side 1 of RRC-SP4

Since the estate dealer would only sell me the tapes unless I bought the entire lot, including the remainder of the RRC LP stock, I had no choice but to buy them. I’ll admit I would not have wanted to see all these mint condition, still sealed LPs go in the trash, but what am I going to do with them and where am I going to store them? These questions I’m still contemplating. However, these concerns are secondary to preserving and digitizing the tapes. I have a few options, I can rent a table at a few railroadiania swap meets, contact a few local hobby stores and see if they are willing to sell some, and David and I have been thinking of making them available through the blog.

I’ll have to carefully consider my options. It would be nice to make a little of my money back and put it towards digitizing tapes. For the record, here is a list of the 12″ remasters. They are all still sealed and, for the most part, in mint condition. A few may have a bend or crease in the jackets and a few copies of RRC 20 have brown water stains in the lower right corner.

12″ remaster LPs:

41 copies of RRC 3, EBT/D&RGW
18 copies of RRC 5, D7rgw
36 copies of RRC 8 CN
29 copies of RRC 3 15, CB&Q
34 copies of RRC 16, Westside Lumber
25 copies of RRC 20, NYC/C&IM (6 copies have water damage)
15 copies of RRC 26, CNS&M Freight
22 copies of RRC 29, NKP 779

Included with the unsold record stock were several mint copies of the original 10″ LPs:

10″ LPs:
1 copy RRC 2, WCF&N
1 copy RRC 4, B&O
2 copies of RRC 5, D&RGW
1 copy RRC 7, N&W
1 copy RRC 8, CN
1 copy RRC 10, PRR
1 copy RRC 16, Westside Lumber
1 copy RRC 17, Soo Line
1 copy RRC 19, DM&IR
1 copy RRC 20, NYC/C&IM
8 copies of RRC 28, Charles City Western
1 copy RRC 29, NKP 779
1 copy RRC SP-2 NP 2626

Twenty-four RCA test pressing were included in the sale, ten 12″ pressings and fourteen 10″. All these pressings are stamped on one side only and on the paper sleeve of two of the 12″ pressings there is a hand-written note: “Masters will be 12 inch”. This is the one rather disheartening part of the story. All but three of these test pressings are in very poor condition. The accrete has flaked off in large chips. When I removed the disc from the paper sleeve to determine its condition, a black snowfall often resulted. I’m not sure what to do with these, they are really just trash now. I will photograph the label of each one for my archive but after that, I just don’t know. The three good discs are two 12″ pressings for both sides of RRC 15, CB&Q. It’s lucky that the only undamaged 12″ RCA test pressings are for the two sides of the same record. The one good 10″ disc is for side 2 of RRC 25, Illinois Terminal.

The metal stamping plates vary in condition. I was able to inspect these plates while at the dealer’s property last July, so I knew what to expect. I turned them down last year to save my money for what I considered the good stuff, the artwork and 78rpm records. All the original RCA stamp plates were lost in 1973, necessitating the 12″ remaster program. These plates are the Nashville-made stamps made in the late 1970s and throughout the 1980s. As I remember it, all 17 master plates were in the dealer’s warehouse. I only looked at them briefly but the top few were scratched and dented. Now, if I wanted the tapes, I had to buy them. Here I did a little dealing. Since these plates were a bit heavier than the records and I was paying for shipment by the pound, I convinced the dealer to choose a few of the stamps that were in the best condition. Those in poor condition he would not charge me for and he could discard them. The archivist in me wanted to save them all, but compromises must occasionally be made.

In all I got twelve of these stamps, five are 14″ and 7 are 12″.

I ended up with a bunch of returned records as well. Numbering somewhere around fifteen or twenty, these records were returned by buyers dissatisfied with them.  Most of them have a note attached with the buyer’s name and his complaint. Things such as scratches, surface noise, and various clicks and pops were the most often cited reasons for the return.

An interesting find was various copies of the records that comprise the three-record set of SP-4. I was able to put together a set of each of the three pressings this set had. A surprise was a set of these records not in the display box that they came in, but in three separate record jackets. Each jacket had the same drawing of CSS&SB MU #108 that appeared on the box lid. Perhaps this was some sort of test printing or the original idea for the jackets. I may never know but I’m sure it is a unique set.

PHOTOGRAPHS

NP 4-8-4 2686

NP 4-8-4 2686

CA&E Elgin train on street in Aurora IL 1931

CA&E Elgin train on street in Aurora IL 1931

Capital Transit PCC and bus Catholic University

Capital Transit PCC and bus Catholic University

D&RGW 476 locomotive featured on SP-1

D&RGW 476 locomotive featured on SP-1

D&RGW 481

D&RGW 481

Des Moines & Central Iowa car 1710

Des Moines & Central Iowa car 1710

EBT 15 on a rainy day very likely while record 3 was being recorded

EBT 15 on a rainy day very likely while record 3 was being recorded

Evansville & Ohio Valley car 134

Evansville & Ohio Valley car 134

Ill Terminal car 285

Ill Terminal car 285

Ill Terminal local on Caldwell Hill East Pearia about 1936

Ill Terminal local on Caldwell Hill East Pearia about 1936

Indiana box car 550

Indiana box car 550

Indiana RR 752 waiting for loads at mine scale

Indiana RR 752 waiting for loads at mine scale

Indiana RR car 64

Indiana RR car 64

Indiana RR car 93 at Anderson IN September 4 1938

Indiana RR car 93 at Anderson IN September 4 1938

Indiana RR Vigo with rails ripped out.

Indiana RR Vigo with rails ripped out.

Interstate car 711 ex-IPSC 427 September 3 1939

Interstate car 711 ex-IPSC 427 September 3 1939

Interstate car 711 on shop siding west of Greencastle June 3 1939

Interstate car 711 on shop siding west of Greencastle June 3 1939

Interurban car 44 and REA truck Rosslyn VA

Interurban car 44 and REA truck Rosslyn VA

MC&CL RR car 34

MC&CL RR car 34

MC&CL Steeple cab 52

MC&CL Steeple cab 52

Nice right of way photo but no info other than date March 31 1936

Nice right of way photo but no info other than date March 31 1936

S T F Co RR 54 Farmington MO

S T F Co RR 54 Farmington MO

Unidentified car and person

Unidentified car and person

Unidentified steeple cab locomotive

Unidentified steeple cab locomotive

Unidentified steeple cab locomotive photo 2

Unidentified steeple cab locomotive photo 2

Waterloo Cedar Falls & Northern car 100 this car is featured on RRC 2

Waterloo Cedar Falls & Northern car 100 this car is featured on RRC 2

Here again I had to do a little dealing. I went quickly through the box of Steventon photos last year, choosing about 20 photos to purchase. The box contained a mix of railroad photos and family snap shots. The family photos outnumbered the trains. Again, I did not want to pay for, or have the added weight of photos that were just going to be tossed away. Steventon’s son was the one who sold all this family history in the first place, so I saw no reason to try and get it back to him. The dealer agreed to sort the photos and sell and ship only railroad photos. He would discard the unwanted photos.

In all there are 135 photos of railroad equipment, mostly traction subjects. Some have complete caption information, and some have nothing. There are 23 photos of active traction right-of-ways but no caption information. 24 photos of abandoned traction right-of-ways have no captions. I cannot be sure if it is a “before” and “after” series of 27 photos. I also received 11 steam negatives, the aforementioned NP 4-8-4 # 2686 (two almost identical shots at Staples, MN) and several D&RGW narrow gauge roster photos. There is one EBT negative and a shot of a steam tractor.  I haven’t had time to scan all of these photos yet, but they will appear in the Trolley Dodger as I do. For now, here are a few scans to whet your appetite.

DOCUMENTS

Stack of prints of Soo 2715

Stack of prints of Soo 2715

VHS VIDEO TAPES 

There was one last surprise waiting for me. There are eight VHS video tapes in the estate lot, seven of which were professionally produced programs of traction subjects, several of which Steventon provided audio for. One tape on a store-bought blank was labeled simply “Railroad Programs”. I thought it was most likely a tape of TV shows about trains, but I popped it in the player just to see. It turned out to be a recording of a presentation that Steventon made to a local historical society. The video quality is bad, but you can hear everything he says perfectly.

