Illinois Railway Museum

Shine a Light

David Sadowski 17 Comments
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.

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.

Here we have another bevy of classic traction photos for your enjoyment. All are from our collections, and nearly all were scanned from the original slides and negatives. Then, they were painstakingly worked over in Photoshop to make them look their best.

These views shine a light on the past, but also help illuminate our present and our future. We chose these images because we think they are important. They show some things that still exist, and other things that don’t.

By studying the past, we can learn from it, and the lessons we learn will help us make the decisions that will determine what gets preserved and improved in the future– and what goes by the wayside, into the dustbin of history.

When faced with the darkness of the present times, we could all use more light.

We have an exciting new Compact Disc available now, with audio recorded on the last Chicago Streetcar in 1958. There is additional information about this towards the end of this post, and also in our Online Store.

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 931 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.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

A North Shore Line Electroliner stops on a curve during the early 1950s, while a woman wearing a long skirt and heels departs. This looks like North Chicago Junction.

A North Shore Line Electroliner stops on a curve during the early 1950s, while a woman wearing a long skirt and heels departs. This looks like North Chicago Junction.

Don's Rail Photos: (Caboose) "1003 was built by American Car & Foundry Co in 1926. It was rebuilt without a cupola but restored when it was acquired IRM." Here is how part of it looked in the early 1950s.

Don’s Rail Photos: (Caboose) “1003 was built by American Car & Foundry Co in 1926. It was rebuilt without a cupola but restored when it was acquired IRM.” Here is how part of it looked in the early 1950s.

One of the two ex-North Shore Line Electroliners is shown in Philadelphia in December 1963, prior to being repainted as a Red Arrow Liberty Liner.

One of the two ex-North Shore Line Electroliners is shown in Philadelphia in December 1963, prior to being repainted as a Red Arrow Liberty Liner.

Although this was scanned from a duplicate slide, this is an excellent and well known shot, showing the last day fantrip on the North Shore Line's Shore Line Route in July 1955. The location is Kenilworth, and we are looking mainly to the south, and a bit towards the west. The town's famous fountain, paid for by the Chicago and Milwaukee Electric, the NSL's predecessor, is at left. It was designed by noted architect George W. Maher (1864-1926), who lived in the area. The Chicago and North Western's tracks are at right (now Union Pacific).

Although this was scanned from a duplicate slide, this is an excellent and well known shot, showing the last day fantrip on the North Shore Line’s Shore Line Route in July 1955. The location is Kenilworth, and we are looking mainly to the south, and a bit towards the west. The town’s famous fountain, paid for by the Chicago and Milwaukee Electric, the NSL’s predecessor, is at left. It was designed by noted architect George W. Maher (1864-1926), who lived in the area. The Chicago and North Western’s tracks are at right (now Union Pacific).

A northbound Electroliner, just outside of Milwaukee in July 1962. (Jim Martin Photo)

A northbound Electroliner, just outside of Milwaukee in July 1962. (Jim Martin Photo)

Car 170 is an NSL Lake Bluff local at the east end of the line on December 23, 1962. The tracks going off to the right connected to what was left of the old Shore Line Route. After the 1955 abandonment, a single track was retained for freight and for access to the Highwood Shops. (Jim Martin Photo)

Car 170 is an NSL Lake Bluff local at the east end of the line on December 23, 1962. The tracks going off to the right connected to what was left of the old Shore Line Route. After the 1955 abandonment, a single track was retained for freight and for access to the Highwood Shops. (Jim Martin Photo)

Once the NSL abandonment was formally approved, in May 1962, there was a flurry of fantrip activity soon after. In June 1962, this trip was popular enough that two trains were used. Here they are on the Mundelein branch, posed side by side. One of the Liners made a rare appearance here. (Jim Martin Photo)

Once the NSL abandonment was formally approved, in May 1962, there was a flurry of fantrip activity soon after. In June 1962, this trip was popular enough that two trains were used. Here they are on the Mundelein branch, posed side by side. One of the Liners made a rare appearance here. (Jim Martin Photo)

An Electroliner has gone past the east end of the Mundelein branch on a June 1962 fantrip, and is now on the single remaining track of the old Shore Line Route, which continued to Highwood (and ended in Highland Park). (Jim Martin Photo)

An Electroliner has gone past the east end of the Mundelein branch on a June 1962 fantrip, and is now on the single remaining track of the old Shore Line Route, which continued to Highwood (and ended in Highland Park). (Jim Martin Photo)

A three-car North Shore Line train in Lake Bluff on a snowy day on December 23, 1962. (Jim Martin Photo)

A three-car North Shore Line train in Lake Bluff on a snowy day on December 23, 1962. (Jim Martin Photo)

North Shore Line car 714, freshly painted, is at the Milwaukee Terminal on June 16, 1962. (Richard H. Young Photo)

North Shore Line car 714, freshly painted, is at the Milwaukee Terminal on June 16, 1962. (Richard H. Young Photo)

The North Shore Line's Mundelein Terminal on September 7, 1959.

The North Shore Line’s Mundelein Terminal on September 7, 1959.

David A. Myers recently sent me this picture, which shows him making an audio recording during the last run of the North Shore Line, in the early morning hours of January 21, 1963. He still has the tape and I hope someday he will have it digitized.

David A. Myers recently sent me this picture, which shows him making an audio recording during the last run of the North Shore Line, in the early morning hours of January 21, 1963. He still has the tape and I hope someday he will have it digitized.

No information came with this black and white negative, but the location is Highwood. Diners 415 and 419 are present. 419 was out of service by 1949, and 415 was converted to a Silverliner the following year, so that helps date the picture. Car 150, built in 1915, is at the right, along with a Merchandise Despatch car. This picture could be from 1947 or even earlier.

No information came with this black and white negative, but the location is Highwood. Diners 415 and 419 are present. 419 was out of service by 1949, and 415 was converted to a Silverliner the following year, so that helps date the picture. Car 150, built in 1915, is at the right, along with a Merchandise Despatch car. This picture could be from 1947 or even earlier.

Jim Martin caught this meet between both Electroliners at North Chicago Junction in May 1962.

Jim Martin caught this meet between both Electroliners at North Chicago Junction in May 1962.

An Electroliner in Lake Bluff in January 1963. This and the following image were consecutive shots taken by the same (unknown) photographer.

An Electroliner in Lake Bluff in January 1963. This and the following image were consecutive shots taken by the same (unknown) photographer.

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the "decisive moment." Douglas Noble: "Northbound crossing Rockland Road / IL 176 in Lake Bluff."

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”

CTA 53 (originally 5003), seen here at Skokie Shops in July 1971, was one of four such articulated sets ordered by the Chicago Rapid Transit Company and delivered in 1947-48. They were the first tangible evidence of the postwar modernization yet to come, under the management of the new Chicago Transit Authority. They were important cars, as the bridge between the 4000 and 6000 series, but were not that successful operationally on their own, even though they were the first Chicago "L" cars to utilize PCC technology. As it turned out, articulation was more of a dead end than a new beginning here, but these cars did pave the way for further refinements that were realized in the 6000s. As oddball equipment, they were eventually relegated to the Skokie Swift, where they lived out their lives until their mid-1980s retirement.

CTA 53 (originally 5003), seen here at Skokie Shops in July 1971, was one of four such articulated sets ordered by the Chicago Rapid Transit Company and delivered in 1947-48. They were the first tangible evidence of the postwar modernization yet to come, under the management of the new Chicago Transit Authority. They were important cars, as the bridge between the 4000 and 6000 series, but were not that successful operationally on their own, even though they were the first Chicago “L” cars to utilize PCC technology. As it turned out, articulation was more of a dead end than a new beginning here, but these cars did pave the way for further refinements that were realized in the 6000s. As oddball equipment, they were eventually relegated to the Skokie Swift, where they lived out their lives until their mid-1980s retirement.

CTA trolleybus 9510 heads west on Roosevelt Road at Ogden Avenue at 6:50 pm on June 16, 1966.

CTA trolleybus 9510 heads west on Roosevelt Road at Ogden Avenue at 6:50 pm on June 16, 1966.

CTA trolleybus 9499 is southbound on Kedzie at 59th Street on September 10, 1963.

CTA trolleybus 9499 is southbound on Kedzie at 59th Street on September 10, 1963.

CTA 3311, a one-man car, is at the east end of one of the south side routes in the early 1950s. Andre Kristopans: "3311 is at 67th and South Shore on 67th/69th route."

CTA 3311, a one-man car, is at the east end of one of the south side routes in the early 1950s. Andre Kristopans: “3311 is at 67th and South Shore on 67th/69th route.”

A CTA single car unit heads north at Isabella Avenue in Evanston in September 1965. This station, closed in 1973, was a short distance from the end of the Evanston branch (Linden Avenue, Wilmette).

A CTA single car unit heads north at Isabella Avenue in Evanston in September 1965. This station, closed in 1973, was a short distance from the end of the Evanston branch (Linden Avenue, Wilmette).

CTA PCC 7101, a product of the St. Louis Car Company, on September 2, 1955. Not sure of the exact location. Our resident south side expert M.E. adds: "As for where this location is, I can more likely tell you where it isn't. It isn't on route 49, Western Ave., which was built up everywhere. It isn't on route 22, Clark-Wentworth, which was also built up everywhere. I thought it might be on route 4, Cottage Grove, just south of 95th, where the streetcar tracks ran in the street for a few blocks before entering private right-of-way. However, I see no sign of the Illinois Central railroad embankment that ran next to Cottage Grove Ave. So that leaves one possibility: Route 36, Broadway-State. Some of that route ran through sparse areas, particularly along 119th St. between Michigan Ave. and Morgan St. My best guess is that this view is on 119th St., looking east from east of Halsted St. Notice the building shadow at the bottom, which means the sun was behind the building, to the south. Ergo, the streetcar is going east. Another reason I think this is 119th St. is the presence of exactly one motor vehicle. 119th St. was far out in those days; buildings were few in number, not just along 119th St. but also route 8A South Halsted (bus). The only "bustling" area that far out was around 119th and Halsted (and west to Morgan), where there were industries like foundries, mills, etc. In fact, I think the only reasons the streetcar line continued to run that far south were (1) to accommodate the people who worked in those industries, and (2) to service the Roseland business district at 111th and Michigan."

CTA PCC 7101, a product of the St. Louis Car Company, on September 2, 1955. Not sure of the exact location. Our resident south side expert M.E. adds: “As for where this location is, I can more likely tell you where it isn’t. It isn’t on route 49, Western Ave., which was built up everywhere. It isn’t on route 22, Clark-Wentworth, which was also built up everywhere. I thought it might be on route 4, Cottage Grove, just south of 95th, where the streetcar tracks ran in the street for a few blocks before entering private right-of-way. However, I see no sign of the Illinois Central railroad embankment that ran next to Cottage Grove Ave. So that leaves one possibility: Route 36, Broadway-State. Some of that route ran through sparse areas, particularly along 119th St. between Michigan Ave. and Morgan St. My best guess is that this view is on 119th St., looking east from east of Halsted St. Notice the building shadow at the bottom, which means the sun was behind the building, to the south. Ergo, the streetcar is going east. Another reason I think this is 119th St. is the presence of exactly one motor vehicle. 119th St. was far out in those days; buildings were few in number, not just along 119th St. but also route 8A South Halsted (bus). The only “bustling” area that far out was around 119th and Halsted (and west to Morgan), where there were industries like foundries, mills, etc. In fact, I think the only reasons the streetcar line continued to run that far south were (1) to accommodate the people who worked in those industries, and (2) to service the Roseland business district at 111th and Michigan.”

CTA "L" car #1 is at the west end of the Green Line in Oak Park, probably in the 1990s. This car is now on display at the Chicago History Museum.

CTA “L” car #1 is at the west end of the Green Line in Oak Park, probably in the 1990s. This car is now on display at the Chicago History Museum.

CTA PCC 4385 is southbound on Clark Street at North Water Street in May 1958, running on Route 22A - Wentworth.

CTA PCC 4385 is southbound on Clark Street at North Water Street in May 1958, running on Route 22A – Wentworth.

A northbound CTA Englewood-Howard "A" train, made up of curved-door 6000-series "L" cars, heads into the State Street Subway at the south portal in August 1982.

A northbound CTA Englewood-Howard “A” train, made up of curved-door 6000-series “L” cars, heads into the State Street Subway at the south portal in August 1982.

A southbound CTA Ravenswood "B" train, made up of wooden "L" cars, approaches the Sedgwick station on April 10, 1957.

A southbound CTA Ravenswood “B” train, made up of wooden “L” cars, approaches the Sedgwick station on April 10, 1957.

A two-car mid-day CTA Evanston Express "L" train, made up of single-car units 39 and 47, heads east on Van Buren between LaSalle and State on August 14, 1964. During this period, Loop trains all ran counter-clockwise and there was a continuous platform running from LaSalle to State. The platform sections between stations were removed in 1968.

A two-car mid-day CTA Evanston Express “L” train, made up of single-car units 39 and 47, heads east on Van Buren between LaSalle and State on August 14, 1964. During this period, Loop trains all ran counter-clockwise and there was a continuous platform running from LaSalle to State. The platform sections between stations were removed in 1968.

A northbound CTA Evanston Express train, made up of 4000s, is north of Lawrence Avenue on July 22, 1968. Miles Beitler: "In photo aad017a, the Evanston Express is northbound on the local track between Rosemont Avenue and Sheridan Road (around 6300-6400 north). Granville tower is visible in the distance. PM northbound Evanston Express trains switched to the local track at Granville in order to serve Loyola and Morse stations. (AM trains did not do this.) I believe that sometime in the 1980s or 1990s, to speed up service, Loyola and Morse were no longer served by Evanston Expresses, and the trains remained on the outside express track all the way to Howard." Andre Kristopans adds, "For years after AM rush until noon Evanston trains used local tracks all the way as Granville tower only manned AM rush. Also AM rush expresses usually crossed over NB as express track was used to lay up trains midday south of Howard. SB expresses always used local tracks to Granville as SB express track did not have 3rd rail north of Granville until 1970s sometime." Miles Beitler replies, "That is not correct. Third rail was installed on the southbound express track between Howard and Granville at least by 1964, and even before that the expresses ran on that portion using overhead wire."

A northbound CTA Evanston Express train, made up of 4000s, is north of Lawrence Avenue on July 22, 1968. Miles Beitler: “In photo aad017a, the Evanston Express is northbound on the local track between Rosemont Avenue and Sheridan Road (around 6300-6400 north). Granville tower is visible in the distance. PM northbound Evanston Express trains switched to the local track at Granville in order to serve Loyola and Morse stations. (AM trains did not do this.) I believe that sometime in the 1980s or 1990s, to speed up service, Loyola and Morse were no longer served by Evanston Expresses, and the trains remained on the outside express track all the way to Howard.” Andre Kristopans adds, “For years after AM rush until noon Evanston trains used local tracks all the way as Granville tower only manned AM rush. Also AM rush expresses usually crossed over NB as express track was used to lay up trains midday south of Howard. SB expresses always used local tracks to Granville as SB express track did not have 3rd rail north of Granville until 1970s sometime.” Miles Beitler replies, “That is not correct. Third rail was installed on the southbound express track between Howard and Granville at least by 1964, and even before that the expresses ran on that portion using overhead wire.”

A close-up of the previous image, showing Granville Tower.

A close-up of the previous image, showing Granville Tower.

CTA PCC 7160 is northbound on Clark Street, approaching the loop at Howard Street, on July 5, 1957. (Edward S. Miller Photo)

CTA PCC 7160 is northbound on Clark Street, approaching the loop at Howard Street, on July 5, 1957. (Edward S. Miller Photo)

The Washington station in the State Street Subway in Chicago on July 6, 1975.

The Washington station in the State Street Subway in Chicago on July 6, 1975.

CTA single-car unit 39 is southbound at Isabella on August 13, 1964, operating on the Evanston Shuttle.

CTA single-car unit 39 is southbound at Isabella on August 13, 1964, operating on the Evanston Shuttle.

CTA red Pullman 281 is heading westbound into the turnaround loop at 63rd Place and Narragansett in early 1953. Towards the end of streetcar service on Route 63, older red cars replaced PCCs, which were shifted over to run on Cottage Grove. This residential neighborhood, sparsely populated then, is now completely built up.

CTA red Pullman 281 is heading westbound into the turnaround loop at 63rd Place and Narragansett in early 1953. Towards the end of streetcar service on Route 63, older red cars replaced PCCs, which were shifted over to run on Cottage Grove. This residential neighborhood, sparsely populated then, is now completely built up.

CTA salt car AA101 at South Shops, circa 1955-57. Don's Rail Photos: "AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956."

CTA salt car AA101 at South Shops, circa 1955-57. Don’s Rail Photos: “AA101, salt car, was built by South Chicago City Ry in 1907 as SCCRy 335. It was rebuilt in 1907 and became C&SCRy 834 in 1908. It was renumbered 2849 in 1913 and became CSL 2849 in 1914. It was later converted as a salt car and renumbered AA101 in 1948. It was retired on December 14, 1956.”

The view looking north along Halsted Street at 42nd Street on Chicago's south side, from a real photo postcard. The message on the back was dated August 24, 1910. Postal postcards were a new thing in the early 1900s and were very popular. Some, like this, were made by contact printing from the original photo negative. The Union Stock Yards were at left, and you can see the Halsted Station on then-new Stock Yards "L" branch (opened in 1908) in the distance. Automobiles were not yet common, and you can spot a man riding a horse to the left of streetcar 5150. This car was built by Brill in 1905, and was modernized in 1908. When this picture was taken, it was operated by the Chicago City Railway, as the Surface Lines did not come into existence until 1914.

The view looking north along Halsted Street at 42nd Street on Chicago’s south side, from a real photo postcard. The message on the back was dated August 24, 1910. Postal postcards were a new thing in the early 1900s and were very popular. Some, like this, were made by contact printing from the original photo negative. The Union Stock Yards were at left, and you can see the Halsted Station on then-new Stock Yards “L” branch (opened in 1908) in the distance. Automobiles were not yet common, and you can spot a man riding a horse to the left of streetcar 5150. This car was built by Brill in 1905, and was modernized in 1908. When this picture was taken, it was operated by the Chicago City Railway, as the Surface Lines did not come into existence until 1914.

A close-up from the previous photo.

A close-up from the previous photo.

This Skokie Swift sign graced the Dempster Street terminal of what is now the CTA Yellow Line for many years. It is now at the Illinois Railway Museum. Here is how it looked in September 1985. The original running time was more like 6 1/2 minutes when the line opened in 1964, but things got slowed down a bit in the interests of safety, since there are several grade crossings.

This Skokie Swift sign graced the Dempster Street terminal of what is now the CTA Yellow Line for many years. It is now at the Illinois Railway Museum. Here is how it looked in September 1985. The original running time was more like 6 1/2 minutes when the line opened in 1964, but things got slowed down a bit in the interests of safety, since there are several grade crossings.

CTA single-car unit #1 at the Skokie Swift terminal at Dempster on June 11, 1965. It was built by St. Louis Car Company in 1960 and had high-speed motors. It was sent to General Electric in 1974 and used to test equipment. Since 2016 it has been at the Seashore Trolley Museum in Maine, but it would require a lot of work (and parts) to restore.

CTA single-car unit #1 at the Skokie Swift terminal at Dempster on June 11, 1965. It was built by St. Louis Car Company in 1960 and had high-speed motors. It was sent to General Electric in 1974 and used to test equipment. Since 2016 it has been at the Seashore Trolley Museum in Maine, but it would require a lot of work (and parts) to restore.

We are looking east along the Indiana Avenue "L" station around 1955. The wooden "L" car at back is a spare, being stored on what had once been the main line track up until 1949. The Kenwood branch ran east from here until 1957. The Stockyards branch went west from here. (C. Foreman Photo)

We are looking east along the Indiana Avenue “L” station around 1955. The wooden “L” car at back is a spare, being stored on what had once been the main line track up until 1949. The Kenwood branch ran east from here until 1957. The Stockyards branch went west from here. (C. Foreman Photo)

We are looking east from the CTA's Indiana Avenue "L" station on September 2, 1955. A northbound Howard "B" train, made up of new curved-door 6000s, approaches on what had once been the middle express track. This was changed in 1949, when the CTA made a major revamp of north-south service. Numerous little-used stations were closed, and A/B "skip stop" service introduced, in an effort to speed things up. Since the express track was no longer needed, the CTA used part of it here to establish a pocket track for Kenwood branch trains, which became a shuttle operation. Sean Hunnicutt adds, "6405-06 are at the front." Andre Kristopans adds, "At Indiana the layup track was the old LOCAL track, the middle in use was the express." Northbound “L” trains switched over to what had been the express track (middle) just south of Indiana Avenue. I should have made that clear in the caption, thanks.

We are looking east from the CTA’s Indiana Avenue “L” station on September 2, 1955. A northbound Howard “B” train, made up of new curved-door 6000s, approaches on what had once been the middle express track. This was changed in 1949, when the CTA made a major revamp of north-south service. Numerous little-used stations were closed, and A/B “skip stop” service introduced, in an effort to speed things up. Since the express track was no longer needed, the CTA used part of it here to establish a pocket track for Kenwood branch trains, which became a shuttle operation. Sean Hunnicutt adds, “6405-06 are at the front.” Andre Kristopans adds, “At Indiana the layup track was the old LOCAL track, the middle in use was the express.” Northbound “L” trains switched over to what had been the express track (middle) just south of Indiana Avenue. I should have made that clear in the caption, thanks.

Milwaukee Electric articulated unit 1190 is on Main Street in Waukesha, Wisconsin on June 12, 1949. (William C. Hoffman Photo) One commenter adds, "Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing."

Milwaukee Electric articulated unit 1190 is on Main Street in Waukesha, Wisconsin on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”

Milwaukee Electric heavyweight car 1119 is on Main Street on June 12, 1949. (William C. Hoffman Photo) One commenter adds, "Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing."

Milwaukee Electric heavyweight car 1119 is on Main Street on June 12, 1949. (William C. Hoffman Photo) One commenter adds, “Both photos taken by William C. Hoffman in Waukesha are actually on W. Broadway, just south of Main St. All buildings are still standing.”

Milwaukee streetcar 972 at the Harwood Avenue terminal in Wauwatosa, circa 1955-58. (W. H. Higginbotham Photo)

Milwaukee streetcar 972 at the Harwood Avenue terminal in Wauwatosa, circa 1955-58. (W. H. Higginbotham Photo)

The Public Service Building in downtown Milwaukee, located at 4th and Michigan, had been the former rapid transit terminal until 1951. Here is how it appeared on August 23, 1964. (William C. Hoffman Photo) Larry Sakar: "this is the southeast corner of the PSB at 3rd (not 4th) and Michigan Sts. You are looking southeast. Greyhound would continue using the PSB until February, 1965 when it moved to its own, brand new terminal on the northeast corner of North 7th & W. Michigan Sts. In addition to the 3 story terminal on the Michigan St side (the station had about a dozen angled spaces that the buses pulled into. Spaces 1 and 2 were used solely by Wisconsin Coach Lines buses to Waukesha, Racine & Kenosha and for a short time Port Washington. Atop the bus terminal was (and still is) a 2 story parking garage. On the Wisconsin Avenue side Greyhound constructed a 20 story office building. In 2006 when the Amtrak station was remodeled and a bus area added to the west of it in what had been a freight yard (became) a new bus station (outdoor platforms only). Today the entire complex is the Milwaukee Intermodal station."

The Public Service Building in downtown Milwaukee, located at 4th and Michigan, had been the former rapid transit terminal until 1951. Here is how it appeared on August 23, 1964. (William C. Hoffman Photo) Larry Sakar: “this is the southeast corner of the PSB at 3rd (not 4th) and Michigan Sts. You are looking southeast. Greyhound would continue using the PSB until February, 1965 when it moved to its own, brand new terminal on the northeast corner of North 7th & W. Michigan Sts. In addition to the 3 story terminal on the Michigan St side (the station had about a dozen angled spaces that the buses pulled into. Spaces 1 and 2 were used solely by Wisconsin Coach Lines buses to Waukesha, Racine & Kenosha and for a short time Port Washington. Atop the bus terminal was (and still is) a 2 story parking garage. On the Wisconsin Avenue side Greyhound constructed a 20 story office building. In 2006 when the Amtrak station was remodeled and a bus area added to the west of it in what had been a freight yard (became) a new bus station (outdoor platforms only). Today the entire complex is the Milwaukee Intermodal station.”

Milwaukee streetcar 953 is at the west end of the long Wells Street viaduct (at 44th), circa 1955-58. (W. H. Higginbotham Photo)

Milwaukee streetcar 953 is at the west end of the long Wells Street viaduct (at 44th), circa 1955-58. (W. H. Higginbotham Photo)

A Milwaukee Route 10 streetcar is on the Wells Street viaduct on September 5, 1954. (William C. Hoffman Photo)

A Milwaukee Route 10 streetcar is on the Wells Street viaduct on September 5, 1954. (William C. Hoffman Photo)

A Miller Brewery Company beer wagon at the base of the Wells Street viaduct on September 6, 1954. (William C. Hoffman Photo)

A Miller Brewery Company beer wagon at the base of the Wells Street viaduct on September 6, 1954. (William C. Hoffman Photo)

Route 10 streetcar 953 heads east on Wells Street in Milwaukee, having just passed the Pabst theater, on June 25, 1956. (William C. Hoffman Photo)

Route 10 streetcar 953 heads east on Wells Street in Milwaukee, having just passed the Pabst theater, on June 25, 1956. (William C. Hoffman Photo)

The same location in 2019.

The same location in 2019.

The caption on this slide says, "M&S body replica at Fond du Lac station, August 4, 1957."

The caption on this slide says, “M&S body replica at Fond du Lac station, August 4, 1957.”

Two Milwaukee streetcars, including 861, on Howell during a National Railway Historical Society fantrip on September 3, 1955. (Paul Kutta Photo) Larry Sakar: "Photo aad021a is correct. That is Howell Avenue where the streetcar is laying over. More specifically, it is the intersection of South Howell Ave, and East Howard Ave which was the end of the line for Route 11 Vliet-Howell and later just Howell when streetcars came off of Vliet St. For a while in the 40's streetcars went about a mile farther south on Howell Avenue to the intersection of East Bolivar Ave. Before this became part of the city of Milwaukee this was the Town of Lake. This area was given the name Tippecanoe. If you would turn a bit more east, today on the southeast corner of Howell & Howard there is a branch of the Milwaukee Public Library appropriately called Tippecanoe. Library. MPL calls their branches, "Neighborhood libraries"."

Two Milwaukee streetcars, including 861, on Howell during a National Railway Historical Society fantrip on September 3, 1955. (Paul Kutta Photo) Larry Sakar: “Photo aad021a is correct. That is Howell Avenue where the streetcar is laying over. More specifically, it is the intersection of South Howell Ave, and East Howard Ave which was the end of the line for Route 11 Vliet-Howell and later just Howell when streetcars came off of Vliet St. For a while in the 40’s streetcars went about a mile farther south on Howell Avenue to the intersection of East Bolivar Ave. Before this became part of the city of Milwaukee this was the Town of Lake. This area was given the name Tippecanoe. If you would turn a bit more east, today on the southeast corner of Howell & Howard there is a branch of the Milwaukee Public Library appropriately called Tippecanoe. Library. MPL calls their branches, “Neighborhood libraries”.”

Milwaukee streetcar 903 is in white and green as the "Stay Alive" car on Route 10 on October 2, 1953. Larry Sakar: "This is car 943 the Milwaukee Safety Commission green and white car. Dave Stanley and some of the other Milwaukee TM fans I know have said that if streetcars had lasted until July of 1975 when the Milwaukee County Transit System took over M&STC this is what they'd have looked like sans the safety message. Here is the great irony involving car 943. It didn't practice what it preached. It was wrecked in 1955 at 4th & Wells Sts. downtown when it collided with a city of Milwaukee garbage truck. OOPS!"

Milwaukee streetcar 903 is in white and green as the “Stay Alive” car on Route 10 on October 2, 1953. Larry Sakar: “This is car 943 the Milwaukee Safety Commission green and white car. Dave Stanley and some of the other Milwaukee TM fans I know have said that if streetcars had lasted until July of 1975 when the Milwaukee County Transit System took over M&STC this is what they’d have looked like sans the safety message. Here is the great irony involving car 943. It didn’t practice what it preached. It was wrecked in 1955 at 4th & Wells Sts. downtown when it collided with a city of Milwaukee garbage truck. OOPS!”

A Milwaukee Road Hiawatha train in Milwaukee in 1954. Larry Sakar: "aad013a is the original Milwaukee Road station at North 4th & W. Everett Streets. The easternmost part of the trainshed was kiddie-corner from the southwest corner of the Public Service Bldg. but the station building was at 4th St. fAcing the park that is still there.Over the years that park has had lord knows how many different names. Today it is called Zeidler Union Park. However the Zeidler for whom it's named is not Frank who was Mayor of Milqwaukee from 1948-1960. The park is named for Frank's older brother, Carl who was Mayor for just two years 1940 to the outbreak of WWII on 12-7-41. He was in the U.S. Naval; Reserve and was called to Active Duty early in 1942. He was killed in action when the ship he was on was torpedoed and sunk by a Japanese submarine. in 1943. Carl was a Democrat. Frank was a Socialist. The site of the Everett St. Milwaukee Road station is now I794. That row of smaller buildings to the right of the train belonged to the Railway Express Agency. After he was no longer employed as a towerman, the late Don Ross went to work for REA. Remember, when express died out on passenger trains they became REA Air Express but they didn't last."

A Milwaukee Road Hiawatha train in Milwaukee in 1954. Larry Sakar: “aad013a is the original Milwaukee Road station at North 4th & W. Everett Streets. The easternmost part of the trainshed was kiddie-corner from the southwest corner of the Public Service Bldg. but the station building was at 4th St. fAcing the park that is still there.Over the years that park has had lord knows how many different names. Today it is called Zeidler Union Park. However the Zeidler for whom it’s named is not Frank who was Mayor of Milqwaukee from 1948-1960. The park is named for Frank’s older brother, Carl who was Mayor for just two years 1940 to the outbreak of WWII on 12-7-41. He was in the U.S. Naval; Reserve and was called to Active Duty early in 1942. He was killed in action when the ship he was on was torpedoed and sunk by a Japanese submarine. in 1943. Carl was a Democrat. Frank was a Socialist. The site of the Everett St. Milwaukee Road station is now I794. That row of smaller buildings to the right of the train belonged to the Railway Express Agency. After he was no longer employed as a towerman, the late Don Ross went to work for REA. Remember, when express died out on passenger trains they became REA Air Express but they didn’t last.”

A Chicago Aurora & Elgin freight train, led by electric locos 4005 and 4006, is at Lakewood on March 17, 1957. (James J. Buckley Photo)

A Chicago Aurora & Elgin freight train, led by electric locos 4005 and 4006, is at Lakewood on March 17, 1957. (James J. Buckley Photo)

Pacific Electric blimp car 401 is signed for San Pedro. We have no other information on this original red border Kodachrome slide, but PE service to San Pedro was replaced by bus on January 2, 1949.

Pacific Electric blimp car 401 is signed for San Pedro. We have no other information on this original red border Kodachrome slide, but PE service to San Pedro was replaced by bus on January 2, 1949.

The caption on this September 11, 1977 photo in New York City says, "Jamaica Avenue, 160th Street - Last train." Bill Wasik writes, "Re the 9/11/1977 NYC photo: Exploring New York City a few months after moving there in 1977, I entered an uptown-bound subway train at a station near the New York Stock Exchange, intending to take a short ride north to Midtown Manhattan. Minutes later, I had to change my plans when the train suddenly emerged in sunlight on the Lower East Side and began to cross the Williamsburg Bridge heading east to Brooklyn. With nothing better to do on a nice late summer afternoon, I decided to take this “J” train to the end of the line, which at the time was near where the car shown in this photo is stopped. The setting here was an ancient elevated structure that ran above the Jamaica Avenue shopping district in Queens, apparently on the day Jamaica Line service (once known as the Broadway Elevated) was cut back from 160th Street west to Queens Boulevard. The structure shown here was demolished around 1980, with bus service and the 1988 opening of the Archer Avenue rapid transit lines eventually replacing portions of the old Broadway El west to 121st Street in Queens."

