Legends and Legacies

All in all, I would have to say this is an amazing photograph. It shows Five Mile Beach Electric Railway car 22 on June 30, 1943, in the middle of World War II, and just two years before streetcars were abandoned in this coastal town (Wildwood) in New Jersey. From what I have read, the war and the resulting nightly blackouts negatively affected tourism and contributed to the demise of the streetcars here. With such an early abandonment, color photos of this operation are very rare, indeed, and the colors on this Red Border Kodachrome have held up quite well. A sign on the car advertises Marty Bohn and His Floor Show at the "Nut Club." The blackouts were not without reason, as German submarines were just offshore, and sometimes crew members would sneak ashore.

All in all, I would have to say this is an amazing photograph. It shows Five Mile Beach Electric Railway car 22 on June 30, 1943, in the middle of World War II, and just two years before streetcars were abandoned in this coastal town (Wildwood) in New Jersey. From what I have read, the war and the resulting nightly blackouts negatively affected tourism and contributed to the demise of the streetcars here. With such an early abandonment, color photos of this operation are very rare, indeed, and the colors on this Red Border Kodachrome have held up quite well. A sign on the car advertises Marty Bohn and His Floor Show at the “Nut Club.” The blackouts were not without reason, as German submarines were just offshore, and sometimes crew members would sneak ashore.

I am both humbled and grateful beyond measure that my late friend Jeffrey Wien made me the beneficiary of his extensive photographic collection (except for his motion picture films, which he donated to the Chicago Film Archives).

Naturally, I would rather that he still be around to enjoy his collection, comment on my posts, and point out where I got something wrong, or help identify some locations. But unfortunately, we don’t get to choose in these matters.

I think the best way I can honor his memory is to keep up the work of historic preservation and education that meant so much to him.

While this post may not have an overall theme, it is full of legends and legacies. It is thanks to the hard work and sacrifice of many people, Jeff included, that anything at all has been saved from the electric railways of the past. Some of the photos here were taken after the North Shore Line quit, and show various railcars sitting around, waiting to be saved or scrapped. There are also pictures of the fledgling and somewhat ramshackle early days of the Illinois Electric Railway Museum, at its original and temporary home in North Chicago.

You if had told one of the founders of what is now IRM back then all the progress that has been made since at Union, they hardly could have believed it possible. Institutions like IRM are saving this history and preserving it for future generations, while also making it possible to have some of the same experiences riding the equipment in the collection, that people enjoyed in the past.

If we can maintain the same spirit, all this important history will be our legacy to those who come after us. I am intent on doing my part.

-David Sadowski

PS- We thank Jack Bejna, Andre Kristopans, William Shapotkin, and Colin Wisner for contributing to this post.

We also have a Facebook auxiliary for The Trolley Dodger where you can participate further. It is a private group, so unfortunately you won’t be able to see the content unless you join. It is free. As of this writing, we have 183 members.

From Jeff Wien’s Collection

The North Shore Line ticket cabinet from the Dempster Street station in Skokie. It still has the tickets in it.

The North Shore Line ticket cabinet from the Dempster Street station in Skokie. It still has the tickets in it.

I will have to straighten this out, as the tickets were jostled when the cabinet was moved. The balls were apparently placed behind the tickets.

I will have to straighten this out, as the tickets were jostled when the cabinet was moved. The balls were apparently placed behind the tickets.

This metal route sign hung on the side of a wooden Metropolitan "L" car, and was of a type in use for a half-century prior to the opening of the Dearborn-Milwaukee Subway in 1951. Remarkably, it has survived for 70 years since it last could have been used in service. The sign was reversible, and the other side says Humboldt Park.

This metal route sign hung on the side of a wooden Metropolitan “L” car, and was of a type in use for a half-century prior to the opening of the Dearborn-Milwaukee Subway in 1951. Remarkably, it has survived for 70 years since it last could have been used in service. The sign was reversible, and the other side says Humboldt Park.

A fare counter from a Chicago streetcar. There was a Chicago streetcar 3351, a Peter Witt that was scrapped around 1952, but I am not certain that these didn't have their own numbers.

A fare counter from a Chicago streetcar. There was a Chicago streetcar 3351, a Peter Witt that was scrapped around 1952, but I am not certain that these didn’t have their own numbers.