It’s all really basic stuff, what you would expect him to present to a general audience. Such things as the appeal of a steam locomotive, the nicknames of various railroad job positions like “Hogger” for engineer etc.  He then gets into the “sound portion” of his talk. He has a reel to reel tape player with him, and he explains the use of whistle signals and then plays a cut of a B&O EM-1 from Record number 4, noting the “two longs-a short-and another long” signal for a road crossing. He then goes into how a steam locomotive gains traction. Here he plays the sequence of SOO Line 2718 backing off the wye track from the intro record. He stops the tape at places to note the change in the locomotive’s sound and what that indicates to the engineer. Next, he talks about the use of torpedoes as a signaling device and plays a cut from Record number 8. He never says that these sounds are from his records. In fact, he never mentions that he ever sold records and the Railroad Record Club is not once referenced.

He eventually brings out a chart of steam locomotive wheel arrangements.  He walks out of frame with it, but you can still hear what he is saying. At some point someone thinks to pan the camera around, but the view is only the back of the chart!

By the time he finishes with the chart, the program has gone on for about 40 minutes. Now he introduces “Whistle ‘Round the Bend” and plays the entire record, all 30 minutes. While the camera never moves during this, and Steventon just sits there listening, it’s a bit of a poignant moment. The video quality, as I said, is poor, and he is in the center of a wide shot, but it’s still possible to see that he is moved by the words and sounds he his hearing.

While little information is given about how, where, or when the sounds he played were recorded a little more personal stuff is revealed. He tells of the day in 1936 that his mother died. His father was at work and needed to get home. The NYC put every opposing train on the siding and he had green signals the whole way. He also tells us that he was a sickly child and his father took him onboard the locomotive with him, even against the rules, because he wanted to spend time with him, and make William happy, as the doctors said he may not survive into adulthood.  With this video I was able to “know” William Steventon just a little bit better.

As I have these tapes put on to CD, they will be offered for sale in the online store. I bought these tapes not to just save them from destruction, but to have them made available to everyone who may be interested. I think that is perhaps the best way to ensure these historic sounds are preserved. Not just as a tribute to the people who recorded them who are now gone, but to ensure these sounds will endure to instruct and entertain future railfans long after we are gone too.

-Kenneth Gear

New Steam Audio CD:

FTS
Farewell To Steam
Mister D’s Machine
# of Discs – 1
Price: $14.99

Farewell To Steam
On February 6, 1955 the Santa Fe Railway ran a railfan train from Los Angeles to Barstow and back for the Railway Club of Southern California. This was Santa Fe’s last run powered by a steam locomotive over this route. The engine was a 4-8-4, #3759. We have used the original, rare 1955 mono version of this recording, and not the later 1958 reissue that had a bunch of echo added to create a fake stereo effect.

Mister D’s Machine
When diesel locomotives replaced steam in the 1950s, they offered a multitude of different sounds. This original 1963 stereo recording showcases the many sounds of diesels on the San Joaquin and Los Angeles Divisions of the Southern Pacific, including the Tahachappi Loop, an engineering feat that made modern railroading famous.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 72:56

Order Our New Book Building Chicago’s Subways

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

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

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

Bibliographic information:

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

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William A. Steventon’s Railroad Record Club

William Steventon

William Steventon

Today’s post is the first of two by Kenneth Gear, long a friend of this blog. We have great news to report– Ken has finally been able to purchase all the remaining Railroad Record Club items from the dealer that purchased them many years ago from the estate of William A. Steventon, who died 25 years ago.

Ken details all that in another post, Railroad Record Club Treasure Hunt, Part 2. These new discoveries have enabled him to offer what is, to my knowledge, the first-ever comprehensive and factual history of William A. Steventon’s Railroad Record Club.

Thanks in great part to Ken’s dedication and persistence, you can find practically all the RRC’s 10″ and 12″ output, now digitized on compact discs for the 21st century, in our Online Store. We thank him for these efforts, and hope you will too.

-David Sadowski

INTRODUCTION

As regular readers of this blog know, David and I have been gathering bits and pieces of information about the Railroad Record Club and its founder, William A. Steventon. We wanted to get a better understanding of what went into making these records, and to put together a history of the club. David started the ball rolling in April 2015 when he wrote the first Trolley Dodger post about it. As soon as I read that post I jumped aboard having been interested in the subject for some time. Together we finally managed to accumulate enough separate fragments of the story so that when we put it all together, it formed an accurate outline of the events leading up to the formation of the club and offered some insight into its operation. We were also able to build a brief biological sketch of Mr. Steventon.

Separately David and I looked for any resource that might reveal some small bit of new information. We read liner notes, club newsletters, and we looked through back issues of magazines in search of RRC ads. We collected order blanks, and I purchased copies of records I already owned because they had club inserts tucked away in the jackets. I researched the meaning of the matrix codes engraved in the lead out grooves of the LPs to more accurately date them. We studied artwork and found some of Steventon’s personal correspondences.  Everything came together when I purchased a large collection of Railroad Record Club items from Steventon’s estate. Combing through this material finally gave us enough information so that David and I could piece together the Railroad Record Club story you are about to read.

There are still unanswered questions to be sure and there are also missing recordings. We haven’t been able to secure copies of the 5th and 6th year sampler records. We also can only speculate on how, to whom, and at what cost these sampler records were distributed.

If any readers have any RRC material, please contact David. We only ask for a scan of any paper work or leads you may be able to offer as to who might be able to help. Thank you.

I have recently been able to purchase the last of the Steventon estate items I left behind last year (more on that in A Railroad Record Club Treasure Hunt, Part 2) and with luck David and I will be able to put together a few more pieces of the Railroad Record Club puzzle.

WILLIAM STEVENTON & THE RAILROAD RECORD CLUB 

William A. Steventon was born in 1921 in Mount Carmel, Illinois, son of a locomotive engineer on the Big Four Railroad (New York Central). As a child he spent much of his time around the red brick passenger station and wooden freight house across from Main Street. The family eventually moved to Cairo, Illinois and there he would often ride in the locomotive cab with his father. In the liner notes to Record number 20- NYC/C&IM while describing an in-cab recording made with his father at the throttle, Steventon reminisces about his boyhood days spent there:

“It is strange that this recording should remind me of something that I had almost forgotten. If I hadn’t heard my father pull a whistle cord in 50 years, and in the distance I should hear a certain whistle, I would know that it was him. This recording also reminds me of the many times I had waited as a youngster for him to whistle near Cherry switch to let us know he was coming home from a north-end run. It reminds me of the many times I have walked down Washington Street in Cairo and heard him whistling in the yards.”

After serving in World War II Steventon married and took a government job. He and his wife settled in the Washington DC area and it is here that the Railroad Record Club story begins.

It all began when Steventon’s wife gave him a record of Railroad sound effects as a Christmas gift, most likely in 1952. While he was interested in the concept of recorded train sounds, he was very dissatisfied with this record. He was convinced that the sounds were not those of actual trains, that they were train “effects” created in a recording studio.  He wanted sound recordings of REAL trains. He purchased one of the new reel to reel tape recorders that had recently become available and in March 1953, set out to make his first railroad sound recordings.

First recording

First recording

The first recording he made was along the Baltimore & Ohio Railroad at the Riverdale, Maryland passenger station (MP 32.4 on the Washington Branch). As best as can be determined, the first train he recorded was # 523 the “MARYLANDER” powered by an EMD diesel (he did not make note of the locomotive number). His second train was powered by steam but in his haste to hear the recording immediately after making it, he accidently partially erased it! He wrote about his frustration in an article for TRACTION & MODELS Magazine:

“When we made our very first recording in 1953 we took the equipment to Riverdale, Maryland and recorded a steamer thundering past the B&O station. When it was gone we stopped the recorder, rewound the tape and played it back. Nothing happened-the tape was silent. we waited thinking that the steamer wasn’t within “hearing distance” as yet, but when it became evident that we should be hearing the sound, we investigated.  In our enthusiasm to “get recording” we had failed to become familiar with our equipment. Instead of pushing the playback key, we had pushed the record key and were erasing the sound we had just recorded.”