The caption on this September 11, 1977 photo in New York City says, “Jamaica Avenue, 160th Street – Last train.” Bill Wasik writes, “Re the 9/11/1977 NYC photo: Exploring New York City a few months after moving there in 1977, I entered an uptown-bound subway train at a station near the New York Stock Exchange, intending to take a short ride north to Midtown Manhattan. Minutes later, I had to change my plans when the train suddenly emerged in sunlight on the Lower East Side and began to cross the Williamsburg Bridge heading east to Brooklyn. With nothing better to do on a nice late summer afternoon, I decided to take this “J” train to the end of the line, which at the time was near where the car shown in this photo is stopped. The setting here was an ancient elevated structure that ran above the Jamaica Avenue shopping district in Queens, apparently on the day Jamaica Line service (once known as the Broadway Elevated) was cut back from 160th Street west to Queens Boulevard. The structure shown here was demolished around 1980, with bus service and the 1988 opening of the Archer Avenue rapid transit lines eventually replacing portions of the old Broadway El west to 121st Street in Queens.”

Vintage District of Columbia streetcar 303 and trailer 1512 are on a May 1959 fantrip. There are no wires here, as underground conduit was used for power in DC. Don's Rail Photos: "303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian."

Vintage District of Columbia streetcar 303 and trailer 1512 are on a May 1959 fantrip. There are no wires here, as underground conduit was used for power in DC. Don’s Rail Photos: “303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian.”

Boston MTA PCC 3219 is about to descend into the Tremont subway entrance at Pleasant Street on April 23, 1960. This portal was closed on November 19, 1961 and sealed up. It is presently the location of Elliot Norton Park, although there have been proposals to reuse the portal.

Boston MTA PCC 3219 is about to descend into the Tremont subway entrance at Pleasant Street on April 23, 1960. This portal was closed on November 19, 1961 and sealed up. It is presently the location of Elliot Norton Park, although there have been proposals to reuse the portal.

The same location in 2020.

The same location in 2020.

Baltimore Transit PCC 7102 is on route 8 - Irvington on November 2, 1963, in a view taken out of the front window of a PCC going the opposite way. Streetcar service in Baltimore ended the next day, but light rail returned to the city in 1992.

Baltimore Transit PCC 7102 is on route 8 – Irvington on November 2, 1963, in a view taken out of the front window of a PCC going the opposite way. Streetcar service in Baltimore ended the next day, but light rail returned to the city in 1992.

One of the two Liberty Liners (ex-North Shore Line Electroliners) on the Red Arrow's Norristown High-Speed Line in March 1964. (David H. Cope Photo)

One of the two Liberty Liners (ex-North Shore Line Electroliners) on the Red Arrow’s Norristown High-Speed Line in March 1964. (David H. Cope Photo)

A two-car train of Bullets, near the Philadelphia city limits, in this October 26, 1946 photo by David H. Cope.

A two-car train of Bullets, near the Philadelphia city limits, in this October 26, 1946 photo by David H. Cope.

A Philadelphia and Western Bullet car is near the Norristown terminal on May 14, 1949.

A Philadelphia and Western Bullet car is near the Norristown terminal on May 14, 1949.

Open car 20 on the Five Mile Beach Electric Railway in Wildwood, New Jersey on August 26, 1934. This car still exists and is now owned by the Liberty Historic Railway. In 2019 the body of car 20 was sent to Gomaco for restoration, in hopes it can operation once again in the future.

Open car 20 on the Five Mile Beach Electric Railway in Wildwood, New Jersey on August 26, 1934. This car still exists and is now owned by the Liberty Historic Railway. In 2019 the body of car 20 was sent to Gomaco for restoration, in hopes it can operation once again in the future.

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

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

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Catching Up

David Sadowski 7 Comments
The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the "decisive moment." Douglas Noble: "Northbound crossing Rockland Road / IL 176 in Lake Bluff."

The photographer (possibly Emery Gulash) had but one chance to press the shutter button at precisely the right moment, and he nailed it with this classic view of westbound Electroliner train 803 at Lake Bluff in January 1963. This is what noted photographer Henri Cartier-Bresson had in mind when he wrote about the “decisive moment.” Douglas Noble: “Northbound crossing Rockland Road / IL 176 in Lake Bluff.”

This is our first post in nearly two months. We have been hard at work on our next book, The North Shore Line. In addition, I worked 16 straight days as an election judge during the recent primary here.

Each of these posts involves a tremendous amount of hard work that may not be apparent to the causal observer. First, we have to scan the negatives, prints, and slides that you see here. Then, they have to be worked over in Photoshop to get the color and density right, and remove any scratches, crud, and other blemishes that have accumulated over the decades since these pictures were taken. This can take hours for just a single photograph, but we think the results are well worth it.

Our goal is to present definitive versions of these classic photos in an online archive for all to enjoy. We see our stuff showing up all over Facebook and other parts of the Internet all the time, and, recently, even in books and magazines put out by others.

It would be nice if, in all cases, we received some credit for our contributions. When people ask permission to use our work, it is freely granted, but all we ask is that we are properly credited, that the original photographer is credited, and that the small watermark we place on these images is not cropped out.

We don’t think this is too much to ask. Meanwhile, we hope you will enjoy this latest batch of classic photographs.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 862 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.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s. These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don's Rail Photos: "4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985." The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

The Chicago Surface Lines had a collection of historic streetcars, starting in the 1920s.
These were used for parades and the opening of new lines. Some of the restoration work, such as this car, was more fanciful than authentic, as this car was never part of the West Chicago Street Railway, nor was it #4. Don’s Rail Photos: “4 was built by Pullman in 1895, #840, as North Chicago Street RR 922. It became Chicago Union Traction Co 4022 in 1899 and became Chicago Surface Lines 4022 in 1914. It was rebuilt as WCStRy 4 in 1933. It went to Illinois Railway Museum in 1985.” The CTA inherited this collection, and various cars were trotted out during shops tours in the 1950s. Once streetcar service ended in 1958, these cars were put into storage, and were finally donated to museums in the mid-1980s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

Brooklyn-Queens Transit PCC 1066 is signed for Coney Island in the early 1950s.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A train of CTA curved-door 6000s is at Howard Street in June 1977.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the "L" in June 1959.

A southbound North Shore Line train, with 711 in the lead, is at Morse on the “L” in June 1959.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. Here, we see the train at the Root River bridge near Racine, Wisconsin. (Richard H. Young Photo)

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

This is a South Shore Line portable substation at Michigan City, Indiana on July 10, 1977.

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: "Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media." Jeff Didlake says, "I agree with Ken Achtert's thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate."

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 16 and 20 in May 1965, signed for the Media line. Kenneth Achtert: “Appears to be outbound at Springfield Rd. I would assume this is on a fantrip from the number of random individuals around the right-of-way (most likely a run-by since they are scattered about); also, the Media destination would not be standard operating procedure for two-car trains. The trains were typically scheduled to Springfield (Woodland Ave.) with only single cars going all the way to Media.” Jeff Didlake says, “I agree with Ken Achtert’s thoughts that this is a fan trip, but I believe the location is the Scenic Rd. station on the Media Line. The track is on a slight curve and a hint of the red brick high rise Drexelline Apts. is in the background. I know this station well as I managed to ruin a good tire and wheel while pulling into the parking lot there on a poorly maintained Springfield Twp. sewer inlet grate.”

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

On June 11, 1962, a two-car North Shore Line train, headed by 731, is bound for Mundelein near Lake Bluff. (Richard H. Young Photo)

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

North Shore Line combine 251 is near Racine, Wisconsin on February 6, 1962.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

The interior of Queensborough Bridge Railway car 601 in the mid-1950s. This was an Electromobile, built around 1929 by Osgood-Bradley.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line car 733 awaiting scrapping at South Upton Junction on October 26, 1963, several months after abandonment.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

North Shore Line Silverliner 758 is at Edison Court in Waukegan during the summer of 1958. This was an important station, where cars were routinely added and cut from trains.

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, "That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney." Kenneth Achtert adds, "2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees."

Philadelphia PCC 2142 is signed for Route 6 on September 15, 1957. Mark A. Jones writes, “That picture is of the northbound terminus of route 6 across from Willow Grove Park. 2142 is headed south to Broad and Olney.” Kenneth Achtert adds, “2142 is at Willow Grove Park, the end of the Route 6. The amusement park is hidden behind the trees.”

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

North Shore Line loco 455 is working the Niles Gas Spur in the Weber Industrial District, Skokie, Illinois, probably in the late 1950s. (Bob Geis Photo)

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

Chicago Surface Lines one-man car 6241 is at the east end of Route 43 in the 1940s. You can see a pedestrian bridge leading to the nearby Illinois Central Electric commuter station behind the streetcar.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A North Shore Line train at Winnetka Road on the Skokie Valley Route. The business at left is John H. Davies and Son, general contractors.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

A three-car North Shore Line train heads south over the 6th Street Bridge, probably in the 1940s.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line cars 716 and 409 at Highwood, possibly in the early 1940s. 409 started out as a dining car motor before it was converted to coach in 1942.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

North Shore Line loco 455 heads up a freight train that is crossing over to the northbound track near Oakton on the Skokie Valley Route.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

A three-car train of North Shore Line Silverliners prepares to cross the North Shore Channel, probably in the 1950s.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street "L" train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the "L" are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street "L" was shifted over to the nearby C&NW embankment in 1962.

To get a shot like this in the 1940s, a photographer had to be extremely lucky, patient, or both. While a two-car CRT Lake Street “L” train heads east, going up the ramp towards Laramie, it passes a westbound CSL Route 16 streetcar. Two conductors on the “L” are lowering the trolley poles, as this was the switchover point to third rail. Streetcar service on Lake Street ended in 1954, and the outer portion of the Lake Street “L” was shifted over to the nearby C&NW embankment in 1962.

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, "I don't doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn."

CTA PCC 7148 is at 71st and Ashland in June 1953. (Vic Wagner Photo) Our resident south side expert M. E. notes, “I don’t doubt this photo is at 71st and Ashland. (The street sign says Ashland.) So this photo is near the 69th and Ashland carbarn. I think this streetcar had been heading south on Ashland to 71st, and here it is turning west on 71st St. for what would be a short distance. Then it will turn north and into the carbarn.”

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

CTA one-man streetcar 3228 is on 79th Street at the crossing with the Illinois Central in April 1951. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 - Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

The view looking north along State Street at 63rd in April 1953. The PCCs are running on Route 36, while the red Pullman is eastbound on Route 63. This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove. At right, you can see where some buildings were destroyed by fire on May 25, 1950, after a PCC collided with a gasoline truck. 34 people were killed. The photographer was standing on a railroad viaduct and probably wanted to document the intersection of two streetcar lines before one of them changed to buses. (Vic Wagner Photo)

About the image above, M. E. adds:

Your caption reads: “This was near the end of streetcar service on 63rd Street, and older red cars had replaced newer PCCs, which were shifted to run on Route 4 – Cottage Grove.” My hangup is with the term “newer PCCs”. Yes, they were newer than the red cars, but they were not newer than the PCCs on State St. in the photo. The PCCs that ran on 63rd St. were those that Chicago Surface Lines acquired in 1936 to run on Madison St. Those PCCs were also called “pre-war PCCs”. So perhaps your caption might better say “older red cars had replaced the pre-war PCCs, which were shifted …”

I give you credit for pointing out where a State St. PCC car collided with a gasoline truck. I remember that like it happened yesterday. I also credit the photographer for a terrific action photo.

Also, about this photo:

(1) In the distance is the State St. station on the Englewood L, situated south of 59th St. I spy two more State St. PCC cars at or near the L station. This illustrates how busy the north/south PCC car lines were. The Chicago Surface Lines, then the CTA, ordered a total of 600 post-war PCCs, and they were all needed on just five north/south lines — 36 Broadway/State, 22 Clark/Wentworth, 8 Halsted, 42 Halsted/Archer/Clark, and 49 Western. (The pre-war PCCs were still on 20 Madison.)

(2) You mentioned that the photographer was standing on a railroad viaduct. That viaduct spanned State St. just south of 63rd St. The photographer was at the eastern edge of a big freight yard paralleling the New York Central right of way. It is this same freight yard that was used, three blocks east, to deliver new PCC cars, then (later) L cars, to the CTA. The L cars were transferred to the CTA via the L track that ran from the southbound Jackson Park line south past 63rd St. and then down into a ground-level freight yard.

(3) That freight yard also spanned 63rd St., so the westbound red car shown in the photo is about to go underneath the freight yard until it emerges past the New York Central (and Nickel Plate) passenger train tracks, adjacent to the entrance to Englewood Union Station. Past the station, 63rd St. ran under more tracks, first the Rock Island, then the Pennsylvania, both of which also served Englewood Union Station. All told, the trip between State St. and almost to Wentworth Av. was mostly dark 24 hours a day.

(4) The billboard at the left in the photo advertises the ’53 Ford. Assuming this photo was taken in late spring or early summer of 1953 (judging by the clothing on pedestrians and the green foliage), I don’t see any ’53 Fords in the photo.

Buses replaced streetcars on 63rd Street on May 24, 1953, so the picture can’t be from after that, thanks.

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC "L" cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, "Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal."

The CTA off-street loop on Halsted Street, just south of 79th, in August 1953. Pullman PCC 4368 is operating on Route 8, while the red Pullman is signed for Halsted-Downtown (Route 42). By this stage, the Pullman PCCs, although no more than seven years old, were being retired and sent to St. Louis Car Company for scrapping and parts re-use in new PCC “L” cars. Service was being supplemented by older red cars. Streetcar service on Halsted ended in May 1954. (Vic Wagner Photo) Our resident south side expert M. E. adds, “Notice how busy this terminal was. I count at least four streetcars, and perhaps a fifth if I detect another trolley pole behind the last PCC car. This terminal also served South Halsted and Halsted / Vincennes / 111th St. buses, which used the paved lane in the terminal.”

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago's lakefront, in September 1951. (Vic Wagner Photo)

CTA one-man streetcar 3261 is at the east end of Route 79, at 79th and Brandon near Chicago’s lakefront, in September 1951. (Vic Wagner Photo)

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

Milwaukee Electric (Speedrail) car 1121 operated on a North Shore Line fantrip on December 4, 1949. Here it is with one of the Electroliners near Racine, Wisconsin.

The pass for Central Electric Railfans' Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The pass for Central Electric Railfans’ Association fantrip #36, which used freight equipment on the Chicago Aurora and Elgin on August 10, 1941.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

The Chicago and North Western station at Lake Forest in the early 1900s, from a real photo postcard. The Chicago and Milwaukee electric (which became the North Shore Line in 1916) ran just beyond those large trees, and had a handsome station of its own just out of view to the right.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street "L". The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

This picture was taken during Fall 1962, in the waning days of the ground-level operation of the Lake Street “L”. The new elevated station on the nearby C&NW embankment has been built and the changeover took place on October 28th of that year. This view looks west along South Boulevard at Marion Street in Oak Park. Crossing gates were manually operated.

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

On February 19, 1956, a northbound Electroliner has stopped at Kenosha and is presumably on a fantrip. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line's Milwaukee Terminal. (William C. Hoffman Photo)

Speedrail curved-side car 61 is on Michigan at 6th Street in Milwaukee on September 2, 1950, passing by the north side of the North Shore Line’s Milwaukee Terminal. (William C. Hoffman Photo)

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

Milwaukee and Suburban Transport streetcar 954 is westbound on Route 10 at 68th and Fairview in August 1957.

The same location in 2015. The streetcar tracks were just to the right of this alley.

The same location in 2015. The streetcar tracks were just to the right of this alley.

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans' Association fantrip. (William C. Hoffman Photo)

On June 12, 1955, Milwaukee and Suburban Transport streetcar 999 is on a bridge over the Chicago & North Western Railway at Howell Avenue. This was a Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line Silverliner 766 is about to cross the Glencoe gauntlet, a short single-track section on the otherwise double-tracked Shore Line Route. The occasion was an August 9, 1953 fantrip. This short bridge over a ravine was not deemed strong enough to support the weight of two trains passing each other, so it was made single-tracked. This also permitted a tight curve to be straightened out a bit. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans' Association fantrip. (William C. Hoffman Photo)

North Shore Line car 155 is on the tail end of a fantrip train, turning onto Greenleaf Avenue in Wilmette, heading east on a July 24, 1955 Central Electric Railfans’ Association fantrip. (William C. Hoffman Photo)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line freight loco 456 and caboose 1002 are at the scale house in Rondout during January 1963. (Photo attributed to Emery Gulash)

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

North Shore Line cars 157 and 252 are on a June 16, 1962 fantrip. We have posted pictures from this trip before. There is another in this post, taken by Richard H. Young, but this one may be by Emery Gulash.

Don's Rail Photos: "1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana..." One side of this "L" car was removed, and it was used to transport large rolls of paper. Although Don's says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Don’s Rail Photos: “1796 was built by American Car & Foundry in 1907 as NEWRy 287, #5098, as trailer. It was renumbered 1287 in 1913 and rebuilt as motor 1796. It became CRT 1796 in 1923 and was sold to Gaylord Container in Louisiana…” One side of this “L” car was removed, and it was used to transport large rolls of paper. Although Don’s says this car was scrapped in 1966, that is incorrect and the date was actually 1973. Parts were salvaged from this car to help restore sister car 1797 at the Illinois Railway Museum. 1796 could not be saved since the body was no longer structurally sound. I have July 1958 as the date when the CTA sold this car, and this picture was taken by William C. Hoffman in October 1963.

Mystery Photo

This was scanned from an original North Shore Line 8x10" nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. 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. (Courtesy of Kevin Heinlein)

This was scanned from an original North Shore Line 8×10″ nitrate negative, taken circa 1930, and in the collections of Robert Heinlein. 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. (Courtesy of Kevin Heinlein)

A close-up view of car 714, which seems to be painted orange.

A close-up view of car 714, which seems to be painted orange.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

The freight siding for the Thomas J. Killian Plumbing Supply Company.

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

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

Ray DeGroote Turns 92

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

Ray DeGroote celebrated his 92nd birthday on July 15th. Here he is about two weeks earlier, at our celebratory lunch.

I dedicated my last book Chicago’s Lost “L”s to my friend Raymond DeGroote, Jr., as the “Dean of Chicago Railfans.” He turned 92 recently. Ray has traveled the world, and has taken thousands of great photos, many of which have been used in books, magazines, and in his excellent slideshows over the years.

And he’s still at it– Ray recently returned from a trip to San Diego for the Electric Railroaders’ Association annual convention. Since returning, other friends have treated him to lunch, and he reports he is “well fed.”

Here are a few of Ray’s classic photos of the North Shore Line:

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans' Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

We are at Indian Hill on the Shore Line Route on July 24, 1955, just prior to abandonment. Cars 175 and 413 are in regular service, while 155 is on a Central Electric Railfans’ Association fantrip, and has temporarily been shunted to a siding. The tracks in this area were grade-separated circa 1938-43 by a project partially funded by the Federal government. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

A fantrip train made up of Silverliners is on Greenleaf Avenue in Wilmette on February 20, 1955. This trip was sponsored by the Illini Railroad Club. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

North Shore Line loco 459 and caboose 1006 are at Lake Bluff on January 19, 1963. (Raymond DeGroote, Jr. Photo)

The "KX" here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The “KX” here most likely refers to Kodachrome X, first released by Kodak in 1962, with a film speed of 64. The original Kodachrome had a film speed of ASA/ISO 10, which was bumped up to 25 in 1961 with the release of Kodachrome II.

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The unrestored interior of North Shore Line car 151 on September 4, 1961. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line car 160 on January 12, 1963. Interestingly, it had been refurbished in November 1962, even though abandonment was at hand. This car was purchased by the Illinois Railway Museum, where it remains today. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714's interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

North Shore Line car 714’s interior on June 17, 1962. This car is now at the Illinois Railway Museum. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

The interior of North Shore Line Silverliner 755 on September 4, 1961. After abandonment, this car went to the Seashore Trolley Museum in Maine. (Raymond DeGroote, Jr. Photo)

Recent Correspondence

Max Hensley sent us this scan of a 1890 specimen $1,000 bond for the West Chicago Street Railroad Tunnel Company. This cable car tunnel was built in 1893 and crossed the Chicago River near Van Buren Street. Like the other river tunnels, it was eventually enlarged and dug deeper around 1911 for streetcar use. But of the three such tunnels (the others being on Washington and LaSalle Streets), Van Buren was used the least, and does not seem to have seen much action after 1924, except for training use. These tunnels still exist but the approaches have been filled in.

The river tunnels are also discussed at length in my book Building Chicago’s Subways.

Milwaukee Streetcar

We were in Milwaukee on July 13th to help a friend move some things. We did stop by Burns Commons for a few minutes to catch a few pictures (and one video) of Milwaukee’s modern streetcar at its northern terminus:

Did Not Win

Try as we might, our resources are limited. Here are some interesting items that we were not able to purchase, but are still worth a second look:

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the "L", but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as "Area." When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6" wide.

This desktop ink blotter dates to circa 1919-20, as the North Shore Line is already running via the “L”, but had not yet opened their new Milwaukee Terminal. The line to Mundelein is shown, as it had been extended there as of 1905. But prior to 1925, it was called Rockefeller, and later, the area was known rather generically as “Area.” When using a fountain pen, you would wipe off excess ink on the backside of blotters such as this, which measured about 6″ wide.

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

This real photo postcard view of the Elgin and Belvedere Electric Company was most likely taken on its inaugural run in early 1907. Mike Franklin has identified the location as Belvedere, as that is the First M. E. Church at rear. Car 201 was built by the St. Louis Car Company in 1906. (Thanks to J. J. Sedelmaier for tweaking this image.)

Here is what the late Don Ross wrote about the Elgin and Belvedere:

This line was built in 1906 and opened in 1907 between Elgin and Belvidere, 36 miles, to connect the Rockford lines with the Chicago lines. It was under the management of Bion J. Arnold, who was the most distinguished expert in city transit between 1900 and 1925. In 1927 the Rockford to Belvidere segment of the Rockford & Interurban was merged to form the Elgin Belvidere & Rockford. Rockford lightweight interurbans were used, but this was not financially satisfactory. The cars were returned to Rockford Public Service, and the old E&B cars were remodeled for one man service. But it was too late. Competition from the parallel Chicago & North Western and from the automobile caused the line to quit service on March 9, 1930. Arnold purchased two Manhattan Elevated steam locomotives and scrapped the line by himself. It was not completed until the mid to late 1930s.

In 1956, I was checking on ownership of an abandoned C&NW right-of-way for the Illinois Railway Museum, and I stopped in the county clerk’s office in Woodstock. The clerk became curious and then suggested that we might be interested in a piece of property which was on the delinquent tax rolls. It was 50 feet wide and 7 miles long. After paying the taxes for two years, a quit claim was filed and this has become the home of the IRM at Union, IL.

We ran some Elgin and Belvedere photos in a previous post, taken in the mid-1930s by the late Edward Frank, Jr., showing the interurban’s rolling stock in dead storage, waiting for buyers that never materialized.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

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For Shipping Elsewhere:

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Borrowed Time

David Sadowski 5 Comments
This January 1960 view, looking northeast, shows the temporary Central Avenue side platform station during construction of the Congress expressway. The CTA Congress median line had opened as far west as Cicero Avenue in June 1958, but farther west, used a series of temporary ground level alignments while highway work continue. The temporary station here was in use from October 1959 until October 1960, when the permanent center platform station opened. You can see a stairway for the new platform, built into the concrete wall of the Central Avenue underpass. The side platforms allowed for simultaneous construction of the new station. The expressway originally ended at Laramie Avenue (5200 W.), but was extended to Central (5600 W. ) in early 1960, and finally opened to Oak Park, Forest Park, and Maywood in October 1960. Newly delivered single car unit 22 heads up this westbound Congress-Milwaukee "A" train. East of here, the tracks curve off to go into the Lotus Tunnel, taking the line into the expressway median. Ultimately, this station did not develop much ridership, and closed in 1973, although it is still extant. (Jeffrey L. Wien Photo)

This January 1960 view, looking northeast, shows the temporary Central Avenue side platform station during construction of the Congress expressway. The CTA Congress median line had opened as far west as Cicero Avenue in June 1958, but farther west, used a series of temporary ground level alignments while highway work continue. The temporary station here was in use from October 1959 until October 1960, when the permanent center platform station opened. You can see a stairway for the new platform, built into the concrete wall of the Central Avenue underpass. The side platforms allowed for simultaneous construction of the new station. The expressway originally ended at Laramie Avenue (5200 W.), but was extended to Central (5600 W. ) in early 1960, and finally opened to Oak Park, Forest Park, and Maywood in October 1960. Newly delivered single car unit 22 heads up this westbound Congress-Milwaukee “A” train. East of here, the tracks curve off to go into the Lotus Tunnel, taking the line into the expressway median. Ultimately, this station did not develop much ridership, and closed in 1973, although it is still extant. (Jeffrey L. Wien Photo)

I was thinking about the expression “living on borrowed time” recently. I guess all of us are doing that, in a sense, but it occurred to me that when we look at old photographs, they can transport us back into the past. It’s almost as if by looking at them, we can borrow back some of the past.

Here are lots of photos that do just that. We also have some pictures from our recent trip to the East Troy Railroad Museum in Wisconsin. This was our first chance to see North Shore Line car 761 since it was restored by the museum.

I can’t say enough good things about the museum and its volunteers. We were treated to a tour of the barn where 761 and several other cars are stored. Even better, we ran into the Heinlein family who just happened to be there that day.

Keep those cards and letters coming in, folks. And thanks for lending us some of your time.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 835 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.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

Recent Finds

New York Central loco 5287, a 4-6-4, heads south at Roosevelt Road on August 24, 1954. (David R. Sweetland Photo)

New York Central loco 5287, a 4-6-4, heads south at Roosevelt Road on August 24, 1954. (David R. Sweetland Photo)

I recently purchased this "real photo postcard," and the seller said this was the Harvard station on the Englewood branch of the "L". However, closer inspection of the photo shows that this is actually the Princeton station, which opened in 1905, and closed in 1949 as part of the CTA's restructuring of north-south service.

I recently purchased this “real photo postcard,” and the seller said this was the Harvard station on the Englewood branch of the “L”. However, closer inspection of the photo shows that this is actually the Princeton station, which opened in 1905, and closed in 1949 as part of the CTA’s restructuring of north-south service.

Electroliner 803-804 at Red Arrow's 69th Street Shops on November 10, 1963, shortly after arriving from Chicago. (Jeffrey L. Wien Photo)

Electroliner 803-804 at Red Arrow’s 69th Street Shops on November 10, 1963, shortly after arriving from Chicago. (Jeffrey L. Wien Photo)

Liberty Liner "Valley Forge," formerly North Shore Line Electroliner 801-802, being put into service on Red Arrow's Norristown line on January 26, 1964. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, being put into service on Red Arrow’s Norristown line on January 26, 1964. (Jeffrey L. Wien Photo)

SEPTA Liberty Liner "Valley Forge" crosses the Schuylkill River in September 1976, near the end of service on the Red Arrow line to Norristown. (Jeffrey L. Wien Photo)

SEPTA Liberty Liner “Valley Forge” crosses the Schuylkill River in September 1976, near the end of service on the Red Arrow line to Norristown. (Jeffrey L. Wien Photo)

Liberty Liner "Valley Forge," formerly North Shore Line Electroliner 801-802, just after delivery to the Illinois Railway Museum on May 9, 1982. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” formerly North Shore Line Electroliner 801-802, just after delivery to the Illinois Railway Museum on May 9, 1982. (Jeffrey L. Wien Photo)

Liberty Liner "Valley Forge," aka Electroliner 801-802, at the Illinois Railway Museum on October 2, 1982. (Jeffrey L. Wien Photo)

Liberty Liner “Valley Forge,” aka Electroliner 801-802, at the Illinois Railway Museum on October 2, 1982. (Jeffrey L. Wien Photo)

North Shore Line wood car 134 is on a siding, and may be possibly be in New Trier school tripper service on the Shore Line Route, before the late 1930s Winnetka Grade Separation project. Don's Rail Photos: "134 was built by Jewett Car Co in 1907 as C&ME 134. It was rebuilt in 1914 retired in 1948. In 1936, the CA&E leased 11 surplus cars from the CNS&M. These cars were modified for service by raising the coupler height, installing electric heat instead of the coal-fired hot water heaters, modifying the control, and adding jumper receptacles and other minor fittings to allow them to train with the other CA&E cars. Since these were 50 mile per hour cars, and the CA&E cars were 60 MPH cars, they were soon operated only in trains of their own kind rather than mixed in with other cars. In 1945 they were returned to the North Shore where they operated briefly. They were purchased in 1946 and last ran in regular service in September, 1953."

North Shore Line wood car 134 is on a siding, and may be possibly be in New Trier school tripper service on the Shore Line Route, before the late 1930s Winnetka Grade Separation project. Don’s Rail Photos: “134 was built by Jewett Car Co in 1907 as C&ME 134. It was rebuilt in 1914 retired in 1948. In 1936, the CA&E leased 11 surplus cars from the CNS&M. These cars were modified for service by raising the coupler height, installing electric heat instead of the coal-fired hot water heaters, modifying the control, and adding jumper receptacles and other minor fittings to allow them to train with the other CA&E cars. Since these were 50 mile per hour cars, and the CA&E cars were 60 MPH cars, they were soon operated only in trains of their own kind rather than mixed in with other cars. In 1945 they were returned to the North Shore where they operated briefly. They were purchased in 1946 and last ran in regular service in September, 1953.”

CTA gate car 390. Don's Rail Photos: "390 was built by American Car & Foundry Co in 1905 as SSRT 390. It became CERy 390 in 1913 and became CRT 390 in 1923. It was retired on June 20, 1957." Andre Kristopans: "390 I think is at North/Halsted. At first thought Sedgwick, but background does not match."

CTA gate car 390. Don’s Rail Photos: “390 was built by American Car & Foundry Co in 1905 as SSRT 390. It became CERy 390 in 1913 and became CRT 390 in 1923. It was retired on June 20, 1957.” Andre Kristopans: “390 I think is at North/Halsted. At first thought Sedgwick, but background does not match.”

On March 29, 1943, the first official Chicago Rapid Transit Company train heads into the north portal of the new State Street Subway, then still under construction. Only one track was in service, and the south portal was still being built. Test rides were being given to servicemen and war bond buyers. The official opening was on October 17th.

On March 29, 1943, the first official Chicago Rapid Transit Company train heads into the north portal of the new State Street Subway, then still under construction. Only one track was in service, and the south portal was still being built. Test rides were being given to servicemen and war bond buyers. The official opening was on October 17th.

Shaker Heights Rapid Transit car 302, formerly of the Aurora, Elgin & Fox River Electric, is inbound at Woodhill Road on September 6, 1951. Don's Rail Photos: "302 was built by St Louis Car in 1924, #1308. In 1936 it was sold to CI/SHRT as 302 and in 1954 it was sold to Gerald Brookins for the Columbia Park & Southwestern aka Trolleyville." Sounds like it was scrapped there for parts.

Shaker Heights Rapid Transit car 302, formerly of the Aurora, Elgin & Fox River Electric, is inbound at Woodhill Road on September 6, 1951. Don’s Rail Photos: “302 was built by St Louis Car in 1924, #1308. In 1936 it was sold to CI/SHRT as 302 and in 1954 it was sold to Gerald Brookins for the Columbia Park & Southwestern aka Trolleyville.” Sounds like it was scrapped there for parts.

North Shore Line city streetcar 354 at the Illinois Railway Museum in September 1972.

North Shore Line city streetcar 354 at the Illinois Railway Museum in September 1972.

The conventional view of the North Shore Line station in Lake Forest.

The conventional view of the North Shore Line station in Lake Forest.

A different view of the large North Shore Line station in Lake Forest that served the Shore Line Route. This can't be later than 1916, as the railroad is identified by its previous name, the Chicago and Milwaukee Electric. The station survived the 1955 Shore Line abandonment, but was torn down around 1970.

A different view of the large North Shore Line station in Lake Forest that served the Shore Line Route. This can’t be later than 1916, as the railroad is identified by its previous name, the Chicago and Milwaukee Electric. The station survived the 1955 Shore Line abandonment, but was torn down around 1970.