This metal sign appears to show the original version of the CTA's "Metropolitan Transit" logo, first introduced in 1958. By then, the agency wanted the public to know that it served more than just Chicago.

This metal sign appears to show the original version of the CTA’s “Metropolitan Transit” logo, first introduced in 1958. By then, the agency wanted the public to know that it served more than just Chicago.

The North Shore Line eventually joined the Insull Empire that, by the mid-1920s, included all three major Chicago interurbans and the "L". So it should not be too much of a surprise that the North Shore had its own rider publication for a few years, with leaflet holders presumably made by the same firm as the "L"s. The North Shore Line version is said to be rare, as many were melted down for scrap during WWII.

The North Shore Line eventually joined the Insull Empire that, by the mid-1920s, included all three major Chicago interurbans and the “L”. So it should not be too much of a surprise that the North Shore had its own rider publication for a few years, with leaflet holders presumably made by the same firm as the “L”s. The North Shore Line version is said to be rare, as many were melted down for scrap during WWII.

Leaflet holders from 4000-series "L" cars. The Elevated News was published by the Chicago Elevated Railways Collateral Trust, formed in 1913 as a voluntary association by the four independent (or at least they started that way) "L" firms. The 4000-series, which eventually ran to 455 cars, was the first designed for use on all the various "L" lines. The title of their rider publication was changed to Rapid Transit News in 1924, coincident with the formation of the Chicago Rapid Transit Company. The Chicago Transit Authority had its own publication, the Rider's Reader, for a few years starting in 1948.

Leaflet holders from 4000-series “L” cars. The Elevated News was published by the Chicago Elevated Railways Collateral Trust, formed in 1913 as a voluntary association by the four independent (or at least they started that way) “L” firms. The 4000-series, which eventually ran to 455 cars, was the first designed for use on all the various “L” lines. The title of their rider publication was changed to Rapid Transit News in 1924, coincident with the formation of the Chicago Rapid Transit Company. The Chicago Transit Authority had its own publication, the Rider’s Reader, for a few years starting in 1948.

This leaflet holder is marked as having come from CTA PCC 7213, the last Chicago streetcar that ran on June 21, 1958.

This leaflet holder is marked as having come from CTA PCC 7213, the last Chicago streetcar that ran on June 21, 1958.

Although Chicago had a total of 600 postwar PCC streetcars, this was too much for a single manufacturer to produce in the immediate postwar era, so the order was divided between Pullman (310) and St. Louis Car Company (290). The "Read As You Ride" leaflet holder at left came from a St. Louis PCC (7213), while the one at right may have come from a Pullman. Their interiors were painted different colors.

Although Chicago had a total of 600 postwar PCC streetcars, this was too much for a single manufacturer to produce in the immediate postwar era, so the order was divided between Pullman (310) and St. Louis Car Company (290). The “Read As You Ride” leaflet holder at left came from a St. Louis PCC (7213), while the one at right may have come from a Pullman. Their interiors were painted different colors.

Jeff's collection included a leaflet holder from another city. Several cities had "Public Service" in their streetcar operator's names, so offhand, I am not sure which city this came from. (Frank J. Flörianz Jr. says it is from New Jersey.)

Jeff’s collection included a leaflet holder from another city. Several cities had “Public Service” in their streetcar operator’s names, so offhand, I am not sure which city this came from. (Frank J. Flörianz Jr. says it is from New Jersey.)

I found this clipping that Jeff cut out of the Chicago Tribune in 1978 inside the "Read As You Ride" leaflet holder from PCC 7213, the last Chicago streetcar.

I found this clipping that Jeff cut out of the Chicago Tribune in 1978 inside the “Read As You Ride” leaflet holder from PCC 7213, the last Chicago streetcar.

Recent Finds

There were a few cities besides New York, Chicago, Boston, and Philadelphia to have some sort of elevated electric railways, and Kansas City was among them. Here, Kansas City Public Service car 785 is descending from the 8th Street "L" at Baltimore Avenue on September 3, 1952. I was fortunate to win this original Red Border Kodachrome slide, because I had lost an auction for it once before when someone sold it. Kansas City abandoned streetcars in 1957, but has since reopened a modern streetcar line. (Edward S. Miller Photo)

There were a few cities besides New York, Chicago, Boston, and Philadelphia to have some sort of elevated electric railways, and Kansas City was among them. Here, Kansas City Public Service car 785 is descending from the 8th Street “L” at Baltimore Avenue on September 3, 1952. I was fortunate to win this original Red Border Kodachrome slide, because I had lost an auction for it once before when someone sold it. Kansas City abandoned streetcars in 1957, but has since reopened a modern streetcar line. (Edward S. Miller Photo)

A single CRT wooden "L" car is at the Dempster Street terminal in Skokie, probably in the 1940s. This "L" branch was replaced by buses in 1948, but returned in 1964 in the form of the Skokie Swift (today's Yellow Line), a year after the North Shore Line (who owned these tracks) ended all service.

