70 for 70 at IRM (Part Two)

July 8, 2023July 8, 2023David Sadowski 8 Comments

Wooden Chicago “L” car 1754, as part of a four-car train at the Illinois Railway Museum on July 1, 2023.

Our previous post 70 for 70 at IRM (Part One) featured still pictures we took of the July 1, 2023 Trolley Pageant. This was also a rich opportunity to shoot videos, so this post features no less that 45 different ones, most lasting one minute or less. We hope that you will enjoy them.

Part One included historical information on many of these cars. Information on nearly all the cars from the Illinois Railway Museum‘s extensive collection can be found here or here.

Before the end of this month, the Trolley Dodger blog will reach one million page views. We thank all our readers for their support.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,328 members.

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

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

The 2023 IRM Trolley Pageant Videos

North Shore Line Electroliner 801-802:

Placing the trolley pole of 251 back on the wire, as part of the North Shore Line 5-car train:

The North Shore Line 5-car train:

North Shore Line line car 604 and Merchandise Despatch car 229:

North Shore Line city streetcar 354 and Illinois Terminal 101:

Chicago Surface Lines 1374 and 3142:

Chicago Surface Lines 144:

Chicago Transit Authority 4391 backs up:

An Illinois Terminal 3-car train, with 277, 518, and 234:

Indiana Railroad car 65 making a backup move:

Chicago Transit Authority 4391:

Chicago Surface Lines 144:

Chicago Surface Lines 3142:

Chicago Surface Lines “Matchbox” 1374:

The Illinois Terminal 3-car train:

Illinois Terminal 101:

North Shore Line city streetcar 354:

North Shore Line box motor 229 and line car 604:

Electroliner 801-802:

The five-car North Shore Line train, with 749, 757, 714, 160, and 251:

Shaker Heights Rapid Transit car 18:

Cooperativa de Transportes Urbanos y Sub-Urbanos (Veracruz, Mexico) open car 19:

Chicago and West Towns 141:

Sand Springs Railway car 68:

The four-car train of Chicago Aurora & Elgin woods included 319, 36, 309, and 308:

The four-car train of Chicago Aurora & Elgin steels included 431, 409, 460, and 451:

A four-car train of wooden Chicago “L” cars included cars 24 (aka 1024), 1797, 1268, and 1754:

A four-car train of CTA 4000s, including cars 4290, 4412, 4410, and 4146:

SEPTA Broad Street Subway car 55, operating for the first time since 2011:

A 7-car CTA “L” train, made up of cars 41, 22, 6655-6, 30, and 6125-26:

The 7-car “L” train finally gets cleared to pass:

A six car train of 1960s/70s CTA rapid transit cars, made up of 2153-4, 2243-44, and 2433-4:

Municipality of East Troy box motor/line car M15 (formerly Milwaukee Electric):

Milwaukee Electric work car D13:

The trolley freight train, led by Commonwealth Edison loco 4:

Three South Shore Line cars (34, 40, and 504), hauled by a diesel locomotive:

South Shore Line line car 1100:

Illinois Central cars 1380 and 1198:

The 7-car train of CTA 6000s and single car units:

The train of CTA 6000s and single car units moves out of the way, allowing Illinois Central Highliners 1630 and 1637 to be seen as they pass the Depot:

Electric locos South Shore Line 803, Pennsylvania Railroad GG-1 4927, and Amtrak 945 finish up the Trolley Pageant:

Our Latest Book, Now Available:

The North Shore Line

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

From the back cover:

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

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

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

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

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

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

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

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

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

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

Total time – 74:38

Help Support The Trolley Dodger

This is our 303rd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 995,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

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

70 for 70 at IRM (Part One)

July 2, 2023July 3, 2023David Sadowski 3 Comments

The North Shore Line Electroliner has come a long way since it came to IRM in 1982. After the interurban abandoned service in 1963, it went to the Red Arrow Lines (aka the Philadelphia Suburban Transportation Company), where it continued to operate for another dozen years as a “Liberty Liner.” It has certainly come a long way since its return. Here, we see it near IRM’s 50th Avenue “L” station, which came from the Douglas Park line.

This is the Illinois Railway Museum‘s 70th anniversary, and in that span, it has certainly become the largest such operation in the United States, and possibly the world. So it should be no surprise that IRM pulled out all the stops for this year’s Trolley Pageant, which featured at least 70 pieces of electric railway equipment in more than 30 consists.

There was a delay in getting started, as there had been a bit of rain in the morning, and in spite of a few hiccups (at one point the power went out, possibly because there were so many things using it), it was a remarkable and unique event that couldn’t have happened anywhere else but Union, Illinois.

We were there to document the event for all those who couldn’t be there in person. This is part one, because we took so many pictures and videos that it would simply be too much to put it all into a single post. This post will feature our still pictures, and part two will include the numerous videos we took.

Many thanks go out to all the hard working volunteers that have made the museum what it is today– a first class operation that is unrivaled, and just keeps getting better and better.

Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,317 members.

The 2023 IRM Trolley Pageant

Chicago Aurora and Elgin wood car 308, at the head of a four-car train. Don’s Rail Photos (via archive.org): “308 was built by Niles Car & Mfg Co in 1906. It was modernized by unknown date and sold to Indiana Transportation Museum in 1962 and resold to Illinois Railway Museum in 1996.”

CA&E 309. Don’s Rail Photos (via archive.org): “309 was built by Hicks Locomotive Works in 1907. It was modernized in October 1941 and acquired by Illinois Railway Museum in 1962.”

CA&E 36. Don’s Rail Photos (via archive.org): 36 was built by Stephenson in 1903. It was acquired by Trolleyville in 1961 and was painted as Columbia & Southwestern 36. It was sold to Illinois Railway Museum in December 2009.”

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

Sand Springs (Oklahoma) Railway car 68 was built by the Cincinnati Car Company in 1918. It was originally delivered to the Cincinnati Lawrenceburg & Aurora in Ohio, and came to IRM in 1967.

Chicago and West Towns Railways 141 was built by McGuire-Cummings in 1924. After streetcar service ended in 1948, the body was stored on a farm. The Electric Railway Historical Society (ERHS) rescued it in 1959, and donated it to IRM in 1973. After a lengthy restoration, it was returned to operating condition in 2014.

Open car 19 was built by the J. G. Brill company in 1914, and operated in Veracruz, Mexico until 1961. It then went to Trolleyville USA in Ohio. IRM acquired it in 2009.

Cleveland center-entrance car 18 was built by the G.C. Kuhlman Car Company in 1914, and ran on the Shaker Heights Rapid Transit line until 1961. It then went to Trolleyville USA, and IRM purchased it in 2013. Frank Hicks has worked to get this car back to operating condition, and this was the first time it ran at IRM.

Center-entrance streetcars had a brief vogue and the most successful of these were called Peter Witts. They were two-man cars, as there was a conductor who collected fares inside. Some systems used a “pay as you enter” system, and some preferred “pay as you pass.” In order to exit through the front door, you had to walk by the conductor and would then pay your fare. The idea was to speed up loading, as fares could be collected while the car was in motion.

SHRT car 18 backs up to get into position for the Trolley Pageant. The conductor is making sure the pole stays on the wire while it is reversed, while the motorman is at the controls over in the other end of the car. Although this may originally have been a double-ended car, it seems to have been converted to single-end at some point in Cleveland.

North Shore Line combine 251, at the head of a five-car train. Don’s Rail Photos (via archive.org): “251 was built by Jewett in 1917, It had its seating reduced from 40 to 24 on October 3, 1925, and it was converted to a Silverliner on June 19, 1953. It was acquired by Illinois Railway Museum in 1963.”

North Shore Line car 160 is now that interurban’s second oldest surviving car, following 162, which was delivered earlier. Don’s Rail Photos (via archive.org): “160 was built by Brill in 1915, (job) #19605. It was acquired by Illinois Railway Museum in 1963.”

North Shore Line coach 714. Don’s Rail Photos (via archive.org): “714 was built by Cincinnati Car Co in 1926, (job) #2890. It is modernized in 1939 and preserved in 1963 by the Illinois Railway Museum.”

North Shore Line car 757. Don’s Rail Photos (via archive.org): “757 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as Silverline on March 16, 1956. It was sold to Wisconsin Electric Railway Historical Society in 1963 and resold to Illinois Railway Museum in 1988.”

North Shore Line coach 749. Don’s Rail Photos (via archive.org): “749 was built by Pullman in 1928. It was modernized in 1940 and acquired by Illinois Railway Museum in 1963.”

North Shore Line city streetcar 354. The late Don Ross, from Don’s Rail Photos (via archive.org): “354 was built by St Louis Car Co in January 1928, #1453. It became the last car on August 12, 1951. It was purchased by the president of the Chicago Hardware Foundry. It was painted into the green and red of CHF, but the motors were removed. The car was acquired by the Illinois Electric Railway Museum (now IRM). Restoration began in 1958 (I put many hours on the car), and it is now in operation in Union. When I visited the car in 1989, it brought back many happy memories.”

Illinois Terminal interurban car 101. It ran between St. Louis and Alton. Don’s Rail Photos (via archive.org): “101 was built by American Car in 1917 as AG&StL 61. In 1926 the car became StL&ARy 61 and in 1930 it became IT 101. On March 9, 1956, it was sold to the Illinois Electric Railway Museum and is now at Union, IL.”

Two Chicago streetcars for the price of one, here. “Matchbox” 1374 was built by St. Louis Car Company (order #715) in 1905. The Chicago Transit Authority turned it into a salt spreader in 1947. It was purchased by the ERHS in 1958 and donated to IRM in 1973. The 3142 was built by J.G. Brill Company (order #21686) in 1923. It too was purchased by ERHS in 1958 and came to IRM in 1973. The white stripe indicates it was used as a one-man car, letting riders know they should board at the front instead of the back.

Chicago Pullman 144 was built in 1908 and ran in regular service until 1954. Until the end of streetcar service four years later, it was only used on fantrips. IRM purchased it in 1959.

CTA PCC streetcar 4391 is using the back-up controller to make its way to the parade staging area, as it is a single-ended car. Since the pole is reversed, the operator is trying to keep it from coming off the wire.

CTA PCC 4391 was built by the St. Louis Car Company in 1948 and ran in Chicago until 1958. ERHS purchased it the following year and it came to IRM in 1973. It is the only surviving car of its type. This is a two-man streetcar– you enter at the rear, pay the conductor, then exit via the middle or front.

Indiana Railroad high-speed lightweight car 65 was built in 1931 by Pullman and ran for a decade in Indiana before making its way to the CRANDIC (Cedar Rapids and Iowa City) in Iowa. It was purchased in 1953 as the first acquisition of the Illinois Electric Railway Museum, then located in North Chicago. The original ten founders each contributed $100 towards the cost. The last survivor of the ten was Malcolm D. McCarter, who died in 2016.

Indiana Railroad car 65 is similar to cars that were built around the same time for the Cincinnati and Lake Erie. After that line quit around 1938, several of those cars went to Lehigh Valley Transit in Pennsylvania, where they ran until 1951. Others made it to Iowa and ran on CRANDIC. The only other surviving Indiana Railroad high-speed car is 55, which was built by a different manufacturer. It survives at the Seashore Trolley Museum in Maine as LVT car 1030.

Two North Shore Line work cars (line car 604 and box motor 229) head west through the depot.

It was nice to see so many families with young children out at the museum for this event.

IRM’s North Shore Line Electroliner, built in 1941 by the St. Louis Car Company, is still undergoing interior restoration, but can operate. It was certainly a welcome addition to the Trolley Pageant.

One of the trolley poles on the Electroliner got snagged and had to be repositioned. Fortunately, no damage was done to the wire.

Where else but IRM could you see not one, but TWO four-car trains, made up of Chicago Aurora and Elgin interurban coaches, side by side? Over the years, the museum has put together a unique and unrivaled collection.

Although not yet numbered, this is either Chicago Aurora and Elgin car 451 or 453, built in 1945 by the St. Louis Car Company. Don’s Rail Photos (via archive.org): “451 was built by St Louis Car Co in September 1945, #1717. It was sold to Trolleyville in 1962 and lettered as Columbia Park & Southwestern. It was transferred as Lake Shore Electric Ry in 2006. It was sold to Illinois Railway Museum in December 2009.” 453 was purchased in 1962 by Trolleyville USA in Ohio, and went to the Electric City Trolley Museum in Scranton, PA in 2009. They considered turning it into an ersatz Laurel Line car, as none of those were saved. Having decided against that, it was acquired by IRM in 2019 and is undergoing restoration. Thus, all four surviving cars of this type are back in Illinois– three at IRM (451, 453, and 460) and 460 at the Fox River Trolley Museum. We recently posted pictures of that restoration. Spence Ziegler adds: “Dave, the unnumbered CA&E car is the 451, from what I understand it’s going to get the original “Futura” font lettering, which will look nice. That’s why the grey is darker also.”

A four-car train of Chicago wooden “L” cars, with 1754 at the rear. It was built by the Jewett Car Company in 1906 for the Northwestern Elevated. After the CTA stopped using wood cars in regular service in 1957, it was converted to a work car. IRM acquired it in 1971.

Broad Street Subway (Philadelphia) car 55 was built by the J.G. Brill Company (order #22488) in 1927. IRM purchased it in 1985, and this was the first time it operated at the museum in 20 years. Notice how it is both wider and longer than a Chicago “L” car, and has three sets of doors for faster service.

I don’t think any other museum besides IRM could field a seven-car Chicago “L” car train. This one consisted of two sets of married pairs and three single car units.

The “L” train makes its run-by, with car 41 in the lead. It was built in 1959 by the St. Louis Car Company and was designed to be operated as a single car for the Evanston line, where the CTA wanted to reduce operating expenses. For several years, riders would pay on the train at off-peak hours, and the train operator had a fare collection box. There was no conductor. Unfortunately, this really slowed down service, as the train could no proceed until everyone boarding had paid. Eventually, 41 was paired with car 28 but that car was eventually damaged and was not saved. 41 came to IRM in 1998.

A Commonwealth Edison diesel switcher came out at one point, probably to help move a disable railcar.

This rare Lake Shore Electric freight trailer was part of a train which included three electric locos, led by Commonwealth Edison 4, built in 1912 by Alco/General Electric (order #3514), which came to IRM in 1962.

North Shore Line box motor 213 (aka a “Merchandise Despatch” car) was built in 1920 by the Cincinnati Car Company (order #2445), and was sold to the Chicago Hardware Foundry in 1955. That was also the original location of the Illinois Electric Railway Museum. When IRM moved to its current location in 1964, 213 went with it.

A Milwaukee Electric logo on a piece of freight equipment in the parade.

For a rather nondescript car, South Shore Line 504 has had an interesting life. It started out in 1925 on the Indiana Public Service as a baggage/coach car. This turned into the Indiana Railroad in 1931, and it became coach/RPO (railway post office) 377 for another decade before that interurban was abandoned. The South Shore Line purchased it, and used it until 1975 to haul newspapers and small packages. (It still has a sign on it advertising their “emergency package service.” IRM bought it in 1975.

South Shore Line line car 1100 was built in 1925 by the St. Louis Car Company for the Indiana Service Corporation, which became the Indiana Railroad in 1931. It began as baggage/coach car 376, and became a coach/RPO in 1935. After the Indiana Railroad abandonment in 1941, the South Shore Line purchased it, and it was converted to a line car in 1947. I actually rode on this car in 1988 on a fantrip for the George Krambles scholorship fund. GK had begun his storied career working for the Indiana Railroad in 1936. IRM acquired it in 2010.