I believe we are looking north at the Chicago and North Western commuter train station in Highland Park. If so, the North Shore Line's tracks for the Shore Line Route would be at right in the adjacent street. Apparently the station footprint here did not allow for sufficient space to locate the NSL tracks on private right-of-way.

I believe we are looking north at the Chicago and North Western commuter train station in Highland Park. If so, the North Shore Line’s tracks for the Shore Line Route would be at right in the adjacent street. Apparently the station footprint here did not allow for sufficient space to locate the NSL tracks on private right-of-way.

Another view of the C&NW Highland Park station, again looking north with the NSL Shore Line tracks in the street at right.

Another view of the C&NW Highland Park station, again looking north with the NSL Shore Line tracks in the street at right.

The entrance to Ravinia Park around 1915. It was built by the Chicago and Milwaukee Electric to help generate more ridership.

The entrance to Ravinia Park around 1915. It was built by the Chicago and Milwaukee Electric to help generate more ridership.

This shows the wooden "L" ramp under construction for the CTA's Garfield Park temporary trackage that ran east of here in Van Buren Street during construction of the Congress expressway. You can see where the temporary structure was going to turn and head south, to rejoin the existing Garfield Park "L" near Sacramento Boulevard. The new alignment was used starting in September 1953, so this is some time before then. (Henryk Shafer Photo)

This shows the wooden “L” ramp under construction for the CTA’s Garfield Park temporary trackage that ran east of here in Van Buren Street during construction of the Congress expressway. You can see where the temporary structure was going to turn and head south, to rejoin the existing Garfield Park “L” near Sacramento Boulevard. The new alignment was used starting in September 1953, so this is some time before then. (Henryk Shafer Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 77 and 8 in Media, PA on April 25, 1954. Brilliner 8 is still in its original 1941 paint scheme. (Russell E. Jackson Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) cars 77 and 8 in Media, PA on April 25, 1954. Brilliner 8 is still in its original 1941 paint scheme. (Russell E. Jackson Photo)

Philadelphia Suburban Transportation Company (aka Red Arrow) car 83 on the West Chester line in 1954. Buses replaced trolleys on this long route the same year, as part of a highway widening project. Don's Rail Photos: "83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982." The M&H actually purchased car 86 in 1982, which was found to have some damage. So car 83 was renumbered as 86 by SEPTA and sold to them that way. The original car 86 also went along and was scrapped for parts. M&H is a diesel-powered tourist operation and the Red Arrow car is in storage there.

Philadelphia Suburban Transportation Company (aka Red Arrow) car 83 on the West Chester line in 1954. Buses replaced trolleys on this long route the same year, as part of a highway widening project. Don’s Rail Photos: “83 was built by Brill Car Co in March 1932, #22980. It became SEPTA 83 in 1970 and sold to Middletown & Hummelstown in 1982.” The M&H actually purchased car 86 in 1982, which was found to have some damage. So car 83 was renumbered as 86 by SEPTA and sold to them that way. The original car 86 also went along and was scrapped for parts. M&H is a diesel-powered tourist operation and the Red Arrow car is in storage there.

Laurel Line (Lackawanna and Wyoming Valley Railroad) cars 38, 114, and 35. I assume this is in Scranton, PA. Interurban passenger service quit on December 31, 1952.

Laurel Line (Lackawanna and Wyoming Valley Railroad) cars 38, 114, and 35. I assume this is in Scranton, PA. Interurban passenger service quit on December 31, 1952.

Laurel Line car 32.

Laurel Line car 32.

Laurel Line car 32.

Laurel Line car 32.

Laurel Line car 19 looks like it has seen better days.

Laurel Line car 19 looks like it has seen better days.

Laurel Line car 35.

Laurel Line car 35.

Laurel Line car 32.

Laurel Line car 32.

Another view of Laurel Line car 19.

Another view of Laurel Line car 19.

CTA single car units 41 and 42, equipped with trolley poles for use on the Evanston branch, are posed at Sedgwick on the Ravenswood line. The date may be June 26, 1960. Sunday fantrips were popular, when Ravenswood trains only went as far as Armitage, and the fans could have lengthy photo stops without interfering with regular service. North Shore Line trains were routed via the outer tracks at this time. (Richard J. Anderson Photo)

CTA single car units 41 and 42, equipped with trolley poles for use on the Evanston branch, are posed at Sedgwick on the Ravenswood line. The date may be June 26, 1960. Sunday fantrips were popular, when Ravenswood trains only went as far as Armitage, and the fans could have lengthy photo stops without interfering with regular service. North Shore Line trains were routed via the outer tracks at this time. (Richard J. Anderson Photo)

A CTA single car unit heads south just north of South Boulevard in Evanston on May 26, 1963.

A CTA single car unit heads south just north of South Boulevard in Evanston on May 26, 1963.

A train of 4000s at Armitage.

A train of 4000s at Armitage.

4000s at Wellington.

4000s at Wellington.

6000s at Wellington.

6000s at Wellington.

CTA 2041 at Hamlin on the Lake Street "L", signed as a "B" train, sometime between 1964 and 1969.

CTA 2041 at Hamlin on the Lake Street “L”, signed as a “B” train, sometime between 1964 and 1969.

6000s at Wellington.

6000s at Wellington.

6000s at Wellington.

6000s at Wellington.

CTA single car unit #2 at the Skokie Swift terminal at Dempster, some time in the 1960s.

CTA single car unit #2 at the Skokie Swift terminal at Dempster, some time in the 1960s.

4000s at Wellington.

4000s at Wellington.

Brooklyn and Queens Transit PCC 1070 is at Park Circle on November 11, 1955, running on the 68-C 1 Ave line.

Brooklyn and Queens Transit PCC 1070 is at Park Circle on November 11, 1955, running on the 68-C 1 Ave line.

Brooklyn and Queens Transit PCC 1001 is at the Bristol Street loop on line 35 - Church on May 30, 1956. The auto at right is in the "bathtub" style that was briefly popular around 1950.

Brooklyn and Queens Transit PCC 1001 is at the Bristol Street loop on line 35 – Church on May 30, 1956. The auto at right is in the “bathtub” style that was briefly popular around 1950.

Brooklyn and Queens Transit PCC 1031 in May 30, 1956. This is a Church Avenue car entering the underpass at Ocean Parkway.

Brooklyn and Queens Transit PCC 1031 in May 30, 1956. This is a Church Avenue car entering the underpass at Ocean Parkway.

Chicago Surface Lines work car S-53 on October 21, 1940. Don's Rail Photos: "S53, supply car, was built by Chicago Railways in 1909 as 10. It was renumbered S53 in 1913 and became CSL S53 in 1914. It was retired on November 25, 1949."

Chicago Surface Lines work car S-53 on October 21, 1940. Don’s Rail Photos: “S53, supply car, was built by Chicago Railways in 1909 as 10. It was renumbered S53 in 1913 and became CSL S53 in 1914. It was retired on November 25, 1949.”

Chicago Transit Authority snow plow S-319 (ex-3146) at Skokie Shops in April 1955. Don's Rail Photos: "3146 was built by St. Louis Car in 1901 as Lake Street Elevated RR 146. It was renumbered 3146 in 1913 and became CRT 3146 in 1923." Not sure when it was converted into a work car.

Chicago Transit Authority snow plow S-319 (ex-3146) at Skokie Shops in April 1955. Don’s Rail Photos: “3146 was built by St. Louis Car in 1901 as Lake Street Elevated RR 146. It was renumbered 3146 in 1913 and became CRT 3146 in 1923.” Not sure when it was converted into a work car.

North Shore Line city streetcar 357 is in Waukegan in 1946, signed for the Naval Station. Streetcar service ended the following year. Don's Rail Photos: "357 was built by St Louis Car Co in January 1928, #1453. It was retired in 1948 and scrapped in 1950. The last city cars purchased new by the North Shore were cars 351 thru 360. They came from St. Louis Car in 1927 and 1928 and were designed to operate as one or two man cars. 351 thru 358 went to Milwaukee, and 359 and 360 went to Waukegan. In 1942, 353 thru 358 were sent to Waukegan for wartime service. It is said that 351 and 352 were also sent to Waukegan, but if so, their stay was short. In 1947, with the abandonment of the Waukegan lines, the entire group was sent to Milwaukee to replace the Birneys. They ran until abandonment on August 12, 1951."

North Shore Line city streetcar 357 is in Waukegan in 1946, signed for the Naval Station. Streetcar service ended the following year. Don’s Rail Photos: “357 was built by St Louis Car Co in January 1928, #1453. It was retired in 1948 and scrapped in 1950. The last city cars purchased new by the North Shore were cars 351 thru 360. They came from St. Louis Car in 1927 and 1928 and were designed to operate as one or two man cars. 351 thru 358 went to Milwaukee, and 359 and 360 went to Waukegan. In 1942, 353 thru 358 were sent to Waukegan for wartime service. It is said that 351 and 352 were also sent to Waukegan, but if so, their stay was short. In 1947, with the abandonment of the Waukegan lines, the entire group was sent to Milwaukee to replace the Birneys. They ran until abandonment on August 12, 1951.”

NSL loco 458 at the Pettibone Yard in North Chicago on July 16, 1960. (Gordon E. Lloyd Photo)

NSL loco 458 at the Pettibone Yard in North Chicago on July 16, 1960. (Gordon E. Lloyd Photo)

A North Shore Line freight train, headed by loco 456, at North Chicago Junction on March 2, 1946. (Gordon E. Lloyd Photo)

A North Shore Line freight train, headed by loco 456, at North Chicago Junction on March 2, 1946. (Gordon E. Lloyd Photo)

The North Shore Line headquarters in Highwood, IL. (Gordon E. Lloyd Photo)

The North Shore Line headquarters in Highwood, IL. (Gordon E. Lloyd Photo)

NSL Silverliner756 at Highwood on April 15, 1950. (Gordon E. Lloyd Photo)

NSL Silverliner756 at Highwood on April 15, 1950. (Gordon E. Lloyd Photo)

A three-car North Shore Line train on the "L". (Gordon E. Lloyd Photo)

A three-car North Shore Line train on the “L”. (Gordon E. Lloyd Photo)

NSL 411 at Highwood on June 12, 1949. Don's Rail Photos: "411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. It was rebuilt on February 25, 1943 as a two motor coach by closing in the open platform and changing the seating, and was sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to the Escanaba & Lake Superior in 1989." (Gordon E. Lloyd Photo)

NSL 411 at Highwood on June 12, 1949. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. It was rebuilt on February 25, 1943 as a two motor coach by closing in the open platform and changing the seating, and was sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to the Escanaba & Lake Superior in 1989.” (Gordon E. Lloyd Photo)

A four-car NSL train on Greenleaf Avenue in Wilmette on February 11, 1939. (Gordon E. Lloyd Photo)

A four-car NSL train on Greenleaf Avenue in Wilmette on February 11, 1939. (Gordon E. Lloyd Photo)

We have several pictures from this fantrip, which covered the Shore Line Route and then continued north to Milwaukee. I bought this, as I thought it might shed some light on the photo stops. But this "timetable" only gives the starting time of the trip. It does list points of interest, route mileage, safety rules, and has a complete roster of the equipment as of late 1954... including which 15 cars had already been converted to Silverliners by that time. (I think the total had reached 30 by 1963.)

We have several pictures from this fantrip, which covered the Shore Line Route and then continued north to Milwaukee. I bought this, as I thought it might shed some light on the photo stops. But this “timetable” only gives the starting time of the trip. It does list points of interest, route mileage, safety rules, and has a complete roster of the equipment as of late 1954… including which 15 cars had already been converted to Silverliners by that time. (I think the total had reached 30 by 1963.)

Original 1920s artwork for four North Shore Line posters... in the collection of David A. Myers, who bought them when the railroad was going out of business in 1963.

Original 1920s artwork for four North Shore Line posters… in the collection of David A. Myers, who bought them when the railroad was going out of business in 1963.

The North Shore Line Mundelein Terminal in December 1962.

The North Shore Line Mundelein Terminal in December 1962.

The same location today, looking east. The old terminal was located just to the right of that telephone pole. You can see where the old right-of-way was in that clearing at rear.

The same location today, looking east. The old terminal was located just to the right of that telephone pole. You can see where the old right-of-way was in that clearing at rear.

A North Shore Line train heads north at North Chicago Junction in June 1961. The tracks at left led to the old Shore Line Route. After the 1955 abandonment, one track was kept in service to connect with the headquarters at Highwood (and also for freight use). (William Shapotkin Collection)

A North Shore Line train heads north at North Chicago Junction in June 1961. The tracks at left led to the old Shore Line Route. After the 1955 abandonment, one track was kept in service to connect with the headquarters at Highwood (and also for freight use). (William Shapotkin Collection)

The late William C. Hoffman took this picture of an Electroliner menu on November 12, 1962.

The late William C. Hoffman took this picture of an Electroliner menu on November 12, 1962.

The East Troy Railroad Museum

Milwaukee streetcar 846 at East Troy. Don's Rail Photos: "846 was built by St Louis Car Co in 1920, #1239. It was one-manned in 1925 and was donated to the Kentucky Railway Museum in 1958. After two floods it went to the Appleton Trolley Museum in 1983. It was found to be severely damaged and was finally restored in 1998. In October 2002, the ATM merged with the East Troy Electric Railroad Museum and 846 was the first car moved."

Milwaukee streetcar 846 at East Troy. Don’s Rail Photos: “846 was built by St Louis Car Co in 1920, #1239. It was one-manned in 1925 and was donated to the Kentucky Railway Museum in 1958. After two floods it went to the Appleton Trolley Museum in 1983. It was found to be severely damaged and was finally restored in 1998. In October 2002, the ATM merged with the East Troy Electric Railroad Museum and 846 was the first car moved.”

South Shore Line car 24. Don's Rail Photos: "24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947." East Troy has turned it into a dining car.

South Shore Line car 24. Don’s Rail Photos: “24 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

South Shore Line car 33. Don's Rail Photos: "33 was built by Standard Car in 1929, #P-3340. It was air-conditioned and sold to National Park Service in 1983."

South Shore Line car 33. Don’s Rail Photos: “33 was built by Standard Car in 1929, #P-3340. It was air-conditioned and sold to National Park Service in 1983.”

These stickers were applied to South Shore Line cars in the mid-1970s and became a rallying cry against abandonment.

These stickers were applied to South Shore Line cars in the mid-1970s and became a rallying cry against abandonment.

South Shore Line car 9. Don's Rail Photos: "9 was built by Pullman in 1926."

South Shore Line car 9. Don’s Rail Photos: “9 was built by Pullman in 1926.”

South Shore Line car 13. Don's Rail Photos: "13 was built by Pullman in 1926 and was rebuilt in 1946."

South Shore Line car 13. Don’s Rail Photos: “13 was built by Pullman in 1926 and was rebuilt in 1946.”

CTA 4453. Don's Rail Photos: "4453 was built by Cincinnati Car in 1924, #2860. It was acquired by Indiana Transportation Museum in 1974 and sold to East Troy Electric Ry in 1995." George Trapp adds: "Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924."

CTA 4453. Don’s Rail Photos: “4453 was built by Cincinnati Car in 1924, #2860. It was acquired by Indiana Transportation Museum in 1974 and sold to East Troy Electric Ry in 1995.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Sheboygan Light, Power and Railway Company car 26. Don's Rail Photos: "Sheboygan 26 was built by Cincinnati Car in 1908, #835. It was converted to one man operation. It later was used as a lake cabin for many years and was given full restoration to its original condition." This car was added to the National Register of Historic Places in 2006.

Sheboygan Light, Power and Railway Company car 26. Don’s Rail Photos: “Sheboygan 26 was built by Cincinnati Car in 1908, #835. It was converted to one man operation. It later was used as a lake cabin for many years and was given full restoration to its original condition.” This car was added to the National Register of Historic Places in 2006.

Milwaukee Electric Railway & Light Company locomotive L-9. Don's Rail Photos: "L9 was built at Cold Spring in 1944. It became WEPCo L9 in 1963 and was acquired by WERHS in 1979. It became East Troy Electric Ry L9 in 1989."

Milwaukee Electric Railway & Light Company locomotive L-9. Don’s Rail Photos: “L9 was built at Cold Spring in 1944. It became WEPCo L9 in 1963 and was acquired by WERHS in 1979. It became East Troy Electric Ry L9 in 1989.”

South Shore Line car 30. Don's Rail Photos: "30 was built by Standard Car in 1929, #P-3340. It was air conditioned and sold to Wisconsin Electric Railway Museum in 1984. It was sold to East Troy Electric Ry in 1984. It was later rebuilt without the humps and renumbered 1130."

South Shore Line car 30. Don’s Rail Photos: “30 was built by Standard Car in 1929, #P-3340. It was air conditioned and sold to Wisconsin Electric Railway Museum in 1984. It was sold to East Troy Electric Ry in 1984. It was later rebuilt without the humps and renumbered 1130.”

South Shore Line car 25. Don's Rail Photos: "25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947." East Troy has turned it into a dining car.

South Shore Line car 25. Don’s Rail Photos: “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.” East Troy has turned it into a dining car.

North Shore Line car 761 has recently been restored by East Troy and looks beautiful. Don's Rail Photos: "761 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as a Silverliner in October 11, 1957." It has had a number of owners since 1963 but came to East Troy from the Michigan Transit Museum in 2001.

North Shore Line car 761 has recently been restored by East Troy and looks beautiful. Don’s Rail Photos: “761 was built by Standard Steel Car Co in 1930. It was modernized in 1949 and rebuilt as a Silverliner in October 11, 1957.” It has had a number of owners since 1963 but came to East Troy from the Michigan Transit Museum in 2001.

Watch your step. The car could board on either high-level or low-level platforms.

Watch your step. The car could board on either high-level or low-level platforms.

761's cab area.

761’s cab area.

This would have been the smoking compartment back in the day.

This would have been the smoking compartment back in the day.

The museum is justifiably proud of their restoration work.

The museum is justifiably proud of their restoration work.

The ticket booth at East Troy.

The ticket booth at East Troy.

Bob Heinlein and his brother at East Troy.

Bob Heinlein and his brother at East Troy.

Aboard 4420.

Aboard 4420.

CTA 4420 at the Elegant Farmer store in Mukwonago. Don's Rail Photos: "4420 was built by Cincinnati Car in 1924, #2860. It was acquired by Wisconsin Electric Historical Society on February 11, 1975, and sold to East Troy Electric Ry in 1988." George Trapp adds: "Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924."

CTA 4420 at the Elegant Farmer store in Mukwonago. Don’s Rail Photos: “4420 was built by Cincinnati Car in 1924, #2860. It was acquired by Wisconsin Electric Historical Society on February 11, 1975, and sold to East Troy Electric Ry in 1988.” George Trapp adds: “Enjoyed your latest post, but have a correction on the build dates for CRT/CTA 4420 and 4453 at East Troy. This order #2860 for cars 4356-4455 was placed in December of 1924 but the cars were actually built in 1925, being delivered in late summer, August and September. Car #4422 was photographed on September 4, 1925 by Cincinnati Car. The only cars built in 1924 were 4351-4355, order #2715 ordered in 1923 by Chicago Elevated prior to merger of January, 1924 of Northwestern, Metropolitan and South Side into CRT. Bankrupt Chicago & Oak Park purchased at foreclosure later in January, 1924.”

Recent Correspondence

We recently received these two photos from our good friend David Harrison:

CTA 3311 on June 19, 2006 charter, paying tribute to the 2005 World Champion Chicago White Sox. (Bruce C. Nelson Photo, courtesy of David Harrison)

CTA 3311 on June 19, 2006 charter, paying tribute to the 2005 World Champion Chicago White Sox. (Bruce C. Nelson Photo, courtesy of David Harrison)

David Harrison in his CTA uniform, near Loomis, in a photo taken by his mother. I couldn't quite make the processing date out on the slide-- it was either December '65 or '66, although this picture was obviously taken at a different time of the year.

David Harrison in his CTA uniform, near Loomis, in a photo taken by his mother. I couldn’t quite make the processing date out on the slide– it was either December ’65 or ’66, although this picture was obviously taken at a different time of the year.

North Shore Line Mystery Photo

If anyone knows who took this picture, taken at the North Shore Line’s Milwaukee Terminal, please let me know. I checked with the Center for Railroad Photography and Art, and it apparently was not taken by the late John E. Gruber, although it does look similar to his work.

Now Available:

SGA-1
Stan Griffith Audio Recordings of the North Shore Line
# of Discs – 1
Price: $15.99

The late Stanwood C. Griffith (1926-2013) was an interesting character who is probably best known for building the two-foot gauge Rock River Valley Traction, a miniature electric railway that is large enough to ride on. He began building it on private property in a mysterious wooded area somewhere near Rockford, IL around 1950. Work continues on it to this day, and there are several videos of it on YouTube.

We only recently found out that he recorded some North Shore Line audio. Even better, what he did record is different than the other known recordings by William A. Steventon and Brad Miller.

Mr. Griffith made the only known recordings of the Shore Line Route, which quit in 1955. Steventon didn’t record NSL until the following year, and the Miller recordings are circa 1960.

This recording has some occasional narration. At one point, Griffith notes that the trolley bus wires in Kenosha are gone. Trolley buses ran there until 1952, so this dates the recordings to circa 1952-55.

He also recorded North Shore Line street running in Milwaukee, which is also unique as far as I am aware. There are also recordings of Milwaukee streetcars on this CD.

Total time – 52:36

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

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Twilight Time

David Sadowski 14 Comments
This slide, taken in March 1959, is marked as showing the first train (a diesel) that went east of the DesPlaines River via the bridge that had been relocated during expressway construction. As we now know, CA&E passenger service did not resume, and eventually this new track connection was cut back to east of the river, and became the tail track for the CTA yard. The bridge remained in place for many years, but was eventually removed. This picture appears to have been taken west of the river, by the Commonwealth Edison facilities. The ballast appears fresh. (Zaiman Gaibel Photo)

This slide, taken in March 1959, is marked as showing the first train (a diesel) that went east of the DesPlaines River via the bridge that had been relocated during expressway construction. As we now know, CA&E passenger service did not resume, and eventually this new track connection was cut back to east of the river, and became the tail track for the CTA yard. The bridge remained in place for many years, but was eventually removed. This picture appears to have been taken west of the river, by the Commonwealth Edison facilities. The ballast appears fresh. (Zalman Gaibel Photo)

Most of the pictures in today’s post come from the collection I inherited from my late friend Jeffrey L. Wien and feature the Chicago, Aurora & Elgin interurban in its twilight days.

Some 30 of these images show some late electric freight moves in March 1959, nearly two years after the abandonment of passenger service, and just a few months before the CA&E gave up the ghost. I don’t recall ever seeing any photos of such late operations on the CA&E, much less this many of them.

Once passenger service ended, the bulk of CA&E employees were let go, but some were retained on the basis of seniority. This means only the oldest of the “old timers” remained, and some of them were well past what is now considered retirement age.

There are also views of the former passenger stations at 17th Avenue in Maywood, Bellwood, and Wheaton.

There is one other remarkable photo, showing what is said to be the first train on the newly rebuilt CA&E tracks leading to the DesPlaines Avenue CTA Terminal in March 1959. While this is a diesel train, it does show that at least one train ran on the new tracks, which were relocated during expressway construction.

Apparently, part of the deal that CA&E made when they sold their right of way crossing the DesPlaines River, was that their tracks would be “made whole” so that it could be possible to restore running passenger service. Although the tracks were restored, service never resumed. The assumption has been that “no trains ever ran on them,” but the photo shown above indicates otherwise.

These historic photos, plus some others taken in August and September 1959 (after the final abandonment) at Wheaton were taken by the late Zalman Gaibel (1943-1995). I wasn’t able to find much information about him online, other than that he graduated from MIT in 1963. There is a slide show tribute that you can see here.

We have rounded these CA&E photos with a few others, taken in the latter days of interurban service over the “L”, most by William C. Hoffman, and one by Truman Hefner.

We are also featuring many wonderful photos, both black and white and color, taken by John V. Engleman in the late 1950s and early 1960s, mostly in Boston, but some in Chicago.

We hope that you will enjoy them, and we than Mr. Engleman for his generosity in sharing them with 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 800 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.

Work on our North Shore Line book is ongoing. Donations are needed in order to bring this to a successful conclusion. You will find donation links at the top and bottom of each post. We thank you in advance for your time and consideration.

CA&E Freight Moves in March 1959

All the photos in this section were taken by Zalman Gaibel.

17th Avenue.

17th Avenue.

Eastbound at Mannheim.

Eastbound at Mannheim.

Bellwood Station.

Bellwood Station.

Bellwood.

Bellwood.

Bellwood/Mannheim, looking west.

Bellwood/Mannheim, looking west.

Bellwood Interchange.

Bellwood Interchange.

Bellwood/Mannheim.

Bellwood/Mannheim.

Bellwood/Mannheim.

Bellwood/Mannheim.

Bellwood/Mannheim.

Bellwood/Mannheim.

Westbound at Bellwood/Mannheim.

Westbound at Bellwood/Mannheim.

Southbound into Cook County.

Southbound into Cook County.

Southbound into Cook County.

Southbound into Cook County.

Mannheim Interchange.

Mannheim Interchange.

Mannheim Interchange.

Mannheim Interchange.

Bellwood/Mannheim.

Bellwood/Mannheim.

Bellwood Station.

Bellwood Station.

Mannheim-Cook County.

Mannheim-Cook County.

Bellwood/Mannheim.

Bellwood/Mannheim.

The CA&E Wheaton Yards in August and September 1959

All the photos in this section were taken by Zalman Gaibel.

The lineup at Wheaton.

The lineup at Wheaton.

Cars 407, 411, and 417. Don's Rail Photos: "Pullman Cars 400-419. These 20 cars were the first steel cars on the Roaring Elgin and were built by Pullman in 1923."

Cars 407, 411, and 417. Don’s Rail Photos: “Pullman Cars 400-419. These 20 cars were the first steel cars on the Roaring Elgin and were built by Pullman in 1923.”

Car 301. Don's Rail Photos: "301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940."

Car 301. Don’s Rail Photos: “301 was built by Niles Car & Mfg Co in 1906. It was modernized in December 1940.”

Car 307. Don's Rail Photos: "307 was built by Niles Car & Mfg Co in 1906, It was modernized in July 1939."

Car 307. Don’s Rail Photos: “307 was built by Niles Car & Mfg Co in 1906, It was modernized in July 1939.”

Car 20. Don's Rail Photos: "20 was built by Niles Car in 1902. It was preserved by Railway Electric Leasing & Investing Corp in 1962. It was then transferred to Fox River Trolley Museum in 1984. It is the oldest operating interurban in the United States."

Car 20. Don’s Rail Photos: “20 was built by Niles Car in 1902. It was preserved by Railway Electric Leasing & Investing Corp in 1962. It was then transferred to Fox River Trolley Museum in 1984. It is the oldest operating interurban in the United States.”

Cars 456, 455, 452, and 460. Don's Rail Photos: "St. Louis Cars 451-460. These 10 cars were the last cars and were built by St. Louis Car in October 1945. They had been ordered in 1941 but were held up by World War II. They had to be able to operate with older equipment, and this precluded any radical design. They were highly improved over earlier cars." Of the ten cars, only four were saved, all originally purchased by Trolleyville USA (cars 451, 453, 458, and 460). Of these, 458 is at the Fox River Trolley Museum, and the rest are at the Illinois Railway Museum.

Cars 456, 455, 452, and 460. Don’s Rail Photos: “St. Louis Cars 451-460. These 10 cars were the last cars and were built by St. Louis Car in October 1945. They had been ordered in 1941 but were held up by World War II. They had to be able to operate with older equipment, and this precluded any radical design. They were highly improved over earlier cars.” Of the ten cars, only four were saved, all originally purchased by Trolleyville USA (cars 451, 453, 458, and 460). Of these, 458 is at the Fox River Trolley Museum, and the rest are at the Illinois Railway Museum.

Car 603. 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. 603 was built by Cincinnati Car Co in 1913 as WB&A 38. It was sold as CA&E 603 in September 1937."

Car 603. 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. 603 was built by Cincinnati Car Co in 1913 as WB&A 38. It was sold as CA&E 603 in September 1937.”

Car 20.

Cars 603, 604, 410, and 424. Don's Rail Photos: "424 was built by Cincinnati Car Co in 1927, #2055."

Cars 603, 604, 410, and 424. Don’s Rail Photos: “424 was built by Cincinnati Car Co in 1927, #2055.”

Wheaton station. It was demolished in May 1966, and we ran some pictures showing that in a previous post.

Wheaton station. It was demolished in May 1966, and we ran some pictures showing that in a previous post.

Car 600.

Line car 11. Don's Rail Photos: "11 was built by Brill in 1910, #16483. It was rebuilt to a line car in 1947 and replaced 45. It was acquired by Railway Equipment Leasing & Investment Co in 1962 and became Fox River Trolley Museum in 1984. It was lettered as Fox River & Eastern."

Line car 11. Don’s Rail Photos: “11 was built by Brill in 1910, #16483. It was rebuilt to a line car in 1947 and replaced 45. It was acquired by Railway Equipment Leasing & Investment Co in 1962 and became Fox River Trolley Museum in 1984. It was lettered as Fox River & Eastern.”

Caboose 1004, the same one seen in action in a different photo.

Caboose 1004, the same one seen in action in a different photo.

Cars 402 and 600.

Tool car 7, plus cars 458, 459, 306, 318, and 317, among others. Don's Rail Photos: "7 was built by Jewett Car in 1906. In 1941 it was rebuilt as a tool car."

Tool car 7, plus cars 458, 459, 306, 318, and 317, among others. Don’s Rail Photos: “7 was built by Jewett Car in 1906. In 1941 it was rebuilt as a tool car.”

Cars 451, 458, 459, 306, 318, and 317. Don's Rail Photos: "306 was built by Niles Car & Mfg Co in 1906. It was modernized in July 1941. 317 was built by Jewett Car Co in 1913. It was sold to RELIC in 1962 and transferred as FRT in 1984. 318 was built by Jewett Car Co in 1914. It had steel sheathing and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321."

Cars 451, 458, 459, 306, 318, and 317. Don’s Rail Photos: “306 was built by Niles Car & Mfg Co in 1906. It was modernized in July 1941. 317 was built by Jewett Car Co in 1913. It was sold to RELIC in 1962 and transferred as FRT in 1984. 318 was built by Jewett Car Co in 1914. It had steel sheathing and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.”

Car 307.

Car 417.

Car 417.

Car 318.

Car 318.

Cars 603 and 604.

Cars 603 and 604.

The Wheaton Yards.

The Wheaton Yards.

Car 307.

Car 307.

Miscellaneous CA&E Photos

The view looking west from the Western Avenue "L" platform on the Garfield Park line on June 9, 1953. An eastbound "L" train approaches, while passing a westbound CA&E train. (William C. Hoffman Photo)

The view looking west from the Western Avenue “L” platform on the Garfield Park line on June 9, 1953. An eastbound “L” train approaches, while passing a westbound CA&E train. (William C. Hoffman Photo)

The view looking west from Marshfield Avenue on August 23, 1953 shows a westbound three-car CA&E train. It appears that the ground at left is being prepared for the construction of a new "L" span, running north and south at this point. Once the Garfield Park structure was removed, after September 27, 1953, this new span allowed Douglas Park trains to go to the Loop via the Lake Street "L" about one mile north of here. (William C. Hoffman Photo)

The view looking west from Marshfield Avenue on August 23, 1953 shows a westbound three-car CA&E train. It appears that the ground at left is being prepared for the construction of a new “L” span, running north and south at this point. Once the Garfield Park structure was removed, after September 27, 1953, this new span allowed Douglas Park trains to go to the Loop via the Lake Street “L” about one mile north of here. (William C. Hoffman Photo)

CA&E 319 is at the back end of a westbound five-car train at Marshfield Avenue on November 30, 1950. (William C. Hoffman Photo)

CA&E 319 is at the back end of a westbound five-car train at Marshfield Avenue on November 30, 1950. (William C. Hoffman Photo)

CA&E 426 is at the back end of a westbound four-car train just west of Western Avenue on August 9, 1950. (William C. Hoffman Photo)

CA&E 426 is at the back end of a westbound four-car train just west of Western Avenue on August 9, 1950. (William C. Hoffman Photo)

CA&E 48 heads up an eastbound five-car train near Western Avenue on August 9, 1950. (William C. Hoffman Photo)

CA&E 48 heads up an eastbound five-car train near Western Avenue on August 9, 1950. (William C. Hoffman Photo)

We have run a different version of this same image a couple times before, but this was scanned from a duplicate slide made in the 1950s, and has less cropping than the later versions. CA&E 460 heads up a westbound train at Sacramento Avenue in January 1952. The other cars are 422 and 428. (Truman Hefner Photo)

We have run a different version of this same image a couple times before, but this was scanned from a duplicate slide made in the 1950s, and has less cropping than the later versions. CA&E 460 heads up a westbound train at Sacramento Avenue in January 1952. The other cars are 422 and 428. (Truman Hefner Photo)

It's hard to make out the number. Is this car 26, or 28? Don's Rail Photos: "28 was built by Niles Car in 1902. It was modernized at an unknown date and retired in 1959." Not sure who took this photo, but it was not part of the Zalman Gaibel batch.