A single CRT wooden “L” car is at the Dempster Street terminal in Skokie, probably in the 1940s. This “L” branch was replaced by buses in 1948, but returned in 1964 in the form of the Skokie Swift (today’s Yellow Line), a year after the North Shore Line (who owned these tracks) ended all service.

This is one of the experimental "Bluebird" articulated compartment car trains (probably the prototype) being tested on the Brooklyn-Manhattan Transit system circa 1939. BMT ordered 50 of these units from the Clark Equipment Company, intended to be "fast locals" to mix with slower express trains on El lines. But when the City of New York purchased BMT in 1940, they cancelled the order, except for five units that had already been built. They lived out the rest of their days as oddball equipment before being scrapped in 1956. But the Bluebirds were the first rapid transit cars to use PCC technology, and were a major influence on the four articulated 5000s that CRT ordered at the end of World War II.

This is one of the experimental “Bluebird” articulated compartment car trains (probably the prototype) being tested on the Brooklyn-Manhattan Transit system circa 1939. BMT ordered 50 of these units from the Clark Equipment Company, intended to be “fast locals” to mix with slower express trains on El lines. But when the City of New York purchased BMT in 1940, they cancelled the order, except for five units that had already been built. They lived out the rest of their days as oddball equipment before being scrapped in 1956. But the Bluebirds were the first rapid transit cars to use PCC technology, and were a major influence on the four articulated 5000s that CRT ordered at the end of World War II.

The former Chicago Aurora & Elgin station in Villa Park still exists and is a local landmark. But here we see it under construction in 1929. The Ovaltine plant at left has since been converted to residential.

The former Chicago Aurora & Elgin station in Villa Park still exists and is a local landmark. But here we see it under construction in 1929. The Ovaltine plant at left has since been converted to residential.

I spent some time cleaning up this image, which was part of a stereo pair meant to be viewed in 3-D using a handheld device called a "stereopticon." It shows Chicago's Loop "L" circa 1905, and this is the original left-hand running, bi-directional configuration, before it was changed in 1913. So the train at right is moving towards us, while the train at left is moving away from us. The view looks west along Van Buren Street, and that is the old Tower 12 at left. A Metropolitan "L" train is on the inner Loop, while a Lake Street train trails a Northwestern "L" train on the outer Loop. At this stage, only the Lake trains would have needed trolley poles. The station at Van Buren and State is visible in the distance.

I spent some time cleaning up this image, which was part of a stereo pair meant to be viewed in 3-D using a handheld device called a “stereopticon.” It shows Chicago’s Loop “L” circa 1905, and this is the original left-hand running, bi-directional configuration, before it was changed in 1913. So the train at right is moving towards us, while the train at left is moving away from us. The view looks west along Van Buren Street, and that is the old Tower 12 at left. A Metropolitan “L” train is on the inner Loop, while a Lake Street train trails a Northwestern “L” train on the outer Loop. At this stage, only the Lake trains would have needed trolley poles. The station at Van Buren and State is visible in the distance.

A Stereopticon viewer.

A Stereopticon viewer.

Chicago Surface Lines car 2802 is on a charter trip on June 12, 1940. This was apparently a fan favorite, as we have previously published a photo of the same car on a 1941 fantrip.

Chicago Surface Lines car 2802 is on a charter trip on June 12, 1940. This was apparently a fan favorite, as we have previously published a photo of the same car on a 1941 fantrip.

North Shore Line car 709 at the Branford Trolley Museum in Connecticut in October 30, 1966, just three and a half years after the interurban quit. The location given is Farm River Road. Don's Rail Photos: "709 was built by Cincinnati Car Co in 1924, #2725. It was sold to Branford Trolley Museum in 1963."