That partially erased recording, as well as the others he made that night, were discovered on a 78rpm acetate record in his estate. It is included on the Trolley Dodger Railroad Record Club Rarities Steam & Diesel CD.

During the next few years, Steventon made numerous railroad sound recordings, both in and around Washington DC and on trips to visit family in Illinois. Near Washington DC he recorded the streetcars of the Capital Transit Company, steam & diesels on the B&O, and Pennsy GG-1s. He even recorded the sounds of the Senate Subway. He made trips to Maryland to record the Western Maryland, the Hagerstown & Frederick interurban cars and freight box motors, and he rode and recorded the Baltimore streetcars. In Pennsylvania he recorded mainline steam on the PRR, revenue steam on the East Broad Top, and made extensive recordings of the Johnstown Traction Company and the Altoona & Logan Valley. In Illinois he captured the sounds of the New York Central, Chicago & Illinois Midland, Nickel Plate, Illinois Central, and Chicago Burlington & Quincy among others. He did recordings of the passenger and freight operations of the Midwestern electric railways including the Illinois Terminal, Chicago North Shore & Milwaukee, Chicago Aurora & Elgin and even recorded an entire run of Chicago South Shore & South Bend M.U. car # 108 from Chicago to South Bend. In Iowa he added the Waterloo, Cedar Falls & Northern, Southern Iowa, Cedar Rapids & Iowa City and Charles City Western. In his travels he made recordings of the Pacific Electric, Shaker Heights Rapid Transit, Wabash, Soo Line, Denver & Rio Grande Western narrow gauge, and Norfolk & Western. In a 1958 newspaper interview he stated he had traveled to fifteen states to record train sounds. It is quite an extensive output and not all of it has been pressed into vinyl or released on tape or CD.

All this recording did not come easily. Dragging the equipment from home to car and from car to trackside required the help of at least one other person. Steventon wrote about the difficulty of using this bulky equipment in the field:

“We had a 12-volt auto battery for the primary power source, a 12 v.d.c. to 110 v.a.c. rotary converter, a reel to reel recorder plus a satchel of extra equipment, tapes, and assorted material. Two men could struggle with all this equipment, but it required three men to carry everything with any degree of ease and mobility. In addition, we normally carried a battery charger for use with keeping the battery up to par during the night. This could be left in the auto during the day but was a very necessary part of our total equipment requirement.”

It is a wonder anyone was able to record anything, considering the burden it must have been to get all this stuff trackside. It makes one grateful for the ability to record high quality sound and high definition video with just a tiny cell phone as we can do today.

Steventon eventually took a job as manager of the Cream Valley Telephone Company and he and his wife moved to Hawkins, Wisconsin. There he would continue to make railroad sound recordings, start a family. and create the Railroad Record Club.

Doing all this traveling and making these recordings invariably put him in contact with like-minded people. It is safe to assume that they would want to trade and share the recordings they made with each other. In the mid-1950s this was no easy task. Modern home audio systems, as we think of them now, simply did not exist. The problem was made even worse if recordings were to be shared or sold to someone who did not make recordings themselves and therefore did not own a reel to reel tape player/recorder. While most people at the time did not own a tape player, a phonograph could be found in most homes.

Steventon pre-RRC 78rpm records

Steventon pre-RRC 78rpm records

If Steventon wanted to give or sell his recordings to many other people, they would have to be put onto phonograph records. This too, wouldn’t be easy. The solution was to procure a portable disc cutter. These machines became available for home use starting in about 1929 and were most often used to record things off the radio. The standard record format of the time was a disc ten inches in diameter and made of aluminum covered with acetate. The 78rpm playing speed yielded no more than five minutes of content per side. These records had to be made in real time and the record blanks were quite heavy compared to a modern vinyl record. To distill more and varied content on these homemade records, he spliced together all sorts of bits and pieces and recorded brief introductions to tell listeners what they were about to hear. He conceived a catalog numbering system and had rubber stamps made for the most popular titles, the rest having hand-written labels. Steventon produced an extraordinary amount of records this way. Finding a sizable collection of these acetate records in the Steventon estate reveled just how extensive the output was. Although a complete catalog listing of these records can not presently be made, the following partial list is still very impressive.

01. Potomac Edison (aka Hagerstown & Frederick)
02. Shenandoah Central
03. Capital Transit
04. Johnstown Traction
05. Altoona & Logan Valley
06. Baltimore & Ohio
07. Shaker Heights Rapid Transit
08. Claude Mahoney Radio Program about NRHS fantrip (1953)
09. Pennsylvania Railroad
10. Nickel Plate Road
11. St. Louis Public Service
12. Illinois Terminal
13. Illinois Central
16. Norfolk & Western
17. Western Maryland Railway
18. Baltimore Transit
19. Senate Subway (Washington, DC)
21. Rochester Subway
22. East Broad Top
23. Chicago, Burlington & Quincy
24. Chicago & Illinois Midland
25. Niagara, St. Catharines & Toronto
26. Virginian
28. Queensboro Bridge
29. Wabash
30. 3rd Avenue Elevated
31. Minneapolis, St Paul & Sault Ste Marie
32. Louisville & Nashville
34. St Elizabeth’s Hospital (hospital in Washington DC that used a 0-4-0T to move coal from the B&O.)
37. Independent Subway

It is worth noting that this numbering sequence is totally different from the later one adopted for the 10” records issued later.

Things were apparently going well for Steventon’s railroad record enterprise for a while but things were about to change. Long playing 33 1/3 rpm records made of lighter materials and with improved sound were beginning to gain in popularity. Record blanks and parts for the disc cutter would undoubtedly become harder to get. Steventon needed to have his records made by a professional record pressing company to continue selling them. Steventon would have to make new master tapes for each release because the new records, although still 10”, could hold fifteen minutes of sound on each side-a full half-hour altogether. This would be the equivalent of more then five of the old acetates. He would forgo, for the most part, his spoken introductions and provide printed notes on the cardboard record jackets. These notes could be pretty sparse at first, containing little more than the railroad and locomotive number.

RRC intro record

RRC intro record

RRC INTRO old SP5

RRC INTRO old SP5

Bill Steventon recording compressor noise on CNS&M interurban

Bill Steventon recording compressor noise on CNS&M interurban

Eventually he began to write extensive notes on separate sheets of paper that were inserted into the record jackets. In time, the first completed master tape was sent off to the RCA Custom Record facility in Indianapolis, Indiana and soon afterward the first official Railroad Record Club LP came into being. The record was titled simply INTRODUCTORY RECORD and carried no catalog number. Side one contained the sounds of Soo Line 4-6-2 # 2718 powering an August, 1955 fan trip between Minneapolis, Minnesota and Rice Lake, Wisconsin. Illinois Central 0-8-0 # 3509 switching at Centralia, Illinois was featured on the flip side. A look at the first four characters in the matrix code engraved into the lead-out grooves of a first edition of this record, G8OL, gives the following information: First is the date code-G indicates the record was manufactured in 1956, then the label code-8 showing it was a custom job that was re-recorded from the client’s source material. Next is the category code-O meaning it is a phonograph record, and the fourth character-L denoted the size, speed & groove, 10”, mono, & 331/3 rpm. The final numbers 0479 for side one and 0480 on side two were simply sequence numbers. The Introductory Record was therefore available for sale sometime in 1956 or perhaps 1957.