It’s hard to make out the number. Is this car 26, or 28? Don’s Rail Photos: “28 was built by Niles Car in 1902. It was modernized at an unknown date and retired in 1959.” Not sure who took this photo, but it was not part of the Zalman Gaibel batch.

Wells Street Terminal Photo

While we are on the subject of the CA&E, I finally got a better quality version of this excellent photo thanks to Rex Butler. It which appeared in the August 1927 issue of the North Shore Bulletin. It shows the newly renovated Wells Street Terminal. While North Shore trains were only occasional visitors there, Insull owned the CA&E, North Shore Line, and the Chicago Rapid Transit Company, so one hand washes the other. The terminal remained in use until the CA&E stopped using it in September 1953.

Photos by John V. Engleman

Car 3283 and PCC 3187. Don's Rail Photos: "3179 thru 3196 were built by Pullman-Standard in 1945, #W6710B."

Car 3283 and PCC 3187. Don’s Rail Photos: “3179 thru 3196 were built by Pullman-Standard in 1945, #W6710B.”

This is on the Blue Line.

This is on the Blue Line.

PCC 3056. Don's Rail Photos: "3055 thru 3062 were built by Pullman-Standard in 1944, #W6697."

PCC 3056. Don’s Rail Photos: “3055 thru 3062 were built by Pullman-Standard in 1944, #W6697.”

The end of the Ashmont-Mattapan line.

The end of the Ashmont-Mattapan line.

PCC 3304. This is a "picture window" PCC, built in 1951 by Pullman-Standard. Starting in 1959, these cars were assigned to the new Riverside branch.

PCC 3304. This is a “picture window” PCC, built in 1951 by Pullman-Standard. Starting in 1959, these cars were assigned to the new Riverside branch.

PCC 3208, among others, at the end of the Ashmont-Mattapan line.

PCC 3208, among others, at the end of the Ashmont-Mattapan line.

PCC 3210.

PCC 3210.

PCC 3018. This was part of the first batch of PCCs ordered for Boston in 1940. Don's Rail Photos: "3018 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1974."

PCC 3018. This was part of the first batch of PCCs ordered for Boston in 1940. Don’s Rail Photos: “3018 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1974.”

Service car 6321.

Service car 6321.

Snow plow 5164.

Snow plow 5164.

PCC 3197.

PCC 3197.

PCC 3004. Don's Rail Photos: "3004 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1991."

PCC 3004. Don’s Rail Photos: “3004 was built by Pullman-Standard in 1940, #W6629. It was scrapped in 1991.”

Test car 396.

Test car 396.

The interior of a PCC.

The interior of a PCC.

CTA trolley bus 9510,

CTA trolley bus 9510,

Unfortunately, this medium format negative was partially light struck. I made another version in black-and-white so this wouldn't be so noticeable.

Unfortunately, this medium format negative was partially light struck. I made another version in black-and-white so this wouldn’t be so noticeable.

PCC 3338, an ex-Dallas double-ended "Texas Ranger." Don's Rail Photos: 3338 was built by Pullman-Standard in 1945, #W6699, as DR&T 603. It was sold as MTA 3338 in 1959 and acquired by Trolley Inc in 1983. It was purchased by Seashore Trolley Museum in 1994." This is at the old surface station at North Station. This line has since been relocated into a subway. There was also an elevated platform at this station.

PCC 3338, an ex-Dallas double-ended “Texas Ranger.” Don’s Rail Photos: 3338 was built by Pullman-Standard in 1945, #W6699, as DR&T 603. It was sold as MTA 3338 in 1959 and acquired by Trolley Inc in 1983. It was purchased by Seashore Trolley Museum in 1994.” This is at the old surface station at North Station. This line has since been relocated into a subway. There was also an elevated platform at this station.

PCC 3014.

PCC 3014.

PCC 3198.

PCC 3198.

PCC 285 is running heads a two-car train, headed for Cleveland Circle on what is now the MBTA Green Line "C" branch.

PCC 285 is running heads a two-car train, headed for Cleveland Circle on what is now the MBTA Green Line “C” branch.

Chicago in the early-to-mid 1960s. Note the Marina Towers are under construction.

Chicago in the early-to-mid 1960s. Note the Marina Towers are under construction.

Chicago in the early-to-mid 1960s. The Prudential Building was never Chicago's tallest, being slightly shorter than the Board of Trade building, but it did have a popular observation deck in the 1960s, before being eclipsed by the Hancock building and Sear Tower.

Chicago in the early-to-mid 1960s. The Prudential Building was never Chicago’s tallest, being slightly shorter than the Board of Trade building, but it did have a popular observation deck in the 1960s, before being eclipsed by the Hancock building and Sear Tower.

CTA trolley bus 9521.

CTA trolley bus 9521.

CTA trolley bus 9221. This is on North Avenue at Humboldt Park.

CTA trolley bus 9221. This is on North Avenue at Humboldt Park.

CTA 6205-6206, among the first "curved door" PCCs.

CTA 6205-6206, among the first “curved door” PCCs.

CTA trolley bus 9448 is running on Route 52 - Kedzie.

CTA trolley bus 9448 is running on Route 52 – Kedzie.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 288th 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 869,000 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.
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Your financial contributions help make this web site better, and are greatly appreciated.


Work, Work, Work

David Sadowski 21 Comments
This remarkable photo, taken circa 1955-57, shows a wooden CTA "L" car on the Stock Yards branch with cattle, and in color to boot. We are looking east from the Exchange station.

This remarkable photo, taken circa 1955-57, shows a wooden CTA “L” car on the Stock Yards branch with cattle, and in color to boot. We are looking east from the Exchange station.

It’s been a month since our last post, but it hasn’t been for lack of effort. Lately, it’s been work, work, work around here. We have been hard at work on our next book, which will be about the North Shore Line, doing research, scanning, and collecting images.

We also have many new photo finds of our own, including 24 snapshots that we purchased as a batch. The photographer is not known, but must have been someone who traveled a lot, as there are pictures from Chicago, the Pittsburgh area, Milwaukee, and one other unidentified city.

The Pittsburgh photos are intriguing, as some of them appear to show the Pittsburgh Railways  interurban to Washington, PA, which ran PCC cars. There are some mysteries about the Milwaukee pictures as well.

Perhaps some of our readers can help identify the locations.

We received another batch of negatives from John V. Engleman, many of which are 60 years old, and have scanned a few dozen of these, mostly from the North Shore Line. Mr. Engleman is an excellent photographer and like the other photos of his we have shared in previous posts, there are many great shots, both black-and-white and color.

According to Mr. Engleman, he rode the North Shore Line twice– first in the summer of 1961, and then on the last full day of service, January 20, 1963. The extreme difference in weather should make it easy to tell which photos are which.

60-year-old color negatives present many challenges when scanning. The film has a base coat which has itself faded, just as the other colors in the image have, and it took a bit longer than usual to color correct these.

Then, there were the inevitable plethora of scratches and spots that had to be painstakingly removed using Photoshop. Working over each one of those images took me at least an hour, and sometimes longer. I could only do a few of these each day.

The color negs were 127 size, which is about four times as large as 35mm. So while early 1960s color negative film was grainy, the larger film size makes up for this to some extent, and the results are quite acceptable.

Mr. Engleman’s black-and-whites were shot on 120 film, which is even larger than 127, and presented no difficulties. We thank him profusely for generously sharing these previously unseen photos with our readers.

If a picture is worth 1000 words, then I say let these pictures speak for themselves. To me, they speak volumes.

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 713 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.

Remembering Don Ross

It’s come to my attention that R. Donald Ross passed away on January 18th, aged 90. His career as a railfan photographer and historian began in 1946, and stretched out for more than 75 years. He cast a long shadow.

He started out as an avid photographer, and occasionally I will run across one with his name stamped on the back. But he was also an early, and active volunteer at railway museums, and scouted out possible locations for the Illinois Railway Museum when they had to vacate from the Chicago Hardware Foundry site in North Chicago.

He helped identify the former Elgin and Belvedere interurban right-of-way in Union as a potential site for the museum, where it is today. Other potential sites included the Chicago Aurora & Elgin‘s former Batavia branch, and the current sites of both the Fox River Trolley Museum and East Troy Railroad Museum.

In recent years, he worked hard at developing Don’s Rail Photos, a vast resource for information about hundreds of different railroads. This was not his only web site, as his interests ranged far afield.

I have not found an obituary for Mr. Ross. Nowadays, it doesn’t seem like everyone gets one. I don’t know what sort of provisions he made to continue his web site in the future, but it would be a shame if everything he worked so hard to create eventually disappears.

He will definitely be missed.

-David Sadowski

Our Annual Fundraiser

We are pleased to report we have exceeded our annual fundraising goal, with a total of $1055 received to date. These funds have already been put to good use, paying for our annual hosting fees, WordPress subscriptions, material for our next book, and for this blog.

We are very grateful to everyone who contributed. We could not continue this site without your kind assistance.

We accept donations 365 days a year. If you wish to help, there are links at the top and bottom of this page.

We thank you in advance for your time and consideration.

Photos by John V. Engleman

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

Silverliners at the Milwaukee terminal. (John V. Engleman Photo)

A great night shot of an Electroliner at Roosevelt Road in Chicago. This was the southern terminus for the North Shore Line for many years, and from 1949 to 1963 the interurban had this CTA station all to themselves. (John V. Engleman Photo)

A great night shot of an Electroliner at Roosevelt Road in Chicago. This was the southern terminus for the North Shore Line for many years, and from 1949 to 1963 the interurban had this CTA station all to themselves. (John V. Engleman Photo)

A rather blurry shot of an Electroliner at Roosevelt Road. (John V. Engleman Photo)

A rather blurry shot of an Electroliner at Roosevelt Road. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This is North Chicago. (John V. Engleman Photo)

This has been identified as North Chicago. (John V. Engleman Photo)

This has been identified as North Chicago. (John V. Engleman Photo)

A stately Electroliner on a snowy day in Milwaukee. (John V. Engleman Photo)

A stately Electroliner on a snowy day in Milwaukee. (John V. Engleman Photo)

Roosevelt Road with car 255 in the pocket. (John V. Engleman Photo)

Roosevelt Road with car 255 in the pocket. (John V. Engleman Photo)

CTA trolley bus 9648 heads west, as seen from the Belmont "L" station. (John V. Engleman Photo)

CTA trolley bus 9648 heads west, as seen from the Belmont “L” station. (John V. Engleman Photo)

A great shot of an Electroliner at Roosevelt Road on a winter's day. (John V. Engleman Photo)

A great shot of an Electroliner at Roosevelt Road on a winter’s day. (John V. Engleman Photo)

Roosevelt Road. (John V. Engleman Photo)

Roosevelt Road. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. (John V. Engleman Photo)

Although this image was spoiled by a double exposure, it is still a nice view of the Milwaukee Terminal in winter. (John V. Engleman Photo)

Although this image was spoiled by a double exposure, it is still a nice view of the Milwaukee Terminal in winter. (John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

Here. we are looking north from the Belmont "L" station, and the platform at left was used only by southbound North Shore trains. As Graham Garfield's www.chicago-l.org website notes, "Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side "L". Although the "L" and interurban services were separate and had different fares without free transfers, they shared a number of stops -- Belmont being one common stop -- with little effort to separate passengers. This was in large part because the North Shore Line and the "L" were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the "L", and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the "L". Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the "L" structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the "L", they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by "L" customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times." (John V. Engleman Photo)

Here. we are looking north from the Belmont “L” station, and the platform at left was used only by southbound North Shore trains.
As Graham Garfield’s http://www.chicago-l.org website notes, “Beginning in 1919, North Shore Line interurban trains reached downtown Chicago over the North Side “L”. Although the “L” and interurban services were separate and had different fares without free transfers, they shared a number of stops — Belmont being one common stop — with little effort to separate passengers. This was in large part because the North Shore Line and the “L” were both owned by common interests, led by Samuel Insull. This ended in 1947 when the CTA assumed ownership and operation of the “L”, and thereafter the Authority was disinclined to allow free transfer of North Shore Line riders to the “L”. Thus, from 1953 until the end of North Shore Line service in 1963, Belmont actually had three platforms: there was an additional very narrow North Shore Line exit-only platform built along the west side of the “L” structure, extending from the south side of Belmont Avenue to a point somewhat north of the ends of the center platforms. (Traffic-separation arrangements were also adopted at Howard and Wilson, but never at the other stations used by inbound North Shore trains.) Passengers could disembark on this platform only, and were deposited onto the sidewalk on Belmont. If they wanted to transfer to the “L”, they had to reenter the station and pay another fare. Northbound North Shore Line trains continued to share the island platform used by “L” customers, although there was probably more boarding of the interurban northbound than alighting, and the North Shore Line had personnel aboard their trains to collect fares at all times.” (John V. Engleman Photo)

NSL 771 and train are heading east at LaSalle and Van Buren on the Loop "L", making this a southbound train in the morning. (John V. Engleman Photo)

NSL 771 and train are heading east at LaSalle and Van Buren on the Loop “L”, making this a southbound train in the morning. (John V. Engleman Photo)

A Silverliner at the head of a train. Not sure of the location. (John V. Engleman Photo) Zach E. says this is 769 at Lake Bluff.

A Silverliner at the head of a train. Not sure of the location. (John V. Engleman Photo) Zach E. says this is 769 at Lake Bluff.

The Mundelein Terminal. (John V. Engleman Photo)

The Mundelein Terminal. (John V. Engleman Photo)

NSL 743 is northbound on the 6th Street Viaduct. (John V. Engleman Photo)

NSL 743 is northbound on the 6th Street Viaduct. (John V. Engleman Photo)

North Shore Line Silverliners at the Milwaukee Terminal. (John V. Engleman Photo)

North Shore Line Silverliners at the Milwaukee Terminal. (John V. Engleman Photo)

A southbound Silverliner at Belmont. (John V. Engleman Photo)

A southbound Silverliner at Belmont. (John V. Engleman Photo)

An Electroliner has arrived and its trolley pole hasn't yet been turned around. (John V. Engleman Photo)

An Electroliner has arrived and its trolley pole hasn’t yet been turned around. (John V. Engleman Photo)

Such a classic view of the Milwaukee Terminal. (John V. Engleman Photo)

Such a classic view of the Milwaukee Terminal.
(John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

An Electroliner at the Milwaukee Terminal. (John V. Engleman Photo)

The Milwaukee Terminal. This picture, at least, could have been taken in 1962, judging by the nearby billboard. (John V. Engleman Photo)

The Milwaukee Terminal. This picture, at least, could have been taken in 1962, judging by the nearby billboard. (John V. Engleman Photo)

Red Pullman 460 at South Shops, as part of the CTA historical collection, possibly after the end of streetcar service, which ended in 1958. (John V. Engleman Photo)

Red Pullman 460 at South Shops, as part of the CTA historical collection, possibly after the end of streetcar service, which ended in 1958. (John V. Engleman Photo)

Prewar PCC 4021 and red Pullman 460 were part of the CTA's historical collection when this picture was taken at South Shops, possibly around 1959. Both cars are now at the Illinois Railway Museum. (John V. Engleman Photo)

Prewar PCC 4021 and red Pullman 460 were part of the CTA’s historical collection when this picture was taken at South Shops, possibly around 1959. Both cars are now at the Illinois Railway Museum. (John V. Engleman Photo)

This was scanned from a copy negative of an Electroliner in action. (John V. Engleman Collection)

This was scanned from a copy negative of an Electroliner in action. (John V. Engleman Collection)

The CTA Skokie Swift opened in April 1964, and it's possible this picture was taken not long after that at Dempster Street in Skokie. (John V. Engleman Photo) Spence Ziegler adds, "The Skokie Swift Car at Dempster St was taken after June, 1965 as the former North Shore Line catenary towers north of Dempster St. are gone."

The CTA Skokie Swift opened in April 1964, and it’s possible this picture was taken not long after that at Dempster Street in Skokie. (John V. Engleman Photo) Spence Ziegler adds, “The Skokie Swift Car at Dempster St was taken after June, 1965 as the former North Shore Line catenary towers north of Dempster St. are gone.”

It's not entirely clear just when this picture was taken at DesPlaines Avenue on the Congress line, but my guess is 1960-61. There are some CTA single-car units visible, and the first of these were delivered in 1960. But in this and the other shot, I don't see the shops building, which was completed in 1962. We are looking west, with the old Forest Park gas holder in the distance. (John V. Engleman Photo)

It’s not entirely clear just when this picture was taken at DesPlaines Avenue on the Congress line, but my guess is 1960-61. There are some CTA single-car units visible, and the first of these were delivered in 1960. But in this and the other shot, I don’t see the shops building, which was completed in 1962. We are looking west, with the old Forest Park gas holder in the distance. (John V. Engleman Photo)

The yard at the DesPlaines Avenue terminal, circa 1960-61. (John V. Engleman Photo)

The yard at the DesPlaines Avenue terminal, circa 1960-61. (John V. Engleman Photo)

CTA 5002 at Kimball in Lawrence, most likely in June 1962 (based on the platform signage). (John V. Engleman Photo)

CTA 5002 at Kimball in Lawrence, most likely in June 1962 (based on the platform signage). (John V. Engleman Photo)

CSL PCC 4050 is at Madison and Austin, and appears to have some front-end damage. The motorman does not look too happy about having his picture taken. (John V. Engleman Collection)

CSL PCC 4050 is at Madison and Austin, and appears to have some front-end damage. The motorman does not look too happy about having his picture taken. (John V. Engleman Collection)

CTA PCC 4110 exits the Washington streetcar tunnel in the early 1950s, with a Chicago Motor Coach bus at left. We are looking west. (John V. Engleman Collection)

CTA PCC 4110 exits the Washington streetcar tunnel in the early 1950s, with a Chicago Motor Coach bus at left. We are looking west. (John V. Engleman Collection)

The same location today. Note the building on the left matches.

The same location today. Note the building on the left matches.

Recent Finds

This is a North Shore Line city streetcar in Milwaukee. The caption that came with this one said, "Last day run past North Shore depot." If so, this would be 1951.

This is a North Shore Line city streetcar in Milwaukee. The caption that came with this one said, “Last day run past North Shore depot.” If so, this would be 1951.

CTA wooden "L" cars 390 and 280 make a fantrip photo stop at Austin Boulevard on the Garfield Park line on April 14, 1957. This was a temporary station due to ongoing construction of the Congress Expressway in this area.

CTA wooden “L” cars 390 and 280 make a fantrip photo stop at Austin Boulevard on the Garfield Park line on April 14, 1957. This was a temporary station due to ongoing construction of the Congress Expressway in this area.

North Shore Line car 154 survived the abandonment, only to succumb to the ravages of neglect many years later. Here, we see it in Anderson, IN on July 16, 1965, where it was pulled around by a locomotive. It eventually went to a museum in Worthington, OH where it was allowed to deteriorate. Considered in too bad shape to restore, it was purchased by another museum in Michigan, stripped of usable parts for the restoration of a different (non-NSL) car in their collection, and its carcass was unceremoniously dumped in a field, where it is now offered to anyone in need of a spare room or chicken coop.

North Shore Line car 154 survived the abandonment, only to succumb to the ravages of neglect many years later. Here, we see it in Anderson, IN on July 16, 1965, where it was pulled around by a locomotive. It eventually went to a museum in Worthington, OH where it was allowed to deteriorate. Considered in too bad shape to restore, it was purchased by another museum in Michigan, stripped of usable parts for the restoration of a different (non-NSL) car in their collection, and its carcass was unceremoniously dumped in a field, where it is now offered to anyone in need of a spare room or chicken coop.

From 1922 to 1938, North Shore Line cars ran to the south side. Here, we see a fantrip train, headed up by Silverliner 409, at 61st Street on one of those latter-day fantrips prior to the 1963 abandonment.

From 1922 to 1938, North Shore Line cars ran to the south side. Here, we see a fantrip train, headed up by Silverliner 409, at 61st Street on one of those latter-day fantrips prior to the 1963 abandonment.

CTA red Pullman streetcar 208 appears to be signed for Route 9 - Ashland, which would make this a car headed east between Paulina and Ashland, where it will turn north. Streetcars were not permitted on boulevards, which meant they could not travel on Ashland between Lake Street and Roosevelt Road. Buses replaced streetcars on the Ashland and Lake routes in 1954. (William C. Hoffman Photo)

CTA red Pullman streetcar 208 appears to be signed for Route 9 – Ashland, which would make this a car headed east between Paulina and Ashland, where it will turn north. Streetcars were not permitted on boulevards, which meant they could not travel on Ashland between Lake Street and Roosevelt Road. Buses replaced streetcars on the Ashland and Lake routes in 1954. (William C. Hoffman Photo)

CTA PCC 7240, signed for 77th and Vincennes (South Shops). (William C. Hoffman Photo) Mike Franklin: "Car 7240 is e/b on 69th St at Morgan St." Our resident South Side expert M.E. adds: "This photo needs further explanation. For many years, the 69th and Ashland barn housed Western Avenue PCC cars. After that barn closed in the early 1950s, the only remaining carbarn for PCC cars on the south side was at 77th and Vincennes. The CTA left the trackage alive on 69th St. between Western and Wentworth for the sole purpose of moving Western Avenue PCCs back and forth. (Trackage along Wentworth and Vincennes was still in use by route 22.) The car in this photo is heading home to the 77th and Vincennes barn."

CTA PCC 7240, signed for 77th and Vincennes (South Shops). (William C. Hoffman Photo) Mike Franklin: “Car 7240 is e/b on 69th St at Morgan St.” Our resident South Side expert M.E. adds: “This photo needs further explanation. For many years, the 69th and Ashland barn housed Western Avenue PCC cars. After that barn closed in the early 1950s, the only remaining carbarn for PCC cars on the south side was at 77th and Vincennes. The CTA left the trackage alive on 69th St. between Western and Wentworth for the sole purpose of moving Western Avenue PCCs back and forth. (Trackage along Wentworth and Vincennes was still in use by route 22.) The car in this photo is heading home to the 77th and Vincennes barn.”

CTA PCC 7180 is northbound on Dearborn at Congress in the mid-1950s.

CTA PCC 7180 is northbound on Dearborn at Congress in the mid-1950s.

The Garfield Park "L" temporary trackage at street level in Van Bure Street at Damen Avenue, some time around 1954 as the Congress Expressway is still under construction nearby (but the old "L" structure has already been removed).

The Garfield Park “L” temporary trackage at street level in Van Bure Street at Damen Avenue, some time around 1954 as the Congress Expressway is still under construction nearby (but the old “L” structure has already been removed).

The same location. A Buick heads south on Damen while an eastbound Garfield Park train waits for the lights to change before crossing.

The same location. A Buick heads south on Damen while an eastbound Garfield Park train waits for the lights to change before crossing.

North Shore Line 742 and a Silverliner at the Milwaukee Terminal in the early-to-mid 1950s.

North Shore Line 742 and a Silverliner at the Milwaukee Terminal in the early-to-mid 1950s.

This CTA preliminary study, circa 1954-55, shows plans for the Congress-Douglas-Milwaukee route that went into service in 1958. Planning for the section west of Cicero was somewhat tentative and differed from what was eventually built. At this stage, Laramie Yard was to be retained, and connected to the Congress line via a flyover. Eventually, it was decided to move the yard to DesPlaines Avenue, but at the time the land was not owned by the CTA. A platform area on the map at Laramie was not a station, but intended for use adding and cutting cars. The Austin-Menard station would have been located east of Austin Boulevard. Instead, it was built west of there, with a secondary entrance at Lombard. Once it was decided to add a secondary entrance to the Oak Park Avenue station at East Avenue, it was no longer necessary to have a new station at Ridgeland (as a replacement for Gunderson, which was located on a side street). During construction of the Congress Expressway in Oak Park and Forest Park, there were eventually three different temporary track configurations used.

This CTA preliminary study, circa 1954-55, shows plans for the Congress-Douglas-Milwaukee route that went into service in 1958. Planning for the section west of Cicero was somewhat tentative and differed from what was eventually built. At this stage, Laramie Yard was to be retained, and connected to the Congress line via a flyover. Eventually, it was decided to move the yard to DesPlaines Avenue, but at the time the land was not owned by the CTA. A platform area on the map at Laramie was not a station, but intended for use adding and cutting cars. The Austin-Menard station would have been located east of Austin Boulevard. Instead, it was built west of there, with a secondary entrance at Lombard. Once it was decided to add a secondary entrance to the Oak Park Avenue station at East Avenue, it was no longer necessary to have a new station at Ridgeland (as a replacement for Gunderson, which was located on a side street). During construction of the Congress Expressway in Oak Park and Forest Park, there were eventually three different temporary track configurations used.

A northbound NSL two-car train stops at Dempster Street in Skokie on March 26, 1960.

A northbound NSL two-car train stops at Dempster Street in Skokie on March 26, 1960.

North Shore Line conventional cars and an Electroliner meet at Edison Court in Waukegan on August 31, 1957. (Stephen D. Maguire Photo)

North Shore Line conventional cars and an Electroliner meet at Edison Court in Waukegan on August 31, 1957. (Stephen D. Maguire Photo)

On June 19, 1953, a three-car Chicago Auror and Elgin train approaches the Halsted "L" station in the four-track Met main line. We are looking to the northeast. The cars are 52, 317, and 304. (Robert Selle Photo)

On June 19, 1953, a three-car Chicago Auror and Elgin train approaches the Halsted “L” station in the four-track Met main line. We are looking to the northeast. The cars are 52, 317, and 304. (Robert Selle Photo)

Chicago Aurora and Elgin wood car 139 at Wheaton Yards on May 30, 1952. 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." Once the CA&E stopped running downtown via CTA tracks in September 1953, the former North Shore cars were no longer needed and were scrapped the following year. (Robert Selle Photo)

Chicago Aurora and Elgin wood car 139 at Wheaton Yards on May 30, 1952. 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.” Once the CA&E stopped running downtown via CTA tracks in September 1953, the former North Shore cars were no longer needed and were scrapped the following year. (Robert Selle Photo)

CA&E car 129 at the Wheaton Yards on May 30, 1952. Don's Rail Photos: "129 was built by Jewett Car in 1907. It was rebuilt in 1914 and leased to Chicago Aurora & Elgin and modified in 1936. It was returned to CNS&M in 1945 and sold to CA&E in 1946. It was scrapped in 1951." (Note- the scrapping date is in error.) (Robert Selle Photo)

CA&E car 129 at the Wheaton Yards on May 30, 1952. Don’s Rail Photos: “129 was built by Jewett Car in 1907. It was rebuilt in 1914 and leased to Chicago Aurora & Elgin and modified in 1936. It was returned to CNS&M in 1945 and sold to CA&E in 1946. It was scrapped in 1951.” (Note- the scrapping date is in error.) (Robert Selle Photo)

CA&E wood car 318 is outbound on the Batavia branch on July 14, 1954, about one block from the Batavia station, on its way to Batavia Junction. Parts of the Batavia branch were somewhat similar to the main line at the Illinois Railway Museum, which you can see in this photo by Robert Selle. As with the rest of the CA&E, passenger service continued until the abrupt mid-day abandonment on July 3, 1957.

CA&E wood car 318 is outbound on the Batavia branch on July 14, 1954, about one block from the Batavia station, on its way to Batavia Junction. Parts of the Batavia branch were somewhat similar to the main line at the Illinois Railway Museum, which you can see in this photo by Robert Selle. As with the rest of the CA&E, passenger service continued until the abrupt mid-day abandonment on July 3, 1957.

CA&E cars 406 and 456 meet to pick up and discharge passengers at the Cicero Avenue station on the Garfield Park "L" on August 22, 1953, just less than a month before the interurban cut back service to Forest Park. (Robert Selle Photo)

CA&E cars 406 and 456 meet to pick up and discharge passengers at the Cicero Avenue station on the Garfield Park “L” on August 22, 1953, just less than a month before the interurban cut back service to Forest Park. (Robert Selle Photo)

CA&E car 418 is east of Laramie Avenue on the Garfield Park "L" on February 15, 1953, giving an unusual view of the ramp leading from ground level to the Cicero Avenue station. The middle part of the negative was partially light struck, which could happen with paper-backed roll film. Photographer Robert Selle shot size 616 Kodak Verichrome Pan film. 616 used the same film as 116, resulting in a large negative, but used slightly different spools. Both types were discontinued in 1984, as no cameras had been manufactured using these sizes in decades. Verichrome was designed to give maximum exposure latitude, as it was often used in box cameras that had only one shutter speed. It was discontinued in 2002.

CA&E car 418 is east of Laramie Avenue on the Garfield Park “L” on February 15, 1953, giving an unusual view of the ramp leading from ground level to the Cicero Avenue station. The middle part of the negative was partially light struck, which could happen with paper-backed roll film. Photographer Robert Selle shot size 616 Kodak Verichrome Pan film. 616 used the same film as 116, resulting in a large negative, but used slightly different spools. Both types were discontinued in 1984, as no cameras had been manufactured using these sizes in decades. Verichrome was designed to give maximum exposure latitude, as it was often used in box cameras that had only one shutter speed. It was discontinued in 2002.

Chicago Surface Lines one-man car 3100. Mike Franklin: "This would be looking north on Leavitt St from just south of Coulter St. Small building above Car 3100 is Chicago Railways Blue Island Ave Sub Station and the larger building further north is their 24th St Car Station."

Chicago Surface Lines one-man car 3100. Mike Franklin: “This would be looking north on Leavitt St from just south of Coulter St. Small building above Car 3100 is Chicago Railways Blue Island Ave Sub Station and the larger building further north is their 24th St Car Station.”

A Silverliner departs from the North Shore Line's Milwaukee Terminal, probably in the late 1950s. I can't quite make out the number, but it is in the 770s.

A Silverliner departs from the North Shore Line’s Milwaukee Terminal, probably in the late 1950s. I can’t quite make out the number, but it is in the 770s.

The North Shore Line shops at Highwood. Loco 456 pulls a freight train, while one of the line cars is at right.

The North Shore Line shops at Highwood. Loco 456 pulls a freight train, while one of the line cars is at right.

NSL 157 on a June 17, 1962 fantrip.

NSL 157 on a June 17, 1962 fantrip.

I recently purchased these three Ektachrome slides, all taken by the same photographer on June 17, 1962. Ektachrome film from the 1950s through the early 1960s has faded to red over the years. The red dye layer remained stable, while the other colors faded badly. Within a year or two of when these pictures were taken, Kodak had fixed the problem. With modern technology, it is often possible to bring the color back in these red Ektachromes, and restore them to look more like normal. The color-corrected versions follow.

I recently purchased these three Ektachrome slides, all taken by the same photographer on June 17, 1962. Ektachrome film from the 1950s through the early 1960s has faded to red over the years. The red dye layer remained stable, while the other colors faded badly. Within a year or two of when these pictures were taken, Kodak had fixed the problem. With modern technology, it is often possible to bring the color back in these red Ektachromes, and restore them to look more like normal. The color-corrected versions follow.

Two trains meet near South Upton Junction.

Two trains meet near South Upton Junction.

An Electroliner on June 17, 1962.

An Electroliner on June 17, 1962.

A northbound train at North Chicago Junction on June 17, 1962.

A northbound train at North Chicago Junction on June 17, 1962.

CTA prewar PCC 4005 at 63rd Place and Narragansett on July 30, 1948.

CTA prewar PCC 4005 at 63rd Place and Narragansett on July 30, 1948.