North Shore Line car 709 at the Branford Trolley Museum in Connecticut in October 30, 1966, just three and a half years after the interurban quit. The location given is Farm River Road. Don’s Rail Photos: “709 was built by Cincinnati Car Co in 1924, #2725. It was sold to Branford Trolley Museum in 1963.”

This is another remarkable photograph, showing Monongahela West Penn car 320 at night in June 1946. Such night shots were very difficult to achieve back then, due to the slow film speed of the time (this is Kodachrome 10, as in ASA/ISO 10). About the only way to take such a picture would have been with a very long exposure, with the camera resting on a tripod. (Dr. H. Blackbunn Photo)

This is another remarkable photograph, showing Monongahela West Penn car 320 at night in June 1946. Such night shots were very difficult to achieve back then, due to the slow film speed of the time (this is Kodachrome 10, as in ASA/ISO 10). About the only way to take such a picture would have been with a very long exposure, with the camera resting on a tripod. (Dr. H. Blackbunn Photo)

South Shore Line cars 105 and 1 in April 1963.

South Shore Line cars 105 and 1 in April 1963.

Another great night shot, this time it's Illinois Terminal 473 on the line that ran from St. Louis to Granite City in the 1950s. This was IT's final passenger line and was abandoned in June 1958, on the same weekend that the last Chicago streetcar ran.

Another great night shot, this time it’s Illinois Terminal 473 on the line that ran from St. Louis to Granite City in the 1950s. This was IT’s final passenger line and was abandoned in June 1958, on the same weekend that the last Chicago streetcar ran.

CTA PCC 4406, a product of the St. Louis Car Company, at Clark and Archer in April 1954. (William Shapotkin Collection)

CTA PCC 4406, a product of the St. Louis Car Company, at Clark and Archer in April 1954. (William Shapotkin Collection)

This is DesPlaines Avenue in Forest Park, the end of the CTA Congress rapid transit line. The license plates would indicate a date of 1961, perhaps in the Fall since that is a 1962 Chevy in the parking lot. The various signs on the Leyden Motor Coach bus might confuse you, but on the side, it is marked "OSA" meaning this is a fantrip. (William Shapotkin Collection) Bill Shapotkin writes: "Unable to read the bus number, bus OSA operated trips on 06/17/61 (trip #2) using Leyden bus #95 and on 03/18/62 (trip #10) using Leyden buses #90, 157 and 164. If you can identify the fleet number, that would cement down the details." This is bus #90, so that makes the date March 18, 1962.

This is DesPlaines Avenue in Forest Park, the end of the CTA Congress rapid transit line. The license plates would indicate a date of 1961, perhaps in the Fall since that is a 1962 Chevy in the parking lot. The various signs on the Leyden Motor Coach bus might confuse you, but on the side, it is marked “OSA” meaning this is a fantrip. (William Shapotkin Collection) Bill Shapotkin writes: “Unable to read the bus number, bus OSA operated trips on 06/17/61 (trip #2) using Leyden bus #95 and on 03/18/62 (trip #10) using Leyden buses #90, 157 and 164. If you can identify the fleet number, that would cement down the details.” This is bus #90, so that makes the date March 18, 1962.

CTA 6053 is at the rear of a northbound Ravenswood All-Stop train approaching Armitage in August 1986. The two center tracks lead down to the State Street Subway. (William Shapotkin Collection)

CTA 6053 is at the rear of a northbound Ravenswood All-Stop train approaching Armitage in August 1986. The two center tracks lead down to the State Street Subway. (William Shapotkin Collection)

A southbound CTA Englewood train (lead car: 2033) has met a northbound Howard train at Armitage station in April 1985, and is descending into the State Street Subway. (William Shapotkin Collection)

A southbound CTA Englewood train (lead car: 2033) has met a northbound Howard train at Armitage station in April 1985, and is descending into the State Street Subway. (William Shapotkin Collection)

North Shore Line former merchandise dispatch car 215 at the Harrison Shops in Milwaukee on July 7, 1953. Don's Rail Photos: "215 was built by Cincinnati Car in October 1922, #2605. The loading doors (were moved) from the ends to the center. It was demotorized and used as a tool car."

North Shore Line former merchandise dispatch car 215 at the Harrison Shops in Milwaukee on July 7, 1953. Don’s Rail Photos: “215 was built by Cincinnati Car in October 1922, #2605. The loading doors (were moved) from the ends to the center. It was demotorized and used as a tool car.”