He made the decision to sell these new records not as a regular mail order business, but as a club. The club membership idea may have been the direct result of the expense associated with this new endeavor. He had to have the records pressed by RCA which required metal master plates to be made. Cardboard record jackets had to be purchased and be printed with photographs or drawings. Tape stock had to be bought for the making of the new master tapes. All in all, this must have been a considerable expense. Selling the records through a club meant that the members were required to purchase a set number of records and paying for them in advance, thereby guaranteeing he would get some return on all this investment. The club worked like this: Four records would be offered per year. Members could buy the records at the discounted price of $4 each providing they maintained membership by purchasing at least three of the selections. Membership expired upon the purchase of one year’s group. There were no membership dues, but records were paid for in advance to provide the necessary money to have the metal masters made.  Special pressings could be purchased at club prices but were not counted toward the three-record minimum. Non-members could buy individual LPs at $5.25 each. $4.00 for a LP record sounds like a bargain but remember those $4 in 1958 had the same buying power as $34.72 in 2018! These Records weren’t cheap. According to a 1958 interview he gave to the Milwaukee Sentinel, the club started off very well. The article stated that there were some 200 club members through out the United States and several foreign countries including New Zealand, Australia, England and Canada. It goes on to state he has already sold 1,000 records.

Steventon continued to sell his records through the yearly club membership plan until October 1965 when the club membership requirement was withdrawn. The records would now be sold separately and at the same price to everyone.

From 1957 with the release of the Introductory record until October 1965 when the last regularly scheduled production of a Railroad Record Club release (Record number 32-New York Central) was offered, Steventon produced thirty-two regular club releases and three special pressings. One more release, SP-4-CSS&SB would be released later that year. Afterwards, Steventon released Records Numbers 33-36 and special pressings numbers SP-5 (a reissue of the introductory record) and the last all new Railroad Record Club record in 1983, number SP-6 Milwaukee Road box cab electrics. Each record was simply numbered in the order it was produced.

RAILROAD RECORD CLUB TITLES
0 Soo Line, Illinois Central (Introductory Record)
1 Wabash Railroad, Chicago, St. Paul, Minneapolis & Omaha
2 Waterloo, Cedar Falls & Northern, Southern Iowa Railway
3 Denver, Rio Grande & Western, East Broad Top
4 Baltimore and Ohio
5 Denver & Rio Grande Western
6 Potomac Edison (Hagerstown & Frederick)
7 Norfolk & Western, Illinois Central (Also includes a bit of Illinois Terminal Railroad)
8 Canadian National (aka Canadian Railroading in the Days of Steam)
9 Winston-Salem Southbound
10 Pennsylvania Railroad
11 Shaker Heights Rapid Transit
12 Duluth Missabe & Iron Range
13 Nickel Plate Road
14 Pacific Electric
15 Chicago, Burlington & Quincy
16 Westside Lumber Company
17 Minneapolis & St Paul, Sault Ste Marie Railway
18 Chicago, North Shore & Milwaukee
19 Duluth, Missabe & Iron Range
20 Chicago & Illinois Midland – New York Central
21 Duluth & Northeastern
22 Buffalo Creek & Gauley
23 Pennsylvania Trolleys
24 Canadian Pacific
25 Illinois Terminal Railroad
26 Chicago, North Shore & Milwaukee (freight)
27 Capital Transit Company
28 Charles City Western – Waterloo, Cedar Falls & Northern
29 Nickel Plate Road
30 Sound Scrapbook, Traction
31 Sound Scrapbook, Steam
32 New York Central
33 Chicago, South Shore & South Bend (freight)
34 Chicago, South Shore & South Bend (freight)
35 Milwaukee & Suburban Transport, Chicago, North Shore & Milwaukee
36 Chicago, Aurora & Elgin, Chicago Transit Authority

Special Pressings
SP1 The Silverton Train
SP2 Northern Pacific 2626 Memorial Album
SP3 Whistle ‘Round the Bend
SP4 Chicago, South Shore & South Bend Railroad (passenger)
SP5 Soo Line, Illinois Central
SP6 The Milwaukee Road (electric freight)

He also produced several “sampler” records which contain short snippets of tracks from the LP records.

THE RAILROAD RECORD CLUB SAMPLERS

1st & 2nd Year Sampler:  (short excerpts from records 1 to 4 on side one & records 5 to 8 on side two)
3rd & 4th Year Sampler: (short excerpts from records 9 to 12 on side one & records 13 to 16 on side two)
5th Year Sampler: (short excerpts from records 17 to 20 recorded on one side only)
6th Year Sampler: (short excerpts from records 21 to 24 recorded on one side only)
7th & 8th Year Sampler: (short excerpts from records 25 to 28 on side one & records 29 to 32 on side two)

Among these forty-two LPs there are some real gems. He certainly started off strong with Record Number one. On side two there is one of his best “sound picture” type recordings. It features Chicago, St. Paul, Minneapolis & Omaha 2-8-0 # 219 switching in the yards at Spooner, Wisconsin on a dark misty night in October of 1955. This was one of his favorite audio sequences and he described it like this in the record’s reissue liner notes:

“Close your eyes and imagine you are in a Pullman berth. Your passenger train has stopped at the station and you are sleepily listening to this nearby switching movement.” And from the notes to the original release: “That night in October of 1955 was very dark, moonless and misting heavily. The sulfuric, yet nostalgic odor of coal smoke drifted sluggishly over the Spooner, Wisconsin yards as the sound of exhausts and squealing brakes seeped through the murky atmosphere. A dim yellow light at the south end of the station platform rocked in the wind, flicking shadows to and fro over the moving cars.” 

If you don’t feel the dampness, smell the coal smoke, or find that you need to shake off a chill while listening to this, you’re just not trying.

There are so many remarkable sound sequences on these LPs that it would be impossible to list them all, Some of the most interesting ones include:  a D&RGW narrow gauge train with a mid-train helper on Cumbres Pass on Record number 3, the B&O EM-1 stopping and starting sequences on Record Number 4, a PRR 4-8-2 on slick rail on Record number 10, the cab rides in CSS&SB freight motors on Record numbers 33 and 34, the list goes on and on.

William Steventon did not exclusively use his own recordings on the Railroad Record Club LPs. In the second year of the club he began to utilize the talents of his friends, and the most notable of the group was Elwin D. Purington. Mr. Purington’s considerable recording talents added greatly to the quality of Steventon’s releases. Three records were entirely comprised of his recordings and they are three of the best. Record number 8-Canadian National (re-released as “Canadian Railroading in The Days Of Steam”) is one of Steventon’s favorites, and SP-2 the Northern Pacific 2626 memorial album Steventon called “a masterpiece.”  He provided the sounds for side one of Record number 12-DM&IR and his recordings of the CMSt.P&P electric freight locomotives are featured on Record SP-6.  He also did the narration on Number 3-East Broad Top and SP-3-Whistle ‘Round the Bend. Thomas A. Hosick recorded the train sounds for Record number 9-Winston-Salem Southbound, and John L. Wise contributed to Record number 10-PRR. Harold O. Lewis did some fine recording work that was used on three LPs, Record number 16-Westside Lumber, number 24-Canadian Pacific, and number 31-Sound Scrapbook-Steam. Eugene Van Dusen made all but the final three cuts for Record Number 32-NYC, and finally A. L. Shade, another top-notch sound recorder of trains, added his talents to Record numbers 13-Nickel Plate, 29-NKP 779 and 22-Buffalo Creek & Gauley.

Excellent HM Pech cover RRC 5

Excellent HM Pech cover RRC 5

Marginal HM Pech cover 1st edition of Record number 8

Marginal HM Pech cover 1st edition of Record number 8

RRC 19

RRC 19

The sounds on these LPs were great right from the start, but it took awhile for the record jackets to evolve into something interesting and appealing. At first the record jackets had little in the way of cover art, nothing more than a small photo or two plus a few paragraphs of text. Eventually sketches of the featured locomotive pulling a train were added, usually draw by an artist who signed his work HM Pech. These drawings could range from excellent (Record number 5) to marginal (1st edition of Record number 8). All mediocrity was removed for good when the cover art for Record number 19 was revealed. The cover of this record is a very nice accomplishment. The drawing of DM&IR 2-8-8-4 # 222 is perfect in every way. This great drawing combined with an appealing layout makes for a wonderful cover. A new visual benchmark for the Railroad Record Club had been reached and there was no going back. The drawing was done by Marshall P. (Pat) McMahon. He worked for the Minneapolis Star Tribune as an illustrator. His drawings of railroad equipment are flawless. The detail is meticulously rendered and drawn with precision and skill. Mr. McMahon would from here on out, be the main artist used by Steventon to illustrate the record jackets. When second editions of previously released records were pressed, McMahon would be called upon to create a new cover drawing. Every one is a vast improvement over what had come before. He also got the call to do new drawings when the records began to be reissued on 12″ discs, and he even did at least one drawing that Steventon sold prints of (Soo Line steamer # 2715). He would go on to do cover illustrations for thirty record jackets for the club! Rounding out the list of artists employed by the Railroad Record Club: Ernie Towler did a fine pencil sketch of a Shay locomotive for the 12″ reissue of Record Number 16-Westside Lumber and he did the cover of the reissue of number 15-CB&Q. Herb Mott did a painting of a boy watching a steam train passing for the cover of SP-3-Whistle ‘Round the Bend. This record has the distinction of being the only one with a full color cover.