CSL 4018 kicking up a cloud of dust on 63rd Place west of Central Avenue, some time between 1948 and 1952. (Richard W. Tesch Photo)

CSL 4018 kicking up a cloud of dust on 63rd Place west of Central Avenue, some time between 1948 and 1952. (Richard W. Tesch Photo)

CSL red Pullman 93- is running on Route 35, so this appears to be the 35th Street "L" station on the south side, making the cross street State.

CSL red Pullman 93- is running on Route 35, so this appears to be the 35th Street “L” station on the south side, making the cross street State.

The same location today. The Illinois Institute of Technology campus is at left.

The same location today. The Illinois Institute of Technology campus is at left.

Philadelphia Transportation Company Peter Witt 8500 on September 12, 1955. It was built by Brill around 1926. Kenneth Achtert adds, "I am fairly certain that the photo of PTC #8500 (aab516) is SB on 17th St. just south of Market St., having just turned from westbound on Market St." Mike Franklin concurs: "Car 8500 is s/b on S 17th St, having just crossed Market St, Philadelphia, Pa." So, the testimony of two is true.

Philadelphia Transportation Company Peter Witt 8500 on September 12, 1955. It was built by Brill around 1926. Kenneth Achtert adds, “I am fairly certain that the photo of PTC #8500 (aab516) is SB on 17th St. just south of Market St., having just turned from westbound on Market St.” Mike Franklin concurs: “Car 8500 is s/b on S 17th St, having just crossed Market St, Philadelphia, Pa.” So, the testimony of two is true.

A train of CTA 4000s at Chicago Avenue on a fantrip around April 1974. By then, these cars had been retired from regular service. When Ravenswood service terminated at Belmont Avenue on Sundays, fans had the stations south of there all to themselves for leisurely photo stops, without worrying about getting in the way of regular service trains.

A train of CTA 4000s at Chicago Avenue on a fantrip around April 1974. By then, these cars had been retired from regular service. When Ravenswood service terminated at Belmont Avenue on Sundays, fans had the stations south of there all to themselves for leisurely photo stops, without worrying about getting in the way of regular service trains.

NSL 767 at the Milwaukee Terminal on May 7, 1942.

NSL 767 at the Milwaukee Terminal on May 7, 1942.

A North Shore Line ticket envelope.

A North Shore Line ticket envelope.

This is the Pittsburgh area in the summer of 1952, and quite possibly Washington, PA. Interurban service to here ended the following year. Larry Lovejoy: "All of the Pittsburgh photos are taken within a four block area in downtown Washington, Pennsylvania, aka: “Little Washington”, lest anybody be confused with Washington, DC. The local routes quit in May of 1953. The interurban lasted until August. Photo ab534: Southbound on Main Street at Beau Street. This is a Jefferson & Maiden car headed toward the route’s eastern terminal out East Maiden Street."

This is the Pittsburgh area in the summer of 1952, and quite possibly Washington, PA. Interurban service to here ended the following year. Larry Lovejoy: “All of the Pittsburgh photos are taken within a four block area in downtown Washington, Pennsylvania, aka: “Little Washington”, lest anybody be confused with Washington, DC. The local routes quit in May of 1953. The interurban lasted until August. Photo ab534: Southbound on Main Street at Beau Street. This is a Jefferson & Maiden car headed toward the route’s eastern terminal out East Maiden Street.”

Again, Washington, PA. Note there is a sign that says Washington. Larry Lovejoy: "Photo aab535: Northbound on Main at Chestnut. Not clear whether this a Jefferson & Maiden car or an East & West route car. In the far distance, a North Washington car is turning left from Main onto East Beau Street crossing the path of what appears to be an unknown bus. "

Again, Washington, PA. Note there is a sign that says Washington. Larry Lovejoy: “Photo aab535: Northbound on Main at Chestnut. Not clear whether this a Jefferson & Maiden car or an East & West route car. In the far distance, a North Washington car is turning left from Main onto East Beau Street crossing the path of what appears to be an unknown bus. “

The release date of Abbott and Costello's Lost in Alaska helps date this picture to summer 1952. Larry Lovejoy: "Photo aab536: North Washington car westbound on Chestnut about to turn south onto Main Street." (In Washington, PA.) The movie theater on the corner was called the Basle (later the Uptown). It is now used by a church.

The release date of Abbott and Costello’s Lost in Alaska helps date this picture to summer 1952. Larry Lovejoy: “Photo aab536: North Washington car westbound on Chestnut about to turn south onto Main Street.” (In Washington, PA.) The movie theater on the corner was called the Basle (later the Uptown). It is now used by a church.

The same location today.

The same location today.

Washington, PA. Larry Lovejoy: "Photo aab537: Jefferson & Maiden car northbound on Main Street at Wheeling Street."

Washington, PA. Larry Lovejoy: “Photo aab537: Jefferson & Maiden car northbound on Main Street at Wheeling Street.”

Pittsburgh PCCs, mounted with an extra headlight, operated on two interurbans, including to Washington, PA. Larry Lovejoy: "Photo aab538: Looking south on Main, with Chestnut Street behind the photographer. The interurban PCC facing us is heading northbound to Pittsburgh."

Pittsburgh PCCs, mounted with an extra headlight, operated on two interurbans, including to Washington, PA. Larry Lovejoy: “Photo aab538: Looking south on Main, with Chestnut Street behind the photographer. The interurban PCC facing us is heading northbound to Pittsburgh.”

(Map courtesy of Larry Lovejoy)

(Map courtesy of Larry Lovejoy)

Our readers have identified PCC 1760 as St. Louis, and not Pittsburgh as I originally thought. (See the Comments section.) Mike Franklin: "Car 1760 is w/b on Olive St in front of the Old Post Office between 8th & 9th Sts, St Louis, Mo."

Our readers have identified PCC 1760 as St. Louis, and not Pittsburgh as I originally thought. (See the Comments section.) Mike Franklin: “Car 1760 is w/b on Olive St in front of the Old Post Office between 8th & 9th Sts, St Louis, Mo.”

This, and the picture that follows, appear to be from the same city. The car at right in this picture has a 1951 Colorado license plate, but I don't believe there were any cities in Colorado that used PCC cars, and such a car is visible in the next picture. So that would indicate the vehicle was visiting from another state. Dan Cluley writes: "aab539 is definitely Detroit as suggested. Hudson’s department store is straight ahead with the sign & the flagpole and the skyscraper in the middle left is the Book Tower. Looking at a Detroit streetcar map and lining up those buildings suggests that this is Abbott Street looking NE probably around 2nd or 3rd st. Cars on the Baker line used Abbott one way headed downtown for about ¾ of mile. The newest car I can spot is the 1950 Chevy parked at left, the Baker line was converted to bus in 1952 and the Colorado license plate is either 1951 or 1954, so 1951 seems a good date for the photo."

This, and the picture that follows, appear to be from the same city. The car at right in this picture has a 1951 Colorado license plate, but I don’t believe there were any cities in Colorado that used PCC cars, and such a car is visible in the next picture. So that would indicate the vehicle was visiting from another state. Dan Cluley writes: “aab539 is definitely Detroit as suggested. Hudson’s department store is straight ahead with the sign & the flagpole and the skyscraper in the middle left is the Book Tower. Looking at a Detroit streetcar map and lining up those buildings suggests that this is Abbott Street looking NE probably around 2nd or 3rd st. Cars on the Baker line used Abbott one way headed downtown for about ¾ of mile. The newest car I can spot is the 1950 Chevy parked at left, the Baker line was converted to bus in 1952 and the Colorado license plate is either 1951 or 1954, so 1951 seems a good date for the photo.”

Dan Cluley: "aab540 is Highland Park MI, which is a separate community surrounded by the city of Detroit. It is the Woodward Ave carhouse looking east. The 5 stacks in the background are the power house for Ford’s Highland Park plant."

Dan Cluley: “aab540 is Highland Park MI, which is a separate community surrounded by the city of Detroit. It is the Woodward Ave carhouse looking east. The 5 stacks in the background are the power house for Ford’s Highland Park plant.”

This looks like the end of the line for a local streetcar. The unknown photographer may have taken this picture looking out the front window of a car that has changed ends.

This looks like the end of the line for a local streetcar. The unknown photographer may have taken this picture looking out the front window of a car that has changed ends.

I am not sure of this location, but that doesn't look like a Pittsburgh car. Based on the comment on the following picture, this is probably Altoona, PA.

I am not sure of this location, but that doesn’t look like a Pittsburgh car. Based on the comment on the following picture, this is probably Altoona, PA.

Mike Franklin: "Looking SW on 12th Ave between 13th & 14th Sts, Altoona, Pa."

Mike Franklin: “Looking SW on 12th Ave between 13th & 14th Sts, Altoona, Pa.”

The Chicago pictures appear to date to the period around March 1953. This is a southbound Clark-Wentworth PCC at the intersection of Clark and Lake.

The Chicago pictures appear to date to the period around March 1953. This is a southbound Clark-Wentworth PCC at the intersection of Clark and Lake.

In 1953, it was still possible for PCCs to meet at an intersection. One of these is a Madison Street car, and the other a Clark-Wentworth car.

In 1953, it was still possible for PCCs to meet at an intersection. One of these is a Madison Street car, and the other a Clark-Wentworth car.

Red Pullman 605 is signed to go to Ashland and 71st. It is turning from Dearborn onto Lake Street. I'm not sure what route it is operating on. Myron Cohen appeared at the Selwyn Theater in Farfel Follies in March 1953, which helps date the photo. Our resident South Side expert M.E. adds: "Because the destination sign reads Ashland - 71st, this streetcar is on route 45, Ashland - Downtown. But I'm not certain the destination sign reads 71st St. It may read 70th St., which was at the south end of the carbarn at 69th and Ashland -- the end where the cars entered the barn. Also, I believe route 45 actually ran to the south end of Ashland track at 95th St. There were two rush-hour routes from the south side into the Loop: 45, on Ashland, and 42, on Halsted. Both routes used Archer Ave. and State St. to reach the Loop. I believe the northbound cars turned west on Polk St. to Dearborn, then north to Lake St., then east to State St. and south to Archer."

Red Pullman 605 is signed to go to Ashland and 71st. It is turning from Dearborn onto Lake Street. I’m not sure what route it is operating on. Myron Cohen appeared at the Selwyn Theater in Farfel Follies in March 1953, which helps date the photo. Our resident South Side expert M.E. adds: “Because the destination sign reads Ashland – 71st, this streetcar is on route 45, Ashland – Downtown. But I’m not certain the destination sign reads 71st St. It may read 70th St., which was at the south end of the carbarn at 69th and Ashland — the end where the cars entered the barn. Also, I believe route 45 actually ran to the south end of Ashland track at 95th St. There were two rush-hour routes from the south side into the Loop: 45, on Ashland, and 42, on Halsted. Both routes used Archer Ave. and State St. to reach the Loop. I believe the northbound cars turned west on Polk St. to Dearborn, then north to Lake St., then east to State St. and south to Archer.”

Clark and Dearborn did not become one-way streets until November 16, 1953, so this picture was taken before then, looking south along Dearborn north of Lake Street.

Clark and Dearborn did not become one-way streets until November 16, 1953, so this picture was taken before then, looking south along Dearborn north of Lake Street.

The corner of State and Lake.

The corner of State and Lake.

State and Lake, would be my guess.

State and Lake, would be my guess.

Southbound PCCs on Clark Street at Lake.

Southbound PCCs on Clark Street at Lake.

CTA one-man car 1732 has just turned south onto Dearborn, so it can loop around the block before heading back out west on Route 16 - Lake. Again, most likely in March 1953.

CTA one-man car 1732 has just turned south onto Dearborn, so it can loop around the block before heading back out west on Route 16 – Lake. Again, most likely in March 1953.

CTA PCC 7059 heads south on Clark Street at Lake. Note a "woody" station wagon at right, with a 1953 Illinois license plate.

CTA PCC 7059 heads south on Clark Street at Lake. Note a “woody” station wagon at right, with a 1953 Illinois license plate.

A remake of the 1927 film the Jazz Singer, starring Danny Thomas, was playing at the Chicago Theater in March 1953. The Chicago Tribune reviewed it on the 9th, and it was still playing there on the 18th. They called it "lugubrious."

A remake of the 1927 film the Jazz Singer, starring Danny Thomas, was playing at the Chicago Theater in March 1953. The Chicago Tribune reviewed it on the 9th, and it was still playing there on the 18th. They called it “lugubrious.”

Here's what Don's Rail Photos has to say about Milwaukee Electric car 44, although I am not sure this is the same car: "41 thru 44 were built at Cold Spring in 1912 and 45 thru 51 were built in 1913. They were built primarily for Racine and Kenosha. In 1921 they were rebuilt for one-man service. They were retired in 1931 except for 44, which was retired in 1930 to become a safety discussion room at National Station, and 47, which became the training car at Fond du Lac Station in 1930 and was retired in 1932. They were scrapped in 1931 and 1932. 51 was scrapped on October 4, 1932." Perhaps the car in this picture is up on blocks because it was used as a safety discussion room? I'm not sure where this picture was taken. Also, this picture was taken more like 1951 than 1931. Michael Peters writes, "You're correct in your guess that #44 isn't the same car as the one built at TM's Cold Spring shops in 1912. The confusion comes from this car technically not being a TM car at this point in its life. Per CERA Bulletin 112, the car in the photo was built for TM in 1930 by St. Louis Car Company as part of an order for twenty articulated streetcars (1031 to 1050). Milwaukee practice was to give the lead unit the odd number, trailing unit the even. So in TM service, the car in question was the trailing unit for 1043-1044 and served until after World War II when all cars in the series were withdrawn and stored. In 1949 they were sold to Speedrail and renumbered by the simple expedient of eliminating the first two digits. This is how TM 1043-1044 wound up becoming Speedrail 43-44. It lasted in Speedrail service for about fourteen months until 43-44 was involved in a collision with curved-sider 65 in February 1950. As a result of the collision 43-44 was retired. Judging by the steel columns and "junk" visible in the TM photos, it seems like these were taken at the Milwaukee freight terminal (W. St. Paul Street between 8th and 10th) after Speedrail quit on June 30, 1951. The freight terminal was one of the locations cars were stored before going to Waukesha Gavel Pit for scrapping." On the other hand, Willie (no last name) writes: "Re: ab555, ab556 and ab557, the stranded Milwaukee Electric cars, I believe these were shot at the Cold Spring shops, at North 38th street and McKinley. The substantial industrial buildings in the background are Harley-Davidson’s main plant, still in use." Charles Kronenwetter: "Speedrail cars in storage in the 12th St yard prior to scrapping. Nice picture of the 44 up on blocks awaiting repairs that never came. The structure shown at the right is the western end of the Hibernia street elevated track. Notice the pile of what appear to be paving blocks often used between streetcar tracks."

Here’s what Don’s Rail Photos has to say about Milwaukee Electric car 44, although I am not sure this is the same car: “41 thru 44 were built at Cold Spring in 1912 and 45 thru 51 were built in 1913. They were built primarily for Racine and Kenosha. In 1921 they were rebuilt for one-man service. They were retired in 1931 except for 44, which was retired in 1930 to become a safety discussion room at National Station, and 47, which became the training car at Fond du Lac Station in 1930 and was retired in 1932. They were scrapped in 1931 and 1932. 51 was scrapped on October 4, 1932.” Perhaps the car in this picture is up on blocks because it was used as a safety discussion room? I’m not sure where this picture was taken. Also, this picture was taken more like 1951 than 1931.
Michael Peters writes, “You’re correct in your guess that #44 isn’t the same car as the one built at TM’s Cold Spring shops in 1912. The confusion comes from this car technically not being a TM car at this point in its life.
Per CERA Bulletin 112, the car in the photo was built for TM in 1930 by St. Louis Car Company as part of an order for twenty articulated streetcars (1031 to 1050). Milwaukee practice was to give the lead unit the odd number, trailing unit the even. So in TM service, the car in question was the trailing unit for 1043-1044 and served until after World War II when all cars in the series were withdrawn and stored.
In 1949 they were sold to Speedrail and renumbered by the simple expedient of eliminating the first two digits. This is how TM 1043-1044 wound up becoming Speedrail 43-44. It lasted in Speedrail service for about fourteen months until 43-44 was involved in a collision with curved-sider 65 in February 1950. As a result of the collision 43-44 was retired.
Judging by the steel columns and “junk” visible in the TM photos, it seems like these were taken at the Milwaukee freight terminal (W. St. Paul Street between 8th and 10th) after Speedrail quit on June 30, 1951. The freight terminal was one of the locations cars were stored before going to Waukesha Gavel Pit for scrapping.”
On the other hand, Willie (no last name) writes: “Re: ab555, ab556 and ab557, the stranded Milwaukee Electric cars, I believe these were shot at the Cold Spring shops, at North 38th street and McKinley. The substantial industrial buildings in the background are Harley-Davidson’s main plant, still in use.”
Charles Kronenwetter: “Speedrail cars in storage in the 12th St yard prior to scrapping. Nice picture of the 44 up on blocks awaiting repairs that never came. The structure shown at the right is the western end of the Hibernia street elevated track. Notice the pile of what appear to be paving blocks often used between streetcar tracks.”

Milwaukee Electric 1195, part of an articulated "duplex," possibly after the end of TM interurban service.

Milwaukee Electric 1195, part of an articulated “duplex,” possibly after the end of TM interurban service. Don’s Rail Photos: “
In 1923 Cincinnati Car built 12 steel interurban combines for the Indianapolis & Cincinnati Traction Co. In 1928 they were replaced by Cincinnati curved side lightweight cars and became surplus. 4 were sold to the nearby Union Traction of Indiana and the remaining 8 were purchased by the TM in 1929. At Cold Spring Shops they were cut in two just in front of the rear trucks. A new section was built which included an articulated joint which lengthened the cars to 90 feet, seating a total of 84 passengers. The trains were given two numbers per unit. They remained virtually unchanged until they were replaced by lightweight cars in 1950 under Speedrail ownership. 1194-1195 was rebuilt from I&C 612 in 1929 and scrapped in 1952.”

Milwaukee Electric 1195, possibly after the end of TM interurban service.

Milwaukee Electric 1195, possibly after the end of TM interurban service.

CRT 1128 heads up a 61st Street Express, heading southbound at Congress and Wabash. As this was just south of the Loop, the train at right is heading northbound. This station closed in 1949, when the CTA revamped north-south service, and was soon removed. This picture dates to before the State Street Subway opened in October 1943, since both wood and steel cars are operating in the same train.

CRT 1128 heads up a 61st Street Express, heading southbound at Congress and Wabash. As this was just south of the Loop, the train at right is heading northbound. This station closed in 1949, when the CTA revamped north-south service, and was soon removed. This picture dates to before the State Street Subway opened in October 1943, since both wood and steel cars are operating in the same train.

Did Not Win

Much as we try, we just don’t have the resources to purchase all the excellent images that come up for auction. Here are three that we could not get, that are still worth another look:

I did not bid on this negative, as I already had won one one similar to it. This one sold for $141.25, so I am not the only person who sees great value in these old negatives. In this one, you can see Tower 12 in the background, meaning we are south of there, and this station is Congress and Wabash, which closed in 1949. The two buildings at left are still there and the location matches. Photos of this station are quite rare, and like the other image, this one predates the opening of the State Street Subway in October 1943.

I did not bid on this negative, as I already had won one one similar to it. This one sold for $141.25, so I am not the only person who sees great value in these old negatives. In this one, you can see Tower 12 in the background, meaning we are south of there, and this station is Congress and Wabash, which closed in 1949. The two buildings at left are still there and the location matches. Photos of this station are quite rare, and like the other image, this one predates the opening of the State Street Subway in October 1943.

This is one I wished I had bid on. Again, it shows the old "L" station at Congress and Wabash. This was the second "L" station on Congress. The first one (later dubbed "Old Congress" was a stub-end terminal just west of here, left on this picture, just out of view. That predated construction of the Loop "L". This second station was sometimes referred to as "New Congress."

This is one I wished I had bid on. Again, it shows the old “L” station at Congress and Wabash. This was the second “L” station on Congress. The first one (later dubbed “Old Congress” was a stub-end terminal just west of here, left on this picture, just out of view. That predated construction of the Loop “L”. This second station was sometimes referred to as “New Congress.”

CSL PCC 4162 running by the Newberry Library and Washington Square Park, aka "Bughouse Square," where crackpots would jump up on soap boxes and harangue passers by. This car was built by Pullman-Standard. This wasn't the first postwar PCC, as that was 4062. But it is quite a nice picture.

CSL PCC 4162 running by the Newberry Library and Washington Square Park, aka “Bughouse Square,” where crackpots would jump up on soap boxes and harangue passers by. This car was built by Pullman-Standard. This wasn’t the first postwar PCC, as that was 4062. But it is quite a nice picture.

Recent Correspondence

Jim Schantz writes:

Wonderful selection of photos and congratulations on the Photoshop work! I respect that work as I have done much of it myself.

A couple of guesses: The rear ¾ view of PCC 1760 looks like St. Louis based on the unique-to-St. Louis window layout and the fact that all Pittsburgh 1700’s had roof fans like a Boston car. The shot two photos further down of the carbarn yard with conventional and PCC cars looks to be Detroit based on the livery. It couldn’t be Kansas City as their PCCs didn’t have standee windows, and it appears that these do. The following shot with the single to double track layout could be a Pittsburgh passing siding, such as on route 65, or any other city with passing sidings. It doesn’t look like a terminal to me.

Again thanks for posting these wonderful photos!

You are quite welcome. I hope this will help solve some of the mysteries.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

This is our 285th 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 851,000 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.
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Seven Years of Good Luck

David Sadowski 6 Comments
Now here's something you don't see every day... the 69th Street station on the Normal Park "L", in color. This short branch closed in 1954.

Now here’s something you don’t see every day… the 69th Street station on the Normal Park “L”, in color. This short branch closed in 1954.

For most Chicago-area railfans, January 21, 1963 is a day, to paraphrase Franklin D. Roosevelt, that will “live in infamy,” for that is when the Chicago North Shore and Milwaukee, the North Shore Line, breathed its last.

But January 21 is also the date when we started this blog in 2015. This is our seventh anniversary, and I think we have had seven full years of good luck.

In that time, our posts have received 841,000 page views, and over time we have become more and more of a resource for those who are interested in the history of electric traction.

As this is our anniversary post, we pulled out all the stops, and have lots of classic images for you to enjoy. As the 21st is also the 59th anniversary of the North Shore Line abandonment, we have plenty of pictures that pay tribute to that lost interurban.

As we have shared our images with you, you in turn have shared many things with us. We have learned a lot by working together. It has been a great ride here so far, and we can only hope that the next seven years will turn out as well.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 689 members.

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

Our Next Book

FYI, I recently made a new book proposal to my publisher and it has been accepted. I signed the agreement on the 18th, and with any luck, it will come out later this year.

There is still a lot of hard work to be done, but I will do my best to produce something that is new and different than that which is already out there, and makes a real contribution to our understanding of the past.

One thing working in my favor is there are plenty of great pictures to choose from, and the subject is already legendary.

Here is a summary:

The North Shore Line

As late as 1963, you could take a high-speed streamlined train from Chicago’s Loop elevated, 90 miles north to Milwaukee. This was the Chicago, North Shore and Milwaukee, commonly known as the North Shore Line.

From humble beginnings in the 1890s, as a streetcar line in Waukegan, Illinois, the North Shore Line grew to become, in the words of historian William D. Middleton, a “super interurban.” It reached its peak in the 1920s, under Samuel Insull, when the railroad won the prestigious Charles A. Coffin medal no less than three times.

Besides connecting Milwaukee and Chicago, the North Shore Line served Racine, Kenosha, Waukegan, Lake Bluff, Winnetka, Wilmette, and Evanston. A new Skokie Valley Route, built by Insull, opened in 1926 and helped establish Skokie, Glenview, Northfield, and Northbrook.

The railroad had a branch line serving Libertyville and Mundelein, city streetcars in Waukegan and Milwaukee, and was a pioneer in offering “piggyback” freight service.

Hobbled by the Depression and forced into bankruptcy, the North Shore Line rebounded during the war years with two fast new trains called “Electroliners.” It was finally done in by the automobile, highways, and a lack of government subsidies—but it left a remarkable legacy.

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 284th post.

Each year, around this time, we must renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.

There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.

We thank you in advance for your time and consideration. To date, we have raised $350, which is halfway to our goal. We will also have considerable expenses coming up relating to research for our next book.

Recent Finds

On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park "L" would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met "L" here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.

On May 11, 1958, William C. Hoffman took this picture looking north along Halsted at the (then) Congress Expressway. Service on the Garfield Park “L” would continue until June 22nd, when it was replaced by the new Congress rapid transit line at left. A passerby admires the new, as-yet unopened station entrance. The Met “L” here had been four tracks, but two were removed by the time this picture was taken, as they were in the highway footprint. The expressway opened in late 1955 in this area.

The old and the new are on display in this 1958 view of the Halsted station on the CTA's Congress median line. In the background, the old Met "L" is still standing, but would soon be demolished.

The old and the new are on display in this 1958 view of the Halsted station on the CTA’s Congress median line. In the background, the old Met “L” is still standing, but would soon be demolished.

North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it "despatch") station, by this time being rented out to a produce dealer. Don's Rail Photos: "458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948."

North Shore Line 458 heads up a southbound freight train, probably in the early-to-mid 1950s. At first, I thought this location was in Skokie, from the sign on the building. But further research shows this picture was taken in Waukegan, between Washington and Cornelia Streets. The building at right was a former North Shore Line merchandise dispatch (they spelled it “despatch”) station, by this time being rented out to a produce dealer. Don’s Rail Photos: “458 was built by the Spokane Portland & Seattle in January 1941 as Oregon Electric Ry. 50. It was purchased by the North Shore in December 1947 and was completed as 458 on January 27, 1948.”

A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.

A northbound Electroliner heading away from the photographer in Waukegan, most likely in the early-to-mid 1950s. In the distance, you can see another North Shore car on a side track.

A close-up of the previous image. Zach E. writes: "Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave."

A close-up of the previous image. Zach E. writes: “Regarding the two photos of 458 and the Electroliner at Washington St. in Waukegan. The cars in the background are standard coaches, not MD cars. There was a storage track there often occupied by cars laying over on the east side of the mainline there between Cornelia and Brookside Ave.”

CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)

CTA PCC 4057 is heading northbound on Western Avenue near Roscoe in June 1956, passing by the entrance to Riverview Park, shortly before the end of streetcar service on Route 49. (Robert Selle Photo)

The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.

The Chicago and Milwaukee Electric was the predecessor of the North Shore Line. Car 133 is at the Kenosha station in this early 1900s view.

The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.

The Chicago Aurora and Elgin began using this off-street terminal in Aurora in 1939. This picture was taken from a nearby bridge in 1951.

Look at what we have here-- the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which "L" is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street "L" at Ashland. It would have been visible from the Paulina "L", which had closed in 1951, and from the Garfield Park "L", but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.

Look at what we have here– the Turtle Wax Turtle, a local landmark that stood on top of a building at Madison, Ogden, and Ashland from 1956 to 1963. The slide mount dates it to the late 50s, probably 1956-58. And which “L” is this taken from? Well, since it is daylight and it is 9:13, I would say that is AM, and we are looking south from the Lake Street “L” at Ashland. It would have been visible from the Paulina “L”, which had closed in 1951, and from the Garfield Park “L”, but that structure had already been torn down by 1956. I remember seeing this thing any number of times when I was a kid.

The Turtle Wax Turtle.

The Turtle Wax Turtle.

One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.

One of the two Liberty Liners (ex-Electroliners) on the Norristown High-Speed Line, where they ran from 1964 to 1976.

Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.

Britton I. Budd (1871-1965) was a talented and able executive who held many responsible positions in the transit industry, including president of the North Shore Line. When Samuel Insull took over the North Shore Line, he tapped Budd to implement a modernization program. And when the line fell into bankruptcy in 1932, Budd became one of the receivers, a position he held until 1937.

The North Shore logo from a 1942 timetable.

The North Shore logo from a 1942 timetable.

This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.

This appeared on the cover of a 1921 issue of the North Shore Bulletin, a small magazine given out to riders.

This is part of a number of photos someone took out of the front window of a CTA "L" train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.

This is part of a number of photos someone took out of the front window of a CTA “L” train in the 1950s, along the Garfield Park line. We have published some of these in previous posts. Not all of them seem to have been taken at the same time. This one appears to be circa 1957, and the location is along the temporary right-of-way in Van Buren Street.

Here, the "L" train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.

Here, the “L” train the photographer was riding in was descending a ramp towards the ground-level trackage in Van Buren Street. The cross street in the distance is California Avenue. There is a sign on the front of the oncoming train, which I believe indicates which Chicago Aurora and Elgin connecting train riders could catch in Forest Park.

The Garfield Park "L" on Van Buren Street at California Avenue, but this time, circa 1954. The old "L" has already been removed, except for the bridge over a nearby railroad.

The Garfield Park “L” on Van Buren Street at California Avenue, but this time, circa 1954. The old “L” has already been removed, except for the bridge over a nearby railroad.

A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met "L" bridge had not yet been dismantled.

A close-up of the previous image, showing construction on the nearby railroad embankment that crosses the highway at 2600 West. The old Met “L” bridge had not yet been dismantled.

On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)

On the Illinois Railway Museum main line, North Shore Line cars can operate in something approximating their former lives in revenue service prior to the 1963 abandonment. We see car 251 in February 1991. (Mike Raia Photo)

Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don's Rail Photos: "C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935."

Lehigh Valley Transit ran freight as well as passenger service between Allentown, PA and Philadelphia. Even after passenger service was cut back to Norristown in 1949, they continued to operate freight via the Philadelphia and Western. Here we see car C16 in 1950, near the end of its days. Interurban service was abandoned the following year. Don’s Rail Photos: “C16 was built by Jewett Car in 1912 as 800. It was rebuilt as C16 in 1935.”

Lehigh Valley Transit car 1002, circa 1950. Don's Rail Photos: "1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952."

Lehigh Valley Transit car 1002, circa 1950. Don’s Rail Photos: “1002 was built by Cincinnati Car in June 1930, #3050, as C&LE 126. It was sold to LVT as 1002 in 1938 and scrapped in 1952.”

A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.

A pair of Lehigh Valley Transit cars meet a Philadelphia Bullet car at the Norristown terminal, circa 1951. LVT ceased running their Liberty Bell Limited cars there in 1949, for a variety of reasons. It reduced their expenses, but it probably also reduced revenues as their riders now had to change trains at Norristown. But the LVT cars were getting worn out and there were problems with the motors on the lightweight high-speed interurban cars LVT had acquired from the Cleveland and Lake Erie in 1938. Towards the end, LVT had to rely more and more on their older cars, such as the 700-series ones seen here. To the left (north), there was a ramp descending to ground level. This terminal has since been replaced by a newer one nearby.

The Chicago and North Western station in Evanston, during steam days in the early 1900s.

The Chicago and North Western station in Evanston, during steam days in the early 1900s.

We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the "L". There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.

We ran another picture of this scene in a previous post, taken from a different view. The occasion was a Chicago streetcar fantrip using car 2802, and the location is at 63rd and Halsted on the Englewood branch of the “L”. There was an off-street area where riders could change for buses to different locations and, in an older era, interurbans as well. I do not know precisely when this picture was taken, but if I had to guess, I would say sometime in the 1940s.

Here is the other picture we previously ran of car 2802:

C&IT stands for the Chicago & Interurban Traction Company. Don's Rail Photos says, "The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee." Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

CSL 2802 on a charter, possibly a July 4, 1949 fantrip held by the Electric Railroaders’ Association on various south side lines. Bill Shapotkin writes: “Believe this pic is in the streetcar terminal next to the 63/Halsted ‘L’ station (where the C&IT cars and later busses of South Suburban Safeway and Suburban transit began their runs). View looks east.” M. E. adds, “Bill Shapotkin is correct. This view faces east along 63rd Place on the south side of the 63rd and Halsted (Englewood) L station, which was east of Halsted. One small nit about Bill’s text: The bus lines were named Suburban Transit System and South Suburban Safeway Lines.”
C&IT stands for the Chicago & Interurban Traction Company. Don’s Rail Photos says, “The Chicago & Interurban Traction Company was incorporated in February 1912, taking over all trackage outside Chicago in March 1912 (all trackage in the City of Chicago went to the Chicago City Railway Company). C&IT interurban service continued from the south side Engelwood Elevated Station at 63rd and Halsted (trackage in Chicago was leased along with the shops at 88th and Vincennes) to Kankakee.” Samuel Insull took over the C&IT in 1922 and tried to revive the line, but when the competing Illinois Central elevated much of their line and electrified, the C&IT could not compete and interurban service was abandoned in 1927.