On May 22, 1944, Illinois Governor Dwight H. Green (1897-1958) poses with officials from the Illinois State Militia, next to a 1700-series Chicago Surface Lines car promoting that branch of the military during World War II. Green served two terms as governor from 1941-49 before his defeat by Democrat Adlai Stevenson.

On May 22, 1944, Illinois Governor Dwight H. Green (1897-1958) poses with officials from the Illinois State Militia, next to a 1700-series Chicago Surface Lines car promoting that branch of the military during World War II. Green served two terms as governor from 1941-49 before his defeat by Democrat Adlai Stevenson.

While I don't have the negative that goes with this Chicago Sun photo file slip, it does at least identify some of the notables in the negative I do have. The Chicago Sun was a morning newspaper, started in 1941 by the Field family. It bought the Chicago Times in 1948 and the paper has been the Chicago Sun-Times ever since (although no longer owned by Field Enterprises).

While I don’t have the negative that goes with this Chicago Sun photo file slip, it does at least identify some of the notables in the negative I do have. The Chicago Sun was a morning newspaper, started in 1941 by the Field family. It bought the Chicago Times in 1948 and the paper has been the Chicago Sun-Times ever since (although no longer owned by Field Enterprises).

North Shore Line cars 192 and 187 at Highwood in September 1963, looking much worse the wear, nine months after abandonment. But in actuality, these cars had been retired some years earlier. Don's Rail Photos: "187 was built by Cincinnati Car in August 1920, (order) #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964. 192 was built by Cincinnati Car in August 1920, #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964." Apparently these cars were considered surplus after the abandonment of the Shore Line Route in 1955.

North Shore Line cars 192 and 187 at Highwood in September 1963, looking much worse the wear, nine months after abandonment. But in actuality, these cars had been retired some years earlier. Don’s Rail Photos: “187 was built by Cincinnati Car in August 1920, (order) #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964. 192 was built by Cincinnati Car in August 1920, #2450. It was retired on December 31, 1955. It was scrapped at Rondout on January 29, 1964.” Apparently these cars were considered surplus after the abandonment of the Shore Line Route in 1955.

This photo is a bit of a mystery. It is dated September 1963, which means these are probably North Shore Line cars in dead storage at Highwood, awaiting disposition. However, that doesn't explain the Shore Line Route sign, as that portion of the Interurban had been abandoned in 1955. And after the 1963 abandonment, a lot of these signs were scarfed up by fans and were missing from the trains that were scrapped. Don's Rail Photos: "(Combine) 256 was built by Jewett in 1917. It seems to be the only one which retained its original configuration." It did not survive. The fate of the Silverliner at right is not known.

This photo is a bit of a mystery. It is dated September 1963, which means these are probably North Shore Line cars in dead storage at Highwood, awaiting disposition. However, that doesn’t explain the Shore Line Route sign, as that portion of the Interurban had been abandoned in 1955. And after the 1963 abandonment, a lot of these signs were scarfed up by fans and were missing from the trains that were scrapped. Don’s Rail Photos: “(Combine) 256 was built by Jewett in 1917. It seems to be the only one which retained its original configuration.” It did not survive. The fate of the Silverliner at right is not known.

On June 16, 1962, the late Maury Klebolt talks to the North Shore Line train crew during a fantrip at Harrison Street in Milwaukee. This must have been an Illini Railroad Club excursion. There were many such trips during the last year of the interurban's existence. (Richard H. Young Photo)

On June 16, 1962, the late Maury Klebolt talks to the North Shore Line train crew during a fantrip at Harrison Street in Milwaukee. This must have been an Illini Railroad Club excursion. There were many such trips during the last year of the interurban’s existence. (Richard H. Young Photo)

A close-up of Maury Klebolt (1930-1988). Not sure who is at left.

A close-up of Maury Klebolt (1930-1988). Not sure who is at left.

CTA Pullman PCC 4077 heads southbound at 2600 N. Clark Street in the early 1950s. It may be running on either Route 22 or 36. The Pullmans had almost entirely disappeared from service by the end of 1954, for the so-called "PCC Conversion Program."

CTA Pullman PCC 4077 heads southbound at 2600 N. Clark Street in the early 1950s. It may be running on either Route 22 or 36. The Pullmans had almost entirely disappeared from service by the end of 1954, for the so-called “PCC Conversion Program.”