Illinois Central cars 1198 (powered) and 1380 (unpowered) were built by Pullman in 1926 and were used in service until 1972 on the electric suburban service, which later became the Metra Electric. After their retirement, the pair came to IRM. These cars are somewhat similar to the Erie Lackawanna cars that were used in New Jersey.

The seven-car CTA “L” train stops briefly at the depot, before heading west to get into position for its run-by.

CTA “L” cars 30 (left) and 6655 (right). With the two paired, you can see how the position of the doors differed.

And there are still plenty of other cars that hopefully will run in future Trolley Pageants at IRM.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

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

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

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

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

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

Total time – 74:38

Help Support The Trolley Dodger

This is our 302nd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 993,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

Chicago Streetcars in Color, Part Five

June 20, 2023June 20, 2023David Sadowski 6 Comments

CTA 566 is on Ashland at 95th on July 14, 1953. This was the south end of Route 9 – Ashland. The car is about to change ends and head back north. (William Shapotkin Collection)

Today’s post features many classic pictures from the collections of longtime friend William Shapotkin. Most feature Chicago streetcars, and there are others from the “L”. Even if we have shared a few of these before, they are well worth seeing again. Most are here for the first time, and we put in many, many hours working these images over in Photoshop to make them look their best.

This is “Part Five” because we made four previous posts in the Chicago Streetcars in Color series. Here are the links to parts One, Two, Three, and Four. It’s been a while, though– the last such post was in 2016.

We also recently paid a visit to the Fox River Trolley Museum in South Elgin, Illinois, where Chicago Aurora and Elgin car 458 has been put into service after a 13-year-long restoration.

We hope that you will enjoy them. Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,288 members.

From the Collections of William Shapotkin

CTA 473 is at Devon and Ravenswood on a May 16, 1954 fantrip. (William Shapotkin Collection)

A CTA two-car train of 4000s is running on the Garfield Park “L” (actually, the Met main line) on August 10, 1956. The huge parking lot is actually where the Northwest (now Kennedy) expressway would soon be built, opening in 1960. The “L” continued to run here until June 1958, when the new median line opened in the Congress expressway, just to the south of here. This view looks to the northeast from the Halsted “L” station. (William Shapotkin Collection)

CTA Pullman-built PCC 4180 is southbound on south State Street in May 1950. (William Shapotkin Collection)

CTA 479 is on Irving Park Road during the May 16, 1954 “farewell to red cars” fantrip, just east of the north-south “L”. (William Shapotkin Collection)

The same location today.

CTA red Pullmans 479 and 473 make a photo stop on Irving Park Road, just west of the north-south “L”, on a May 16, 1954 fantrip.
This was a convenient place to stop, as there were no streetcars in regular service on Irving Park Road by this time, although the tracks and wire were still in place connecting some of the remaining lines. Two weeks later, red cars were retired, and only a few were used for charters after that. (William Shapotkin Collection)

CTA 473 on Irving Park Road, May 16, 1954.
This is just a few blocks north of Wrigley Field. (William Shapotkin Collection)

CTA 4390 at Vincennes and 77th on May 14, 1958. (William Shapotkin Collection)

CTA 7182 is southbound on State Street approaching Van Buren, circa 1955-57.
(William Shapotkin Collection)

This and the next two images: CTA work car Y-303 is at the Halsted and 39th Street materials handling yard on January 20, 1952. A Chicago Surface Lines trailer from the 1920s is behind it, used as a storage shed. (William Shapotkin Collection)

Two CTA streetcars pass on Cermak Road, near the city limits end of the line in the early 1950s. One 1700-series car has been repainted into CTA green. (William Shapotkin Collection)

CTA salt car AA-54 is on Kedzie Avenue on December 25, 1951. (William Shapotkin Collection)

CTA PCC 4375 is at Vincennes and 78th on May 14, 1958. (William Shapotkin Collection)

CTA 7256 is southbound on State Street at Van Buren on December 2, 1950. This picture was taken from the Loop “L” station there. (William Shapotkin Collection)

CTA L-203 at South Shops in the 1950s. (William Shapotkin Collection)

CTA work car AA-73 is at the 69th and Ashland yard on November 8, 1953. (William Shapotkin Collection)

CTA PCC 4136 is on “shoo-fly” trackage on Madison at Wacker Drive in June 1952, during construction of the Wacker Drive extension on the former Market Street. (William Shapotkin Collection)

CTA AA98 was trotted out one last time on May 25, 1958, shortly before the end of streetcar service in Chicago. It started life in 1907, built by the South Chicago City Railway. It eventually became Chicago Surface Lines 2846, and is now at the Illinois Railway Museum. (William Shapotkin Collection)

CTA crane S-342 is at the 61st Street Lower Yard on May 26, 1963. (William Shapotkin Collection)

CTA 6221-6222, at Skokie Shops on March 25, 1954, presumably when just delivered from the St. Louis Car Company. (William Shapotkin Collection)

A new CTA 2200-series “L” car, leaving the Brooklyn Army Terminal (presumably in 1969-70). (William Shapotkin Collection)

A four-car CTA Douglas Park “L” train descends the ramp to the Congress expressway median line in August 1978. (William Shapotkin Collection)

Nick Jenkins: “The (North Shore Line) train is northbound at North Chicago Junction. I also think that it is later than 1955. The track to the East Line (Waukegan) was removed in 1956.” (William Shapotkin Collection)

The interior of the CTA “L” station at Damen and North Avenues (today’s Blue Line to O’Hare) in February 1986. (William Shapotkin Photo)

The CTA North/Damen Tower, located at the north end (southbound platform) of the Damen and North Avenue station, which at one time controlled the movements of Logan Square and Humboldt Park trains, as it appeared in February 1986. (William Shapotkin Photo)

The view looking west from the Damen and North Avenue station, showing the former right-of-way of the old Humboldt Park “L”, as it appeared in February 1986. (William Shapotkin Photo)

CTA 6151 is southbound at Halsted and 38th on February 22, 1954. Towards the end of streetcar service on Halsted, older red cars replaced newer PCCs. Halsted had operated mainly Pullman-built postwar PCCs, which the CTA retired early and sent off to the St. Louis Car Company for scrapping and parts recycling into new rapid transit cars. The track going off to the left led to a materials handling yard. (William Shapotkin Collection)

CTA sand car AA-29 is at the car barn at 69th and Ashland in 1950. (William Shapotkin Collection)

CTA 7065 is on State Street, having crossed the Chicago River, in March 1951. The bridge here opened in 1949, ten years after the previous one was removed during construction of Chicago’s first subways.
(William Shapotkin Collection)

We are just north of the intersection of Armitage and California Avenues on Chicago’s Northwest Side. Car #6133, working a southbound trip on CTA Route #52 — KEDZIE/CALIFORNIA, is seen heading southbound in California approaching Armitage. The year is 1949 and in less than five years, transit service on this line would be converted to trolley buses. The view looks north. (William Shapotkin Collection)

In May 1952, car #369, working a southbound trip on CTA Route #52 — KEDZIE/CALIFORNIA, was photographed as it headed southbound in California at Shakespeare Ave on Chicago’s Northwest Side. The view looks north. (William Shapotkin Collection)

We are on Chicago’s South Side as cars #652 and 678, both working CTA Rt #8 — HALSTED, pass in Halsted at 74th Street. The view looks north from platform of Halsted suburban station on the WABASH. Photo dated Feb 22, 1954. (James J. Buckley Photo, William Shapotkin Collection)

We are at the Connecticut Trolley Museum at Warehouse Point– where CTA ‘L’ car #4436 was caught in this undated photo. (Our thanks to Bruce Moffat in identifying the car number and location.) According to their on-line roster, this car is still with us. (William Shapotkin Collection)

Car #2622 is seen working a westbound trip on CSL (i.e.: pre-CTA) Rt #75 — 74th/75th, heading west in 75th Street passing beneath the Illinois Central overcrossing of 75th near Woodlawn Avenue on Chicago’s South Side. Buses of successor CTA Rt #75 — 74th/75th continue operating through here for some 19 hours every day. Our thanks to Andre Kristopans for his assistance in identifying the photo location. (William Shapotkin Collection)

In October 1951, car #586 was caught working a northbound trip on CTA Rt #56 — MILWAUKEE. The car is heading northwest in Milwaukee Avenue as it crosses over the MILW/PRR (PCCStL) tracks, located just south of Kinzie Street in Chicago. (The MILW/PRR tracks led to the north approach to Union Station and are still in-use by Amtrak and Metra passenger trains today.) Today the Milwaukee Avenue bridge over these tracks is history, and buses of the successor bus route (still #56 — MILWAUKEE) cross these tracks on Des Plaines Street — located approximately 1-1/2 blocks west of this location. The view looks southeast. (William Shapotkin Collection)

Car #430, working a southbound trip on CTA Route #52– Kedzie/California, is southbound in Kedzie Avenue, crossing the Sanitary and Ship Canal near 34th Street on April 19, 1951.
(William Shapotkin Collection)

CTA red Pullman 563 is at Ashland and 95th (south terminus of Route 9 – Ashland) on July 14, 1953. (William Shapotkin Collection)

CTA red streetcar 6141 is at Navy Pier on July 4, 1951. This was, among other things, the eastern terminus of Route 65 – Grand Avenue, but that had already been converted to buses as of April 1, 1951. It appears the streetcar is signed for Route 28 – Stony Island, which was converted to buses as of June 29, 1951, so perhaps the date given here is wrong. CTA bus 3632 is operating on Route 15 – Canal-Archer. (William Shapotkin Collection)

CTA 1581 is at 16th and Kenton on May 22, 1948. (William Shapotkin Collection)

CTA snow plow/sweeper E-54 (still lettered for the Chicago Surface Lines) is at the Ashland car barn on September 29, 1952.
(William Shapotkin Collection)

CTA one-man streetcar 1725, signed for Route 58 – Ogden, is on Randolph at Halsted on March 13, 1951. We are looking to the northeast. (William Shapotkin Collection)

CTA 6150 is on Halsted at 78th Street on February 22, 1954, operating on Route 42 – Halsted-Downtown, which was a variant of the regular Route 8 – Halsted. (William Shapotkin Collection)

CTA red Pullman 677 is on State Street at Roosevelt Road on March 13, 1951. (William Shapotkin Collection)

CTA red Pullman 786 is on Van Buren Street near the Chicago River on April 1952.
(William Shapotkin Collection)

CTA red Pullman 706 is southbound on Wabash Avenue just north of the Chicago River on January 26, 1952, passing by the Silver Frolics nightclub. (William Shapotkin Collection)

CTA red Pullman 602 emerges from the Washington Street Tunnel in April 1951. (William Shapotkin Collection)

This car, marked as Chicago City Railway cable car trailer 209, is actually a recreation made by the Chicago Surface Lines in the 1930s, possibly using some original parts.
Here, we see it when it was part of the CTA Historical Collection. It is now at the Illinois Railway Museum. (Gerald H. Landau Photo, William Shapotkin Collection)

CTA red Pullman 483 is on 79th Street at Wallace Avenue on February 22, 1954. (William Shapotkin Collection)

CTA red Pullman 200 is on Halsted in April 1952, crossing the construction site of the Congress expressway. The streetcar is on a “shoo-fly” track, going around where the new bridge is under construction. (William Shapotkin Collection)

CTA 585 is on Des Plaines Avenue near Milwaukee Avenue in April 1951, running on Route 56 – Milwaukee. (William Shapotkin Collection)

CTA red Pullman 410 is on Kedzie Avenue in January 1951. (William Shapotkin Collection)

We are at the Indiana Avenue station on Chicago’s South Side for this going-away view of a northbound JACKSON PARK/HOWARD train of 6000-series cars. From the vantage point of the photo, the overhead transfer bridge (allowing passengers to transfer between Subway trains and the already-abandoned Kenwood and Stock Yards lines) was still in place. The view looks west (timetable northbound) in this June 3, 1960 photo by C. G. Parsons. (William Shapotkin Collection)

CA&E 458 Restored

I visited the Fox River Trolley Museum in South Elgin on Saturday, June 17th. Before I got there, they had unveiled newly restored Chicago Aurora and Elgin car 458, built in 1945. After the CA&E was abandoned, it went to Trolleyville USA in Ohio, where it was used as a parts car. But once it came back to Illinois, the Fox River people found it was surprisingly complete, and it underwent a complete restoration. Now, the car looks and runs great and can carry passengers for the first time in 66 years. The volunteers here are very dedicated and do excellent work. Someone also had a circa 1958-60 Lincoln on hand, with a power rear window.

Recent Finds

A North Shore Line Electroliner approaches Adams and Wabash on July 17, 1959.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

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

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

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

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

For Shipping to US Addresses:

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The Last Chicago Streetcars 1958
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Our 300th Post

June 14, 2023October 26, 2023David Sadowski 5 Comments

CTA PCC 7195 is southbound on Clark Street at Van Buren Street on June 20, 1958– the last full day of streetcar operation in Chicago. Bob Heinlein took this picture from the Loop “L” station, offering a good look at the “old” downtown. This was color corrected from an early Ektachrome slide that had shifted to red.

The Trolley Dodger blog has reached a new milestone, as this is our 300th post. We always try to do our best with every post, but hope we have made this one even more special.

Among many other things, we have begun scanning some of the pictures we have collected for our next book, featuring the Chicago Aurora and Elgin interurban. Our work on that is ongoing, and our research is expected to take the rest of this year. Your contributions to this effort are greatly appreciated, as we have already spent over $2500 on research since January.

We hope that you will enjoy it. Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,272 members.

Here’s North Shore Line (technically Chicago and Milwaukee Electric) city streetcar 354 changing ends in front of the Milwaukee Terminal, circa 1950-51. This line had previously run to 2nd and Wisconsin, a few blocks away, which was the original end of the line for the interurban as well. But for the last year or so of streetcar operation, the lone NSL Milwaukee line ended here. Car 354, a product of the St. Louis Car Company, is now at the Illinois Railway Museum.

On Saturday, March 7, 1953, CTA one-man streetcar 1780 is operating on the Fifth Avenue shuttle. The Hotel Hoover was located at 3358 W. Jackson Boulevard, so we are looking west along Jackson. This was originally a branch line from Route 20 – Madison, but as of May 11, 1952, buses replaced streetcars on the weekends on Madison. At those times, Fifth became a shuttle using some of the older red streetcars that were set up for one-man (and they were all men, back then) operation. On December 13, 1953, buses replaced PCCs on Madison, and Fifth became a seven-day-a-week shuttle, until February 22, 1954, when the shuttle was discontinued. It was not replaced by buses because part of Fifth Avenue was truncated due to construction of the Congress expressway. Fifth wasn’t going to cross the highway, since this would have been an expensive bridge to build, crossing at an angle. Since then, other parts of Fifth have been cut off as well. (William Shapotkin Collection)

CTA crane X-201 is at 71st Street and Wentworth in the 1950s. (William Shapotkin Collection)

This photo cost me less than $5, but I consider it an excellent find. We are looking west along the Garfield Park “L” right-of-way (actually owned by the Chicago Aurora & Elgin) in suburban Oak Park. This is the first picture I have seen of a CA&E freight train this far east– CA&E freight did not operate east of Laramie Avenue. CA&E loco 2001 is at the head of the train. The platforms at these stations had extensions that flipped up, to allow freight trains to clear. I presume that someone at the head of the train flipped them up, and the man on the caboose is flipping them back down again. Meanwhile, there is a much longer freight train on the adjacent Baltimore & Ohio Chicago Terminal tracks at left. This picture can’t be any later than 1953, when the CA&E cut back service to Forest Park, yet the style of auto at the crossing in the distance doesn’t look much older than that. Which station is this? Bruce Moffat has identified it as Home Avenue in Oak Park, which is a short distance east of Harlem Avenue. Dan Cluley adds, “It is hard to tell at that distance, but my guess is the mystery auto is a 1950 or 51 Ford Sedan.”