A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.

A Wabash Railroad display at the 1948-49 Chicago Railroad Fair along the lakefront.

The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.

The Chicago and Eastern Illinois exhibit at the 1948-49 Chicago Railroad Fair.

North Shore Line combine 255. Don's Rail Photos: "255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors' baggage from Great Lakes." As there are seats visible, this picture dates to circa 1942-46.

North Shore Line combine 255. Don’s Rail Photos: “255 was built by Jewett in 1917. It had all of the seats removed in the 1920s to provide a full length baggage car which ran in passenger trains. It was used for the Chicago Symphony Orchestra to move equipment to Ravinia. On July 2, 1942, the 40 seats were replaced. Then on December 1, 1946, the seats were again removed. In addition to the Symphony, the car was used for sailors’ baggage from Great Lakes.” As there are seats visible, this picture dates to circa 1942-46.

Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.

Atlantic City Brilliner 215 at a traffic signal, while on private right-of-way, on October 13, 1955, which must be shortly before streetcar service ended there.

Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.

Pittsburgh Railways PCC 1262 is on Wood Street in downtown Pittsburgh on September 19, 1962.

Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.

Chicago Transit Authority PCC 4321 is on 77th Street on July 30, 1948.

This is the Ballston Terminal Railroad, which Frank Hicks calls "a fairly unusual little interurban in upstate New York," in the early 1900s. More info here.

This is the Ballston Terminal Railroad, which Frank Hicks calls “a fairly unusual little interurban in upstate New York,” in the early 1900s. More info here.

Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: "No. 434 of the Chicago, Aurora & Elgin - "The Great Third Rail" - was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition."

Here, we see Frank Cheney on CA&E car 434 at the Seashore Trolley Museum on October 12, 1963. From their web site: “No. 434 of the Chicago, Aurora & Elgin – “The Great Third Rail” – was outshopped by the Cincinnati Car Company in 1927 as one of a group of 15 ordered shortly after Insull acquired control of the railway. Of all steel construction, the car is 55 feet long overall, is powered by four 140 horsepower motors, and has a seating capacity of 52, including 10 in a smoking compartment. Interior appointments include rotating bucket seats, toilet facilities and neatly finished paneling. The car is equipped with trolley poles that were primarily for yard service and limited street running on the CA&E, since the line used third rail current collection not only on the elevated, but on its own cross country surface routes as well. Moved on its own wheels coupled in a freight train from the CA&E shops in Wheaton, Illinois, to Kennebunk in the fall of 1962, No. 434 was trucked to the Museum in the spring of 1963 and was quickly readied for operation, given its good condition.”

North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.

North Shore Line car 168 is in North Chicago, being stored after abandonment, on October 19, 1963. It was built by Jewett in 1917. It did not survive.

Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don's Rail Photos: "411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989."

Some of these interurban cars sure got around after they were retired from their original roads. Here we see North Shore Line car 411 on the Long Island Railroad. Don’s Rail Photos: “411 was built as a trailer observation car by Cincinnati Car in June 1923 #2640. It was out of service in 1932. 411 It was rebuilt as a two motor coach by closing in the open platform and changing the seating on February 25, 1943, and sold to Trolley Museum of New York in 1963. It was sold to Wisconsin Electric Railway & Historical Society in 1973 and sold to Escanaba & Lake Superior in 1989.”

An 0-series Shinkansen "Bullet" train in Tokyo, Japan in June 1968. The North Shore Line's Electroliners influenced the design of these high-speed trains.

An 0-series Shinkansen “Bullet” train in Tokyo, Japan in June 1968. The North Shore Line’s Electroliners influenced the design of these high-speed trains.

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

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

I assume this may also be at Downeys, in October 1961.

I assume this may also be at Downeys, in October 1961.

Sailors and others aboard a North Shore Line train in October 1961.

Sailors and others aboard a North Shore Line train in October 1961.

A builder's photo of Chicago and Milwaukee Electric (later the North Shore Line) car 305. Don's Rail Photos: "303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940."

A builder’s photo of Chicago and Milwaukee Electric (later the North Shore Line) car 305. Don’s Rail Photos: “303 thru 305 were built by American Car in 1910 and were almost identical. In 1939 they became sleet cutters and were retired and scrapped in 1940.”

North Shore Line streetcar 510. Don's Rail Photos: "510 and 511 were not really city cars, but were purchased for use on the Mundelein line. They were typical Cincinnati Car lightweights built in 1922. After more of the steel interurbans were received in the next few years, they were replaced by the heavy cars which were thru routed to Chicago. The cars were stored until they were scrapped in 1940."

North Shore Line streetcar 510. Don’s Rail Photos: “510 and 511 were not really city cars, but were purchased for use on the Mundelein line. They were typical Cincinnati Car lightweights built in 1922. After more of the steel interurbans were received in the next few years, they were replaced by the heavy cars which were thru routed to Chicago. The cars were stored until they were scrapped in 1940.”

North Shore Line wood car 301 at the Highwood Shops in the 1930s. Don's Rail Photos: "300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. 301 and 302 were retired in 1939 and scrapped in 1940." (Edward Frank, Jr. Photo)

North Shore Line wood car 301 at the Highwood Shops in the 1930s. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. 301 and 302 were retired in 1939 and scrapped in 1940.” (Edward Frank, Jr. Photo)

North Shore Line Birney car 334 in Milwaukee. Don's Rail Photos: "334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948." (Donald Ross Photo)

North Shore Line Birney car 334 in Milwaukee. Don’s Rail Photos: “334 was built by Cincinnati Car Co in December 1922, #2625. It was retired in 1947 and scrapped in April 1948.” (Donald Ross Photo)

North Shore Line electric loco 458 at the Highwood Shops on September 3, 1963, several months after abandonment. None of the NSL locos were saved, due to the high scrap value they had. (Bill Volkmer Photo)

North Shore Line electric loco 458 at the Highwood Shops on September 3, 1963, several months after abandonment. None of the NSL locos were saved, due to the high scrap value they had. (Bill Volkmer Photo)

Chicago Aurora & Elgin wood car 137 at the Wheaton Shops on August 6, 1939, during which time it was leased from the North Shore Line. There were several such cars that were purchased by the CA&E in 1946, making them the last passenger cars acquired by the interurban. It was built by the Jewett Car Company in 1907. (La Mar M. Kelley Photo)

Chicago Aurora & Elgin wood car 137 at the Wheaton Shops on August 6, 1939, during which time it was leased from the North Shore Line. There were several such cars that were purchased by the CA&E in 1946, making them the last passenger cars acquired by the interurban. It was built by the Jewett Car Company in 1907. (La Mar M. Kelley Photo)

Recent Correspondence

Doug Iverson writes:

David, just heard about your latest adventure into the publishing arena. Hope everything goes well. I would be honored and extremely pleased if you could use this photo of my dad heading to board the North Shore in Racine in the 1940s.

My dad’s name was Nathan Norman Iverson. He was born in Forks, Washington on the Olympic Peninsula and traveled to Racine on the Chicago, Milwaukee, St. Paul and Pacific Railroad better known as The Milwaukee Road. As he did most of his traveling during the depression he “rode the rails” trying to cure his wanderlust. In Racine he met my mother and she calmed his wandering spirit. He loved to travel. He always said “Traveling was always more fun than being there.”

I grew up in Racine with The North Shore flying through town in both directions every hour on the half hour.

Thanks for sharing! A remarkable story.

Marty Robinson writes:

Thanks David for your anniversary post. It elicited several memories for me: riding the North Shore Line from Downey into Chicago numerous times while at Great Lakes in 1950/51 at boot camp and electronics school. And a mention of the Railroad Fair, where I worked as a 16-year-old as a conductor on the Deadwood Central.

Glad you enjoyed it, thanks! Marty is front row, center in this 1948 photo from the Chicago Railroad Fair.

Did Not Win

Resources are limited, and we can’t win all the auctions for interesting pictures. Here are some that are still worth another look:

The interior of a Silverliner in 1963.

The interior of a Silverliner in 1963.

This is apparently a Chicago area train, but which one? The type of slide mount would indicate a date in the range 1955-58. But the headline visible, on a copy of the Chicago Daily News, refers to the selection of a site for the University of Illinois campus in Chicago. That determination was not made final until 1961. It's been suggested that this may be the GM&O, but it could also be a Chicago & North Western train known as The 400, which ran between Chicago and Minneapolis. The 400 got its name because the travel time between cities was about 400 minutes. At any rate, it's an air conditioned car. Mitch Markovitz: "Regarding the parlor car interior. It’s definitely the interior of GM&O parlor “Bloomington,” and not a C&NW parlor. C&NW parlors had parlor chairs from Coach and Car, and the chairs seen in the photo are those from Heywood-Wakefield, in the “Sleepy Hallow model.”"

This is apparently a Chicago area train, but which one? The type of slide mount would indicate a date in the range 1955-58. But the headline visible, on a copy of the Chicago Daily News, refers to the selection of a site for the University of Illinois campus in Chicago. That determination was not made final until 1961. It’s been suggested that this may be the GM&O, but it could also be a Chicago & North Western train known as The 400, which ran between Chicago and Minneapolis. The 400 got its name because the travel time between cities was about 400 minutes. At any rate, it’s an air conditioned car. Mitch Markovitz: “Regarding the parlor car interior. It’s definitely the interior of GM&O parlor “Bloomington,” and not a C&NW parlor. C&NW parlors had parlor chairs from Coach and Car, and the chairs seen in the photo are those from Heywood-Wakefield, in the “Sleepy Hallow model.””

The original Kedzie Avenue station on the Ravenswood "L" (today's CTA Brown Line) in the early 1970s, not long before it was damaged by fire. We are looking west.

The original Kedzie Avenue station on the Ravenswood “L” (today’s CTA Brown Line) in the early 1970s, not long before it was damaged by fire. We are looking west.

Trolleys to Milwaukee by John Gruber

A copy of this long out-of-print 32-page book is being offered for sale on eBay for $50. One of the fans on the Facebook North Shore Line group lives in Australia and is interested in this book, but international shipping is expensive. So I offered to scan my copy for their benefit. You might enjoy it too.

John E. Gruber (1936-2018) was a notable and very talented photographer, as evidenced in these very striking pictures.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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Gary Railways, Part One

David Sadowski 8 Comments
An early railfan photographer (probably armed with a folding or box camera) captures Gary Railways cars 9 and 17 passing each other, probably circa 1938-39. According to Mitch Markovitz, this is "45th on the Crown Point Line."

An early railfan photographer (probably armed with a folding or box camera) captures Gary Railways cars 9 and 17 passing each other, probably circa 1938-39. According to Mitch Markovitz, this is “45th on the Crown Point Line.”

This post features many classic railfan pictures of Gary Railways in the Hoosier State, generously shared from the collections of William Shapotkin.

While it only existed as electric transit from 1906 to 1948, what eventually got reorganized under the name Gary Railways had some interesting characteristics that were of great interest to some of the earliest railfans. The area around Gary developed rapidly into an industrial powerhouse as soon as U.S. Steel built the Gary Works steel mill there. A vibrant and growing city rapidly emerged, but there were many surrounding areas that were kept vacant for future industrial development.

Therefore, Gary Railways had both urban and interurban characteristics. It also had quite a variety of equipment. The system was part of the Samuel Insull empire during the 1920s, and various generations of lightweight, modern cars were purchased.

As with many other electric railways, the system went into a decline during the Great Depression. There was a gradual abandonment and bus substitution, starting with the interurban portions. This, in turn, attracted the attention of many Chicago area railfans who wanted to ride and photograph these lines before they faded into oblivion.

Gary was easily reachable by car and via the South Shore Line. Fans chartered a trip on Gary Railways on May 1, 1938, which was later regarded as the beginning date of the Central Electric Railfans’ Association (CERA). The group wasn’t organized much until later, but that came to be regarded as the start of it all.

The Gary system also had an interesting connection to what was envisioned as the Chicago–New York Electric Air Line Railroad. This “air line” did not involve airplanes, but was meant to be high-speed rail that would travel in a straight line between Chicago and New York City.

Ultimately, only about twenty miles of this Air Line were ever built, before the entire scheme collapsed due to the tremendous cost of actually building it. Portions of what did get built were used by Gary Railways up until 1942.

John F. Humiston (1913-2003) was one of the early railfans photographers whose excellent work is featured here, along with other luminaries as Malcolm D. McCarter, Robert V. Mehlenbeck, Gordon E. Lloyd, Donald Idarius, William C. Janssen, and Edward Frank, Jr.

We will feature more photos from Gary Railways in a future post. In addition, as usual, we have some interesting recent photo finds for your enjoyment.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 658 members.

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

Our Annual Fundraiser

Since we started this blog in 2015, we have posted over 13,500 images. This is our 283rd post.

In just about three week’s time, we will need to renew our WordPress subscription, our domain registration, and pay other bills associated with maintaining this site, so it is time for our Annual Fundraiser.

The Trolley Dodger blog can only be kept going with the help of our devoted readers. Perhaps you count yourself among them.

If you have already contributed in the past, we thank you very much for your help. Meanwhile, our goal for this fundraiser is just $700, which is only a fraction of what it costs us each year. The rest is made up from either the profits from the items we sell, which are not large, or out of our own pocket, which is not very large either.

There are links at the top and bottom of this page, where you can click and make a donation that will help us meet our goal again for this coming year, so we can continue to offer you more classic images in the future, and keep this good thing we have going.

We thank you in advance for your time and consideration.

-David Sadowski

Gary Railways

Gary Railways snow sweeper 4 on November 21, 1927. (William Shapotkin Collection)

Gary Railways snow sweeper 4 on November 21, 1927. (William Shapotkin Collection)

Gary Railways Valparaiso Division train 12, car #1, at the Pine Street Siding alongside Central Avenue in East Gary, Indiana on July 24, 1938. Don's Rail Photos: "1 was built by Kuhlman Car Co in May 1924, (order) #825, as Gary & Valparaiso Ry 1. It became GRy 1 in 1925 and retired in 1947." (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways Valparaiso Division train 12, car #1, at the Pine Street Siding alongside Central Avenue in East Gary, Indiana on July 24, 1938. Don’s Rail Photos: “1 was built by Kuhlman Car Co in May 1924, (order) #825, as Gary & Valparaiso Ry 1. It became GRy 1 in 1925 and retired in 1947.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 11, going eastward, meets car 14 heading in the opposite direction, on the Hammond Division at Kennedy Siding along 165th Street in Hammond. This picture was taken at 11:40 am on Friday, May 6, 1938. Don's Rail Photos: "14 was built by Cummings Car Co in 1926. It was scrapped in 1946." (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 11, going eastward, meets car 14 heading in the opposite direction, on the Hammond Division at Kennedy Siding along 165th Street in Hammond. This picture was taken at 11:40 am on Friday, May 6, 1938. Don’s Rail Photos: “14 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 11 at Sibley and Oakley at the Hammond city street terminal in 1942. The view looks west from Oakley. (William Shapotkin Collection)

Gary Railways car 11 at Sibley and Oakley at the Hammond city street terminal in 1942. The view looks west from Oakley. (William Shapotkin Collection)

Gary Railways car 9 is on 11th Avenue, just west of Rutledge Street on the Hammond line on July 7, 1946. Don's Rail Photos: "1st 9 was built by Cummings Car Co in 1926. It was wrecked on 5th Avenue on April 28, 1927, colliding with 201. It was scrapped. 2nd 9 was built by Cummings Car Co in 1927. It replaced 1st 9 and retired in 1946." (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 9 is on 11th Avenue, just west of Rutledge Street on the Hammond line on July 7, 1946. Don’s Rail Photos: “1st 9 was built by Cummings Car Co in 1926. It was wrecked on 5th Avenue on April 28, 1927, colliding with 201. It was scrapped. 2nd 9 was built by Cummings Car Co in 1927. It replaced 1st 9 and retired in 1946.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 19 on an early CERA fantrip. This date might be March 19, 1939. The well-known CERA drumhead is not yet in evidence. According to the late John Marton, it was first used on a June 25, 1939 sojourn. Don's Rail Photos: "19 was built by Cummings Car Co in 1927. It was retired in 1946 and the body was acquired by Illinois Railway Museum in 1989." (William Shapotkin Collection)

Gary Railways car 19 on an early CERA fantrip. This date might be March 19, 1939. The well-known CERA drumhead is not yet in evidence. According to the late John Marton, it was first used on a June 25, 1939 sojourn. Don’s Rail Photos: “19 was built by Cummings Car Co in 1927. It was retired in 1946 and the body was acquired by Illinois Railway Museum in 1989.” (William Shapotkin Collection)

Gary Railways car 8 in storage in the yard east of the Gary car barn, on January 18, 1941. Don's Rail Photos: "8 was built by by Cummings Car Co in 1926. It was retired in 1946." (William Shapotkin Collection)

Gary Railways car 8 in storage in the yard east of the Gary car barn, on January 18, 1941. Don’s Rail Photos: “8 was built by by Cummings Car Co in 1926. It was retired in 1946.” (William Shapotkin Collection)

Gary Railways car 6 is heading west on 5th Avenue at Clarke Siding in Gary, IN on March 18, 1939. This was the last day of service on the Indiana Harbor Division. Don's Rail Photos: "6 was built by by Cummings Car Co in 1926. It was retired in 1946." (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 6 is heading west on 5th Avenue at Clarke Siding in Gary, IN on March 18, 1939. This was the last day of service on the Indiana Harbor Division. Don’s Rail Photos: “6 was built by by Cummings Car Co in 1926. It was retired in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

It's a bit blurred, but this looks like Gary Railways 12. Don's Rail Photos: "12 was built by Cummings Car Co in 1926. It was scrapped in 1946." (Edward Frank, Jr. Photo, William Shapotkin Collection)

It’s a bit blurred, but this looks like Gary Railways 12. Don’s Rail Photos: “12 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Edward Frank, Jr. Photo, William Shapotkin Collection)

(Edward Frank, Jr. Photo, William Shapotkin Collection) Mike Franklin: "This is looking west on Sibley St. across Oakley Ave. Oakley Hotel is on the corner to the right."

(Edward Frank, Jr. Photo, William Shapotkin Collection) Mike Franklin: “This is looking west on Sibley St. across Oakley Ave. Oakley Hotel is on the corner to the right.”

The interior of Gary Railways car 18. Don's Rail Photos: "18 was built by Cummings Car Co in 1927. It was scrapped in 1946." (Gordon E. Lloyd Photo, William Shapotkin Collection)

The interior of Gary Railways car 18. Don’s Rail Photos: “18 was built by Cummings Car Co in 1927. It was scrapped in 1946.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19 at 145th and Main in Indiana Harbor on Sunday, March 19, 1939 (the day after this line was abandoned). The view looks northwest, with St. Catherine's Hospital in the distance. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 19 at 145th and Main in Indiana Harbor on Sunday, March 19, 1939 (the day after this line was abandoned). The view looks northwest, with St. Catherine’s Hospital in the distance. (Donald Idarius Photo, William Shapotkin Collection)

Broadway looking north from 9th Avenue in Gary on July 8, 1909. This was the "state of the art" in streetcar and roadway construction at that time. (William Shapotkin Collection)

Broadway looking north from 9th Avenue in Gary on July 8, 1909. This was the “state of the art” in streetcar and roadway construction at that time. (William Shapotkin Collection)

Gary Railways car 18 is on Bridge Street in Gary, IN, crossing the South Shore Line, on Sunday, June 5, 1938. (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 18 is on Bridge Street in Gary, IN, crossing the South Shore Line, on Sunday, June 5, 1938. (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways 207 exiting the gate at the Tube Works onto 2nd Avenue in Gary on Saturday, June 18, 1938. Don's Rail Photos: "207 was built by Kuhlman Car Co in 1918, #681, as GSRy 207. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946." (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways 207 exiting the gate at the Tube Works onto 2nd Avenue in Gary on Saturday, June 18, 1938. Don’s Rail Photos: “207 was built by Kuhlman Car Co in 1918, #681, as GSRy 207. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946.” (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways 19, as a Glen Park local. (William Shapotkin Collection)

Gary Railways 19, as a Glen Park local. (William Shapotkin Collection)

Gary Railways car 120 at the Gary carbarn on May 1, 1938. I assume it was built by the McGuire-Cummins Manufacturing Company in 1911. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 120 at the Gary carbarn on May 1, 1938. I assume it was built by the McGuire-Cummins Manufacturing Company in 1911. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 8 at 5th Avenue and Broadway on May 8, 1932. (Robert V. Mehlenbeck Photo, William Shapotkin Collection)

Gary Railways car 8 at 5th Avenue and Broadway on May 8, 1932. (Robert V. Mehlenbeck Photo, William Shapotkin Collection)

Gary Railways car 14 at the Mill Gate in Gary, working the Hammond route, on August 18, 1946. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 14 at the Mill Gate in Gary, working the Hammond route, on August 18, 1946. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 16 in Hammond on August 18, 1946. Don's Rail Photos: "16 was built by Cummings Car Co in 1926. It was scrapped in 1946." (William C. Janssen Photo, William Shapotkin Collection) Mike Franklin adds: "This is looking east on Sibley St toward Oakley Ave. Oakley Hotel on the corner, the Labor Temple next to the east, and the First Baptist Church (larger dome) further down. All is gone except for the white building, once the Federal Building of Hammond, in front of the car located on NE corner of State St & Oakley Ave."

Gary Railways car 16 in Hammond on August 18, 1946. Don’s Rail Photos: “16 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (William C. Janssen Photo, William Shapotkin Collection) Mike Franklin adds: “This is looking east on Sibley St toward Oakley Ave. Oakley Hotel on the corner, the Labor Temple next to the east, and the First Baptist Church (larger dome) further down. All is gone except for the white building, once the Federal Building of Hammond, in front of the car located on NE corner of State St & Oakley Ave.”

Gary Railways 17 at Mill Gate on March 19, 1939. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways 17 at Mill Gate on March 19, 1939. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 121. Don's Rail Photos: "121 was built by McGuire-Cummings Mfg Co in 1911 as G&IRy 121. It got a new roof in 1922 and retired in 1940." (William Shapotkin Collection)

Gary Railways car 121. Don’s Rail Photos: “121 was built by McGuire-Cummings Mfg Co in 1911 as G&IRy 121. It got a new roof in 1922 and retired in 1940.” (William Shapotkin Collection)

West 5th Avenue in Gary in 1924. That looks like Gary Railways car 206. If so, it was was built by Kuhlman Car Company in 1918. (William Shapotkin Collection)

West 5th Avenue in Gary in 1924. That looks like Gary Railways car 206. If so, it was was built by Kuhlman Car Company in 1918. (William Shapotkin Collection)

Gary Railways car 203. Don's Rail Photos: "203 was built by Kuhlman Car Co in 1918, #681, as Gary Street Ry 203. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946." (William Shapotkin Collection)

Gary Railways car 203. Don’s Rail Photos: “203 was built by Kuhlman Car Co in 1918, #681, as Gary Street Ry 203. It was rebuilt by Cummings Car Co in 1927 and scrapped in 1946.” (William Shapotkin Collection)

Gary Railways car 1 is turning into the carbarn off of 22nd Avenue on October 24, 1940. The view looks north from the apron of the car barn. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 1 is turning into the carbarn off of 22nd Avenue on October 24, 1940. The view looks north from the apron of the car barn. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 19, likely on one of those early late 1930s fantrips. (William Shapotkin Collection)

Gary Railways car 19, likely on one of those early late 1930s fantrips. (William Shapotkin Collection)

Gary Railways car 15 in storage at the Gary car barn on January 18, 1941. This car was likely built by Cummings Car Company in 1926. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 15 in storage at the Gary car barn on January 18, 1941. This car was likely built by Cummings Car Company in 1926. (Malcolm D. McCarter Photo, William Shapotkin Collection)

The former Gary Railways car 50 in service as a diner at 63rd Street and Central Avenue in Chicago on March 8, 1947. Don's Rail Photos: "50 was built by Cummings Car Co in 1929. It was scrapped in 1946." (Donald Idarius Photo, William Shapotkin Collection)

The former Gary Railways car 50 in service as a diner at 63rd Street and Central Avenue in Chicago on March 8, 1947. Don’s Rail Photos: “50 was built by Cummings Car Co in 1929. It was scrapped in 1946.” (Donald Idarius Photo, William Shapotkin Collection)

Gary, IN. The Central Electric Railfans' Association day-after abandonment fantrip on March 19, 1939. The view looks west on 37th Street at Michigan Central Crossing (Mississippi Street). (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary, IN. The Central Electric Railfans’ Association day-after abandonment fantrip on March 19, 1939. The view looks west on 37th Street at Michigan Central Crossing (Mississippi Street). (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 3 at Mill Gate on May 1, 1938. Don's Rail Photos: "3 was built by Kuhlman Car Co in February 1925, #851 as Gary & Hobart Traction Co 3. It became GRy 3 in 1925 and scrapped in 1947." (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 3 at Mill Gate on May 1, 1938. Don’s Rail Photos: “3 was built by Kuhlman Car Co in February 1925, #851 as Gary & Hobart Traction Co 3. It became GRy 3 in 1925 and scrapped in 1947.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 5 is on a CERA fantrip, in front of the Hobart car barn on March 19, 1939, the day after regular service here ended. The Nickel Plate's tracks are visible at rear. Don's Rail Photos: "5 was built by Kuhlman Car Co in February 1925, #851, as G&HT 5. It became GRy 5 in 1925 and scrapped in 1947." (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 5 is on a CERA fantrip, in front of the Hobart car barn on March 19, 1939, the day after regular service here ended. The Nickel Plate’s tracks are visible at rear. Don’s Rail Photos: “5 was built by Kuhlman Car Co in February 1925, #851, as G&HT 5. It became GRy 5 in 1925 and scrapped in 1947.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 12 at Mill Gate (Gary) on May 1, 1938. The EJ&E embankment is visible at rear. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 12 at Mill Gate (Gary) on May 1, 1938. The EJ&E embankment is visible at rear. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 9 at Mill Gate terminal in 1942, about to pull a trip to Tolleston. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 9 at Mill Gate terminal in 1942, about to pull a trip to Tolleston. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways 213 at 45th and Grand on July 21, 1946. Don's Rail Photos: "213 was built by Kuhlman Car Co in 1919, #658, as Buffalo & Lake Erie Traction Co 231. It was sold as G&I 213 in 1923 and rebuilt by Cummings Car Co in 1927. It was scrapped in 1947." (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways 213 at 45th and Grand on July 21, 1946. Don’s Rail Photos: “213 was built by Kuhlman Car Co in 1919, #658, as Buffalo & Lake Erie Traction Co 231. It was sold as G&I 213 in 1923 and rebuilt by Cummings Car Co in 1927. It was scrapped in 1947.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19. According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He adds, "Photo 889 is looking south. The railroad crossing in the distance is the South Shore." I assume this photo was taken on the same day as Shapotkin875, also in this post, on March 19, 1939. (Edward Frank, Jr. Photo, William Shapotkin Collection)

Gary Railways car 19. According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He adds, “Photo 889 is looking south. The railroad crossing in the distance is the South Shore.” I assume this photo was taken on the same day as Shapotkin875, also in this post, on March 19, 1939. (Edward Frank, Jr. Photo, William Shapotkin Collection)

The idea behind the "New York Air Line" was simple-- build a track in a straight path between Chicago and New York, reducing the distance traveled by a considerable amount, and use electric vehicles to compete with the steam railroads. It would have been an early form of high-speed rail. But engineering and fundraising challenges proved insurmountable, and the venture collapsed after only about 20 miles of track were built in the vicinity of Gary. Parts were incorporated into the Gary streetcar system. (William Shapotkin Collection)

The idea behind the “New York Air Line” was simple– build a track in a straight path between Chicago and New York, reducing the distance traveled by a considerable amount, and use electric vehicles to compete with the steam railroads. It would have been an early form of high-speed rail. But engineering and fundraising challenges proved insurmountable, and the venture collapsed after only about 20 miles of track were built in the vicinity of Gary. Parts were incorporated into the Gary streetcar system. (William Shapotkin Collection)

Gary in the early 1900s. I believe this is a part of the New York Air Line. (William Shapotkin Collection)

Gary in the early 1900s. I believe this is a part of the New York Air Line. (William Shapotkin Collection)

Gary was a boom town that sprung up practically overnight in the early 1900s. New roads and streetcar lines sprung up along with it. (William Shapotkin Collection)

Gary was a boom town that sprung up practically overnight in the early 1900s. New roads and streetcar lines sprung up along with it. (William Shapotkin Collection)

A streetcar line under construction in Gary in the early 1900s. (William Shapotkin Collection)

A streetcar line under construction in Gary in the early 1900s. (William Shapotkin Collection)

Gary Railways car 6 on the Indiana Harbor Division, west on Fifth Avenue at Colfax Siding in Gary, IN on Saturday, March 18, 1939. (John F. Humiston Photo, William Shapotkin Collection)

Gary Railways car 6 on the Indiana Harbor Division, west on Fifth Avenue at Colfax Siding in Gary, IN on Saturday, March 18, 1939. (John F. Humiston Photo, William Shapotkin Collection)

Breaking ground for grading at East Gary, five miles from Gary, on June 16, 1909. From the Air Line News, July 1909. (William Shapotkin Collection)

Breaking ground for grading at East Gary, five miles from Gary, on June 16, 1909. From the Air Line News, July 1909. (William Shapotkin Collection)

Gary Union Atation. Chris Cole says this "the former NYC/AMTRAK station in Gary. It still stands although in a derelict condition between the railroad tracks and the Indiana Toll Road."(William Shapotkin Collection)

Gary Union Atation. Chris Cole says this “the former NYC/AMTRAK station in Gary. It still stands although in a derelict condition between the railroad tracks and the Indiana Toll Road.”(William Shapotkin Collection)

(William Shapotkin Collection)

(William Shapotkin Collection)

Railroad dignitaries at Air Line Park. From the Air Line News, July 1909. (William Shapotkin Collection)

Railroad dignitaries at Air Line Park. From the Air Line News, July 1909. (William Shapotkin Collection)

(William Shapotkin Collection)

(William Shapotkin Collection)

The Lake Shore Depot in Gary in the early 1900s. (William Shapotkin Collection)

The Lake Shore Depot in Gary in the early 1900s. (William Shapotkin Collection)

(William Shapotkin Collection)

(William Shapotkin Collection)

Gary Railways 109 in storage at the Gary car barn in September 1938. Don's Rail Photos: "109 was built by McGuire-Cummins Mfg Co in 1910 as G&I Ry 109. It was made one man in 1927 and scrapped in 1939." (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways 109 in storage at the Gary car barn in September 1938. Don’s Rail Photos: “109 was built by McGuire-Cummins Mfg Co in 1910 as G&I Ry 109. It was made one man in 1927 and scrapped in 1939.” (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 102. According to the caption, street railway service in Gary was inaugurated with this car. (William Shapotkin Collection)

Gary Railways car 102. According to the caption, street railway service in Gary was inaugurated with this car. (William Shapotkin Collection)

Gary Railways car 17 at the Pennsylvania Railroad crossing in Tolleston on July 21, 1946. Don's Rail Photos: "17 was built by Cummings Car Co in 1926. It was scrapped in 1946." (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 17 at the Pennsylvania Railroad crossing in Tolleston on July 21, 1946. Don’s Rail Photos: “17 was built by Cummings Car Co in 1926. It was scrapped in 1946.” (Gordon E. Lloyd Photo, William Shapotkin Collection)

Gary Railways car 19 on a trestle along a highway. This was a CERA Railfan Special on March 13, 1939 (IMHO, this date may actually have been the 19th, in which case the late Mr. McCarter had a typo in his photo database). According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He continues, "Photo 875 is looking north. The factory on the left was a Cudahy soap plant that made Old Dutch Cleanser. I believe there was a car shop located there as well to service Cudahy’s refrigerator fleet. The first railroad crossing near the factory is the EJ&E line between Shearson and Cavanaugh. The distant crossing is the B&OCT/SLIC joint line." (M. D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 19 on a trestle along a highway. This was a CERA Railfan Special on March 13, 1939 (IMHO, this date may actually have been the 19th, in which case the late Mr. McCarter had a typo in his photo database). According to Bob Lalich, the location is Cline Avenue at the Grand Calumet River. He continues, “Photo 875 is looking north. The factory on the left was a Cudahy soap plant that made Old Dutch Cleanser. I believe there was a car shop located there as well to service Cudahy’s refrigerator fleet. The first railroad crossing near the factory is the EJ&E line between Shearson and Cavanaugh. The distant crossing is the B&OCT/SLIC joint line.” (M. D. McCarter Photo, William Shapotkin Collection)

Air Line car 102. (William Shapotkin Collection)

Air Line car 102. (William Shapotkin Collection)

Looking west along the Air Line toward Monon Crossing on October 17, 1908. From the Air Line News, November 1908. (William Shapotkin Collection)

Looking west along the Air Line toward Monon Crossing on October 17, 1908. From the Air Line News, November 1908. (William Shapotkin Collection)

Laying track west of the Monon Railroad crossing on July 22, 1908. From the Air Line News, August 1908. (William Shapotkin Collection)

Laying track west of the Monon Railroad crossing on July 22, 1908. From the Air Line News, August 1908. (William Shapotkin Collection)

Gary Railways car 19 in downtown Gary, on one of those early fantrips, circa 1939. (William Shapotkin Collection)

Gary Railways car 19 in downtown Gary, on one of those early fantrips, circa 1939. (William Shapotkin Collection)

Gary Railways car 128 at the Gary car barn on May 1, 1938. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 128 at the Gary car barn on May 1, 1938. (Donald Idarius Photo, William Shapotkin Collection)

Gary Railways car 22 at the Mill Gate terminal in Gary on May 1, 1938. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 22 at the Mill Gate terminal in Gary on May 1, 1938. (Malcolm D. McCarter Photo, William Shapotkin Collection)

Gary Railways car 19 on a fantrip, circa 1939. (William Shapotkin Collection)

Gary Railways car 19 on a fantrip, circa 1939. (William Shapotkin Collection)

Gary Railways car 19, likely also on a 1939 CERA fantrip. (William Shapotkin Collection)

Gary Railways car 19, likely also on a 1939 CERA fantrip. (William Shapotkin Collection)

Recent Finds

South Side Elevated locomotive #22 on April 17, 1898, just as this "L" was converting from steam to electricity (note the third rail). This was scanned from a second-generation negative. The original was a 5x7 glass plate neg, and I believe this one was contact printed from that. Now, I took out some of the most obvious imperfections with Photoshop, and the result is probably the best you could hope for, from an image that is 123 years old. (Ralph D. Cleveland Photo)

South Side Elevated locomotive #22 on April 17, 1898, just as this “L” was converting from steam to electricity (note the third rail). This was scanned from a second-generation negative. The original was a 5×7 glass plate neg, and I believe this one was contact printed from that. Now, I took out some of the most obvious imperfections with Photoshop, and the result is probably the best you could hope for, from an image that is 123 years old. (Ralph D. Cleveland Photo)

The North Shore Line's massive Zion station, as it looked in the early 1960s. The elders in what started out as a religious community insisted that the railroad build a station this size, anticipating rapid growth in their community that did not materialize. The station was torn down within a few years of the interurban's 1963 abandonment. The current population is about 23,500.