RRC 17 Steventon enjoyed being here Hawkins WI Soo station

RRC 17 Steventon enjoyed being here Hawkins WI Soo station

RRC 17 1st edition drawing Hawkins WI Soo station

RRC 17 1st edition drawing Hawkins WI Soo station

RRC 20

RRC 20

Advertising had to be done, and ads were placed in several railroad and modeling magazines including Trains and Model Railroad Craftsman. Such tag lines as “Authentic steam and electric railway recordings,” “Sounds you like to hear steam-traction,” and “Out of the past and into your home” were used. A mailing list was maintained, and announcements and sales information mailed directly to those on it. Records were sold in hobby stores, and Steventon sent LPs  to railroad historical societies that coincided with the group’s interests. He even devised a unique “Audition Set Program”. To audition a set of records a request form had to be filled out. A choice could be made as to which records were wanted but a choice of pre-selected LPs could be made by choosing ” all steam” or “all traction” or both. A “random” selection could be made giving the customer the choice of titles and number of records. A deposit in the following amounts had to be sent: “all steam” consisting of 25 10″ records-$100.00, “all traction” consisting of 15 10″ records-$60.00 and “random” $4.00 each. After listening, the records were to be returned with (hopefully) a purchase order. The money for the purchased records would be deducted from the deposit and the remainder returned with the record order.

Eventually Steventon branched out and began to sell all types of things. His biggest sideline was selling photographs. The photo catalog alone was 40 pages! He sold 16mm, 8mm and super 8 traction movies, books, records from other producers, he even had a line of railroad logo watch fobs! In one sales flyer he was trying to unload his old adding machine, a Sears model No. 871.58251 (he wanted $40 for it postpaid).

After 1965, when The Railroad Record Club stopped functioning as a club, not much else changed. Steventon continued to release records and in fact had plans to release many more. In a 1966 newsletter Steventon makes mention of future planned releases, unfortunately not all of them were produced. He writes: “Future releases will be made on the basis of availability of time and material. At this writing an “on train” recording of the old 1000 series Chicago South Shore & South Bend locomotives is in production. No release date has been set.” (Records number 33 & 34). He continues: “Other material for future work includes many steam and electric lines including the Shenandoah Central (never produced), Baltimore & Ohio (never produced) Chicago Aurora & Elgin (Record Number 36), Chicago Transit Authority (record number 36) Queensboro Bridge (never produced) and others.”

This newsletter also announces the first Railroad Record Club selection ever to be released on 12” discs-Special Pressing number 4.  “On December 21, 1965 a new milestone was established with the release of a set of three 12-inch 33 1/3 rpm recordings of the complete run of interurban No. 108 from Chicago to South Bend. Approximately two hours playing time and conveniently arranged for automatic playing sequence. Prepared and recommended for the devoted traction enthusiast.”

Through the rest of the 1960s and into the 1970s Steventon successfully sold his records. Some of the most popular selections had second and even third editions pressed, and the covers and liner notes continued to evolve, The liner notes were becoming more extensive and contained more information, not just about the equipment recorded, but somewhat personal stuff as well. For example, on record number 17, the entirety of side one contains the sounds of the activities going on inside the Hawkins, Wisconsin Soo Line station. Although Steventon writes in the third person he conveys his pleasure at being there. The sound of the telegraph, talking with the agent, the rumble of trains going past, the whole “atmosphere” he loved. “Plant your feet on the desk” he writes, “lean back in your chair and you’re the agent at this small village station.” He wrote fond boyhood memories in the notes to Record number 20 and revealed in those same notes just how he felt about diesel locomotives. He wrote that while recording a C&IM 0-8-0 switcher going about her chores, he was “dismayed” and “disgusted” when a GM&O RS-1 came onto the scene.  He included the diesel on the record however, noting that the steamer and the diesel sharing the stage made for an interesting recording. As he puts it: “Actually this could be considered as the tug-of-war between two types of motive power as to which will dominate the railroad scene”. At this point, he had to be dismayed to know steam would be the loser. Eventually his negative view of diesels must have softened a bit because in 1988, when he revised the notes to Record number 20, he removed the word “disgusted” although he continued to be “dismayed”. Steventon never released an LP that was entirely diesel sounds. He recorded diesels with some degree of regularity, as his first recording was of one. In his estate there was an open reel tape labeled “Nickel Plate Diesels” and on those acetate records there are plenty of B&O diesels. Perhaps he thought his record buying customers wouldn’t want to spend money to hear those “disgusting” machines. Rarely is the sound of a diesel included on any of the records.

The Railroad Record Club continued steadily along until early in 1973. A situation then developed that could not be easily overcome, in fact, it never would be completely. Early in that year RCA informed Steventon that they would no longer press his records. In club announcements concerning this situation Steventon wrote “In February of 1973 they (RCA) notified us that all of their custom work was being discontinued.” If RCA would not press his records, he would just have to find another company that would. That plan quickly died when another, more devastating difficulty was discovered. RCA had lost or destroyed all the Club’s metal master discs at its Indianapolis plant. Without those master discs new records could not be pressed by anyone. Steventon was stopped cold.  If he wanted to continue selling his previously released records, new master discs would have to be made. By the early 1970s 7” singles and 12” albums were the standards and the old 10” format was on the way out. New master discs would have to be made and they would have to be 12”.  Steventon managed to surmount these obstacles. He found a new company to work with, Nashville Record Productions of Nashville, Tennessee.

Even as the process of remastering and pressing new records progressed, Steventon was cautious with his expectations. He wrote carefully in a flyer about the remastering: “Due to a shortage of raw material record pressings may become difficult to obtain. Consequently we have no guarantee that our complete line can be produced, but will re-issue each record as conditions permit.”  Interested parties were mailed a “Railroad Record Club Advance Notice Mailing Card.” On this card selections were to be made as to which records the recipient wanted to be notified of when the 12” reissue was being readied. The recipient could then purchase the record at a pre-production discounted price.  Progress was made, albeit very slowly. The RCA masters were lost in the winter of 1973 but by summer 1976, only two records had been reissued. The first two being number 10-PRR and the second Number 8-CN now titled “Canadian Railroading in The Days Of Steam.” Steventon could not simply reissue the records numerically starting at number one and progressing from there. This was a very expensive undertaking and he needed to release the most popular titles first. At first, he considered having all the records remastered at once and getting a press run of each. This idea was dropped when the cost turned out to be more then $30,000! He decided to go back to his original club plan where he required a set amount of those pre-production advance payments to come in. Once there was sufficient interest shown for a certain record, as calculated from the advance mailing cards, he would announce that it was being readied for remastering. He would only send an order to Nashville when enough of the pre-production money came in to justify it.

In a telling reply to an inquiry from a customer wanting to know why a certain record, number 36, was still unavailable, Steventon spelled it out clearly:

“The program of re-mastering was started in ’73 after RCA lost our metal masters. The pre-production offer is used to generate funds to pay for the re-mastering process. As a rule of thumb it takes about 125 pre-payments to cover these costs. Experience has shown that roughly only 50% of those who ask to be notified on a new selection actually follow through with an order. Thus we need 250 requests to start the program. As of this date (March 29, 1989) only 99 have shown an interest in record 36, CA&E. The pressing firm in TN has just notified us of another increase in production costs. Dollar wise we are now talking $1100 to $1200 to re-master and get the first press run. The RR club is not a profit venture – we only ask to break even. In 1987 we operated at a loss of $444.10. 1988 was better with a modest net income of $119.75. We need EVERY bit of interest shown to keep the program rolling – it is a tough job!”