A close-up view of the previous image, showing the car, which may be a 1950 or 1951 Ford.

The last Chicago streetcar at 78th and Vincennes, on its last run (June 21, 1958). (Robert Heinlein Photo)

CTA PCC streetcar 4407 is at Clark and Schubert on September 6, 1957, not long before the last northside car line was replaced by buses. The building at 2643 N. Clark, at left, is still a post office, but the Jewel has been replaced by a McDonald’s. Time was, there were small Jewel Food Stores all over the city. Note the sign saying “serve yourself.” Self-service grocery stores were a relatively new thing in the 1950s. Previously, you told the grocer what you wanted, and they picked the order for you. The last small Jewel I recall seeing was at Clark and Webster, just a few blocks south of here. It was replaced by a Tower Records in the 1980s– and now that’s gone too. This was shot on Anscochrome film, which was not of the same quality as Kodak. The film speed of Kodachrome was ISO/ASA 10, only useful on sunny days. On cloudy days, photographers often used this, or Ektachrome, which had a film speed of 32. This film is rather grainy, such that it starts to look like an impressionist painting when viewed under high magnification. (Robert Heinlein Photo)

CTA red Pullman 144 is at Clark and 16th Street on May 25, 1958, on one of those Sunday fantrips (when buses replaced streetcars on the last remaining lines). That way, fans could have plenty of photo stops, without getting in the way of regular service. The PCC running behind 144 was there as backup, and was also part of the fantrip. The view looks north. (Robert Heinlein Photo)

CTA high-speed single car units 1-4 made up the original rolling stock of the new Skokie Swift line. Here, car #1 is at Skokie Shops on March 24, 1964, newly fitted with a pan trolley. (William Shapotkin Collection)

CTA PCC 7160 is heading eastbound on Devon Avenue at Bosworth (about 1530 W, one block east of Clark Street) on July 27, 1956. The streetcar is operating on Route 36 – Broadway-Downtown. (William Shapotkin Collection)

One that got away… CSL/CTA 2605 at the Devon car barn (station) on September 27, 1953. (William Shapotkin Collection)

CTA PCC 7213, the last Chicago streetcar, begins its final run in the early morning hours of June 21, 1958 at Kinzie and Clark, the north terminus of the Wentworth line. (Robert Heinlein Photo)

A westbound two-car Lake Street “A” train is between Laramie and Central Avenues in a slide processed in February 1966. We are looking west. (Robert Heinlein Collection)

CTA PCC 7224 is southbound on Wentworth Avenue at 23rd Street (in Chinatown) on June 20, 1958– the last full day of streetcar operation in Chicago. (Robert Heinlein Photo)

A slightly different version of this image appears on page 20 in my book The North Shore Line, sourced from an archive. This version is from an original real photo postcard I recently purchased. Ravinia Park was built by the Chicago and Milwaukee Electric (later the North Shore Line) in 1904, and the concertgoers here are crossing its tracks. The postcard most likely dates to before 1907, as it had a space on the front for writing a message. Until that year, the backs of postcards were reserved for the address only. Thew cropping is slightly different between the two versions of this image because both were made from the original negative, and in each case, either neg or the printing paper was positioned a bit differently.

This postcard image, showing the north portal to the State Street Subway, probably dates to around the time it opened in October 1943. The three-car “L” train, made up of 4000-series cars, is northbound, heading for Howard Street. There were two series of 4000s, and the middle car is of the earlier type, possibly an unpowered trailer.

A close-up view.

Wooden CTA “L” car 1797 at the Illinois Electric Railway Museum in North Chicago, in a slide processed in January 1963. IRM moved to Union the following year. This was shot on Dynachrome film, which was supposedly based on expired Kodachrome patents. It was later taken over by 3M.

Construction of Chicago’s first subways eventually led to the development of the Pedway, an extensive network of tunnels connecting many downtown stores and buildings. Here, excavation work on a pedestrian tunnel connecting the State and Dearborn subways has just started on Court Place between Randolph and Washington on January 31, 1942. It was built using the “cut and cover” method. The State Street Subway opened in 1943, but this connection was not put into service until the Dearborn Street Subway opened in 1951.

(This and the next picture) The CA&E St. Charles-Geneva branch was abandoned in 1937, and here it is being torn up in 1938.

The CA&E Main Line, looking east from Bellwood. The Westchester “L” branch split off from here at right.

The CA&E Wheaton Yards and Elgin Junction in the late 1930s.

The CA&E in Wheaton, looking in the other direction from the previous photo.

CA&E wood car 141, when it was being leased from the North Shore Line, circa 1936-45. It, and several other wood cars, briefly returned to the NSL but were purchased outright by CA&E in 1946. They were all scrapped in 1954 after the interurban cut back service to Forest Park. Don’s Rail Photos (via archive.org): “141 was built by American Car Co in March 1910, #844, as C&ME 141. It was rebuilt in 1914 and retired in 1954.”

The CA&E station (and substation) at Prince Crossing in the late 1930s. This building has survived the abandonment of the railroad, but is now threatened with demolition.

North Shore Line 716 (modernized) and 409 (repainted) on new right-of-way in Glencoe on the Shore Line Route, circa 1940.

North Shore Line Birney car 335 in Milwaukee in the late 1940s. (Don Ross Photo)

A two-car train of CTA 4000-series “L” cars is at the Marion Street station in Oak Park, circa 1959. We are looking west along South Boulevard. This portion of the Lake Street “L” was moved onto the adjacent Chicago & North Western embankment in 1962.

Don’s Rail Photos (via archive.org): “(North Shore Line) 500 was built by St Louis Car Co in 1909. It was rebuilt to one man and transferred to Waukegan on November 23, 1923. It was retired in 1948 and sold for scrap in 1949.” Here it is at Naval Station Great Lakes on June 4, 1939. (La Mar M. Kelley Photo)

Milwaukee Rapid Transit and Speedrail car 65. Don’s Rail Photos (via archive.org): “65 was built by Cincinnati Car in August 1928, #2985, as I&SE 230. In 1933 it was sold to ICRT as 230 and in 1941 it was sold to SHRT as 65. In 1949 it was sold to Ed Tennyson and leased as Speedrail 65 where it originally operated with a modified Shaker Heights paint scheme. When repainted, the Speedrail logo was omitted. It was scrapped in 1952.”

Bankruptcies were rife among interurbans and railroads in general. This letter, to an apparent shareholder of the AE&C, predecessor of the CA&E, advises him that the stock of the earlier firm was worthless. When the CA&E emerged from bankruptcy in the late 1940s, it owned substantial land assets, and had discharged its debts. This set the stage, in the postwar era, for its eventual abandonment and liquidation.

This famous photo of Tower 18, located at the intersection of Lake Street and Wells Street on the Loop “L”, was taken when it was the busiest railroad junction in the world.

CA&E suburban streetcar 500, built by St. Louis Car Company in 1927. Here, it has seen better days. It was not the same car as North Shore Line streetcar 500, but was eventually sold to the NSL and renumbered as 361. Don’s Rail Photos (via archive.org): “There was one additional car which almost fits into this series. Car 361 was built by St. Louis Car in 1927, just like the 350s, but it had different motors, control, and braking equipment. It was built as 500 for the Chicago Aurora & Elgin. It was used to replace standard interurban cars on the Batavia branch, but it quickly proved to be unsatisfactory. It was retired and placed in storage until June 1942, when it was leased to the North Shore. It was repainted and renumbered and put into Waukegan service. After the war, it was purchased by the North Shore in March 1947. It was quickly retired and scrapped in 1948.”

The interior of CA&E streetcar 500, which later became North Shore Line 361. The photo number dates this to around 1931.

The CA&E right-of-way in Wheaton is at right, with the Chicago & North Western at left, in the 1950s.

The Chicago Rapid Transit Company’s Wells Street Terminal was the CA&E’s hub and just steps away from the Loop “L” via a direct connection walkway. It received a major renovation and a new façade, seen here upon completion on October 28, 1927. That looks like a 1927 Chevrolet parked out front.

This and the next image give a good idea of the CA&E fares and service to Elmhurst as of 1936.

The view looking east into the Wells Street Terminal. That’s the Insurance Exchange Building in the background. This picture probably dates to sometime between 1912 and 1927.

The view along the CA&E main line, looking east from Poplar Avenue in Elmhurst on July 13, 1931.

Don’s Rail Photos (via archive.org): “144 was built by American Car in August 1910, #846, as C&ME 403, a parlor-buffet car. In March 1918 it was rebuilt as a straight coach. It was retired in 1935 and leased to the CA&E as 144. It came back in 1945 and then was sold to the CA&E in 1946. It was retired in 1953.”

The CA&E “flag stop” at the Glen Oak Country Club in Glen Ellyn. Anyone who wanted the train to stop would need to use the signal to get trains to stop. From the Wikipedia: “Glen Oak Country Club is a country club and private golf course in Glen Ellyn, Illinois that was designed by Tom Bendelow and established in 1911. On January 7, 1909, the Pickwick Country Club was created. It had a 9-hole golf course, eventually expanded to 18 holes. Within a year, the club went bankrupt. In 1911, the property was purchased and reopened as the current Glen Oak Country Club. In the past bordering the club to the north- which is the Prairie Path today, was an interurban train stop. Many members lived in Chicago and would take the train out of the city to this club. Upon exit, a carriage would take the members along Hill Ave to the club house.” The number on this photo would date it to circa 1927.

A close-up of the previous image. The sign touts “frequent high-speed electrically powered trains to the western suburbs and Fox River Valley cities.”

The CA&E’s Lockwood Yard was a short distance west of Laramie Avenue (5200 W) in Chicago, where the interurban’s tracks ended and the Chicago Rapid Transit Company’s began. This was a convenient place for the CA&E to store railcars in mid-day. 418 and 431 were among the ones stored here on April 18, 1938, when this picture was taken. The view looks west, with Loretto Hospital in the distance. The CA&E main line, also used by CRT “L” trains to Forest Park and Westchester, is at left. The area to the left is now occupied by I-290, the Eisenhower expressway. At this stage, the small yard used overhead wire, but this was later converted to third rail. After the Chicago Transit Authority purchased the fixed CA&E’s fixed assets between here and Forest Park in 1953, the CTA stored wooden “L” cars here after they were retired.

CA&E 403 picks up passengers on the streets of downtown Aurora on April 18, 1938. By the end of the following year, the trains were relocated to an off-street terminal by the Fox River.

The CA&E interurban terminal in Aurora on April 18, 1938.

A close-up of the previous picture.

A view of the Metropolitan West Side Elevated Terminal at Wells Street on April 16, 1926, just prior to renovation, The facade was redone, and a couple of additional stories added to it to improve the station amenities. This picture was taken from the nearby Loop “L” station at Quincy and Wells. CA&E car 408 is at left.

CA&E 421 on September 23, 1927. It was built by the Cincinnati Car Company in 1927, so this is how it looked when new.

A side view of CA&E 402, 400, and 405. These were among the first steel cars on the Roarin’ Elgin and were built by Pullman in 1923. That may also be the date of this photo. (A. F. Scholz Photo)

Finally, here is an image that for whatever reason got uploaded in 2019, yet never got used in a blog post… until now:

CTA 4362, a Pullman PCC, on Route 8 – Halsted, most likely in the late 1940s. The late Jeff Wien adds, “Rt. 8 car has just pulled off of Broadway onto Waveland to head south on Halsted to 79th Street loop. Photo ca 1951 when Halsted was operated with PCCs, most Pullmans.”

Day Trip to Wisconsin

I spent the day in southern Wisconsin on May 27. After having brunch at the historic Franks Diner in Kenosha, I spent time at the East Troy Railroad Museum, where I rode North Shore Line car 761 for the first time. Later on, I drove to Milwaukee, and took a few pictures of The Hop streetcar.

The weather that day was perfect, which made for some great pictures.

The Franks Diner started out as a prefabricated building, towed there by horses. It was later expanded with an addition. It is a popular place.

East Troy sells two of my books in their gift shop.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

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

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

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

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

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

Total time – 74:38

Help Support The Trolley Dodger

This is our 300th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 988,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

A Tribute to Robert Heinlein

May 25, 2023May 25, 2023David Sadowski Leave a comment

Robert Heinlein volunteered at the Illinois Railway Museum for many years.

Robert Heinlein, one of the giants in the railfan community, passed away on April 30, 2023, at the age of 84. You can read his obituary here.

Bob Heinlein was very knowledgeable, always cheerful, and continually went out of his way to share what he had learned to help others. He will be sorely missed.

Mr. Heinlein was a contributor to Central Electric Railfans’ Association Bulletin B-146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, of which I was a co-author. Unfortunately, he was not properly credited for several of his photographs, which were mistakenly attributed to the late Charles L. Tauscher (who was also an excellent photographer).

My co-author, the late Jeff Wien used twelve duplicate slides he had obtained in 1959 for the book, including the image on the cover. He was under the impression he had gotten these from Tauscher, but they were actually photos taken by Bob Heinlein. After the book was published, Bob informed Jeff of the error and loaned him the original slides, which I scanned. These images appeared in our previous post Loose Ends (February 2, 2021) with proper attribution.

Some of Mr. Heinlein’s images also appeared in my book The North Shore Line, which appeared earlier this year. Fortunately, he did see the book and I am told he enjoyed it.

The last time I met Mr. Heinlein was about a year ago, when I happened to run into him and his family by chance at the East Troy Railroad Museum. He was enjoying a ride on one of their restored trolley cars, and remarked how it would have been even more fun if they were running on the “L” twenty feet off the ground. That is how I would like to remember him.

He was an excellent photographer, going back to the early 1950s. In this post, we are sharing some of his own work, and other pictures from his vast collection, as a way of offering our condolences to his family, and as a tribute to the memory of a life well lived. We thank his son Kevin Heinlein for sharing these pictures with our readers.

I also would like to thank everyone who attended our recent program for my book The North Shore Line at Union Station on May 19th for the Railroad and Shortlines Club of Chicago.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,205 members.

On June 21, 1958, the Chicago Transit Authority offered free rides between Halsted Street and Cicero Avenue on its new rapid transit line in the median of the Congress (now Eisenhower) expressway. Robert Heinlein, then 20 years old, was working in the Public Information department and helps pass out literature. The new line opened the next day, replacing the Garfield Park “L”. This picture appeared in the July 1958 issue of the CTA Transit News, an employee publication.