The North Shore Line’s massive Zion station, as it looked in the early 1960s. The elders in what started out as a religious community insisted that the railroad build a station this size, anticipating rapid growth in their community that did not materialize. The station was torn down within a few years of the interurban’s 1963 abandonment. The current population is about 23,500.

An early postcard view of the Chicago Stock Yards and the "L" branch by the same name.

An early postcard view of the Chicago Stock Yards and the “L” branch by the same name.

Did Not Win

Our resources are always limited, and therefore we do not win the auctions for everything we think will interest our readers. Still, these items we did not win are definitely worth a second look:

This early image of Chicago Aurora and Elgin cars 24, 10, and 20 recently sold for $100.99. It was described as being the original 4x5" negative, not a copy.

This early image of Chicago Aurora and Elgin cars 24, 10, and 20 recently sold for $100.99. It was described as being the original 4×5″ negative, not a copy.

A North Shore Line blueprint recently sold for $122.50 on eBay. Don's Rail Photos: "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."

A North Shore Line blueprint recently sold for $122.50 on eBay. Don’s Rail Photos: “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 a really nice slide that I unfortunately did not win. Lehigh Valley Transit's Liberty Bell Limited, picking up passengers in Allentown, PA. This interurban quit in 1951.

Here is a really nice slide that I unfortunately did not win. Lehigh Valley Transit’s Liberty Bell Limited, picking up passengers in Allentown, PA. This interurban quit in 1951.

A Guide to the Railroad Record Club E-Book

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

William A. Steventon recording the sounds of the North Shore Line in April 1956. (Kenneth Gear Collection)

Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases. The result is a new book on disc, A Guide To the Railroad Record Club. This was quite a project and labor of love on Ken’s part!

Kenneth Gear has written and compiled a complete history of William Steventon‘s Railroad Record Club, which issued 42 different LPs of steam, electric, and diesel railroad audio, beginning with its origins in 1953.

This “book on disc” format allows us to present not only a detailed history of the club and an updated account of Kenneth Gear’s purchase of the William Steventon estate, but it also includes audio files, photo scans and movie files. Virtually all the Railroad Record Club archive is gathered in one place!

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Now Available on Compact Disc:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

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Recent Finds and New Releases

David Sadowski Leave a comment
A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

Besides our usual crop of classic traction photos, this time we also have exciting news about two new products related to the Railroad Record Club. Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases.

The result is a new book on disc, A Guide To the Railroad Record Club (see article below). This was quite a project and labor of love on Ken’s part!

Kenneth Gear‘s doggedness and determination resulted in his tracking down and purchasing the surviving RRC master tapes a few years back, and he has been hard at work having them digitized, at considerable personal expense, so that you and many others can enjoy them with today’s technology. We have already released a few RRC Rarities CDs from Ken’s collection.

When Ken heard the digitized version of RRC LP #08, Canadian National: Canadian Railroading in the Days of Steam, recorded by the late Elwin Purington, he was surprised to find the original tapes were more than twice the length of the 10″ LP. The resulting LP had been considerably edited down to the limited space available, 15 minutes per side.

The scenes were the same, but each was greatly shortened. Now, on compact disc, it is possible to present the full length recordings of this classic LP, which was one of Steventon’s best sellers and an all-around favorite, for the very first time.

Even better, a considerable part of the proceeds of these releases, both available through our Online Store or through the links below, will go to defray some of the thousands of dollars Ken has spent in trying to preserve this history for future generations. Chances are, without his efforts, the Steventon Railroad Record Club collection of tapes and other artifacts would have ended up in a dumpster by now, for lack of interest on anyone’s part in saving them.

For this, Ken deserves the thanks of anyone who enjoys hearing these historic recordings.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 643 members.

Kenneth Gear now has a Facebook group for all things related to the Railroad Record Club, and other railroad audio recordings. Again, it is a private group.

Auction for Jim Martin’s North Shore Line Sign

Jim Martin is a great guy, and you may have seen some of the North Shore Line videos he has posted to YouTube, taken from his original color 8mm movies. He recently contacted us, as he wants to sell an original porcelain-on-metal North Shore Line sign he purchased from legendary Chicago bookseller Owen Davies in 1962.  (You can read more about Owen Davies here.)

This must have been from a Shore Line Route station, since the North Shore Line was still in operation at that time. You can find out more about this eBay auction here. Although we are running the auction and providing our “good offices,” 100% of the proceeds will go to Jim.

It ends at 9:02 PM Central Time on Friday, December 17th. Good luck with your bids.

Now Available – A Guide to the Railroad Record Club E-Book:

Price: $19.99

$10 from the sale of each RRC E-Book will go to Kenneth Gear to repay him for some of his costs in saving this important history.

As many Trolley Dodger readers are aware David and I have been trying to preserve the legacy of William Steventon’s Railroad Record Club. To that end we have collected all the released LPs and reissued them on CDs. We have posted many RRC traction photographs in this blog, put together a history of the club and gathered biographical information about William Steventon and his recording associates.

We uncovered some interesting information about the techniques and equipment used to make field recordings in the pre-digital age and the process of producing the LPs. I acquired the William Steventon estate and discovered a veritable treasure trove of unreleased audio, master tapes, original artwork commissioned for the album jackets, test pressings, movie films and numerous artifacts from all phases of the record making procedure from field tape to released LP.

Despite all that we accomplished we still had one very important question to answer. Now that we had all this material, how do we make it available to everyone who would be interested.

Much audio has been donated to museums and historical societies and CDs are offered for sale in the online store. The history of the club and the story of my efforts to buy the estate have appeared in this blog, but still, that didn’t seem to be enough. We wanted to do more. This wonderful historical material deserves more.

David finally hit on the perfect idea, he suggested that I write an eBook. This format would allow us to present not only a more detailed history of the club and an updated account of my purchase of the estate, but it could also include audio files, photo scans and movie files. Virtually all the Railroad Record Club archive could be gathered into one place!

I began to put the eBook together over a year ago. I rewrote the RRC history that appeared in this blog adding a lot of newly discovered data. Next, I revised my account of the estate purchase and wrote and entirely new chapter detailing the preservation efforts and the cost it entailed. I made lists of every single object acquired and made notes on condition. I spent many days photographing every item including scores of record jackets, labels, pressing plates and test pressings from the many editions of each LP. Countless hours were spent scanning documents, personal letters, magazine ads and articles. Photographs from the collection needed scanning and retouching. All this had to be cataloged and organized and information from many different sources had to be interpreted and fit into the timeline of RRC milestones. A lot of time and effort went into making the Railroad Record Club archive available on a convenient and inexpensive data disc electronic book.

In addition to all of the above, I have compiled what I think is an invaluable resource for RRC enthusiasts. The eBook has a compendium section that contains details about every released record. Each LP’s entry has all the accumulated information we have so far been able to discover about a particular record. Details such as the original release date, reissue date, differences in the various edition jackets and liner notes, master tape specifics and recording dates are listed. There are photo scans of each of the LP’s jackets, labels, test pressings, print blocks, master tapes, pressing plates and artwork. An “Additional Information” section is included for each record detailing any interesting facts we uncovered about the recordist, railroad equipment or notable incidents occurring during the field recording. Best of all each record’s entry has bonus audio tracks that may include unreleased recordings, audio salvaged from ancient homemade records, radio programs and/or railroad sounds from tapes that were in Steventon’s personal collection. Here are a two sample photos of record labels and the “data sheet” entry for Record Number SP-6.

RAILROAD RECORD CLUB

COMPENDIUM

DATA SHEET

RECORD NUMBER: SP-6

TITLE: THE MILWAUKEE ROAD

Box Cab Locomotives On The Coast Division

RELEASED ON 12 INCH DISC ONLY

NRP MATRIX CODE: NR 15567

YEAR OF FIRST PRESSING: 1983

JACKET ILLUSTRATION NOTES:

1st edition jacket has a drawing of CMSt.P&P box cab locomotive No. 10500 by Marshall (Pat) McMahon.  Caption under drawing reads “No. 10500, later E-25 on Houser Way Renton, WA in the 1930’s. Drawn from a photo by James A. Turner in the warren W. Wing collection.”

Back has liner notes.

2nd edition jacket identical to 1st edition

SURVIVING MASTER TAPE(S):

None in the William Steventon estate.

DOCUMENT/PHOTO FOLDER CONTENTS:

(There may exist other editions and variations then those pictured)

1st edition jacket front and back

1st and 2nd edition labels

NRP test pressing labels side 1 and 2

Cassette card

McMahon CMSt.P&P box cab artwork

SOUND FOLDER CONTENTS:

Short excerpt from the unofficial sampler.

Elwin Purington CMSt.P&P box cab bonus track.

Sound folder notes:

Track 1:

In 1965 William Steventon ceased operating the Railroad Record Club as an actual “club.”

From then on all records were sold individually with no minimum to buy. He also stopped producing the sampler records at this time and no sampler records were made after the 8th year (1964).

To continue where Steventon left off an unofficial special pressings sampler has been made for this eBook.  Excerpts of approximately 3 minutes each have been added to the sounds folders of the special pressings records.

Track 2:

This track was recorded by and is narrated by Elwin Purington. The recordings were made at Black River Junction near Seattle, Washington in 1960. The audio was taken from a tape-recorded letter Purington made to Steventon in 1961. These are some of Purington’s earliest stereo recordings and are very realistic. The air horn on those box cab monsters might blow you right out of your chair!

The scene opens as a long train arrives at Black River Junction powered by a set of the old box cabs. Various switching maneuvers are made in the yard. Then the cars are taken north on the wye and a “flying switch” is made and the caboose is moved over to the head end of the locomotives. The caboose’s high pitched air whistle is heard as the train, caboose now leading, crosses a road. Now heading east the train does more switching work. With all local work completed the caboose is put back where it belongs and the train heads out on the south leg of the wye towards Tacoma.

Total: 15:44

ADDITIONAL INFORMATION:

On the jacket front this record is advertised as the 30th anniversary issue 1953-1983. Steventon always dated the beginning of the Railroad Record Club to 1953, the year he made his first railroad recordings.

With the exception for two tracks on side 1, this is the only RRC record recorded in true stereo.

This was the last all new Railroad Record Club release.

Steventon first heard these Milwaukee Road box cab recordings in 1961. It would be 22 years before the recordings were finally released on vinyl.

Elsewhere on the eBook are scans of traction photographs that were sold by the Railroad Record Club.

There is a movie file containing William Steventon’s railroad home movies with footage of the PRR, B&O, N&W and NY Central among others. Traction fans will certainly enjoy scenes of the Washington D. C. Capital Transit streetcars and freight operations. A few screenshots follow:

Every known Steventon recording date, location and subject railroad has been collected and organized into a list.

Record ideas that never came to be are discussed and some interesting facts about the records and the people that recorded them are revealed.

For instance:

William Steventon endured health problems from an early age and his father, an engineer on the New York Central, broke company rules by allowing young William in the cab with him for fear that the child may die without them having spent enough time together.

Record Number 9 was recorded by Thomas A. Hosick. He was co-inventor of the low-pollution, Eliptocline automotive steam vapor engine and was featured in a 1966 cover story in Popular Science magazine.

William Steventon had the assistance of an CNS&M train accident victim in securing permission to make recordings on board North Shore trains.

Record SP-6 was the last all new RRC record and the only one recorded in stereo.

Many other previously unknown facts about the 37-year history of the Railroad Record Club have been painstakingly collected and combined with rare audio and video, vintage ads, photographs, catalogs and much more. A more complete look at the Railroad Record Club would be impossible to produce.

Despite all the work and research that went into compiling this archive, profit and return on investment was not the driving force. Preservation was! It is our belief that the best way to ensure that the legacy of the RRC continues to educate and entertain for years to come is to get it into as many hands as possible. That is why we are offering this incredible amount of material for the low price of $19.99. Each part of this eBook is worth that price on its own. Hours of vintage railroad audio, two video programs and scores of traction photos are included for that one low price. The compendium will prove to be a much-used resource to anyone who is a Railroad Record Club devotee. Even if you have little interest in the RRC itself, the audio and video alone is an outstanding bargain. Please consider purchasing a copy and help David and I preserve the work that William Steventon and all his contributors worked so hard to create.

–Kenneth Gear

Now Available:

RRC08D
Railroad Record Club #08 Deluxe Edition: Canadian National: Canadian Railroading in the Days of Steam, Recorded by Elwin Purington
The Complete Recording From the Original Master Tapes
Price: $15.99

Canadian National. Steaming giants pound high iron on mountain trails, rumble over trestles, hit torpedos and whistle for many road crossings. Mountain railroading with heavy power and lingering whistles! Includes locomotives 3566, 4301, 6013, 3560.

Total time – 72:57

$5 from the sale of RRC08D CD will go to Kenneth Gear to repay him for some of his costs in saving this important history.

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren't going to those places.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren’t going to those places.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

The same location today, courtesy of Mark J. Wolodarsky.

The same location today, courtesy of Mark J. Wolodarsky.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: "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." It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: “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.” It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don's Rail Photos: "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 now preserved at the IRM (since) 1989."

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don’s Rail Photos: “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 now preserved at the IRM (since) 1989.”

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: "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."

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: “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.”

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee. (Ray Muller Photo)

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee.
(Ray Muller Photo)

Chicago North Shore and Milwaukee car 300. Don's Rail Photos: "300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940."

Chicago North Shore and Milwaukee car 300. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans' Association private car in 1941.

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans’ Association private car in 1941.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that's how the cars were lettered.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that’s how the cars were lettered.

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting "tiger stripes."

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting “tiger stripes.”

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the "James W. Ransom," named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the “James W. Ransom,” named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don's Rail Photos: "2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951." (Charles Able Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don’s Rail Photos: “2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951.” (Charles Able Photo)

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 21.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

The Atlantic City and Shore (aka the "Shore Fast Line") ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

The Atlantic City and Shore (aka the “Shore Fast Line”) ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar Kelley's large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

LaMar Kelley’s large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 - Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 – Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don's Rail Photos: "6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932."

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don’s Rail Photos: “6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932.”

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don's Rail Photos: "2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945." (Robert W. Gibson Photo)

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don’s Rail Photos: “2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945.” (Robert W. Gibson Photo)

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

CTA 4000s and 2200s on the Loop "L" in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA 4000s and 2200s on the Loop “L” in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

On May 16, 1954, CTA red Pullman 479 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

On May 16, 1954, CTA red Pullman 479 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

I recently won this auction for "an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. '06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee."

I recently won this auction for “an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. ’06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee.”

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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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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Cool Places

David Sadowski 9 Comments
In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

In street railway parlance, when there are tracks on cross streets such as this, and cars can turn in any direction, that is called a Grand Union. Chicago had several of these, and this is the one at Madison and Clinton Streets. (Clinton is running left-right in this picture.) Bill Hoffman took this picture on September 17, 1954 from a nearby sixth-floor fire escape.

Photographers like Bill Hoffman, Truman Hefner, Joe Diaz, and Edward Frank, Jr. took their cameras with them everywhere back in the 1940s and 1950s. They were able to go to lots of interesting places, many which no longer exist. Today’s post features some of their work, plus that of other railfan shutterbugs. Most are from our own collections, and some have been generously shared by William Shapotkin.

Many of these pictures were taken at the CTA’s South Shops. 1950s streetcar fantrips often included a shops tour, and Hoffman took many pictures of whatever was out on the scrap track at that time. In addition, historic cars that had been saved were trotted out for pictures. This tradition ended after the last Chicago streetcars ran in 1958. In the mid-1980s, the CTA’s collection was parsed out between the Illinois Railway Museum and Fox River Trolley Museum, where these historic vehicles can be appreciated today.

-Enjoy!

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 564 members.

Postage Costs Are Up

Since 2015, we have offered an ever-expanding catalog of classic out-of-print railroad audio from the 1950s and 60s, remastered to CDs. This includes the entire Railroad Record Club output, some of which has now been remastered from the original source tapes. The proceeds from these sales help underwrite the costs of maintaining the Trolley Dodger blog. Postage costs have gone up by a lot, so as of November 15, 2021, we will have no choice but to raise the prices of our single disc CDs by $1. The price of multi-disc sets, DVDs, and books will be unaffected. Until then, you can still purchase discs through our Online Store and via eBay at current prices.

Recent Finds

According to the information I received with this slide, this Jackson Park "L" train is going to the Metropolitan "L" Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South "L". Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: "The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line."

According to the information I received with this slide, this Jackson Park “L” train is going to the Metropolitan “L” Shops at Racine. But the date given (December 1950) must be wrong, as I doubt whether cars 6149-6150 had yet been delivered to the CTA, much less assigned to the North-South “L”. Perhaps a date of 1952 is more likely. (Truman Hefner Photo) George Trapp writes: “The photo of CTA 6149-6150 just east of Throop Street shops on the old Met Mainline I think was taken in September/October of 1951 judging by the brand new look of the cars. The first 200 of the 6000’s (the two orders of flat door cars) and the articulated 5000’s were delivered to 63rd lower yard then sent to Throop Street shops to be readied for service. Jackson Park reading is probably just the reading the factory sent them displaying as this series were first assigned to the Ravenswood line.”

This is the view looking east from out of the back of a westbound Stock Yards "L" train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here-- two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

This is the view looking east from out of the back of a westbound Stock Yards “L” train near the Indiana Avenue station. We see, at left, a northbound train of 4000s on the North-South main line, and, at right, an eastbound Stock Yards train, also made up of 4000s. There were five tracks in all here– two for the Stock Yards, and three on the main line. The date given was June 1951, but the presence of steel cars on Stock Yards could mean this picture was taken during one of the two political conventions at the International Amphitheatre in July 1952 instead. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4270 is on the single-track Stock Yards loop. The date provided (June 1950) may not be correct, as 4000s were only used on this line when there were major events happening at the nearby International Amphitheatre at 4220 S. Halsted Street, which seems to be visible at right and has a bunch of flags flying over it. In that case, the date could be July 1952, when both major political parties held their nominating conventions there. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date-- there were two major conventions in July 1952, so that's a possibility. I'm also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

CTA 4241 and train are on a double-track portion of the Stock Yards line. The presence of a multi-car train of 4000s would suggest that a major event was taking place at the nearby International Amphitheatre. But I am not sure about the June 1950 date– there were two major conventions in July 1952, so that’s a possibility. I’m also not certain that the car number provided with this slide is correct. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street "L", about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the "L" being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

On February 12, 1950, CTA 3148 plus one are westbound at Laramie Avenue on the Lake Street “L”, about to descend to ground level. This is where the changeover from third rail to overhead wire took place back then. The changeover point was later moved to the bottom of the ramp circa 1961, when a section of temporary ramp was installed, as part of the project that resulted in the “L” being shifted onto the nearby C&NW embankment west of here in October 1962. This station was removed during the early 1990s rehab the Lake Street line received, but it was replaced by a new station within a few short years. (Truman Hefner Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Work car W226 and a Western Pacific box car at the CTA materials handling yard at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don's Rail Photos: "W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955." Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

Don’s Rail Photos: “W226, work car, was built by Chicago City Ry in 1908 as CCRy C33. It was renumbered W226 in 1913 and became CSL W226 in 1914. It was retired on January 12, 1955.” Here, we see W226 in the CTA yards at 39th and Halsted on April 8, 1951. (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don's Rail Photos: "S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956." (William C. Hoffman Photo)

CTA supply car S201 at South Shops on July 2, 1949. Don’s Rail Photos: “S201, supply car, was built by Chicago City Ry in 1908 as CCRy C45. It was renumbered S201 in 1913 and became CSL S201 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman's lens, shows CTA salt cars AA103 and AA89. Don's Rail Photos: "AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954." And: "AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954."

The view looking northwest at 71st and Marshfield on October 21, 1953, through Bill Hoffman’s lens, shows CTA salt cars AA103 and AA89. Don’s Rail Photos: “AA103, salt car, was built by South Chicago City Ry in 1907 as SCCRy 338. It was rebuilt in 1907 and became C&SCRy 837 in 1908. It was renumbered 2852 in 1913 and became CSL 2852 in 1914. It was later converted as a salt car and renumbered AA103 in 1948. It was retired on February 17, 1954.” And: “AA89, salt car, was built by CUT in 1900 as CUT 4552. It was rebuilt as 1503 in 1911 and became CSL 1503 in 1914. It was rebuilt as salt car and renumbered AA89 on April 15, 1948. It was retired on September 9, 1954.”

Salt cars and snow plows at South Shops on June 15, 1958. Don's Rail Photos: "E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959." (William C. Hoffman Photo)

Salt cars and snow plows at South Shops on June 15, 1958. Don’s Rail Photos: “E57, sweeper, was built by Russell in 1930. It was retired on March 11, 1959.” (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don's Rail Photos: "Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956." (William C. Hoffman Photo)

CTA freight motor Y303 and Western Pacific box car 40077 at the materials handling yard at 39th and Halsted on April 8, 1951. Don’s Rail Photos: “Y303. baggage car, was built by C&ST in 1911 as 59. It was renumbered Y303 in 1913 and became CSL Y303 in 1914. It was retired on September 27, 1956.” (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

Damaged CTA PCC 4055, built by the St. Louis Car Company in 1947, at South Shops on November 11, 1956. (William C. Hoffman Photo)

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called "PCC Conversion Program" whereby some parts were used in new 6000-series rapid transit cars. Here's what Don's Rail Photos has to say about work car AA104, seen at front: "AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956." Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

The late William C. Hoffman took this picture of the scrap line at South Shops on June 17, 1955. Most of these cars are Pullman-built PCCs that had recently been retired from service, and were destined to be shipped to the St. Louis Car Company for scrapping and parts recycling, as part of the so-called “PCC Conversion Program” whereby some parts were used in new 6000-series rapid transit cars. Here’s what Don’s Rail Photos has to say about work car AA104, seen at front: “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” Somehow, 2843 survived, and is now in the Illinois Railway Museum collection.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 718 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

North Shore Line car 712 at Lake Bluff on October 19, 1963, having been vandalized several months after the interurban was abandoned.

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

The old Chicago & North Western station, torn down in the 1980s. (William Shapotkin Collection)

I'm not sure who the Swift is in this picture, but it isn't the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

I’m not sure who the Swift is in this picture, but it isn’t the Skokie Swift. This picture appears much older than 1964, when the Swift started. Perhaps the Swift here was part of the meat-packing family. (William Shapotkin Collection)

Got that?

Got that?

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don's Rail Photos: "9 was built by Niles Car in 1907. It was scrapped in 1959." (William Shapotkin Collection)

Chicago Aurora & Elgin express motor 9 at Wheaton on April 2, 1957. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.” (William Shapotkin Collection)

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2564 - Torrence Shuttle south of CWI crossing at 112th looking ne."

CSL 2564, signed to go to Torrence and 124th. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2564 – Torrence Shuttle south of CWI crossing at 112th looking ne.”

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: "CSL 2773 is northbound on Lake Park Ave at 55th St." And our resident South Side expert M.E. chimes in: "The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north." Andre Kristopans: "2773 - Lake Park/56th looking SE."

CSL 2773 is running northbound on the Cottage Grove route, next to the Illinois Central Electric commuter rail embankment. (William Shapotkin Collection) Mike Franklin adds: “CSL 2773 is northbound on Lake Park Ave at 55th St.” And our resident South Side expert M.E. chimes in: “The destination sign reads State-Lake, which leads you to think this car is running northbound. But Cottage Grove Ave. south of 95th St. was on the east side of the Illinois Central tracks. Therefore this car has to be heading south, despite the destination sign. Also, I see only one streetcar track on the street. Ergo, I think this photo was taken at 115th and Cottage Grove, looking north. 115th was the end of the streetcar line, so the motorman had already changed the destination sign for the northbound trip. To return north, the streetcar will turn left on 115th (into the picture), east on 115th to St. Lawrence, north to 111th, west to Cottage Grove, then north.” Andre Kristopans: “2773 – Lake Park/56th looking SE.”

FYI, the picture above seems to be a better match to 55th than 115th. Compare with this picture, from one of our previous posts:

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

CTA trolley bus 9440, northbound on Lake Park at 56th, in October 1958. Trolley bus service ended on the 51st-55th route on June 21, 1959, exactly one year after the last Chicago streetcar ran. This was the beginning of a 14-year phase out of electric bus service.

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: "The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that "new" trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I'm not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city's boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC's 59th - 60th St. station."

This enlarged section of the CSL 1941 track map helps explain why there was but one streetcar track on Lake Park near 55th. M.E. writes: “The 1941 CSL track map you sent explains everything. It tells me I was correct to assume there was some sort of loop south and west of the 55th / Lake Park intersection. Keep in mind, though, that the Cottage Grove / 55th St. photo was taken earlier than 1941. The 1941 CSL map shows double trackage along Lake Park Ave., and even to the north and south. All that “new” trackage was put in place to accommodate the 28 Stony Island streetcar route, which by 1941 was running as far north and west as 47th and Cottage Grove (or maybe as far west as the mainline north/south L station at 47th and Prairie. I’m not certain). Route 28 started at 93rd and Stony Island, ran north on Stony Island to 56th St., turned left to duck under the IC tracks, then turned right on Lake Park Ave., north to 47th St., and west from there. Eventually route 28 ran even farther north, all the way into downtown, using Indiana Ave. to Cermak, west to Wabash, north to Grand, and east to Navy Pier. The 1941 CSL map segment also shows the 59th / 61st St. line, which ended at 60th St. and Blackstone Av. The route had to turn north on Blackstone because there was no viaduct on 61st St. under the IC tracks. And the route could not go north of 60th because no road crossed the Midway Plaisance (part of the city’s boulevard system) between Dorchester (1400 E.) and Stony Island (1600 E.). So the CSL did what it could to deliver its route 59 passengers as close as possible to the IC’s 59th – 60th St. station.”

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: "CSL 5074 is southbound on Canal St at 24th St." Our resident South Side expert M.E. adds, "As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th." Andre Kristopans: "5074 - Canal/24th looking n."

CSL 5074, signed to go to both the old Dearborn Street train station and Racine and 87th. (Joe L. Diaz Photo, William Shapotkin Collection) Mike Franklin adds: “CSL 5074 is southbound on Canal St at 24th St.” Our resident South Side expert M.E. adds, “As I remember this route (44), southbound, it took Archer Ave. southwest to Canal St., south on Canal to 29th, west a block to Wallace, south to Root St., west to Halsted, south to 47th, west to Racine, south to 87th. Because it parallels a railroad; because the Pennsylvania Railroad headed straight south out of Union Station (which was also on Canal); and because the Pennsy used a bridge that looks like the one in the background, I think this scene is along Canal, somewhere between Archer and 29th.” Andre Kristopans: “5074 – Canal/24th looking n.”

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2512 - 106th/Indianapolis looking E."

CSL 2512 and another unidentified streetcar. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2512 – 106th/Indianapolis looking E.”

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: "2518 - Calumet Western crossing about 129th looking N."

CSL 2518 on the far southeast side of Chicago, signed to go to Brandon and Brainard. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “2518 – Calumet Western crossing about 129th looking N.”

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: "HWEC 76 - most likely Indianapolis and Exchange at end of line in East Chicago."

Hammond, Whiting, & East Chicago car 76 is signed here to go from Indiana into the City of Chicago, an arrangement that ended in 1940. These cars were just about identical to CSL Pullmans. (William Shapotkin Collection) Andre Kristopans: “HWEC 76 – most likely Indianapolis and Exchange at end of line in East Chicago.”

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Chicago & West Towns 124 is at the east end of the Madison Street line, at Austin Boulevard. Riders going into the city could change here for CSL PCC cars. (Joe L. Diaz Photo, William Shapotkin Collection)

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "HWEC 74 - further study suggests Hohman near Michigan looking S - note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad." Mike Franklin writes: "Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there)."

Hammond, Whiting, & East Chicago car 74. (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “HWEC 74 – further study suggests Hohman near Michigan looking S – note big buildings in distance, seem to match downtown Hammond in street view, and how the power lines go way up in distance, such as crossing a railroad.” Mike Franklin writes: “Hammond, Whiting, & East Chicago car 74 is heading west bound on 119th St at New York Ave, Whiting, Indiana. Building behind the car is the Whiting Post Office (still there).”

CSL 2594. Don's Rail Photos notes that this car, nicknamed a Robertson, was "built by St Louis Car Co in 1901. It was retired on August 1, 1947." (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: "2594 - 106th crossing BRC and PRR 106th east of Torrence looking E."

CSL 2594. Don’s Rail Photos notes that this car, nicknamed a Robertson, was “built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (Edward Frank, Jr. Photo, William Shapotkin Collection) Andre Kristopans: “2594 – 106th crossing BRC and PRR 106th east of Torrence looking E.”

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

Chicago & West Towns Railways car 122 is eastbound on Cermak Road at Oak Park Avenue in suburban Berwyn in 1947. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street "L") has shared space there since 1962. (William Shapotkin Collection)

CTA one-man streetcar 1781 has just gone under the Chicago & North Western embankment at Lake Street and Pine Avenue, probably not long before the end of trolley service on Route 16 in 1954. 1781 will head west for a few blocks before reaching the end of the line at Austin Boulevard, the city limits. This picture gives a good view of the C&NW signal tower, which apparently served four tracks at that time. The tower is still there, but just with three tracks on the successor Union Pacific, as the CTA Green Line (former Lake Street “L”) has shared space there since 1962. (William Shapotkin Collection)

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

The same location in 2019, when the streetcar tracks were finally being removed, after having been unused for 65 years.