It was a tough job to be certain and it was also a very slow one. An order blank from November 1984 shows only eight remastered records, Number 4-B&O, 7-N&W/IC, 8-CN, 10-PRR, 19-DM&IR, 29-NKP 779 and SP-5-SOO/IC the ex-intro record. Also for sale at that time was a second pressing of SP-4 the CSS&SB three record set. Also listed on this order blank was a brand new record. Even with the remastering difficulties going on the Railroad Record Club managed to release one last all-new record. This last hurrah was special pressing number 6-The Milwaukee Road- Box Cab Electric Locomotives on the Coast Division, recorded by Elwin Purington in stereo. On the jacket SP-6 is touted as the “30th Anniversary Issue 1953-1983.” Another fine McMahon drawing graced the cover.

As each 12” reissue was produced, Steventon would revise and update the liner notes. If the record had an existing McMahon illustration it was transferred to the new jacket in the same size it appeared on the 10” jacket, but with a wide white border. If a reissue did not have a previously drawn McMahon picture, one would be commissioned. These black and white record jackets were distinctive and attractive. On the reissues the audio content was always identical to the 10” version, since the same master tapes were used. There was one exception, however. Although the railroad sounds were exactly the same, on the original release of Record number 3-EBT/D&RGW, Steventon had recorded spoken introductions to each of the EBT tracks, just as he had done for the old 78 acetate records in fact, they are exactly the same.  Steventon wanted these introductions removed to correct a mistake and instead of simply taking them off and writing the information into the liner notes, he had Elwin Purington re-record them.

The long and expensive remastering project continued into 1990. A test pressing for Record number 16-Westside Lumber had a memo attached that read: “Record No. 16, Westside Lumber Co. Record pressing approved if “blips” at approximately 3 min, 36 seconds into side one and continuing for about 6 or 7 seconds were corrected. Card returned 1/10/90.”  Not all of the surviving test pressings have dates on the jackets, but it is obvious that this one had to be among the last. By the early 1990s’ compact discs were already poised to topple vinyl records as the standard audio format. Steventon simply choose not to upgrade to yet another new format. Record number 16 being reissued in 1990, proves that Steventon worked at remastering the records almost to the end of his life. He died in 1993, just three years after the test pressing date for Record number 16. The long, expensive, and difficult remastering program started in 1973 and continued into at least 1990. In all only 17 of the 40 10” records were reissued on 12″ discs.

RAILROAD RECORD CLUB RECORDS REISSUED IN 12″ FORMAT
#1-WABASH (10″ 3rd Edition Cover Art)
#3-D&RGW/EBT (New Cover Art)
#4-B&O (New Cover Art)
#5-D&RGW
#7-N&W/IC (New Cover Art)
#8-CN (New Cover Art) Title changed to “Canadian Railroading In The Days Of Steam”
#10-PRR (10″ 2nd Edition Cover Art)
#15-CB&Q (New Cover Art)
#16-Westside Lumber (New Cover Art) Cover changed from a photograph to a pencil sketch
#17-Soo (New Cover Art)
#18-CNS&M (10″ 2nd Edition Cover Art)
#19-DM&IR
#20-C&IM/NYC
#26-CNS&M (Freight)
#29-NKP 779
#SP-2-NP 2626 (Same photo used on both 10″ & 12″ record covers but reproduced smaller on the reissue)
#SP-4-CSS&SB (passenger) 3 record set was only released on 12″ stock in display box
#SP-5-Soo/IC Formally the introductory record (New Cover Art)
#SP-6-MILW Box Cabs (Only released in 12″ format)
17 records reissued from 10″ to 12″
2 records only released on 12″

The Railroad Record Club didn’t completely die with William Steventon. His son Seth revived the club some years after his father’s death by putting the entire line of records on cassette tapes. By this time, however, CDs were the favored format and the effort was shelved.

Because of William A. Steventon’s commitment to recording the vanishing sounds of a passing era on American railroads, and just as importantly, making those recordings available to all who were interested, we can today hear the sounds of a Hagerstown & Frederick interurban car speeding past a lonely country crossing. We can experience the sonic thunder of a New York Central 4-6-4 blasting out of Mount Carmel, Illinois with a whistle full of water. We can ride along in the cab of a CSS&SB freight motor on its trip out of Michigan city, and we can enjoy the work of the other talented railroad recordists whose work Steventon put on his records. We can even listen to that whining rotary converter in Harristown, Illinois.

-Kenneth Gear

New Steam Audio CD:

FTS
Farewell To Steam
Mister D’s Machine
# of Discs – 1
Price: $14.99

Farewell To Steam
On February 6, 1955 the Santa Fe Railway ran a railfan train from Los Angeles to Barstow and back for the Railway Club of Southern California. This was Santa Fe’s last run powered by a steam locomotive over this route. The engine was a 4-8-4, #3759. We have used the original, rare 1955 mono version of this recording, and not the later 1958 reissue that had a bunch of echo added to create a fake stereo effect.

Mister D’s Machine
When diesel locomotives replaced steam in the 1950s, they offered a multitude of different sounds. This original 1963 stereo recording showcases the many sounds of diesels on the San Joaquin and Los Angeles Divisions of the Southern Pacific, including the Tahachappi Loop, an engineering feat that made modern railroading famous.

As with all of our recordings, this CD comes with the complete, original liner notes.

Total time – 72:56

Pre-Order Our New Book Building Chicago’s Subways

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

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

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

Bibliographic information:

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

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

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

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

For Shipping to US Addresses:

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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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A Shoebox Full of Dreams

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

A two-car train of PCCs near North Station in Boston August 31, 1976. The nearby Boston Garden has since been torn down and rebuilt.

One of my brothers called me recently from a garage sale, and asked if I had any interest in a shoebox full of train pictures. The cost was just $10. I figured it would have to be worth at least that much, so I said sure.

I went through the box when I got it, and discovered most of the pictures were faded color snapshots from the 1970s, probably taken with a Kodak Instamatic camera on size 126 film. Worse yet, nearly all the pictures have a textured surface.

However, it sure seems the photographer got around. He visited train museums all over the country. He went on steam train excursions. He took pictures of streetcars.

Eventually, I figured out who he was– Marvin C. Kruse.

Although, in looking up information on Mr. Kruse, I somehow got the mistaken idea he was deceased, his son wrote to me (see the Comments section below) and informs us that he is alive and well, aged 96! In fact, he has seen this post and enjoyed it. Nothing could make me happier.

When someone dies, or has to downsize, it is often up to their loved ones to go through their things and decide what to do with them. This can be a very traumatic process, for you feel as if you are dismantling someone’s life, piece by piece. And yet that is the way of the world, for life goes on. People’s belongings are often scattered to the four winds.

I decided to give an extra special effort to restore some of Mr. Kruse’s photos for the railfan community, to honor his efforts, and the sacrifices he made. I hope you like the results. They are mementos of someone’s life, from someone who should not be so easily forgotten.

-David Sadowski

PS- By the time you read this, we will have received a substantial shipment of our new book Chicago Trolleys (see below). It should only take us a short time to mail out books to all who have pre-ordered them, plus complementary copies for important contributors. We thank you all for your support. The book was completed on time and is now available for immediate shipment.

Picture caption: "1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river."

Picture caption: “1947 snow (2 ft.). This taken off Monongahela tracks just below our house. B&O yards across river.”

Winter 1947-48. "Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers... build coal tipples."

Winter 1947-48. “Same as other, only vertical. Big building, left foreground, is Interstate Construction & Engineers… build coal tipples.”

Photo caption: "New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train."

Photo caption: “New Have R. R. diesel passing Providence, RI engine house 12/21/47 with New York-bound train.”

A photo stop on a steam excursion, May 1961.

A photo stop on a steam excursion, May 1961.