CTA 7163 is southbound at Clark, Halsted, and Barry in July 1957. A version of this photo, taken from a duplicate slide, appears on page 170 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7162 is southbound on Clark Street at LaSalle Drive in September 1957. A version of this photo, taken from a duplicate slide, appears on page 177 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7171 is northbound on Clark Street, passing Wrigley Field. (Robert Heinlein Photo)

CTA 7138 at Schreiber and Ravenswood, near Devon Station. (Robert Heinlein Photo)

CTA 7192 at Kinzie and Dearborn in 1957. The yellow car behind the PCC, while commonly considered a Packard, is technically a 1956 Clipper Constellation hardtop, made by the Studebaker-Packard Corporation. (Robert Heinlein Photo)

CTA 7193 is northbound on Clark, just north of Ridge, at around 5961 N. Clark in July 1957. A version of this image, taken from a duplicate slide, was incorrectly credited to Charles L. Tauscher on page 158 of B-146. (Robert Heinlein Photo)

CTA 7151 is southbound at Clark Street and Chicago Avenue, passing by what is now the former Cosmopolitan Bank Building, designed by the firm of Schmidt, Garden & Martin and built in 1920. The northern portion of the building was a 1930 addition, and was redone in 1995, in a style matching the original portion. (Robert Heinlein Photo)

CTA 7180 is southbound on Clark Street, passing by the coal company that was once located next to Wrigley Field. You get a good view of the Milwaukee Road freight tracks, since abandoned, that headed north of here. This was once part of a line that offered commuter rail service on the north side. The portion north of Wilson Avenue was taken over by the “L” in the early 1900s. Originally known as the Evanston Extension, it was gradually elevated as well. (Robert Heinlein Photo)

CTA 7214 heads south on Route 22 – Clark-Wentworth. Since the Cubs were in the middle of a home stand, the date may very well have been September 4, 1957. The Cubbies would lose two of their three next games to the Cincinnati Redlegs (“Reds” was apparently too sensitive a name politically then) on their way to finishing the season with a record of 62 wins, 92 losses, and 2 ties. (Robert Heinlein Photo)

CTA 7191 passing by Wrigley Field. (Robert Heinlein Photo)

CTA 7189 is southbound on Clark Street just south of Irving Park Road in July 1957. The Wunders Cemetery is at right. A version of this image, taken from a duplicate slide, appears on page 165 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 at Clark and Seminary by Wrigley Field in July 1957. The “coke” advertised here wasn’t Coca-Cola, but coal, used for heating homes and businesses then, but phased out soon afterwards. A version of this image, taken from a duplicate slide, appears on page 167 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7178 heads south on Clark Street near Wrigley Field in September 1957. The Milwaukee Road railroad tracks running by the ballpark were used for freight and connected with the CTA “L” just north of Irving Park Road. A version of this image, taken from a duplicate slide, appears on page 166 of B-146, where it is incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7190 heads south on State Street, crossing the Chicago River. Work on the new Chicago Sun-Times building is well underway. It opened in 1958. The following years, Field Enterprises bought the Daily News, and this building became its headquarters as well. It is now the site of the Trump International Hotel and Tower. (Robert Heinlein Photo)

CTA 7200 is turning south from Devon onto Broadway in 1957. (Robert Heinlein Photo)

In September 1957, CTA PCCs 7220 and 7211 pass each other on Clark Street at Delaware near the Newberry Library and Washington Square Park, also known locally as “Bughouse Square.” A version of this image, taken from a duplicate slide, appears on page 181 of B-146, mistakenly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7156 heads south on Broadway at Lawrence in Uptown on February 15, 1957, the last day of streetcar service on Broadway. The film Giant, starring James Dean, Rock Hudson, and Elizabeth Taylor, opened in the US on November 24, 1956, and was playing at the Uptown. You can see the Green Mill lounge a bit south of the Uptown. The Riviera Theater would be just out of view to the left here. A version of this image, taken from a duplicate slide, appears on page 244 of B-146, mistakenly credited to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7164 is northbound on Clark at Addison in July 1957, crossing the Milwaukee Road tracks near Wrigley Field. A version of this photo, taken from a duplicate slide, appears on page 166 of B-146, incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

CTA 7222 by Wrigley Field (Clark and Addison) in July 1957. This picture appears twice in CERA B-146, on the cover and on pages 134 and 167, taken from a duplicate slide. On page 167, it is incorrectly attributed to Charles L. Tauscher. This is the original Red Border Kodachrome. (Robert Heinlein Photo)

CTA 7149, signed for Clark and Schreiber (Devon Station). Note that the route number is 22 with a red slash through it. (Robert Heinlein Photo)

CTA 7211, still in its original paint scheme, heads south at Clark Street and Irving Park Road in September 1957, near the entrance to Graceland Cemetery. A version of this image, taken from a duplicate slide, appears on page 164 of B-146, where it was incorrectly attributed to Charles L. Tauscher. (Robert Heinlein Photo)

In September 1957, CTA 7160 passes by the Rainbo building at left, located in the 4800 block of north Clark Street. A skating rink opened there that year. To the right, you see St. Boniface Catholic Cemetery. We are looking north. A version of this image, taken from a duplicate slide, appears on page 162 of B-146, where it was incorrectly credited to Charles L. Tauscher. (Robert Heinlein Photo)

Although signed for the south portion of Route 36, which was replaced by buses in December 1955, PCC 4406 is actually on Clark and 16th Streets. Since 4406 was used (along with red car 225) on a fantrip on October 21, 1956, my guess is this picture was taken on that day. It was common practice to put incorrect signs up on trips, although on most of the pictures I have seen from that trip, it says “Chartered.” (Robert Heinlein Photo)

Wouldn’t you just know it? Without even realizing it I am sure, someone walked right into Bob Heinlein’s shot in this September 1957 view of CTA PCC 4390 (which would end up being one of the last cars used in June 1958). What to do, but wait for another car to come along, and take another picture (see Heinlein008).

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

We are looking west from the Wells Street Terminal towards the dual bridges over the Chicago River. (Robert Heinlein Collection)

Trackwork near the Met bridge was somewhat complex. Tracks to the right fanned out, leading to the Wells Street Terminal. The tracks at left connected to the Loop “L” via Van Buren Street. (Robert Heinlein Collection)

This is the only photo I have seen that shows the interior of the Met bridge interlocking tower. (Robert Heinlein Collection)

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western's tracks were a short distance east of here, to the right out of view of this photo. (Robert Heinlein Collection)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930. Determining the location presented many challenges, yet this has now been determined with the aid of other fans. The car is 714, and it is signed as a Chicago Local on the Shore Line Route. Since the North Shore tracks are not adjacent to the Chicago and North Western, we must be north of North Chicago Junction. We cannot be south of Highland Park, as there is freight present here. A sign on the high-level platform indicates that freight trains have to come to a stop, most likely to make sure part of the platform gets flipped up for the sake of clearances. A similar arrangement existed at high-level stations of the Chicago Aurora and Elgin. As all the Shore Line tracks in Waukegan ran on the street, that pretty much narrows it down to North Chicago. The Thomas J. Killian Plumbing Supply company building at left clinches it, and the location is between 16th and 17th Streets, looking north. The Chicago and North Western’s tracks were a short distance east of here, to the right out of view of this photo. (Robert Heinlein Collection)

This was also scanned from an original North Shore Line 8x10" nitrate negative, taken at the same time as the previous photo and shows a slightly different view of the same scene. (Robert Heinlein Collection)

This was also scanned from an original North Shore Line 8×10″ nitrate negative, taken at the same time as the previous photo and shows a slightly different view of the same scene. (Robert Heinlein Collection)

The North Shore Line grade crossing at Taylor Avenue in Racine, WI on December 16, 1931. You can see the shadow of the photographer, his view camera, and an assistant. This was scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

The view of the North Shore Line tracks, looking south towards 21st Street in Racine, WI on March 11, 1930. Scanned from the original 8x10" negative. (NSL Photo, Robert D. Heinlein Collection)

The view of the North Shore Line tracks, looking south towards 21st Street in Racine, WI on March 11, 1930. Scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

A view of the North Shore Line tracks looking north along the Skokie Valley Route near 16th Street in North Chicago on March 22, 1934. Scanned from the original 8×10″ negative. (NSL Photo, Robert D. Heinlein Collection)

The number 4391, in railfan circles, is most widely known as that of the only surviving postwar Chicago PCC streetcar. But this is a different 4391, namely a Chicago Rapid Transit Company “L” car, built circa 1923-24. We see the interior, complete with ads for Kellogg’s Corn Flakes and Bayer Aspirin, as it looked on May 27, 1937. Scanned from the original 8×10″ negative. (CRT Photo, Robert D. Heinlein Collection)

The view looking northeast along Lawrence Avenue (4800 N.) at Kimball Avenue (3400 W.) on January 28, 1929, in the Albany Park neighborhood. The Chicago Rapid Transit Company’s Ravenswood “L” Terminal is at right. The Terminal Theater, seen in the distance, was located at 3315 W. Lawrence, and had 2,389 seats. Presumably it took its name from the nearby “L” terminal. It was built by the Ascher Brothers chain and opened on January 7, 1926. It eventually became part of the Balaban and Katz chain, and closed on April 18, 1963. It was also known as the New Terminal, as it had replaced a smaller Terminal Theater nearby, built in 1915. Scanned from the original 8×10″ negative. (CRT Photo, Robert D. Heinlein collection)

It’s not clear exactly where this early 1900s photo was taken, but Greenwood, Franklin, Edinburgh, Columbus, and Seymour are all Indiana communities, located south of Indianapolis. Presumably the interurban shown was the Indiana Public Service, a predecessor of the Indiana Railroad, formed by Samuel Insull in 1930, combining five electric railways. (Robert D. Heinlein Collection)

North Shore Line coach 178 at the Highwood Shops in the mid-1950s. (Robert D. Heinlein Photo)

North Shore Line car 169 is northbound at the Wilmette station in the early-to-mid 1950s. This is now the site of a Panera parking lot. (Robert D. Heinlein Photo)

North Shore Line cars 154, 190, and 155 are stopped by the Lake Forest station on July 24, 1955. This was a Central Electric Railfans’ Association fantrip just prior to the abandonment of the Shore Line Route. (Robert D. Heinlein Photo)

This, and the following photo, were taken at the Mundelein Terminal in December 1960, showing different views of a two-car Skokie Valley Route train with 701 and 719. (Robert D. Heinlein Collection)

A northbound two-car North Shore Line train at Kenosha, WI in December 1960. (Robert D. Heinlein Collection)

North Shore Line 724 heads up a two-car train at 5th Street and Harrison Avenue in Milwaukee on September 24, 1961. (Robert D. Heinlein Photo)

North Shore Line 772 is a southbound Chicago Express on June 9, 1955, on a short stretch of street running in Highland Park. Service on the Shore Line Route would end about six weeks later. (Robert D. Heinlein Photo)

On July 10, 1955, North Shore Line car 409 is at the north end of the Shore Line Route, on the border between North Chicago and Waukegan. This car is now at the Illinois Railway Museum. Service on the Shore Line Route ended about two weeks after this picture was taken. (Robert D. Heinlein Photo)

Family was very important to Robert Heinlein, and often accompanied him on his railroad excursions. Here, his young daughter Donna poses for him on a North Shore coach at the Mundelein Terminal on December 1, 1962.

Although this photo has motion blur, it does help identify the location of the next picture, taken right after it. North Shore car 163 is at the front of a two-car train in Kenilworth, about a block north of the historic fountain designed by George W. Maher. It is leaving street running and entering private right-of-way where it will run parallel to the Chicago and North Western. (Robert D. Heinlein Photos)

North Shore Line Silverliner 756 is on the Skokie Valley Route, but where? The Kutten Oil Company was located at 3510 Wilmette Avenue in Wilmette, near Glenview. Robert D. Heinlein took this picture on September 1, 1958.

Knollwood was a stop along the Libertyville-Mundelein branch, named for a nearby farm. This is in an unincorporated area of Lake County, just west of Lake Bluff, at the intersection of Waukegan Road and Rockland Road. The train, which includes car 712, is heading east. The popular Silo restaurant is not too far east of here in Lake Bluff. Photographer Robert D. Heinlein captured this view on June 17, 1962.

The same location today.

This slide was taken early in the morning, and had to be lightened considerably. It was dated January 21, 1963 on the mount, but may actually have been taken on the 20th (the film was not processed until the following month). As such it was one of the final opportunities to shoot an Electroliner at the Milwaukee Terminal, which prompted one fan to jump into the inspection pit for his shot. (Robert D. Heinlein Photo)

This slide, showing a southbound North Shore Line Electroliner at speed, was marked as having been taken January 21, 1963 at Washington Street in Waukegan. That would place it after the abandonment the night before, but it seems likely to have been taken on the last full day prior to the shutdown, January 20th. Research shows the two Electroliners were moved back to the Highwood Shops one last time at night. Since this roll of film was not developed until the following month, the date was stamped on the slide mount some time after the fact. (Robert D. Heinlein Photo)

North Shore Line 747 is at the head of a train at Lake Bluff, signed as a Skokie Valley Route Chicago Limited. This slide was marked January 21, 1963, but is more likely to have been taken the day before. (Robert D. Heinlein Photo)

Illinois Terminal car 285 is on the last trip at Champaign, IL on June 11, 1955. Don’s Rail Photos (via Archive.org): “285 was built by St Louis Car in 1914. It was rebuilt as a parlor car in 1924 and restored as a coach in December 1928. It was air conditioned in August 1938 and (received) new seating in December 1952. It was sold for scrap to Hyman Michaels Co. on May 16, 1956.” (John F. Humiston Photo, Robert D. Heinlein Collection)

Illinois Terminal 285 is at Cerro Gordo, IL on its last trip prior to abandonment of this interurban route on June 11, 1955. For the occasion, locals dressed up in turn-of-the-century costumes. Some of the riders may have been old enough to remember when interurban service began here. (John F. Humiston Photo, Robert Heinlein Collection)

Illinois Terminal 285 is at Champaign, IL on its last trip on June 11, 1955. (John F. Humiston Photo, Robert Heinlein Collection)

This and the next picture: The Elgin and Belvidere Electric Company interurban operated from 1907 to 1930, connecting those two cities. It was extended to Rockford in 1927 but fell victim to the Great Depression and the rise of the automobile. When the Illinois Railway Museum (originally based in North Chicago) needed a new home in the early 1960s, they based their new main line on this former interurban right-of-way (and were able to purchase most, but not all of it by paying the back taxes). Amazingly, one of the original Elgin and Belvidere motormen lived long enough to operate a trolley at IRM. (Robert D. Heinlein Collection)

Work is underway erecting trolley poles at the Illinois Railway Museum site in Union. The time frame here could date from the mid-1960s to the early 1970s. (Robert D. Heinlein Photo)

Former North Shore Line line car 604 at work one wintry day at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Indiana Railroad high-speed lightweight interurban car 65 at the Illinois Railway Museum. (Robert D. Heinlein Photo)

Two trains running at the Illinois Railway Museum, circa 1971. At left, North Shore Line cars 160 and 714. The steam loco at right is labeled Tuskegee, but I am not sure if this is the Tuskegee Railroad 101 in the museum’s collection. (Robert D. Heinlein Photo)

Bob Heinlein and his brother Don at East Troy in May 2022.

Our Latest Book, Now Available:

The North Shore Line

From the back cover:

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

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

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

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

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Postcards From the Bridge

May 14, 2023May 21, 2023David Sadowski 15 Comments

This real photo postcard image shows the four-track Metropolitan “L” bridge (actually two separate bridges, side by side), but it also shows a small experimental lifeboat moored at left. One author’s research into the history of this boat is featured in this post, and also sheds some further light on when this photo was taken.

From the start of the Trolley Dodger in 2015, I hoped this blog would become a resource for others, and I am pleased that this has happened. Sometimes these inquiries take strange and unexpected turns, and that is certainly the case regarding the early real photo postcard shown above. This interesting tangent of Chicago history is covered in detail further down in this post. Research can raise just as many questions as it answers, and that is definitely what happened here regarding the small experimental boat visible in the lower left-hand corner of this and other postcards of the Met bridge.

We also have a goodly number of excellent images for your perusal, from some of the great traction photographers.