The same location today.

The same location today.

The Illinois Electric Railway Museum in North Chicago in September 1963, shortly before the collection was moved to its permanent location in Union. From left to right, we see Milwaukee streetcar 966, a Milwaukee Electric interurban car (either 1129 or 1135), and Indiana Railroad car 65.

The Illinois Electric Railway Museum in North Chicago in September 1963, shortly before the collection was moved to its permanent location in Union. From left to right, we see Milwaukee streetcar 966, a Milwaukee Electric interurban car (either 1129 or 1135), and Indiana Railroad car 65.

This September 1963 (or at least, that's when the film was processed) view of the Illinois Electric Railway Museum is not the sharpest, but it does show, from left to right, CTA snow sweeper E223, Illinois Terminal 101, one of the Chicago Aurora & Elgin interurbans, and a Milwaukee Electric car.

This September 1963 (or at least, that’s when the film was processed) view of the Illinois Electric Railway Museum is not the sharpest, but it does show, from left to right, CTA snow sweeper E223, Illinois Terminal 101, one of the Chicago Aurora & Elgin interurbans, and a Milwaukee Electric car.

North Shore Line Silverliner 409 at Roosevelt Road on august 4, 1956. Don's Rail Photos: "409 was built by Cincinnati Car in May 1923, #2465, as a dining car motor. In 1942 it was rebuilt as a coach and rebuilt as a Silverliner on March 30, 1955. Since it had no bulkhead between smoking and non-smoking sections, it was our favorite car to be used for meetings of the Milwaukee Division of the Electric Railroaders Association in Milwaukee. The North Shore was very cooperative in making sure that the car was in the location shown on meeting nights." The 409 is now at the Illinois Railway Museum. (C. G. Parsons Photo)

North Shore Line Silverliner 409 at Roosevelt Road on august 4, 1956. Don’s Rail Photos: “409 was built by Cincinnati Car in May 1923, #2465, as a dining car motor. In 1942 it was rebuilt as a coach and rebuilt as a Silverliner on March 30, 1955. Since it had no bulkhead between smoking and non-smoking sections, it was our favorite car to be used for meetings of the Milwaukee Division of the Electric Railroaders Association in Milwaukee. The North Shore was very cooperative in making sure that the car was in the location shown on meeting nights.” The 409 is now at the Illinois Railway Museum. (C. G. Parsons Photo)

This amazing real photo postcard sold on eBay for $77.89. I unfortunately was not aware of the auction. It shows the Ridgeland "L" station on South Boulevard in Oak Park. The postcard was mailed in 1909 and hence can't be any later than that. Work is already underway to elevate the Chicago & North Western tracks at left. The Lake Street "L" itself would join it on the embankment in 1962.

This amazing real photo postcard sold on eBay for $77.89. I unfortunately was not aware of the auction. It shows the Ridgeland “L” station on South Boulevard in Oak Park. The postcard was mailed in 1909 and hence can’t be any later than that. Work is already underway to elevate the Chicago & North Western tracks at left. The Lake Street “L” itself would join it on the embankment in 1962.

NYCTA Brooklyn PCC 1049 is running on the 72 Smith Line to the Brooklyn Bridge in this undated photo, taken between 1946 and 1956. According to the information on the half frame slide mount, this is on 10th Avenue at 17th Street, at the 9th Avenue Depot. Half frame had a brief vogue in the early 1950s, as a way to double the number of pictures on a 35mm roll, while still maintaining some level of quality. But most photographers back then didn't need twice as many pictures on a roll. In the long run, it Kodak downsized their film over time, from sizes 126 to 110 and Disc, in order to make bigger profits. But sharpness was reduced in turn, and full-frame 25mm is still with us today. These 1950s Brooklyn PCCs appear to have had about as many dents as their Chicago cousins. (R. Fillman Photo)

NYCTA Brooklyn PCC 1049 is running on the 72 Smith Line to the Brooklyn Bridge in this undated photo, taken between 1946 and 1956. According to the information on the half frame slide mount, this is on 10th Avenue at 17th Street, at the 9th Avenue Depot. Half frame had a brief vogue in the early 1950s, as a way to double the number of pictures on a 35mm roll, while still maintaining some level of quality. But most photographers back then didn’t need twice as many pictures on a roll. In the long run, it Kodak downsized their film over time, from sizes 126 to 110 and Disc, in order to make bigger profits. But sharpness was reduced in turn, and full-frame 25mm is still with us today. These 1950s Brooklyn PCCs appear to have had about as many dents as their Chicago cousins. (R. Fillman Photo)