South Shore Line "Little Joe" 801 in October 1960.

South Shore Line “Little Joe” 801 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

South Shore Line electric locos 703 and 704 in October 1960.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

This looks like Chicago Surface Lines red Pullman 144 at the Illinois Electric Railway Museum (North Chicago) in June 1961.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Another scene from IERM in July 1961. At left is Milwaukee streetcar 966, built by St. Louis Car Company in 1927. At right is ex-CTA/CSL sweeper E223, which was purchased for the museum by Dick Lukin in 1956.

Two 900-series South Shore Line freight locos in October 1960.

Two 900-series South Shore Line freight locos in October 1960.

Always remember...never step on any rails. Right? (Photo stop bedlam, September 1958.)

Always remember…never step on any rails. Right? (Photo stop bedlam, September 1958.)

If you've ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

If you’ve ever tried taking a picture at a photo stop on a fantrip, this is what happens. Invariably, someone runs right in front of you, oblivious to the fact you are trying to take a picture.

People used to climb on just about anything, in their quest to take a picture.

People used to climb on just about anything, in their quest to take a picture.

This is the view from an engine cab... which makes sense, if you think about it, as the engine in front of you is massive.

This is the view from an engine cab… which makes sense, if you think about it, as the engine in front of you is massive.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, "Entrance," implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

I think what we are seeing here is new commuter rail bi-levels on display, probably the Milwaukee Road, in July 1961. The sign at left says, “Entrance,” implying that they wanted you to walk through the cars in one direction only. At right are some vehicles from the Railway Express Agency (REA), which delivered small packages via the railway system between 1917 and the late 1960s. It was a national monopoly formed by the federal government during the First World War.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I'd bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

A Milwaukee Road commuter train in July 1961. This is about the time the railroad began introducing bi-levels, which the Chicago & North Western had been using for some years. I’d bet this is the same scene as in the previous picture, but from the other end. The train is on display at a station.

There wasn't much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

There wasn’t much I could do about the scratches on this picture, but how often have you witnessed a steam locomotive on a turntable? (November 1958)

Not sure of the location, but it's June 1958, and steam is still active here.

Not sure of the location, but it’s June 1958, and steam is still active here.

Several steam locos are on this property in June 1958, wherever it was.

Several steam locos are on this property in June 1958, wherever it was.

One thing about steam... as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey "Baby" Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he's holding a movie camera.)

One thing about steam… as the song goes, smoke gets in your eyes. Note the small twin-lens reflex camera this shutterbug is holding. Perhaps a grey “Baby” Rolleiflex, which took size 127 film? (On the other hand, Carl Lantz thinks thinks he’s holding a movie camera.)

More steam fantrip action.

More steam fantrip action.

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

There were many such excursions in the waning days of steam (late 1950s to early 1960s).

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

Evidence of a Toronto trip in June 1959. This may be part of a PCC car.

The Mt. Washington Cog Railway still operates.

The Mt. Washington Cog Railway still operates.

CTA 6000s in Forest Park , December 22, 1976.

CTA 6000s in Forest Park , December 22, 1976.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

The CTA DesPlaines Avenue yard in Forest Park, December 22, 1976. This was the 1959 configuration that was in use until the station was rebuilt circa 1980.

CTA 6000s interior, December 22, 1976.

CTA 6000s interior, December 22, 1976.

Central City, Colorado, August 15, 1977.

Central City, Colorado, August 15, 1977.

What was a PCC doing in Golden, Colorado on July 8, 1976.

What was a PCC doing in Golden, Colorado on July 8, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

My previous post did not mention the ill-fated Boston LRVs. But here is one of their SF Muni counterparts, being tested by the DOT at Pueblo on July 7, 1976.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

North Shore Line car 160 at the Illinois Railway Museum in the mid-1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago red Pullman 144 at IRM, 1970s.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago Aurora & Elgin 431 at IRM, August 8, 1976.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

Chicago postwar PCC 4391 at IRM in September 1975.

San Francisco cable car 16(?) on May 27, 1974.

San Francisco cable car 16(?) on May 27, 1974.

Los Angeles streetcar 665 at Perris, California.

Los Angeles streetcar 665 at Perris, California.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM in September 1975.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

North Shore Line city streetcar 354 at IRM on August 8, 1976.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

SF cable car 4 on May 27, 1974.

BART on May 27, 1974.

BART on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

When did they stop letting the passengers turn cable cars around in San Francisco? They were still doing it on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

BART at Balboa Park on May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni trolley bus on Market Street, May 27, 1974. Looks like construction may already have been underway on the Muni Metro subway.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

An SF Muni PCC on Market Street, May 27, 1974.

Don's Rail Photos: "717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960." Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

Don’s Rail Photos: “717 was built by Brill Co in 1925. It was rebuilt in 1939 and rebuilt in 1951 as 5167. It became LAMTA 1815 in 1958, It was retired and restored as717 at OERM in March 1960.” Here, we see it at Orange Empire on May 31, 1974. Was it ever used in service with this color scheme?

I'm wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

I’m wondering if the streetcar at right is Key System 987. The steam loco is Western Pacific 334, a 2-8-2 built in 1929 by American Locomotive. We see both at the Western Railway Museum on May 26, 1972.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

A Toronto Peter Witt at Trolleyville USA, Olmstead Falls, Ohio, on August 23, 1975.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

I assume this is probably an ex-PE car at the Orange Empire Railway Museum on May 31, 1974.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

A Los Angeles streetcar at OERM, Perris, California on July 6, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Here, we see Brooklyn car 4573 at the Branford Trolley Museum. It was built by the Laconia Car Company in 1906 and was acquired by the museum on 1947. Here is how it looked on August 31, 1976.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse on the Queen Mary in Long Beach, California on May 24, 1974.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :"Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train "The General" during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders' mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the "General"." This story inspired the classic 1927 Buster Keaton film The General.

Marvin C. Kruse at the Andrews Raiders Memorial in the Chattanooga Military Cemetery on October 23, 1907. According to Find-a-Grave: :”Memorial erected by the State of Ohio to the Andrews Raiders. In early April, 1862, a band of Union soldiers lead by civilian James Andrews infiltrated south from the Union lines near Shelbyville, Tennessee and met at Big Shanty, Georgia (near Marietta). On the morning of April 12, 1862, 20 of them (2 raiders never arrived and 2 others overslept and missed the adventure) stole the passenger train “The General” during its morning breakfast stop. With the farms and factories of Georgia supplying the Confederate Army fighting further west, the Raiders’ mission was to burn the railroad bridges between Atlanta and Chattanooga, thus isolating the Confederate Armies from their supply sources and enabling the Union Army to seize Chattanooga. Due primarily to the persistency of William Fuller, conductor of the stolen train, and, secondarily to the rainy weather and unlucky miscoordination with the Union Army to the west, the Raiders failed. All 22 at Big Shanty that morning were captured. Eight, including James Andrews, were tried and hanged by the Confederate Army in Atlanta. In 1866, after the war, they were reburied in a semi-circle at the Chattanooga National Cemetery. On the imposing granite monument, erected in 1891, are the names of 22 of the raiders. The memorial is topped by a bronze likeness of the “General”.” This story inspired the classic 1927 Buster Keaton film The General.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

Philadelphia PCC 2278, in bicentennial garb, on Route 53, September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

SEPTA Red Arrow cars at 69th Street Terminal on September 2, 1976.

An Amtrak GG-1 in Baltimore on August 31, 1977.