We regret the passing on April 30th of Robert Heinlein, aged 84. He was one of the giants in his field, and our next post will be a tribute to him. Some of Mr. Heinlein’s photos are in my recent book The North Shore Line, and I am glad he was able to see the finished product. He spent his entire career sharing his knowledge and helping others, and he will be sorely missed. You can read his obituary here.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,162 members.

I will be giving a program on my new North Shore Line book on 7:30 pm on Friday evening, May 19th, at Chicago Union Station for the Railroad & Shortlines Club of Chicago. There is no charge. Please do not arrive before 7:15 pm.

Chicago Union Station
Room 107A
500 W. Jackson Blvd.
Chicago, Illinois

Please enter at 500 W. Jackson Boulevard, between Clinton and Canal. Call 312 725-0432 during the meeting for assistance.

We gave two presentations in April that were well attended and received. First, we spoke at the Libertyville Historical Society on the 17th. You can view that presentation here. To date, there have been about 3500 views.

On the 20th, we were at the History Center of lake Bluff and Lake Forest. You can view that presentation here.

Postcards From the Bridge

Sandy Cleary writes:

Good morning! I hope this finds you well 🙂

I’ve been lost on the site for a few weeks since finding it—it scratches an itch I also have—and I’m really grateful for the work that you’ve done in documenting a lot of pretty niche historical artifacts. I’m very curious about one in particular. It’s mentioned in this post here, above the text “I recently bought this real photo postcard, circa 1910.”

I’m pretty certain it comes from the summer of 1907. The boat docked in the lower left of that photo is an obscure lifeboat designed by Robert Brown, of Chicago; it was tied up to the Chicago Sanitary District dock in 1907 but Brown stopped paying docking fees in March, 1908 and it’s absent in another 1908 photo of the bridge. Debris on the loading dock to the northeast of the bridge matches debris visible in Detroit Publishing Co. photo 070152 (here at the LOC), which was taken at the same time as 070153 (LOC link); based on the SS Pueblo’s transit records that photo must’ve been taken on July 30th, 1907.

I’ve been working on writing up the history of Robert Brown’s boat, which features in some other Chicago lore a few years later, and for which the photographic so far consists of only three photos: the two Detroit Publishing Co. ones, and whoever took the picture used in the postcard you found. It was reused in numerous postcards (colorized with the title “Elevated R. R. Jackknife Bridge over Chicago River, Chicago”—you can find examples on eBay).

The one you posted, though, is by far the clearest. I was wondering if you could tell me anything about the postcard’s copyright or who might have printed it? I’ve never been able to find what the photographic source might’ve been. A clearer example, one which might make the text on the white sign north of the boat legible and make it easier to fix the exact date the photo was taken, would be invaluable but I’m not sure where to start looking.

(Also, the version you’ve found is evidently a different crop—the colorized version shows more of the western bank and the dock itself).

I appreciate your time—any pointers on anything more about that postcard or the photo that was responsible for it would be incredibly helpful. The work you did on restoring the one you found was already enough for me to conclude when the boat was actually tied up at Van Buren St., which I’d been despairing of finding possible.

Kind regards
Sandy

Thanks for writing. It’s remarkable how small details in such photographs can be of so much use to researchers today.

In the meantime, what a remarkable piece of scholarship you have achieved!

As you can see, the reverse side of the postcard doesn’t identify the maker. But perhaps it can still be identified by comparison with other postcards with the same printing, whose manufacturers are known to experts.

Would it be alright for me to share your original note with the readers of my blog (and accompanying Facebook group)? You never know what useful information others might have to share.

Sandy Cleary:

Absolutely, you can share with whomever! The information I have is unfortunately pretty limited. From my boat-focused point of view, what’s known is:

1. Chicagoan carpenter Robert Brown designed and built an odd-shaped lifeboat in 1905, which was photographed for a magazine in ~1905/1906
2. His company, the International Automatic Lifeboat Company, paid the Chicago Sanitary District a $5/mo docking fee for the Van Buren St. dock between October, 1906 and March, 1908
3. Hans Behm took three photos of the Metropolitan West Side railroad bridge on July 30th, two of which depict the boat.
4. It’s gone by a September, 1908 photo of the bridge taken, I think, by the Chicago Sanitary District (because the MWRD has posted this picture a few times)
5. The only other photo is the one from the postcard, which must’ve been taken between October, 1906 and March, 1908. The overall bridge configuration seems to be the same between the postcard and the 1907 photos, as does the debris seen on the loading dock on the northeast side of the bridge:

After that the boat disappears for a few years, until it was found sunk in the north draw of the Wells Street Bridge (just south of the Chicago & North Western depot there. Then it was shown for a few months as “The Foolkiller,” putatively the world’s first submarine, after which it disappears again and is now only really relevant for weird Chicago lore.

Fortunately a lot of the Chicago Sanitary District records are online, and I was able to get in touch with someone from Commonwealth Edison who also had some useful information, but I have to imagine a lot of the information from the L companies pre-merger is gone. It seems to me that there might have been some reason why people were taking pictures of the Met’s bridge around the same time, but I’m not sure what that might have been.

I know that there was pressure to have it removed because of how significantly it impacted the channel by ~1911 or so—tracing over old Sanborn maps from 1906 really drives home how dramatic that constriction was:

At the time the western span of the Jackson Blvd. bridge and the Metropolitan West Side crossed what Sanborn identifies as property belonging to the Pacific, Fort Wayne & Chicago, during its period when it was not part of the Penn, I think—I am not a train girl. The Met’s viaduct would’ve crossed over the PFW&C freight house, before that whole west bank became Chicago & North Western property again. In any case the bridge wasn’t actually torn down until 1961 (by that point, as I understand it, the CTA hadn’t been using it to carry rail traffic since 1958).

Thank you so much again for your time and for your help with this. How these photo postcards worked has been something of a mystery to me. Numerous different versions seem to have been made, and I just don’t know whether these were the same company, or different companies skirting copyright because Google Images wasn’t a thing at the time, or what. But the fact that there is such a high-quality photo, anywhere, is extremely heartening.

I suspect the postcard that I have was very short-lived in the marketplace, as this was a transition period between real photo postcards and printed ones. Even if some of the colorized versions may have used the same original negative as a starting point, the eventual results look more and more like drawings rather than photographs.

As to the sudden popularity of pictures of the Met “L” bridge, starting in 1907, this coincided with a major change in how people could write messages on postcards:

DIVIDED BACK PERIOD: 1907-1915

“In 1907, a major change on the address side of postcards occurred. This change was prompted by the Universal Postal Congress, the legislative body of the Universal Postal Union. The convention decreed that postal cards produced by governments of member nations could have messages on the left half of the address side, effective October 1, 1907. The Universal Postal Congress also decreed that after March 1, 1907, government-produced cards in the United States could bear messages on the address side.2 Congress passed an act on March 1, 1907, in compliance with the Union’s decree, allowing privately produced postcards to bear messages on the left half of the card’s back. The next day, the Postmaster-General issued Order No. 146, granting privileges to privately produced postcards that were already granted in international mail, including the allowance of message space. On June 13, 1907, the Postmaster-General issued Order No. 539, which allowed government-produced postcards to bear messages on the left half of the address side.3 These changes to the backs of postcards ushered in the Divided Back Period, which spans from 1907 until 1915. The Divided Back Period is also known as the “Golden Age of Postcards,” due to the vast popularity of postcards during this time period.”

“Another type of postcard that began to be produced and popularly used during the Divided Back period and through the White Border period is the “real photo” postcard. “Real photo” postcards were first produced using the Kodak “postcard camera.” The postcard camera could take a picture and then print a postcard-size negative of the picture, complete with a divided back and place for postage.”

Source: https://siarchives.si.edu/history/featured-topics/postcard/postcard-history

Sandy Cleary:

I’ll be honest, I hadn’t heard “real photo post card” as a term before I read your blog, and then noticed “RPPC” everywhere on eBay.

There are, as far as I can tell, three versions of this postcard. The first two are the colorized ones, which are labeled on the back as no. 171 of the Franklin Post Card Co.—of Germany, although ironically the earliest example I can find, postmarked August 17th, 1909, says “Made in Germany.” There were two distinct crops of that. The first (type A) is the widest crop, and it’s the one where the “E” in “Elevated” is written more like a backwards 3.

The second (type B) is one that the UIC Library gives copyright to Copelin Commercial Photographers in a black-and-white photographic form. This seems to be more common; the earliest postmark so far I’ve found is from September 13, 1910. Both of these two show up with postmarks as late as 1915. They went through different print runs, though; the back variously says:

* Aug. 17 1909: “No. 171. Made in Germany” (Type A)
* Sep. 13 1910: “No. 171.” (Type B)
* Aug 16, 1911: “No. 171” (Type B)
* Nov. 3 1911: “171” (Type B) (it’s possible the “No.” has been scratched off)
* Oct. 14 1912: “No. 171. Publ. by Franklin Post Card Co., Chicago, Ill. Made in Germany” (Type A)
* Aug. 13 1915: “No. 171. Publ. by Franklin Post Card Co., Chicago, Ill.” (Type B)

…As I write this up I realize this means that the widest version is rarer because it’s the German version. The design on the back, with the more ornate “Post Card” lettering, is identical to other postcards published by (for example) M. Weixelbaum, of Lima, and Provincetown Advocate and the Cardinell-Vincent Co. in addition to Franklin. I don’t understand why some postcards were made in Germany and some were not. Apparently the early 1900s was “postcard mania” in Germany, according to Deutsche Welle. I’d never heard of that before.

Anyway, the third one is the one you’ve found, which has different writing, and is also a much closer crop. Here are all three, superimposed:

What is a little puzzling to me is that the postcard you found is of such high quality that implies (to me) that a medium-format negative was accessible to whomever wound up creating all of the derivatives, which I wouldn’t have expected if it was being held in, say, the Franklin vault. But if it was a Franklin photo, the reverse doesn’t look like the reverse of any Franklin postcards. I tried image-searching for postcard backs looking for something similar, and turned up these from Vermont, which use the same language but a different font in “Post Card.”

Given your link, that creates the unfortunate possibility that what you have is, in fact, the only copy of that postcard, because it was created by someone who was interested in the bridge (or liked the composition), had access to the original, and printed it as a one-off postcard, which is why so far as I can tell it’s never appeared elsewhere. The title is odd—as you note, this isn’t the Northwestern, and the bridge seems to have been well-known as a Metropolitan West Side bridge to locals. Or perhaps it dates from the 20s or 30s, and whoever was writing it just guessed. I don’t know.

I’m also not sure if it’s significant (beyond “postcard mania”) that the early examples are German. There was a big German population in Chicago at the time, and the Germans apparently did like postcards. Germans also liked bridges; Scherzer was born in Illinois, but his parents were German immigrants. One of the earlier photos of the Met bridge (I think it might be the oldest) is from a German postcard:

Text says: “‘Folding’ Bridge over the Chicago River (bridge closed)”; handwriting says (I think): “Dear Dad: Sent you today (payday) $1.00 worth of 1 and 2-cent post stamps. Let me know if these arrived safely.”

It has occurred to me that I could poke around here in Berlin to see if there’s anything promising, but if memory serves most Chicagoan immigrants came from further north (Pomerania and such). Here in Berlin our train esoterica is only the “ghost stations” from the Cold War and that some of our subway stops are mildly radioactive because they used uranium oxide glazing in the tile.

Anyway! Thank you again for your time, and for the link to that Smithsonian article!

This is all very interesting to me, and should also interest my readers. Thanks very much for sharing these wonderful images.

In the early years of photography, negatives were usually large enough to be contact printed onto photo paper, without using an enlarger. The “chicken scratch” writing on my postcard could have been inked onto a glass plate, on top of the negative, or it may have been applied to the negative itself. The proportions of postcards are more rectangular than many of the standard film formats of the time, which may help explain the cropping.

While doing further research into this story, I came across a series of blog posts.

Is this something you wrote?

Sandy Cleary:

Yeah, that’s me 🙂

The “Foolkiller” was originally covered by Cecil Adams in the “Straight Dope” column of the Chicago alternative weekly Chicago Reader, and then later by podcaster Mark Chrisler of The Constant. It’s been stuck in my head for about fifteen years, so I’ve been trying to pull together as much as I can rather than leaving things on various email threads or chat discussions, in case any one else ever goes searching. It’s also been a good way to start organizing my thoughts on the matter (I don’t think many people read that blog).

That’s an interesting steer, re: the negatives. The UIC holding is described as a “photographic print” although I understand the MWRD (the Chicago water authority) apparently found a number of glass plates in their archives. The Library of Congress also (I think) has the original Hans Behm photos, which are described as glass 8×10 negatives (here’s one of them below). I need to read up on that era of photography, apparently.

(The Detroit Publishing Co. photos taken by Behm were also turned into colorized photo postcards, although they don’t seem to have been as popular, or at least most of the Met depictions are not those. There’s an early one that the Central Electric Railfans’ Association wrote up about ten years ago; that’s given a copyright date of 1907 but it must be earlier because the bridge doesn’t have the circular pilings that it would retain for most of its life and were in place by 1907; on the other hand, the Palmer Building is visible (leftmost skyscraper) and that was built sometime between 1903 and 1906).

FYI, I wrote that CERA blog post you refer to.

Sandy Cleary:

I’ve also seen your name on the Industrial History page about the bridge, come to think of it.

And this brings the story up to date. Ms. Cleary’s blog posts, linked above, shed additional light on the story of this experimental boat, which I can summarize as follows. This was one of several attempts at creating a safer lifeboat, to be carried on ships, and for rescues. A number of such ideas were patented in the late 1800s and early 1900s, all very speculative, of course.

The International Automatic Lifeboat Company prototype, designed by Robert Brown, was moored in the Chicago River for some period of time, and not always near the Metropolitan West Side “L” bridge. The US Navy studied the concept and decided it was not practical, as it would have been too difficult to get people into this boat during rescues. This most likely doomed its prospects.

At some point, the boat sank, and was later pulled out of the river, whereupon some enterprising persons displayed it as a supposed submarine, which it was not.

The postcard we have mistakenly identifies this as the Northwestern “L”. In actuality, it was the Metropolitan West side Elevated, but some of its trains did go to Chicago’s northwest side. The Northwestern “L” actually ran to the north side, despite the name.

I hope that further information may shed more light on this story in the future. In the meantime, here are some additional examples of postcards showing the Met “L” bridge.

-David Sadowski

We are looking west from the Wells Street Terminal towards the dual bridges over the Chicago River. (Robert Heinlein Collection)

This is the only photo I have seen that shows the interior of the Met bridge interlocking tower. (Robert Heinlein Collection)

A 1906 postcard, made at a time when messages could only go on the front of the card.

The back of the 1906 card. Only the address was permitted here.

A 1908 postcard.

By 1908, messages were allowed on the left side of the card back.

A 1909 postcard, based on the 1907 photo.

The rear of the 1909 postcard.

A 1911 postcard, based on the 1907 photo.

The back of a 1911 postcard.

A 1912 postcard.

The back side of a 1912 postcard.

A 1915 postcard, clearly based on the 1907 photo.

The back side of a 1915 postcard.

A 1919 postcard.

The back side of a 1919 postcard.

A 1920 postcard.

And here are some later views of the bridge, from various angles:

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

Over the years, I have seen many poor quality duplicate slides with this view, looking to the northwest, with a Garfield Park “L” train crossing the Met bridge over the Chicago River, with Union Station in the background. However, this was scanned from an original red border Kodachrome slide, circa 1955-58. The name of the photographer is not known. This must be a Garfield train, and the results are stunning. Douglas cars were re-routed over the Lake Street “L” in 1954. Logan Square trains began running via the Milwaukee-Dearborn Subway in 1951.