Chicago Surface Lines one-man car 3205. I can't make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: "3205 - 51st west of Stewart - sign "55th-LAKE PARK" looking W."

Chicago Surface Lines one-man car 3205. I can’t make out the route sign. (Joe L. Diaz Photo, William Shapotkin Collection) Andre Kristopans: “3205 – 51st west of Stewart – sign “55th-LAKE PARK” looking W.”

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad's 30th Street Station. (William Shapotkin Collection) Michael Greene writes: "The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged."

Philadelphia Transportation Company 8027 on route 38 at the Pennsylvania Railroad’s 30th Street Station. (William Shapotkin Collection) Michael Greene writes: “The picture of PTC 8027 was taken on a weekend between June 1955 and September 10 1955. From September 11 1955 to Route 38’s conversion to bus on October 17 1955, PCCs were used on the 38. The car seen on the 38 was what PTC referred to internally as an SER, an 8000-series car that had been redone inside with chrome stanchions, PCC-style lighting, cross seats up front, the wooden seats getting springing and imitation leather covering, and herringbone gearing. The cars that were not redone were called by PTC, internally, as SE, basically staying the same way as they were delivered in 1923 and 1925, aside from having a PTC logo. Those cars were used on the 38, and, after April 11 1948, on the 37, on weekdays. On Sundays (and Saturdays, at some point) remodeled cars were used on the 37 and 38, in both cases, it was until September 11 1955 that PCCs also came to the 37. Their run ended on November 6 1955 when the 37 and 36, an all-surface route, were merged.”

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago's northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: "CNW on shoofly - Addison looking N." (Mayfair is a neighborhood located within Albany Park on Chicago's northwest side.) Richmond Bates: "The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can't identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks."

A Chicago & North Western train on the Northwest Line at Mayfair on Chicago’s northwest side, during construction of the Northwest (now Kennedy) Expressway on February 3, 1960. (William Shapotkin Collection) Andre Kristopans: “CNW on shoofly – Addison looking N.” (Mayfair is a neighborhood located within Albany Park on Chicago’s northwest side.) Richmond Bates: “The train on the shoofly at Mayfair has a Milwaukee Road diesel, not North Western. Train 15 was the Olympian Hiawatha. I can’t identify the specific photo location. The Milwaukee and the C&NW Wisconsin Division crossed at Mayfair which is near Montrose and the Kennedy Expressway. The photo caption mentions Addison which is about a mile away and might be considered the Irving Park neighborhood. If the photo is near the Mayfair crossing, it could be Milwaukee tracks; if it is Addison, then it must be C&NW tracks.”

I don't know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of '79. (William Shapotkin Collection)

I don’t know for certain, but I think this photo of one of the CTA Skokie Swift cars might date to the Blizzard of ’79. (William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA "L" station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

This shows the Met main line at Halsted and Congress, during expressway construction. Here, the bridge over the highway was being built, and Halsted streetcars were using a shoofly. It looks as though a portion of the CTA “L” station is being removed here, as two of the four tracks at this location were in the expressway footprint. The station itself remained in use by Garfield Park trains until June 1958. This picture is from the early 1950s. (Edward Frank, Jr. Photo, William Shapotkin Collection)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don's Rail Photos: "3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936." (William C. Hoffman Photo)

CTA red car 3200 is on the scrap track at South Shops on January 30, 1954. Don’s Rail Photos: “3200 was built by CSL in 1923. It was given experimental multiple-unit equipment. It was rebuilt as (a) one-two man convertible car in 1936.” (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World's Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

West Chicago Street Railway car 4 at South Shops on October 21, 1956. Historical cars were often trotted out for photos during fantrips, and this was no exception. This car was originally built as Chicago Union Traction 4022 in 1895. CSL had it repainted and renumbered in 1934 for the Chicago World’s Fair (A Century of Progress). This car is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of West Chicago Street Railway car 4, as it looked on October 21, 1956. It was originally Chicago Union Traction car 4022 and never actually operated on the West Chicago Street Railway. It was renumbered and painted this way by the Chicago Surface Lines in the 1930s. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a "replica," which is incorrect.

North Chicago Street Railway 8 was built in 1859 and pulled by horses. The last horsecars in Chicago were retired in 1906, and thereafter, this car was only used for ceremonial occasions, like parades or the opening of streetcar extensions. While CSL did build some replicas of old cars in the early 1930s, this one is the real deal, and one of the oldest such cars in existence. To show you how confusing some of this history can be, photographer Bill Hoffman wrote on the mount of this October 21, 1956 slide that this was a “replica,” which is incorrect.

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The interior of replica cable car trailer 209, as it looked on October 21, 1956. While the sign inside the car says it was used on State Street between 1880 and 1906, in actuality, this was built by the Chicago Surface Lines in the early 1930s, although it includes original parts. Mail car 6 is behind this car. That one is original, but may have been renumbered. (William C. Hoffman Photo)

The Humboldt Park "L" crossing Humboldt Boulevard in 1949. Where the "L" crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park “L” crossing Humboldt Boulevard in 1949. Where the “L” crossed a boulevard, the Park Board insisted that the structure should be fancier than normal, and so it was here. The view looks to the northeast. (William Shapotkin Collection)

The Humboldt Park "L" at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The Humboldt Park “L” at Western Avenue in 1949. The picture can be dated by one of the posters at the station. (William Shapotkin Collection)

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

The second annual Television and Electrical Living show took place in Chicago in October 1949. This poster is visible in the previous picture.

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park "L", possibly circa 1949. The view looks east. (William Shapotkin Collection)

A 2700-series Met car at the St. Louis Avenue station on the Humboldt Park “L”, possibly circa 1949. The view looks east. (William Shapotkin Collection)

Bill Hoffman's attempt to get a shot of bot a CTA "L" car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: "This picture shows the Van Buren temporary tracks used by the Garfield Park 'L' from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as 'two shades of mud'." It's worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park "L" between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

Bill Hoffman’s attempt to get a shot of bot a CTA “L” car on Van Buren and red Pullman #531 on Paulina was thwarted in this instance by a passing truck on October 20, 1953. Edward J. Maurath writes: “This picture shows the Van Buren temporary tracks used by the Garfield Park ‘L’ from 1953-1958. The front of car 2831 is partially obscured by the infamous stop light erected by the CTA to save the expense of installing crossing gates and other crossing signals. I wonder how many of your readers know how frustrating an experience riding on these temporary tracks for approximately 2½ miles was. The system worked like this. For the 2½ miles of temporary tracks there were 15 street crossings. Chicago blocked 5 of them, leaving 10 with these stop-light control systems. They worked like this: normally the light was red and the traffic light systems for the two streets (Van Buren and the cross street) worked normally. When a CTA train stooped for the red light, both street were given a normal cycle and then both streets were given a red light. Then the CTA train light turned to green and remained so until the train had crossed the street. Then the street traffic lights returned to normal use and the CTA train light turned red and remained red until the next train approached. This meant ten lengthy waits at each cross street over the 2½ miles of temporary tracks. To avoid further delays, there were no stops on this 2½ miles of track, but still the constant waiting at each of the ten cross streets was annoying, to say the least. Notice the yellow color of the stop sign for the train. That was the standard color for stop signs until 1954. Also note the color of the train which had not been painted for about 14 years, and has been described as ‘two shades of mud’.” It’s worth noting that the CTA claimed to simply be following the example of the Chicago Aurora & Elgin interurban, which ran in many places without crossing gate protection, although not in an urban area such as this. The CTA was able to speed up the Garfield Park “L” between 1953 and 1958, however, by eliminating several stops, and using faster railcars, to the point where, by the end of the operation, running time from Forest Park to Downtown was the same as it had been before the ground-level operation started.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park "L" right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the "L" on Paulina was just west of here, but was not then in use. "L" cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street "L" starting in April 1954-- a connection used now by Pink Line trains. The streetcar is running on Route 9 - Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

For a few months (September 1953 to January 1954), it was possible to catch CTA red cars crossing the temporary Garfield Park “L” right-of-way at Paulina and Van Burn Streets. Photographer William C. Hoffman tried to do just that, with varying degrees of success. Here, on October 20, 1953, we see CTA Pullman 597 heading south. As you can see, the “L” on Paulina was just west of here, but was not then in use. “L” cars last ran there in February 1951, when the Milwaukee-Dearborn Subway opened. But they would soon run there again, when Douglas Park trains were rerouted via a new connection to the Lake Street “L” starting in April 1954– a connection used now by Pink Line trains. The streetcar is running on Route 9 – Ashland, but is seen on Paulina at this point, because streetcars were not permitted to operate on boulevards, which part of Ashland (between Roosevelt Road and Lake Street) was.

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

The two CSL experimental pre-PCC cars (4001 and 7001), used as storage sheds, at South Shops in May 16, 1954. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That's a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

This is the portal to the old Van Buren streetcar tunnel at Franklin Street on July 26, 1959. That’s a 1957 Chevy, possibly a Bel Air model. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

CSL 2605, built by St. Louis Car Company in 1902, was damaged by fire, and is shown at South Shops on May 16, 1954. (William C. Hoffman Photo)

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

Looking west from 78th and Perry on April 25, 1954, photographer Bill Hoffman captured this view of streetcars on the scrap line at South Shops. From left to right, a Pullman, car 2605 in bluish green, and a streetcar trailer.

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

CTA red Pullman 460 at South Shops in March 1958. It had been retired in 1954 and was saved for the CTA Historical Collection. In the 1980s, it went to the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

The interior of CTA red Pullman 460 in March 1958. By then, it was being stored as part of the CTA Historical Collection, but now it is at the Illinois Railway Museum. (William C. Hoffman Photo)

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: "PCC 7200 - Vincennes at 81st looking NE."

CTA St. Louis-built PCC 7200 at 81st and Halsted in March 1958. (William C. Hoffman Photo) Andre Kristopans: “PCC 7200 – Vincennes at 81st looking NE.”

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

We are looking east into the lower level of Navy Pier on June 25, 1956. The tracks at right belonged to the Chicago & North Western. At one time, they were joined by Grand Avenue streetcar tracks. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park "L" trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 - Ashland. (William C. Hoffman Photo)

Northbound CTA 5573, built by Kuhlman in 1907, is on Paulina at Van Buren on October 29, 1950. Just short of three years later, Garfield Park “L” trains would be re-routed into the south half of Van Buren Street. The streetcar is operating on Route 9 – Ashland. (William C. Hoffman Photo)

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn't stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

The color films available in 1958 were very slow compared to today, and not well suited for night photography. But that didn’t stop Bill Hoffman from using Ektachrome for this shot of CTA PCC 7216 on Wentworth at Cermak in Chinatown on April 30, 1958.

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

CTA 4408 is on the loop at 80th and Vincennes in March 1958. (William C. Hoffman Photo)

The same location today.

The same location today.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

William C. Hoffman captured this view looking east along 63rd Place from Mulligan Avenue on May 19, 1953. He noted on this slide that the last streetcar ran on 63rd on May 23rd. CTA had wanted to convert this line to one-man operation, but there was local opposition on the west end of the line, so buses were substituted instead. This is now a residential area, and the buses ran on 63rd Street a short distance north of here.

The same location today.

The same location today.

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Nagle on May 19, 1953. Red Pullman 321 is on the loop at the west end of the 63rd Street line. Until 1948, streetcar service had continued west from here, as you can see from the tracks. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

The view looking east from 63rd Place and Natchez on May 19, 1953. The tracks in the foreground ran to nearby Summit/Argo a mile or so west of here. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

CTA red Pullman 225 at Limits car barn at Clark and Schubert on a November 11, 1956 fantrip. (William C. Hoffman Photo)

The herald of Central Electric Railfans' Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

The herald of Central Electric Railfans’ Association, hanging on CTA red Pullman 225 on an October 21, 1956 fantrip. When last seen, this item was in the possession of the late John Marton. Car 225 went to Seashore Trolley Museum in Maine in 1957. (William C. Hoffman Photo)

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the "twilight of the trolley."

William C. Hoffman called this photo, taken at South Shops on November 11, 1956, the “twilight of the trolley.”

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn't able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome's ASA 10. (William C. Hoffman Photo)

CTA red Pullman 225 at South Shops on October 21, 1956. This was an early Ektachrome slide that had faded to red, and I wasn’t able to bring the color back completely to normal. Ektachrome was not as sharp as Kodachrome in these days, but had a film speed of 32, faster than Kodachrome’s ASA 10. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

The interior of CTA red Pullman 225, as it looked on an October 21, 1956 fantrip. (William C. Hoffman Photo)

Don's Rail Photos: "AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951." Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

Don’s Rail Photos: “AA94, salt car, was built by Jewett in 1903. #148, as SCCRy 322. It became Calumet & South Chicago Ry 827 in 1908 and renumbered 2842 in 1913. It became CSL 2842 in 1914 and rebuilt as one man service in 1926. It was later converted as a salt car. It was renumbered AA94 in 1948 and retired on August 17, 1951.” Here it is at South Shops on July 2, 1949. (William C. Hoffman Photo)

"Old retired CTA streetcars at 78th and Vincennes on June 26, 1958." When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called "conversion program" that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were "old," these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

“Old retired CTA streetcars at 78th and Vincennes on June 26, 1958.” When streetcar service ended in Chicago, there were approximately 26 PCCs left, none of which were used in the so-called “conversion program” that stripped parts from streetcars for use on 6000-series rapid transit cars. These PCCs, with the sole exception of 4391, we simply scrapped outright. And despite the perception that they were “old,” these cars were only between 10 and 12 years old when taken out of service. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

CTA PCC 7175 on Western Avenue on October 31, 1950. (William C. Hoffman Photo)

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

William C. Hoffman took this picture looking northeast into the CTA yards at South Shops on December 21, 1958, six months after the last Chicago streetcar ran. Red Pullman 144 (now at the Illinois Railway Museum) is in the distance.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Bill Hoffman took this picture of the Chicago Surface Lines logo on a work streetcar on June 15, 1958 at South Shops, less than a week before the last Chicago streetcar ran.

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Experimental CSL pre-PCC streetcar 4001 being used for storage at South Shops on December 18, 1955. It is now at the Illinois Railway Museum. (William C. Hoffman Photo)

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: "Red salt/sleet bus BA108."

Old CTA/CSL buses and trailers awaiting scrapping at South Shops on April 10, 1955, including (from left to right) trolley bus 9114, gas bus RA-308(?), trolley bus 9071, and streetcar trailer 8013. (William C. Hoffman Photo) Andre Kristopans: “Red salt/sleet bus BA108.”

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 9020 at South Shops on October 21, 1956. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8013 at South Shops in March 1958. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

CSL trailer 8023 at South Shops on November 11, 1956. (William C. Hoffman Photo)

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These "Bluebirds" were planned for use as "fast locals" on BMT's elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

BMT 8000 was the prototype of an intended series of 50 such articulated compartment cars, intended to be built by Clark Manufacturing in Michigan for the Brooklyn-Manhattan Transit Company in 1939. These “Bluebirds” were planned for use as “fast locals” on BMT’s elevated and subway lines, that could easily keep up with older cars running in express service. However, when the City of New York purchased BMT in 1940, they cancelled the contract, only taking delivery on this prototype and the five sets that were already under construction. They were retired and scrapped in 1956, but were the first rapid transit cars that used PCC technology, and inspired the first postwar cars built for Chicago.

Keep those cards and letters coming in, folks!

-David Sadowski

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 this online by following this link.

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

Help Support The Trolley Dodger

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Photos by John Engleman

David Sadowski 4 Comments
Amtrak GG1 entering B&P Tunnel, Baltimore. (John Engleman Photo)

Amtrak GG1 entering B&P Tunnel, Baltimore. (John Engleman Photo)

We have recently been assisting John Engleman, an excellent photographer, by scanning 35mm color negatives he took, mainly in the Baltimore area, between 1968 and 1974. These include intercity trains, spanning the era before and after the 1971 Amtrak takeover, and much else.

This is our third post with photos by Mr. Engleman. You will find the others in our previous posts Christmas in July (July 27, 2021) and Chasing Sanborn (Our 275th Post) (August 30, 2021).

All the comments on these photos are by Mr. Engleman. We may yet have more of these to share in future posts.

-David Sadowski

Photos by John Engleman

B&O west end of Mt. Clare "A" Yard, Baltimore under Jackson's Bridge. By this time I had become a B&O Engineer and could stop and take pictures wherever I liked providing it was safe. I was always fond of the F7s and having two consecutively numbered ones was rare. By the Engineer's door of the GP30 propped open though, I was running from that end.

B&O west end of Mt. Clare “A” Yard, Baltimore under Jackson’s Bridge. By this time I had become a B&O Engineer and could stop and take pictures wherever I liked providing it was safe. I was always fond of the F7s and having two consecutively numbered ones was rare. By the Engineer’s door of the GP30 propped open though, I was running from that end.

Amtrak E60 with standard NY-Washington Amfleet train coming into Odenton, Md.

Amtrak E60 with standard NY-Washington Amfleet train coming into Odenton, Md.

Metroliner Northbound at Odenton

Metroliner Northbound at Odenton

Texas International DC-9 crossing Amtrak on approach to BWI airport

Texas International DC-9 crossing Amtrak on approach to BWI airport

Fire tower of some BWI tower (I don't know which) on the glide path to BWI at Stoney Run

Fire tower of some BWI tower (I don’t know which) on the glide path to BWI at Stoney Run

Southbound Metroliner at Stoney Run Road crossing

Southbound Metroliner at Stoney Run Road crossing

Amtrak GG1 4905 at Baltimore's Pennsylvania Station

Amtrak GG1 4905 at Baltimore’s Pennsylvania Station

Scenes taken from my switching engine at the east end of B&O's Bayview Yard.

Scenes taken from my switching engine at the east end of B&O’s Bayview Yard.

Scenes taken from my switching engine at the east end of B&O's Bayview Yard.

Scenes taken from my switching engine at the east end of B&O’s Bayview Yard.

Scenes taken from my switching engine at the east end of B&O's Bayview Yard.

Scenes taken from my switching engine at the east end of B&O’s Bayview Yard.

Northbound Amfleet train with the GG1 that wasn't, #4939 at Odenton, Md. This engine is now at IRM with it's correct number, 4927.

Northbound Amfleet train with the GG1 that wasn’t, #4939 at Odenton, Md. This engine is now at IRM with it’s correct number, 4927.

Same train going away

Same train going away

Conrail Pope's Creek coal train waiting to leave CR's Bayview Yard, Baltimore

Conrail Pope’s Creek coal train waiting to leave CR’s Bayview Yard, Baltimore

B&O's Bayview fire track

B&O’s Bayview fire track

B&O's Bayview fire track

B&O’s Bayview fire track

B&O caboose disappearing into the infamous Howard Street tunnel, Baltimore

B&O caboose disappearing into the infamous Howard Street tunnel, Baltimore

GG1 popping out of B&P tunnel

GG1 popping out of B&P tunnel

The Silver Star leaving Baltimore's Pennsylvania Station heading into the B&P tunnel

The Silver Star leaving Baltimore’s Pennsylvania Station heading into the B&P tunnel

Conrail E33s (Ex-New Haven, exx-Virginian locomotives) passing around Pennsylvania Station

Conrail E33s (Ex-New Haven, exx-Virginian locomotives) passing around Pennsylvania Station

Northern Central branch of Conrail (ex-Pennsy) passing Woodberry Station enroute to Harrisburg. This is now Baltimore's light rail line, and there is still a Woodberry station, although the handsome old one is no longer with us.

Northern Central branch of Conrail (ex-Pennsy) passing Woodberry Station enroute to Harrisburg. This is now Baltimore’s light rail line, and there is still a Woodberry station, although the handsome old one is no longer with us.

B&O freight trains at NA (North Avenue) tower on the Baltimore Belt Line

B&O freight trains at NA (North Avenue) tower on the Baltimore Belt Line

A view across two railroads looking at Baltimore Streetcar Museum's car 1164

A view across two railroads looking at Baltimore Streetcar Museum’s car 1164

Metroliner going into B&P tunnel

Metroliner going into B&P tunnel

Same Metroliner coming out of Pennsylvania Station

Same Metroliner coming out of Pennsylvania Station

Sperry Rail Service Mack PCC railbus in the coach yard at Pennsylvania Station. 623 also shows a Baldwin switcher. At this time Baltimore still had a full time station switcher

Sperry Rail Service Mack PCC railbus in the coach yard at Pennsylvania Station. 623 also shows a Baldwin switcher. At this time Baltimore still had a full time station switcher

At left, a Baldwin switcher. At this time Baltimore still had a full time station switcher.

At left, a Baldwin switcher. At this time Baltimore still had a full time station switcher.

Amtrak 4905 waiting as a 'protect' engine

Amtrak 4905 waiting as a ‘protect’ engine

Conrail hump power, SD9, #6912. Engine was permanently assigned to Bayview

Conrail hump power, SD9, #6912. Engine was permanently assigned to Bayview

Southbound Amtrak passenger and CR coal train at Bayview, Baltimore.

Southbound Amtrak passenger and CR coal train at Bayview, Baltimore.

View of new rail pile at Baltimore Streetcar Museum looking towards Penn Central

View of new rail pile at Baltimore Streetcar Museum looking towards Penn Central

Interior of BSM car 1164

Interior of BSM car 1164

Two B&O trains passing at NA Tower, Baltimore

Two B&O trains passing at NA Tower, Baltimore

B&O train heading into Howard Street tunnel at Mt. Royal Station

B&O train heading into Howard Street tunnel at Mt. Royal Station

Eastbound B&O at NA, with much missed caboose trailing

Eastbound B&O at NA, with much missed caboose trailing

PRR (PC) MP54s arriving in Baltimore, way prior to today's frequent MARC service

PRR (PC) MP54s arriving in Baltimore, way prior to today’s frequent MARC service

Seaboard Coast Line Florida train (probably Silver Star) at Virginia Avenue Tower, Washington DC

Seaboard Coast Line Florida train (probably Silver Star) at Virginia Avenue Tower, Washington DC

Southern Ry. Southern Crescent passing Virginia Avenue Tower

Southern Ry. Southern Crescent passing Virginia Avenue Tower

SP freight somewhere in Texas or Arizona from the Sunset Limited

SP freight somewhere in Texas or Arizona from the Sunset Limited

SP Sunset Limited, location ? Update: Ken Briers says the SP shots in the most recent batch look like San Antonio. Makes sense to me, as the train would have laid over here long enough for me to get off and take photos. Ken usually knows what he is talking about.

SP Sunset Limited, location ? Update: Ken Briers says the SP shots in the most recent batch look like San Antonio. Makes sense to me, as the train would have laid over here long enough for me to get off and take photos. Ken usually knows what he is talking about.

Penn Central RPO cars in Baltimore. PC still had one or two Baltimore-NY set out mail cars in the late '60s, of various lineage

Penn Central RPO cars in Baltimore. PC still had one or two Baltimore-NY set out mail cars in the late ’60s, of various lineage

Remnants of a C&O train at Virginia Avenue Tower, DC

Remnants of a C&O train at Virginia Avenue Tower, DC

More RPOs in Baltimore

More RPOs in Baltimore

C&O streamlined 490 "Chessie" engine just after arrival at B&O Museum, 1968.

C&O streamlined 490 “Chessie” engine just after arrival at B&O Museum, 1968.

Penn Central freight from Potomac Yard passing Virginia Avenue Tower

Penn Central freight from Potomac Yard passing Virginia Avenue Tower

More C&O at Va. Avenue

More C&O at Va. Avenue

More RPOs

More RPOs

Southern Ry. Southern Crescent from B&P Tower, Baltimore with two coast to coast Pullman cars

Southern Ry. Southern Crescent from B&P Tower, Baltimore with two coast to coast Pullman cars

SP Sunset Limited enroute westbound. According to Dave Williams, this is Houston.

SP Sunset Limited enroute westbound. According to Dave Williams, this is Houston.

According to Dave Williams, this Southern Pacific train is in Houston.

According to Dave Williams, this Southern Pacific train is in Houston.

More RPOs

More RPOs

More truncated C&O at Va. Avenue

More truncated C&O at Va. Avenue

From vestibule of Southern Crescent somewhere in the "south" (Georgia, Alabama, etc.). No other information remembered

From vestibule of Southern Crescent somewhere in the “south” (Georgia, Alabama, etc.). No other information remembered

More shots of C&O Chessie 490 at B&O Museum

More shots of C&O Chessie 490 at B&O Museum

SP westbound freight somewhere in Arizona from westbound Sunset Limited

SP westbound freight somewhere in Arizona from westbound Sunset Limited

Did Not Win

Try as we might, our resources for purchasing vintage images are limited. Here are two that are very much worth seeing, but still escaped our grasp:

FYI, this 35mm slide recently sold for $263.88. Pittsburgh Railways PCC Electric Streetcar #1470 Original Kodachrome Color Slide Processed by Kodak McKeesport, Pennsylvania 7 September 1959 Photographer Credit: William D. Volkmer Bob Sherwood writes, "This photo was taken during a Photo Stop during the NRHS Convention trip. My Dad, W. G. Sherwood, is on the sidewalk to the right walking toward the cameraman."

FYI, this 35mm slide recently sold for $263.88.
Pittsburgh Railways PCC Electric Streetcar #1470
Original Kodachrome Color Slide Processed by Kodak
McKeesport, Pennsylvania
7 September 1959
Photographer Credit: William D. Volkmer
Bob Sherwood writes, “This photo was taken during a Photo Stop during the NRHS Convention trip. My Dad, W. G. Sherwood, is on the sidewalk to the right walking toward the cameraman.”

FYI, this original slide recently fetched $100.99 on eBay. Chicago Aurora & Elgin 456 and 314 in Wheaton, sometime around 1952-55. We are looking west.

FYI, this original slide recently fetched $100.99 on eBay. Chicago Aurora & Elgin 456 and 314 in Wheaton, sometime around 1952-55. We are looking west.

Recent Correspondence

Our resident south side expert M. E. writes:

My brother sent me this video teaser of Chicago streetcars in 1950.

A bit more than half takes place along Lawrence Ave. But the rest is on the far south side, my turf.

Right near the beginning, you see a streetcar crossing railroad tracks. This is at 111th and Hale. The view looks northeast. The train tracks are the Rock Island suburban line (which still runs). The streetcar is heading westbound on Monterey Ave., crossing the tracks, then continuing westbound on 111th St. Notice the awning on the drugstore on the corner. You’ll see it again soon.

Now go past all the north side stuff, and come to what is obviously a streetcar going up a hill. This view is a little more than a block west of the rail crossing view. It shows a streetcar climbing the 111th St. “hill”. The awning I mentioned in the rail crossing scene is noticeable in the distance in this view.

One of my neighbors at that time was a boy who attended Morgan Park Military Academy, a few blocks west of the “hill” on 111th St. He told me once that, during a rain, he and other boys soaped the streetcar tracks to watch the streetcars struggle to get up the hill. Nasty!

At the bottom of the hill is a traffic signal for Longwood Drive. Longwood Drive runs north and south along the bottom of the geological Blue Island, which is atop the hill. The road runs from 91st St. (just west of a Rock Island suburban line station) all the way to 119th St. (the city limit) and into the city of Blue Island. Along Longwood Dr. on the hilly side are many huge houses, some maybe even considered mansions. One of those houses is a Frank Lloyd Wright house, between 99th and 100th Sts. on Longwood.

After the hill scene are a few more shots taken at 111th and Hale, showing that a conductor has to get off the streetcar, walk to the railroad tracks, look both ways, then signal the motorman to cross the tracks. Many of the streetcar lines on the south side, even those that carried few passengers, required conductors because there were so many ground-level railroad crossings along those streetcar lines.

The final set of shots is taken at the west terminal of the streetcar line, at 111th and Sacramento. There, on both sides of 111th, you see cemeteries. The cemeteries are the reason the streetcar line was built that far out. Just outside the view to the left is the main line of the Grand Trunk railroad, which crosses 111th. This streetcar line was the Halsted/Vincennes/111th St. line, which at that time was route 8.

My brother also sent me this video.

It is a thorough presentation of the North Shore line in 1945, back when movies were rare and expensive.

One nice touch was the system map from Howard St. to just north of Waukegan. And the video nicely explained all the traffic patterns around North Chicago.

I couldn’t help but notice how busy the northbound trains were. The video shows lots of people waiting at stations to board the train. But consider: This video was shot just when World War II ended. Not many people had cars then.

Shore Line stations were much busier than Skokie Valley stations. It was sad that the CNS&M had to stop its Shore Line service in 1955. That was a very picturesque and interesting route. And, along the Skokie Valley route, there was no outdoor entertainment park at Ravinia at that time.

With all the shots of the Electroliners, it would be easy to think that there were a lot more than just two of them.

One observation: At every station there were signs indicating how far to Chicago and how far to Milwaukee. Along the Skokie Valley route, those signs were aligned properly — I mean, the Milwaukee distance was on the north side of the sign and the Chicago distance was on the south side of the sign. But along the Shore Line route, Chicago was north, Milwaukee was south. Tsk tsk.

Thanks very much! The 1945 video was shot by the late Charles Keevil. His nephew Walter worked for the CTA for many years and he has also been active in various railfan organizations.

Keep those cards and letters coming in, folks.

-David Sadowski

Dr. Harold E. Cox – In Memoriam

Sad news… prolific author and historian Dr. Harold E. Cox has passed away, aged 90. He was the author of PCC Cars of North America (1963) and The Fairmount Park Trolley: A Unique Philadelphia Experiment (1970), among many others.

Former Wilkes U. history professor Harold Cox dead at 90

Post Script

M. E. adds:

Comment about your Engleman posting:

See
https://ggwash.org/view/2733/washingtons-rails-part-1-the-network
which contains a nice map at this link:
https://www.flickr.com/photos/39017545@N02/3866497418/sizes/l/in/set-72157621837169293/ .
This article and map give you everything you ever wanted to know about the rail network in Washington DC. (The article also has a similar map of Baltimore.)

There is no electrification south of Washington DC Union Station, so through passenger trains had to switch between electric and diesel engines at the station.

But freight trains changed engines in Virginia. Pennsy electrification crossed the Potomac River into Virginia. Alongside US 1 through what is now Crystal City and south from there another few miles, there was a long freight yard called Potomac Yard. That is where the engine switch took place. Consequently, one could see GG1s in Potomac Yard.

I’ll bet not a whole lot of people know that GG1s ran south of the Potomac River
into Virginia.

Also, the Pennsylvania Railroad reached almost to Norfolk, in southeastern Virginia, via a route south from Wilmington, Delaware, through Delaware, eastern Maryland and the eastern shore of Virginia. If I remember correctly, the train cars were put on ferries to reach Norfolk. (Question: Which railroad’s engines handled the train cars at the Norfolk end?)

M E

The Trolley Dodger On the Air

I recently appeared on the Dave Plier Show on WGN radio, 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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NEW DVD:

A Tribute to the North Shore Line

To commemorate the 50th anniversary of the demise of the fabled North Shore Line interurban in January 2013, Jeffrey L. Wien and Bradley Criss made a very thorough and professional video presentation, covering the entire route between Chicago and Milwaukee and then some. Sadly, both men are gone now, but their work remains, making this video a tribute to them, as much as it is a tribute to the Chicago North Shore & Milwaukee.

Jeff drew on his own vast collections of movie films, both his own and others such as the late William C. Hoffman, wrote and gave the narration. Bradley acted as video editor, and added authentic sound effects from archival recordings of the North Shore Line.

It was always Jeff’s intention to make this video available to the public, but unfortunately, this did not happen in his lifetime. Now, as the caretakers of Jeff’s railfan legacy, we are proud to offer this excellent two-hour program to you for the first time. The result is a fitting tribute to what Jeff called his “Perpetual Adoration,” which was the name of a stop on the interurban.

Jeff was a wholehearted supporter of our activities, and the proceeds from the sale of this disc will help defray some of the expenses of keeping the Trolley Dodger web site going.

Total time – 121:22

# of Discs – 1
Price: $19.99 (Includes shipping within the United States)

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