An Amtrak GG-1 in Baltimore on August 31, 1977.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

This is not a very good picture, but it does show a Liberty Liner (ex-North Shore Line Electroliner) on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

SEPTA Red Arrow car 13, built by St. Louis Car Company in 1949, as it looked on September 2, 1976.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

Red Arrow car 18, also built in 1949. These double-ended interurban cars closely resembled PCCs but did not use PCC trucks.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Roanoke, Virginia Transportation Museum on August 27, 1975.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

J. G. Brill built car 249 for Oporto, Portugal in 1904 and features maximum traction trucks. It was retired in 1972 and is shown at the Rockhill Trolley Museum on August 24, 1975.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A Washington, D.C. subway car at the Rhode Island Avenue station on September 1, 1977.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

A PCC car at the Virginia Museum of Transportation in Roanoke on August 27, 1975. This is DC Transit 1470, built by St. Louis Car Company in 1945.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

This is Sacramento Northern 62, a Birney car built in 1920 by American Car Company. We see it here at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway "Magic Carpet" carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

San Francisco Municipal Railway “Magic Carpet” carr 1003 was one of five experimental double-end cars built in 1939 by the St. Louis Car Company. This lone survivor is seen at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is "Magic Carpet" car 1003, at the Western Railway Museum on May 26, 1974.

At left, we see Muni car 178, and next to it is “Magic Carpet” car 1003, at the Western Railway Museum on May 26, 1974.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It's shown at the Rockhill Trolley Museum on August 24, 1975.

This open car was built by Brill in 1912 and was used in Rio De Janeiro. It’s shown at the Rockhill Trolley Museum on August 24, 1975.

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This looks like a Sacramento Northern electric freight loco (Western Railway Museum, May 26, 1974).

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This San Francisco cable car was on display at the Santa Clara County Fairgrounds on May 26, 1973. Many children played on this car over the years. It was originally a California Street car using a side grip and was not updated when Muni took over the line. I read that in 2005 it was in storage, listed as being in poor condition with a broken frame. I am not sure if it still exists.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

This equipment is at the Travel Town Museum at Griffith Park in Los Angeles on August 26, 1977.

A Los Angeles streetcar and a Pacific electric "Blimp" interurban at Griffith Park on July 5, 1977.

A Los Angeles streetcar and a Pacific electric “Blimp” interurban at Griffith Park on July 5, 1977.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

In the distance, we see a pair of Key System bridge units at the Western Railway Museum on May 26, 1974. These ran in Oakland over the bay Bridge, and were retired in 1958.

Toronto PCC 4394 on October 25, 1973.

Toronto PCC 4394 on October 25, 1973.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

North Shore Line car 757 at East Troy, Wisconsin on June 23, 1974. This car has since gone to the Illinois Railway Museum.

The East Troy Trolley Museum, June 23, 1974.

The East Troy Trolley Museum, June 23, 1974.

A Chicago Transit Authority 4000-series "L" car in Louisville, Kentucky on June 3, 1974.

A Chicago Transit Authority 4000-series “L” car in Louisville, Kentucky on June 3, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Chattanooga, Tennessee on June 2, 1974.

Chattanooga, Tennessee on June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A New Orleans streetcar at Union Station in Chattanooga, June 2, 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

A pair of 700-series South Shore Line freight locos at the Gary, Indiana station in 1974.

Steam at Union, Illinois, August 8, 1976.

Steam at Union, Illinois, August 8, 1976.

The Burlington Zephyr at IRM, 1976.

The Burlington Zephyr at IRM, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

South Shore Line cars in storage at Michigan City, Indiana on July 17, 1977.

A "Little Joe" in Michigan City, July 17, 1977.

A “Little Joe” in Michigan City, July 17, 1977.

Illinois Terminal cars at IRM, July 1977.

Illinois Terminal cars at IRM, July 1977.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

Illinois Terminal cars at IRM, June 23, 1974.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, August 8, 1976.

IRM, September 1975.

IRM, September 1975.

Recent Finds

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College's Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Boston MTA 3292, signed for Braves Field, is on a double-track loop with the ball park at the right. The Boston Braves played there last game here on September 21, 1952 (exactly 65 years ago today), after which the team was moved to Milwaukee. Following the 1965 season, they became the Atlanta Braves. A portion of Braves Field still exists as part of Boston College’s Nickerson Field. We discussed streetcar service to Braves Field in our previous post More Mystery Photos (July 29, 2016).

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Hammond, Whiting & East Chicago car 67 was built by American Car in 1917 and was converted to one-man operation in 1932. Streetcar service ended in 1940. Notice how similar this car is to some operated by the Chicago Surface Lines. For much of its history, the HW&EC was run by the Calumet & South Chicago Railway, which became part of CSL in 1914.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

Chicago Surface Lines crane X-3 at Dearborn and Washington in 1942. Tracks were being put back in the street after construction of the Dearborn Subway, which was 80% completed when work stopped due to wartime materials shortages. The subway did not open until 1951.

New Castle (Pennsylvania) Electric Street Railway "Birney" car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 363 at Cascade Park loop on August 24, 1941. Streetcar service was abandoned on December 11th of that year. This car was formerly Penn-Ohio Power & Light 363 and was painted orange. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway "Birney" car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

New Castle (Pennsylvania) Electric Street Railway “Birney” car 359 at Cascade Park loop on August 24, 1941. This car was ex=Penn-Ohio Power and Light 359, and was painted orange and cream. (John A. Clark Photo)

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn't really solve this mystery-- there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

This odd, boxy streetcar is Black River Traction car #1 in Watertown, New York. This was a 1906 product of the Barber Car Co. Some consider this an ugly design, but apparently these cars were well-built. Apparently this line abandoned streetcar service on August 17, 1937, but this negative is dated June 20, 1938. The sign on the side of the car doesn’t really solve this mystery– there were two championship heavyweight bouts between Joe Louis and Max Schmeling, and these took place on June 19, 1936 and June 22, 1938. For more information on the Barber Car Company, click here.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Black River Traction car 5, with a date given of June 20, 1938. Not sure whether this car was also built by the Barber Car Company.

Recent Correspondence

Jack Bejna writes:

I recently came across this photo, and, after looking at it awhile I realized that this is an image of the CA&E crossing the Chicago River. It appears to have been taken from Franklin Street looking generally northeast. The train appears to be an eastbound train just entering the Wells Street Terminal. Look at the two cars and you’ll see Car 436 leading trailer 603. In addition, below the El structure there is the substation that provided the power for the terminal area. The picture was taken in 1939.

Jack continues:

I enjoyed your latest post about Boston’s great trolleys. Keep up the great work.

Here is the latest stuff, the CA&E and the CNS&M woodies. As usual, some of the images aren’t the best, but it’s all I could find in my continuing search for the best of the CA&E!

Increasing suburban traffic found the CA&E short of cars. In 1936, the CNS&M came to the rescue by making some of their older wooden cars available for lease.

In 1936, cars 129, 130, 133, 134, 137 (Jewett 1907), cars 138, 139, 140, 141, 144 (American 1910) and cars 142 and 143 (Jewett 1907) were leased for suburban service and returned to the CNS&M after World War II. These cars were later purchased in 1946 and finished their long careers in suburban work on the CA&E.

I know our readers appreciate your efforts in restoring and sharing these rare pictures with us. Thanks to you, they are looking better than ever.

After CA&E service was cut back to Forest Park in 1953, these cars were no longer needed and were soon scrapped. Interestingly, these old woods were the last passenger cars bought by the Aurora & Elgin.

CA&E 129.

CA&E 129.

CA&E 130.

CA&E 130.

CA&E 133.

CA&E 133.

CA&E 134.

CA&E 134.

CA&E 137.

CA&E 137.

CA&E 138.

CA&E 138.

CA&E 139.

CA&E 139.

CA&E 140.

CA&E 140.

CA&E 141 at Batavia Junction.

CA&E 141 at Batavia Junction.

CA&E 142 at the Wheaton Shops.

CA&E 142 at the Wheaton Shops.

CA&E 143.

CA&E 143.

CA&E 144.

CA&E 144.

Our New Book Chicago Trolleys— Now In Stock!

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.)

We are pleased to report that our new book Chicago Trolleys will be released on September 25th by Arcadia Publishing. You can pre-order an autographed copy through us today (see below). Chicago Trolleys will also be available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 226 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping.

Please note that Illinois residents must pay 10.00% sales tax on their purchases.

We appreciate your business!

For Shipping to US Addresses:

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NEW – Chicago Trolleys Postcard Collection

We are pleased to report that selected images from our upcoming book Chicago Trolleys will be available on September 25th in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Pre-Order your Chicago Trolleys Postcard Pack today!

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