CTA 2256 is part of a four-car Met train, turning from Market Street onto the double bridge over the Chicago River in March 1951.
(Truman Hefner Photo)

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

Stylish Coit Tower sits atop Telegraph Hill in San Francisco, and has afforded an unparalleled view since its completion in 1933. In April 1987, when this picture was taken, the view included Muni streetcar 578, built in 1896. Although it resembles a cable car, it uses overhead wire. It is occasionally operated for special events and is the oldest streetcar in use in the country. In recent years wheelchair access was added.

A Milwaukee Road push-pull commuter train is at Rondout (an unincorporated area in Lake County, IL) on September 2, 1963. Bi-levels were introduced to the Milwaukee Road around 1961 and ridership was much lower than it is today, so often one car sufficed instead of seven or eight as you see today on Metra. The station here was removed around 1965 on what is now the Metra Milwaukee District North Line. I believe we are looking to the northwest, and that the overpass may be the former North Shore Line Mundelein branch, which had been abandoned on January 21, 1963. There was a tower located kitty-corner to the station, to the right and behind the photographer, which was last used in 2015. (William D. Volkmer Photo)

Don’s Rail Photos (via Archive.org): “410 was built as a trailer observation car by Cincinnati Car in June 1923, #2640. It was out of service in 1932. It was rebuilt on December 31, 1942, as a two motor coach by closing in the open platform and changing the seating.” Here is how it looked in December 1958 at the Mundelein Terminal. (Russell D. Porter Photo)

North Shore Line Electroliner 801-802 is on the CTA “L” in August 1962.

This is a nice overhead view of a four-car train of North Shore Line Silverliners on Chicago’s “L” in August 1962.

North Shore Line cars 157, 169, and 175 are heading southbound on the Sixth Street Viaduct in Milwaukee on April 19, 1959.

There are not many color photos showing this prewar paint scheme, seen here on North Shore Line coach 739 at the Milwaukee Terminal on June 25, 1942.

North Shore Line coach 173 is at the Mundelein Terminal in November 1962, just two months before the end of service. Car 160, now at the Illinois Railway Museum, is at right on a storage track. (Walter Schopp Photo)

After the North Shore Line abandonment, car 727 went to the Southern Iowa Railway. Here it is shown on June 14, 1964, next to Waterloo, Cedar Falls, and Northern car 100. Within a few years, both cars ended up on the Iowa Terminal Railroad (now the Iowa Traction Railway), but unfortunately, car 100 was destroyed in a 1967 fire. 727 is still operable.

Chicago North Shore and Milwaukee #607 is at North Chicago Junction on November 16, 1941. “The ‘Big Hook’ operating as a loco, hauling a 12 car drag and caboose.” The color is described as orange and black. (Vic Wagner Photo)

North Shore Line city streetcar 359, a 1920s product of the St. Louis Car Company, is shown at North Chicago Junction on March 2, 1941. This was the south end of the line for Waukegan streetcars. (Vic Wagner Photo)

North Shore Line Silverliner 771 at the Milwaukee Terinal.

$A three car Chicago and Milwaukee Electric (predecessor of the North shore Line) express train, made up of woods including car 401, from an early colorized postcard. The location here may be Lake Forest. Don\s Rail Photos (via Archive.org): "401 was built by Jewett Car in 1909 as parlor-buffet car. In 1917 it was converted to straight coach and retired in 1935. It was leased to Chicago Aurora & Elgin and renumbered 142 in 1936. It came back for a short time with the CA&E number in 1945 and sold to CA&E in 1946. It was retired in 1953."$

A three car Chicago and Milwaukee Electric (predecessor of the North shore Line) express train, made up of woods including car 401, from an early colorized postcard. The location here may be Lake Forest. Dons Rail Photos (via Archive.org): “401 was built by Jewett Car in 1909 as parlor-buffet car. In 1917 it was converted to straight coach and retired in 1935. It was leased to Chicago Aurora & Elgin and renumbered 142 in 1936. It came back for a short time with the CA&E number in 1945 and sold to CA&E in 1946. It was retired in 1953.”

As the song goes, they paved paradise and put up a parking lot at the former site of the North shore Line’s Milwaukee Terminal, seen here on August 24, 1966. The former switchman’s shanty was the only thing carried over. (Richard H. Young Photo)

On June 6, 1954, the National Railway Historical Society held a farewell fantrip on the Red Arrow interurban line to West Chester, PA. Here, the fantrip cars are stopped at the West Chester Water Works. Car 66 was built by Brill in 1926 and was declared surplus in 1970, after Red Arrow was taken over by SEPTA. It is now at the Pennsylvania Trolley Museum in Washington, PA.

Fairmount Park Transit car 10, built by Brill in 1896, as it appeared on April 6, 1946, not long before the line was abandoned. There are not many color photos of this operation. (David H. Cope Photo)

Fairmount Park Transit was an interesting streetcar operation that ran from 1896 to 1946, all on the grounds of a public park in Philadelphia, completely separate from the rest of the local streetcar system. Here we see car #1.

This picture was taken on July 26, 1961 at the Red Arrow Lines (Philadelphia Suburban Transportation Company) 69th Street Terminal. Amazingly, the sign still mentions the Lehigh Valley Transit interurban, which stopped operating in 1951, and which hadn’t operated to this station since 1949.

A Lehigh Valley Transit Liberty Bell Limited interurban car is heading northbound at West Point in Pennsylvania on September 18, 1948. Rail service ended three years later. (James P. Shuman Photo)

CTA PCC 4382 appears to be turning east from Clark Street onto Division Street. Close examination of the slide shows the streetcar is signed for Route 36 – Broadway-Downtown. As Steve De Rose notes, the south portion of Broadway-State was “bustituted ” on December 5, 1955, and the Blatz ad campaign on the side of the car dates this picture to 1956.

Chicago Surface Lines PCC 4125 and red car 1403 are at 73rd Street and Vincennes Avenue in March 1947, as the newest and oldest streetcars in the CSL fleet. (Vic Wagner Photo)

The Union Stock Yards, as seen from the “L”, probably circa 1908 when this branch line opened. From a real photo postcard.

CTA 4409 is at the head of a two-car fantrip train at Francisco on the Ravenswood “L” on November 25, 1973. This was at the end of regular service for the 4000-series cars, built in the early 1920s. (Arthur H. Peterson Photo)

A view looking north at the CTA Linden Avenue “L” yard in Wilmette in June 1966 shows where the North Shore Line’s Shore Line Route tracks branched off at right and continued north. After service ended in 1955, the CTA incorporated some of this trackage into its storage yard, which has since been reconfigured.

This duplicate slide was described as showing the CTA Douglas Park “L” at Kenton Avenue in May 1952. That may be the correct date, but I believe it actually shows an eastbound Garfield Park train between Laramie and Central Avenue. West of here, the “L” turned to run parallel to the B&OCT. The area at left is where the Eisenhower expressway runs today, and this is approximately the location of the Lotus tunnel.

CTA 2102 is at the tail end of a Lake-Dan Ryan train in April 1975, turning the sharp corner from Wabash to Lake. After the horrific crash here two years later, where some “L” cars fell off the structure, additional steel was added to help prevent a future reoccurrence.

Passengers are boarding an eastbound South Shore Line train, headed by car 107, at Michigan City, IN in May 1959. Now, the line is being double-tracked at this location, and the street turned into a private right-of-way. The facade of the old station is going to become part of a new redevelopment here. From left to right, the several cars visible include an early 50s Chevy, a ’59 Chevy, a ’55 Oldsmobile, a late ’50s Cadillac, a 1956 Buick, and a 1959 Ford.

A South Shore Line train, with car 101 at the helm, is at the East Chicago station on February 8, 1953. In 1956 the street trackage here was replaced by a new bypass route, running parallel to the Indiana Toll Road. (James P. Shuman Photo)

Chicago Aurora and Elgin 404 at Forest Park, circa 1955-57. We are looking north. After interurban service was cut back to here in 1953, the CA&E had a track for midday car storage, seen at left.

The final fantrip on the Chicago Aurora and Elgin took place on a wintry December 7, 1958, about six months prior to the complete abandonment of the interurban, which had stopped operating passenger service on July 3, 1957. I am not sure of this location in Chicago’s western suburbs, although the sign at right would suggest it is at one of several Main Streets in the area. Wood cars 319 and 320 were used. By this time, automatic gates had been removed, and the train had to be flagged at each such crossing. Jason Learakos: “Glen Ellyn, Illinois. The photo is facing east across Main Street from the station there.” Mike Franklin says we are “looking SE at Main St., Glen Ellyn.”

Chicago Aurora and Elgin wood car #20, built in 1902, ran for 55 years on that interurban before heading to the Fox River Trolley Museum, where it remains. Here it is in October 1970, when this operation was still known as “RELIC.” These are former tracks of the Aurora, Elgin, and Fox River Electric, which was affiliated with the CA&E.

Chicago Aurora and Elgin car 409, the only Pullman saved from the fleet, is shown operating at “Trolleyville USA” in Olmstead Falls, OH on August 28, 1965. It is now at the Illinois Railway Museum.

Chicago Aurora and Elgin car 20 at “RELIC” in South Elgin in August 1968.

Chicago’s Central Station opened in 1893 to serve trains to the World’s Columbian Exposition site. Trains of the Illinois Central and the “Big Four” (the Cleveland, Cincinnati, Chicago and St. Louis Railway, which after 1906 was affiliated with the New York Central) used this station, which was adjacent to the tracks (electrified in 1926) now used by the Metra Electric and South Shore Line. After Amtrak took over intercity passenger train operations in 1971, they consolidated service to Union Station the following year, and Central Station closed. Demolition began on June 3, 1974, which is right around when this photo was taken.

Another photo of the soon to be demolished Central Station in June 1974.

Don’s Rail Photos (via Archive.org): “65 was built by Cincinnati Car in August 1928, #2985, as I&SE 230. In 1933 it was sold to ICRT as 230 and in 1941 it was sold to SHRT as 65. In 1949 it was sold to Ed Tennyson and leased as Speedrail 65 where it originally operated with a modified Shaker Heights paint scheme. When repainted, the Speedrail logo was omitted. It was scrapped in 1952.” Based on that, my best guess is this picture may date to near the end of service in 1951. The location is at Sixth and Michigan in Milwaukee, by the North Shore Line Terminal. Transport Company bus 930 is also visible.

Don’s Rail Photos (via Archive.org): “66 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to Lehigh Valley Transit as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months before the line was abandoned and then scrapped in 1952.” Here it is seen during that brief period of operation in Waukesha. Larry Sakar: “aae249 is a photo I also have. The 66 is indeed laying over at the Waukesha loop/ Two questions remain to this day. 1. Was there any specific spot where the cars were supposed to stop? Seems to me I see photos of TM cars laying over parked in a variety of places on the loop. For instance that great single leading duplex shot which was the common lash-up during the WWII era is parked in a different spot than the 66. 2. I have never seen a photo of cars laying over on the Waukesha loop with passengers either boarding or waiting to board. I am inclined to think that passengers could not be carried the two blocks between the Waukesha station at Clinton Street & Broadway and the loop because when the line was cut back to Waukesha loop on 12-30-45 passenger service had been abandoned beyond downtown Waukesha. This is speculative on my part. I don’t really know. Jay Maeder and the city of Waukesha tangled over the sale of the Waukesha loop. The city wanted to buy it from Speedrail to accommodate more cars. Maeder was willing to sell. Initially he asked something like $1100 until he saw the appraisal and quickly raised the asking price to $2500. The city accused him of trying to gouge him and refused to budge beyond $1500. Maeder said they were trying to cheat him and they were. When Hyman-Michaels had the property appraised the appraisal came in at $2200! Just where he planned to turn the cars around if he sold the loop I don’t know. He publicly said there were “lots of places where Speedrail could turn the cars but I can’t think of any!” In the end the city got it anyway and it became a parking lot until the 1980s. It is now the site of a very big Walgreens Drug Store. The Motor Transport Co. freight building was torn down shortly after Speedrail came to an end.”

Don’s Rail Photos (via Archive.org): “62 was built by Cincinnati Car in August 1928, #2985, as I&SE 245. In 1933 it was sold to ICRT as 245 and in 1941 it was sold to SHRT as 62. In 1949 it was sold to Ed Tennyson and leased as Speedrail 62 and was scrapped in 1952.” This photo may have been taken in Waukesha and could date to just prior to the 1951 abandonment. Larry Sakar: “This is NOT toward the end of Speedrail. The lack of front stripes on the curved sider indicates that this is pre Summer 1950 when the two black stripes began to appear on the curved side cars. O’Brien photos took some great photos of the Waukesha loop including an aerial shot of it before it became the loop. They were located about a block or so east of the Waukesha station.” Mike Franklin says we are “looking SE on Broadway from Clinton St, Waukesha, WI.”

Milwaukee Electric M15 at an undetermined location. Stephen Karlson writes, “M15 is under the train shed at East Troy that was later removed. That stretch of the right of way remains off limits to boarding passengers at the preservation railway as the ground is on the same plot of land as the house that was once the station. Thus the loading platform for the electric cars is by the substation.”

Milwaukee Electric 1112 at Waukesha, WI on March 15, 1947. (Vic Wagner Photo) Don’s Rail Photos (via Archive.org): “1112 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1926. It was one of three sold for scrap in January 1952, before the rest of the cars.” Larry Sakar: “Fantastic shot of the typical Waukesha train during WWII. When first tried TM discovered that placing the single 1100 series car behind the duplex did not work. Because the door on a single 1100 was at the rear of the car and in the center of a duplex they quickly found that the door on the single 1100 did not reach the station platforms or designated loading zone. Thus, two stops had to be made. The solution was to place the single 1100 series car first. Trial and error I guess you’d say.”

Milwaukee Electric interurban car 1106 is at Mukwonago, Wisconsin, on the line going out to East Troy. Passenger service was abandoned here in 1939, although freight service continued for decades. This is currently where the East Troy Railroad Museum operates. I’ve been told that this station was located near an interchange north of where the Elegant Farmer is now, and that the station itself was moved and turned into a residence, which still exists, although additions have been made to it.

Milwaukee Electric 1105. Don’s Rail Photos (via Archive.org): “The Milwaukee Northern Ry came under TM control in 1923 and was officially merged on April 30, 1928. Under TM management 4 of their cars were rebuilt in a fashion similar to the other TM rebuilt interurbans. After 1928, most of the cars were further rebuilt and renumbered to replace the original 1100s which had been renumbered when they were rebuilt. 1101 was to have been rebuilt from MN 20, but it became 1105 instead. Thus there was no 1101.” It may originally have been built in 1907.

Milwaukee Electric streetcar 641 on route 19. Don’s Rail Photos (via Archive.org): “641 was built at Cold Springs in 1913. It was reconditioned as a two man car in 1928.”

Milwaukee Rapid Transit and Speedrail car 61 is at an undetermined location (Waukesha?) and looks rather worse for the wear, with unrepaired collision damage, probably just prior to the 1951 abandonment. Larry Sakar adds: “This is at the Waukesha station. Wilbur Lumber was directly across the street from the station. Note the cement safety island to the left of the car. It was there to facilitate loading so that passengers didn’t have to stand in the street. All traffic passed to the photo left of that island. Today a bank occupies the site of Wilbur Lumber Co. I guess the Wilburs were a prominent Waukesha family from what my friend John Schoenknecht who is the editor of Landmark, the official publication of the Waukesha County Historical Society, told me. Oh, by the way what you see in the background of that shot of the car at Wilbur Lumber is the Madison Street hill which is still there. There was a Milwaukee Road crossing that isn’t visible in the photo and once across it Broadway becomes Madison.” Mike Franklin says this “is indeed Waukesha. Looking NW across Madison St from Clinton St.”

Milwaukee Rapid Transit and Speedrail car 60. Don’s Rail Photos (via Archive.org): “60 was built by Cincinnati Car in August 1929, #3030, as Indianapolis & Southeastern Traction 260. It replaced the heavy-weight cars which became TMER&L 1180 series. In 1933 it was sold to Inter-City Rapid Transit as 260 and in 1941 it was sold to Shaker Heights Rapid Transit as 60. In 1949 it was sold to Ed Tennyson and leased as Speedrail 60 and was scrapped in 1952.” Larry Sakar: “Car 60 is on the bridge over Brookdale Drive on the Hales Corners line on 10-16-49. This is the inaugural fan trip using car 60 that traveled over both lines. Both the bridge and embankment are gone. This is the location where the construction train used to take workers building the suburb of Greendale to and from cut off and went in a southeasterly direction thru what is now Root River Parkway. One of the dumbest things Jay Maeder ever said was that he “intended to restore passenger service to Greendale.” There never was passenger service to Greendale. I’m about a mile or so north of Greendale. MCTS has a bus line (Rt. 76-76th St.) that serves Greendale. I’ve yet to see a single passenger on that part of the line. Greendale is wealth personified! By the way car 65 was supposed to have been used on the inaugural fan trip but it was on the “sick list”. Another thing of interest regarding the 10-16-49 fan trip. Car 60 developed mechanical problems as soon as the car descended the “slide” onto the Rapid Transit line at 8th Street. At the Gravel Pit they put in to the siding. A fan with a vast knowledge of interurban cars opened the hatches in the floor and disconnected the motor leads on motors 3 and 4. Car 60 ran on two motors for the rest of that fan trip. The name of the knowledgeable railfan was George Krambles!! The late Lew Martin recalled that while stopped there a fan remarked, “The line has been in business for a little over a month and they have a car in the scrap line already!” Two other well known railfans were on that car. Barney Neuberger wearing his classic pork pie hat and one Mr. Albert C. Kalmbach, head of the publishing company that bore his name. Kalmbach was seated in the 4th row on the right side of car 60.”

Milwaukee Electric freight motor and utility car M15. Don’s Rail Photos (via Archive.org): “M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and (is) now preserved at the IRM (since) 1989.”

Don’s Rail Photos (via Archive.org): “61 was built by Cincinnati Car in August 1928, #2985, as I&SE 235. In 1933 it was sold to ICRT as 235 and in 1941 it was sold to SHRT as 61. In 1949 it was sold to Ed Tennyson and leased as Speedrail 61 and was scrapped in 1952.” Here 61 is at an undetermined location. Since it is still signed for Milwaukee Rapid Transit and Speedrail, this may be circa 1949-50. Larry Sakar: “The car is westbound on West Michigan Street at North 5th Street. The building in the background (whitish and prominent) was the Boston Store, a department store that at one time was owned by the same company that owned Carson’s in Chicago- P.A. Bergner. The building is still there but the Boston Store is not. I believe it is now housing for seniors. Note the traffic policeman standing in the middle of the intersection. Believe it or not there were no stop and go lights on Michigan Street until Speedrail was gone. Every intersection had a traffic policeman. The late Doug Traxler said the one place you did not want to get stopped was at the top of the hill at 6th and Michigan because half of your car was hanging downhill and making that turn by the NSL station was no picnic. Motorman Don Leistikow concurred and offered this tale: “Yes, I remember that traffic officer. I was one of several motormen who discovered that he had a good day when he had cigars so I, like some of the other motormen, always made sure he had a box of cigars. Things always seemed to go better for him when he had a box of cigars!” Traxler remembered him shouting at him, “Pull it Up. Pull it way up,” when he got stopped there one time.” Mike Franklin says we are “looking east on Michigan St. from 5th St. in Milwaukee.”

Gary Railways car #1 at an undetermined location. William Shapotkin: “We are in downtown Valparaiso, IN. The car is laying over in Franklin St north of Main (now Lincolnway) taking its layover at the east end-of-line. View looks south. Building at right (N/W corner of intersection) is still standing today.”

Gary Railways cars 16 and 19 on the May 1, 1938 fantrip which is considered the beginnings of the Central Electric Railfans’ Association.

Gary Railways line car #11 at the Garyton Loop. (Edward Frank, Jr. Photo)

A view of the right of way along the Gary Railways Indiana Harbor Division near Gary, IN by Edward Frank, Jr.

A view of the right-of-way along the Gary Railways Hammond Division, near Hammond IN, by Edward Frank, Jr.

A view of the Gary Railways right-of-way on the Indiana Harbor Division near Gary, IN by Edward Frank, Jr. Presumably that is his bicycle by the telephone pole. Rail service on the Indiana Harbor Division was abandoned in March 1939.

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The North Shore Line

From the back cover:

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

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

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

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Two Anniversaries

January 22, 2023January 22, 2023David Sadowski 9 Comments

Here is a photo taken by the late William C. Hoffman on July 1, 1957, from the 7th floor of the Builder’s Building in downtown Chicago. A southbound NSL train, led by car 178, crosses the Chicago River as it approaches the Loop, having just passed by the Merchandise Mart. This is one of those early Ektachromes that turned out to have unstable dyes– a problem that Kodak corrected by about 1964. I had to do a lot of restoration work to make it look like this. I will post the original as well for comparison.

As the song says, “What a difference a day makes… 24 little hours.” For fans of the Chicago North Shore and Milwaukee Railroad, aka the North Shore Line, January 21, 1963 is a date that will live in infamy, as that was the time of the final abandonment.

January 21 is also the eighth anniversary of the Trolley Dodger blog. I thought it was important to have new beginnings associated with that date as well as endings. We are now starting our ninth year.

Over the years, this date has also become a celebration the North Shore Line, especially at the Illinois Railway Museum, which has by far the most extensive collection of NSL equipment anywhere. This year, the museum (normally closed in the winter) held a special event, and brought out nearly everything they could muster to let visitors ride, or see.

We were glad to take part, and our photo essay follows a few classic images of this legendary interurban. As the years go by, IRM just gets better and better and is already the largest railway museum in the entire country. You could not ask for more dedicated stewards for much of the North Shore Line’s legacy.

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

To date, we have received $215 in contributions via our fundraiser.

We are pleased to report that our latest book The North Shore Line is now 100% complete and has gone to press. The publication date is February 20, 2023, and we are now taking pre-orders. You will find more information about that at the end of this post (and our Online Store). To date, we have received orders for 114 copies.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 1,053 members.

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

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

A very early Leica M3.

Charles Fretzin sent me these amazing North Shore Line pictures he took 60 years ago. Some are from the final night. I spoke with him on the phone the other day.

While working on my book, I had been trying to find out who took the picture of the sailor and his girlfriend at the terminal without success. Imagine my surprise when the photographer contacted me, asking if I could post it to my blog!
He says that picture was taken with a Leica M3 and a 35mm f/2 lens, and he has another picture showing the same couple embracing in front of a juke box. It was his impression that he had just given her an engagement ring.

These pictures were shot on Kodak Tri-X film that was push-developed to 1200 ISO using either Acufine or Diafine developer.

One of the two Electroliners prepares to leave Milwaukee on the final trip to Chicago.
(Charles Fretzin Photo)

The North Shore Line’s Milwaukee Terminal on the final night. (Charles Fretzin Photo)

The lunch counter at the Milwaukee Terminal on the final night. Note the Electroliner image stenciled on the mirror. (Charles Fretzin Photo)

An NSL conductor punches a ticket. (Charles Fretzin Photo)

An Electroliner motorman in the cab of the 802 end. (Charles Fretzin Photo)

One of the Electroliners at the Highwood Shops after the abandonment in 1963.
(Charles Fretzin Photo)

A northbound North Shore Line Electroliner has just left Howard Street on June 10, 1956, descending into an open cut now used by CTA Yellow Line (Skokie Swift) trains. (William C. Hoffman Photo)

This looks red because the other dye layers have faded so badly… a process that will unfortunately continue as the years go by. But thanks to modern tools such as Photoshop, it was still possible to bring the colors back to normal.

North Shore Line Day 2023 at the Illinois Railway Museum

The Electroliner was the first thing visitors saw upon arriving at the museum.

Electroliner 801-802 was on display at the 50th Avenue “L” station, which was moved here from the Douglas Park branch in the late 1970s. The Liner has been undergoing a complete restoration that will ultimately cost more than a million dollars. Part of the interior is not finished, but there is still much work to be done. Visitors to the museum had an opportunity to see the remarkable progress that has been made.

Electroliner interior.

The way these seats have been reupholstered is truly beautiful.

The cab at the 802 end of the Electroliner. Compare this to the picture of the same cab taken in 1963 by Charles Fretzin, found elsewhere in this post.

Electroliner interior.

There are still a few vestiges left of the Electroliner’s second career as a Liberty Liner on the Red Arrow’s Norristown High-Speed Line.

The interior of 354.

The interior of 354. Note the sign lit indicating riders can exit at both ends of the car.

City streetcar 354 first ran in Waukegan, and later Milwaukee. It was once operated frequently at IRM, but this was my first chance to ride it in many years. Note the sign lit on the car, indicating that riders should board via the front entrance.

Line car 604.

IRM has by far the largest and most extensive collection of North Shore Line coaches, and these were operated in various combinations on the museum’s main line.

Numerically speaking car 160 has the lowest number of any that have survived, but car 162, now undergoing restoration in East Troy, WI was actually delivered slightly earlier in 1915. 154 managed to survive the 1963 abandonment, but eventually fell victim to many years of outdoor storage and neglect at another railway museum that has struggled over the years.

It was a chilly day, but fortunately there was plenty of heat available in the cars that were running.

The motorman’s cab in 749.

IRM has been gradually developing a main street with several new buildings.

You can purchase North Shore Line coffee, a recreation of the blend once used on the Electroliners.

This is a transfer stamp machine, once found at CTA “L” and subway stations. When leaving the station, you would stamp your paper transfer with the time, which would allow you to get on another bus or train without paying a full fare. With today’s electronic payment system, this is no longer needed.

The North Shore Commuters Association was a last-ditch effort to save the railroad. It failed, but did postpone the abandonment by four years. It also paved the way for later, more successful efforts to save much of Chicago’s commuter rail system.

Signs like this were once commonplace on CTA “L” and subway stations in off-peak hours. Conductors collected fares on many lines. Starting in 1961, off-peak Evanston branch trains used a single operator who drove the train and collected fares.

I spotted one of my books in the IRM gift shop.

The sun will never set on the North Shore Line, if the Illinois Railway Museum has anything to say about it.

IRM Souvenir Brochure

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

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

From the back cover:

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

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

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

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

For Shipping to US Addresses:

New Compact Disc, Now Available:

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

Total time – 74:38

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Welcome 2023

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

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

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

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

Keep those cards and letters coming in, folks.

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Lehigh Valley Transit

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

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

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

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

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

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

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

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

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

LVT 1030 at the Allentown depot.

LVT 1023 at the Allentown depot.

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

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

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

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

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

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

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

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

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

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

LVT city streetcar 908, signed for Albright.

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

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

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

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

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

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

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

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

Another shot of LVT 908, signed for Fullerton.

Original Slides For Sale

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

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

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

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

-David Sadowski

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

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

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

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

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

Amtrak Turboliner RTG 1978 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 6715, train 334
Location: Chicago, IL on route to Milwaukee
Date: April 15, 1978
Photographer: James J. Buckley
Link to eBay Listing

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

Santa Teresa Tram Rio de Janeiro Original 1974 35mm Kodachrome Slide
Subject: CTCG 7
Location: Carioca (R10)
Date: March 17, 1974
Photographer: James J. Buckley
From the Wikipedia:
The Santa Teresa Tram, or Tramway (Portuguese: Bonde de Santa Teresa, IPA: [bõˈdʒi dʒi ˈsɐ̃tɐ teˈɾezɐ]), is a historic tram line in Rio de Janeiro, Brazil. It connects the city centre with the primarily residential, inner-city neighbourhood of Santa Teresa, in the hills immediately southwest of downtown. It is mainly maintained as a tourist attraction and is nowadays considered a heritage tramway system, having been designated a national historic monument in 1985. The line has a very unusual gauge: 1,100 mm (3 ft 7+5⁄16 in). The main line is 6.0 kilometres (3.7 miles) long.
Having run continuously since its opening in 1877 (except for a 2011–15 suspension), it is one of the oldest street railway lines in the world and having been electrically powered since 1896, it is the oldest electric railway in all of Latin America. For many years it was also the only remaining metropolitan tram system in Brazil. The only other original tram systems in the country to have survived past 1971 are the Campos do Jordão interurban tram/light rail line, which continues to operate today, and the Itatinga line (near Bertioga), a rural and non-public tram line which had ceased operation as a tramway by 2017. All other cities closed their systems by 1971 (Santos being the last), but since that time, three towns, Belém, Campinas and Santos, have reinstated trams as heritage services. Rio de Janeiro opened a modern light rail/tram system in 2016.
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Pittsburgh PAT PCC 1751 1974 35mm Kodachrome Slide
Subject: Pittsburgh PAT PCC 1751
Location: Broadway near Neeld, Beechview, 42/38 route
Date: May 21, 1974
Photographer: James J. Buckley
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Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos car 216
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
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Amtrak Turboliner RTG 1974 Original 35mm Kodachrome Slide
Subject: Amtrak RTG 63-95-94-93-62
Location: Bloomington IL (on Chicago-St. Louis route)
Date: November 2, 1974
Photographer: James J. Buckley
Amtrak took over much of the nation’s rail passenger service in 1971, and the Turboliners were an attempt to modernize. Ultimately, they proved unsuccessful for a variety of reasons, and were withdrawn from service in 1981. Some were rebuilt and were used in the Northeast Corridor from 1988-1994.
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Milwaukee Road Electrification E71 1970 Original 35mm Kodachrome Slide
Subject: Milwaukee Road E71
Location: East end of Butte, MT yard
Date: October 2, 1970
Photographer: Unknown
The Milwaukee Road operated an extensive system of electric freight in its Pacific Extension in the northwestern United States between 1914 and 1974.
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Southern Pacific 4449 Steam Loco “Daylight” 1991 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Benecia
Date: May 17, 1991
Photographer: Unknown
From the Wikipedia:
Southern Pacific 4449, also known as the Daylight, is the only surviving example of Southern Pacific Railroad’s “GS-4” class of 4-8-4 “Northern” type steam locomotives and one of only two GS-class locomotives surviving, the other being “GS-6” 4460 at the National Museum of Transportation in St. Louis, Missouri. GS is an abbreviation of “General Service” or “Golden State,” a nickname for California (where the locomotive was operated in regular service).
The locomotive was built by Lima Locomotive Works in Lima, Ohio for the Southern Pacific in May 1941; it received the red-and-orange “Daylight” paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the Southern Pacific donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974.
After this, No. 4449 was then restored to operation for use in the American Freedom Train, which toured the 48 contiguous United States as part of the nation’s 1976 Bicentennial celebration. The locomotive has operated in excursion service throughout that area since 1984.
The locomotive’s operations are based at the Oregon Rail Heritage Center in Portland, Oregon where it is maintained by a group of volunteers named the Friends of SP 4449. In 1983, a poll of Trains magazine readers selected 4449 as being the most popular locomotive in the United States.
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Southern Pacific 4449 Steam Loco “Daylight” 1984 Original 35mm Kodachrome Slide
Subject: SP 4449
Location: Unknown
Date: May 8, 1984
Photographer: Unknown
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Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4020-4015
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
From the Wikipedia:
The City of New Orleans is an Amtrak passenger train which operates on an overnight schedule between Chicago and New Orleans. The train is a successor to the Illinois Central Railroad’s Panama Limited.
The original City of New Orleans began in 1947 as part of the Illinois Central Railroad, and was the longest daylight run in the United States. The daylight train under that name ran through 1971, when it was moved to an overnight schedule as the Panama Limited. The present name was brought back in 1981, still on an overnight schedule. The train is the subject of the bittersweet 1971 song “City of New Orleans”, written by Steve Goodman.
The train operates along a route that has been served in one form or another for over a century. The Panama Limited originally ran from 1911 to 1971, though the IC ran Chicago-New Orleans trains since the turn of the century. Additional corridor service is provided between Chicago and Carbondale, Illinois–the northern leg of the route–by the Illini and Saluki.
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Sao Paulo Brazil CMTC Tram 1807 ex-NYC 1965 Original 35mm Kodachrome Slide
Subject: CMTC 807 (ex-Third Avenue Railway System, NYC)
Location: Sao Paulo, Brazil
Date: March 11, 1965
Photographer: James J. Buckley
From http://www.tramz.com:
Additions in later years included 75 center-door cars, called centex in São Paulo, acquired second-hand in 1947 from the Third Avenue Transit System in New York. Third Avenue Railway had built them for conduit operation in 1938; trolley poles were added in São Paulo, doors were removed on one side and they were numbered 1701-1849. These “Huffliners” ran twice as long in São Paulo as in New York. In 1947 the São Paulo tramway system had 689 trams: 252 single-truck open motors, 28 single-truck open trailers, 153 double-truck open motors,
In 1960 CMTC announced that it would rid the city completely of trams by 1968. The Santa Amaro route, which ran mostly on private right-of-way, would be converted to rapid transit. Several short routes were abandoned in the early 1960s: Barra Funda, Vila Prudente, Brésser, Bosque, Jardim Paulista. After 1963 open trams ran only on the Belém line – it had no turning loop, so required double-end cars. July and August 1966 saw the abandonment of most of the major tram routes in the city: Lapa, Penha, Belém, Pinheiros, Perdizes, Angélica, São Judas Tadeu. In January 1967 the end came to the others: Ipiranga, Fábrica, Casa Verde and Alto da Vila Maria. Only the Santo Amaro line remained. Its inner terminus was cut back to Vila Mariana and henceforth São Paulo, like Rio de Janeiro, had only one standard-gauge trolley line running in an obscure area at the edge of town. On 27 March 1968, with thousands of weeping paulistas lining the route, a cortège of 12 camarões made a final roundtrip to Santo Amaro and ended 96 years of tram service in the city.
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Toronto Streetcar TTC ALRV 4201 1988 Original 35mm Kodachrome Slide
Subject: TTC ALRV 4201
Location: Lake Shore and Symons, Etibicoke, Ontario
Date: May 30, 1988
Photographer: James J. Buckley
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Illinois Central City of New Orleans 1966 Original 35mm Kodachrome Slide
Subject: IC 4039-4104-4031-4021
Location: Chicago IL
Date: July 10, 1966
Photographer: James J. Buckley
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Santa Teresa Open Tram 4 Rio de Janeiro Brazil Original 1974 35mm Kodachrome Slide
Subject: CTCG 4
Location: Carioca, Rio de Janeiro
Date: March 17, 1974
Photographer: James J. Buckley
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Baltimore and Ohio Capitol Limited 1967 Original 35mm Kodachrome Slide
Subject: B&O 1419-2415/8
Location: Capitol Limited Train 6 departing Chicago
Date: September 16, 1967
Photographer: James J. Buckley
From the Wikipedia:
The Capitol Limited was an American passenger train run by the Baltimore and Ohio Railroad, originally between New York City and Grand Central Station in Chicago, Illinois, via Union Station, Washington, D.C., Baltimore and Pittsburgh. For almost 48 years, it was the B&O’s flagship passenger train, noted for personalized service and innovation. At the time of its discontinuation on May 1, 1971, when Amtrak took over most rail passenger service in the U.S., the Capitol Limited operated between Washington and Chicago.
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Santos Tramways São Paulo Brazil Original 1965 35mm Kodachrome Slide
Subject: Serviço Municipal de Transportes Coletivos cars 90-223
Location: Santos
Date: March 12, 1965
Photographer: James J. Buckley
Link to eBay Listing

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

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

Shaker Heights Rapid Transit PCC 41 Original 1968 35mm Kodachrome Slide
Subject: SHRT PCC 41
Location: 55th Street, Cleveland OH
Date: May 25, 1968
Photographer: James J. Buckley
From Don’s Rail Photos: “41 was built by St. Louis Car (Company) in 1946, #1655, as SLPS (St. Louis Public Service) 1766. It was sold as SHRT 41 in 1959 and converted to MU (multiple unit) operation after purchase. It was sold to Buckeye Lake Trolley in 1984.”
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Blackpool Tramway 40 Original 1985 35mm Kodachrome Slide UK
Subject: Blackpool Tramway 40
Location: Fleetwood UK
Date: July 14, 1985
Photographer: James J. Buckley
Blackpool Tramway 40 was built in 1926 and retired in 1963. It has since been part of the collection at the Crich Tramway Village museum. Here, it is shown operating briefly once again on the Blackpool Tramway in 1985.
Link to eBay Listing

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

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

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

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

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

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

From the back cover:

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

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

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The Last Chicago Streetcars 1958
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Elevation

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-David Sadowski

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

The Lake Street “L” in Transition

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Our Latest Book, Now Available for Pre-Order:

The North Shore Line

Publication Date: February 20, 2023

From the back cover:

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

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

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

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The Last Chicago Streetcars 1958
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Autumn Leaves

September 30, 2022October 5, 2022David Sadowski 9 Comments

North Shore Line Silverliner 737 (at left) and “Greenliner” 767 (at right) prepare to leave the Milwaukee Terminal on May 24, 1953. (Robert Selle Photo)

Seasons change and Fall is here. Today’s post features classic images from two excellent photographers, Robert A. Selle (1929-2013) and Charles L. Tauscher (1940-2017). Selle was a master of black-and-white photography, while Tauscher shot Kodachrome slides in his prime.

We spent a lot of time working these slides over in Photoshop, making them look their best for you. Some required a lot of cleaning.

Lastly, we have some interesting historical CTA documents to share. Going back to the original source can often shed light on past events.

Keep those cards and letters coming in, folks.

-David Sadowski

New Book Update

FYI we recently turned in a second draft of our upcoming book The North Shore Line to Arcadia Publishing. I am pleased to report that the book has been expanded to 160 pages (from 128), a 25% increase. A publication date of February 20, 2023 has been announced, and we will begin our pre-sale on November 20 of this year.

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 974 members.

Indiana Railroad cars 446, 737, and 68 in Indianapolis, IN on June 3, 1938.

FYI, we are in the process of assisting with the creation of a new Facebook group called Hoosier Traction, which will be formally announced in the near future.

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

The North Shore Line (nearly all by Robert A. Selle)

North Shore Line car 162 is at the rear of a northbound train at Chicago Avenue on June 30, 1958. This car is now the oldest survivor of the fleet, and recently arrived at East Troy, where it will be restored. (Robert Selle Photo)

North Shore Line tool car 234 (a former Merchandise Despatch car) at Edison Court in Waukegan on August 2, 1958. (Robert Selle Photo)

A view of the abandoned Shore Line Route and the crossover to the Chicago Hardware Foundry Company in North Chicago in April 1956. (Robert Selle Photo)

A view of the abandoned Shore Line Route in North Chicago in April 1956. (Robert Selle Photo)

North Shore Line caboose 1005 at North Chicago in June, 1939. (Richard J. Anderson Photo)

North Shore Line caboose 1004 at North Chicago on September 17, 1955. (Robert Selle Photo)

Former North Shore Line Merchandise Despatch car 213 at North Chicago (Chicago Hardware Foundry Company) on August 20, 1955. (Robert Selle Photo)

Newly painted North Shore Line caboose 1003 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line caboose 1002 at North Chicago on January 19, 1957. (Robert Selle Photo)

North Shore Line car 419 is at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 444 at the Highwood Shops on August 9, 1953. (Robert Selle Photo)

North Shore Line car 169 in Mundelein on August 9, 1953. (Robert Selle Photo)

North Shore Line car 735 is at the Mundelein Yards on August 9, 1953. (Robert Selle Photo)

North Shore Line car 150 is on the rear end of a northbound train at Chicago Avenue on June 3, 1959. (Robert Selle Photo)

North Shore Line diner/lounge car 417 is at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line Silverliner 764 is on a side track at Edison Court in Waukegan on July 26, 1958. (Robert Selle Photo)

North Shore Line car 169 is on a side track at Edison Court in Waukegan on July 9, 1955. (Robert Selle Photo)

North Shore Line car 190, which had recently been damaged by fire, at the Highwood Shops on August 27, 1955. (Robert Selle Photo)

North Shore Line steeple cab loco 452 (with 453 at left) at Great Lakes Naval Station, on August 9, 1953. (Robert Selle Photo)

North Shore Line loco 459 at the Pettibone Shops in North Chicago on October 23, 1954. (Robert Selle Photo)

North Shore Line tool car 234 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 606 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

North Shore Line line car 604 at the Highwood Shops on February 20, 1955. (Robert Selle Photo)

Chicago Transit Authority Buses by Charles L. Tauscher

CTA trolley bus 9410 is westbound on Montrose Avenue in June 1961. Note the late 1940s Jeepster at left, and the mid-50s Chevy at right. (Charles L. Tauscher Photo)

CTA trolley bus 9341 is southbound on Central Avenue at North Avenue in August 1965, at a time when a White Castle hamburger cost just 12 cents. (Charles L. Tauscher Photo)

The same location in 2019. There is still a White Castle on the corner, off to the left, but the building in the previous photo has been replaced by a newer one just out of view.

CTA trolley bus 9287 is turning from North Avenue onto Narragansett Avenue in September 1962, so it can go into the off-street loop. It’s possible that the man on the corner looking down may be the late William C. Hoffman. The Terminal Grill is long gone, but this loop is still used by CTA buses.
(Charles L. Tauscher Photo)

The same location in 2021. A Dunkin Donuts has replaced the diner grill. Midas Muffler is still there, down the street at the corner of North Avenue and Ridgeland Avenue in Oak Park. The off-street loop is in Chicago.

CTA 9746 at an unidentified location in April 1963. (Charles L. Tauscher Photo) Andre Kristopans: “9746 is on Giddings east of Austin facing west.”

CTA trolley bus 9502 is southbound on Central Avenue at Bloomingdale (1800 N.) in 1969. (Charles L. Tauscher Photo)

The same location today. The bridge has been replaced since the previous photo.

This is most likely CTA trolley bus 9631 on the April 1, 1973 Omnibus Society of America fantrip that closed out trolley bus service in Chicago. (Charles L. Tauscher Photo)

CTA trolley bus 9761 in 1973. This may be on a fantrip. The location is at Belmont and Kimball, but the side sign says Montrose. (Charles L. Tauscher Photo)

The same location in 2019.

CTA trolley bus 9761 on a 1973 fantrip. Can this be somewhere along Belmont Avenue? (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley bus 9761 at an unidentified location on a 1973 fantrip. (Charles L. Tauscher Photo) Andre Kristopans: “9761 shots at Belmont and Nagle wye.”

CTA trolley buses in dead storage some time after the end of service in 1973. (Charles L. Tauscher Photo)

CTA trolley bus 9325 is westbound on Irving Park Road in September 1968. (Charles L. Tauscher Photo)

CTA trolley bus 9708 at an unidentified location in August 1965. (Charles L. Tauscher Photo) Andre Kristopans: “9708 wyeing in 1965 is most likely at Central and West End. There were not many head-in, back-out wyes in the trolley bus network, and this is only one where buildings would look like this.” The wye was located on the east side of Central Avenue. On September 20, 2022, a gas explosion destroyed the top floor of an apartment building on the west side of Central at West End.

CTA 9761 is signed for Route 80 – Irving Park Road in 1969, but the actual location seems to be Central Avenue not far south from Fullerton, so this may be a fantrip. (Charles L. Tauscher Photo)

CTA 9545 is signed for 47th Street in August 1965. Not sure of the actual location, however. (Charles L. Tauscher Photo) Mike Tuggle adds, “The actual location of this photo is the southeast corner of 48th Street and Lake Park Avenue in the Kenwood area, just north of Hyde Park. I know because I was living about 2 blocks south of that area in August 1965. I was 10 years old at the time. The building at the right is long gone, and to the right of the photo is the old Sam Bell Shell filling station. Today, it is a strip mall. The land on which this trolley stood is occupied by townhomes and condos. The building, partially seen over the trolley was the Lakeridge Hotel, which is has since been renovated into apartments. Thank you. I always look forward to the next issue, though I would like to see more photos in this area as well as Hyde Park, South Shore, Woodlawn and Chatham.” Andre Kristopans: “9545 certainly is 47th, specifically at the gas station terminal between Harper and Lake Park south of 47th.”

CTA 9308 has just crossed over the Chicago River on North Avenue on May 15, 1962. (Charles L. Tauscher Photo)

CTA 2583 is westbound on 103rd Street at Vincennes Avenue in May 1960. (Charles L. Tauscher Photo)

CTA trolley bus 9300 is southbound on Central Avenue in July 1969. (Charles L. Tauscher Photo)

We can infer from this July 1968 photo that CTA trolley bus 9537 could not go through the northbound side of the viaduct under the Chicago and North Western tracks on Central Avenue at Lake Street. There must have been some sort of obstruction. The bus is being pushed so that it can get back to the northbound side of the street where it can be re-wired. (Charles L. Tauscher Photo)

CTA 9761 is northbound at Central Avenue at North Avenue on a 1973 fantrip. (Charles L. Tauscher Photo)

CTA 9670 and 3534 are at an unidentified location in June 1961. (Charles L. Tauscher Photo) Andre Kristopans: “9670/3534 at Cicero and Pensacola.”

CTA 3534 and 9389 are at Irving Park Road and Neenah in June 1961. This off-street loop was as far west as trolley buses went on Irving Park. This loop was later decommissioned and part of it is now used as a private driveway. 3534 is on a fantrip. (Charles L. Tauscher Photo)

Historical CTA Documents

Who can say why some things are kept, while others are destroyed? These historical documents form a paper trail that helps inform our understanding of the past.

Mystery CERA Document

In 2014, I compiled a data disc made up of the first 76 Central Electric Railfans’ Association Bulletins from 1938-47. I recently came across an early document that I had not seen before. Curiously, it is not one of the numbered bulletins, but is called “Circular 115.” Which gives rise to the question, were there really 114 previous circulars issued in the three years prior to this one? And if so, where are they and what happened to them?

Please note that the Trolley Dodger is not affiliated with Central Electric Railfans’ Association.

New Compact Disc, Now Available:

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

Total time – 74:38

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

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Help Support The Trolley Dodger

This is our 292nd post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 915,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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