The Magic of Clark Frazier

Clark Frazier is an excellent photographer who has been active since around 1956. Among the first 35mm slides that I took home from Jeff’s collection were over 100 that he had purchased from Mr. Frazier over the last few years. Even better, Mr. Frazier did a lot of traveling, so his work covers many different cities. In his retired years, Jeff loved purchasing excellent slides that not only reflected his own type of shooting, but filled in gaps in his collection– views that he was unable to capture himself, or places he couldn’t get to before something ceased operating. For example, in this representative sampling, I am not certain that Jeff was able to visit Washington D.C. prior to the abandonment of streetcars there in 1962, and I don’t think he could get to San Francisco in time to ride the “Iron Monsters” before they were all taken out of service around 1957. So here they are.

All the photos in this section are © by Clark Frazier.

DC Transit 1572 on Route 70 at Georgia and Alaska on February 7, 1959. (Clark Frazier Photo)

DC Transit 1572 on Route 70 at Georgia and Alaska on February 7, 1959. (Clark Frazier Photo)

DC Transit 1566 inbound on Route 82 at Riverdale on September 1, 1958. (Clark Frazier Photo)

DC Transit 1566 inbound on Route 82 at Riverdale on September 1, 1958. (Clark Frazier Photo)

SF Muni 77 turn back meets 130 on Geary Boulevard in 1956. Hope that dog made it across the street safely. (Clark Frazier Photo)

SF Muni 77 turn back meets 130 on Geary Boulevard in 1956. Hope that dog made it across the street safely. (Clark Frazier Photo)

DC Transit 1322 at the Department of the Interior on Route 82, on September 2, 1958. (Clark Frazier Photo)

DC Transit 1322 at the Department of the Interior on Route 82, on September 2, 1958. (Clark Frazier Photo)

DC Transit 1567 on Route 82 on Rhode Island Avenue, September 1, 1958. (Clark Frazier Photo)

DC Transit 1567 on Route 82 on Rhode Island Avenue, September 1, 1958. (Clark Frazier Photo)

Boston MTA 3311 and 3305 are stuck in the snow at Riverside after a "Noreaster" on March 4, 1960. (Clark Frazier Photo)

Boston MTA 3311 and 3305 are stuck in the snow at Riverside after a “Noreaster” on March 4, 1960. (Clark Frazier Photo)

SF Muni 139 turns left from Geary onto 33rd Avenue in 1956. (Clark Frazier Photo)

SF Muni 139 turns left from Geary onto 33rd Avenue in 1956. (Clark Frazier Photo)

St. Louis Public Service PCC 1628 arrives at South Broadway carhouse on August 23, 1958. (Clark Frazier Photo)

St. Louis Public Service PCC 1628 arrives at South Broadway carhouse on August 23, 1958. (Clark Frazier Photo)

DC Transit 1555 from Cabin John in Brookmont on June 7, 1959. (Clark Frazier Photo)

DC Transit 1555 from Cabin John in Brookmont on June 7, 1959. (Clark Frazier Photo)

SF Muni 195 on the C Line at Geary and Van Ness in January 1957. (Clark Frazier Photo)

SF Muni 195 on the C Line at Geary and Van Ness in January 1957. (Clark Frazier Photo)

SF Muni 205 and 1014 at the end of the N Line in 1957. (Clark Frazier Photo)

SF Muni 205 and 1014 at the end of the N Line in 1957. (Clark Frazier Photo)

SF Muni 176 outbound on the N Line to the beach in 1957. (Clark Frazier Photo)

SF Muni 176 outbound on the N Line to the beach in 1957. (Clark Frazier Photo)

DC Transit 1469 is on Rhode Island Avenue (Route 82) in Maryland, August 11, 1958. (Clark Frazier Photo)

DC Transit 1469 is on Rhode Island Avenue (Route 82) in Maryland, August 11, 1958. (Clark Frazier Photo)

SF Muni 199 at 46th and Vicente on the L line on September 9, 1957. (Clark Frazier Photo)

SF Muni 199 at 46th and Vicente on the L line on September 9, 1957. (Clark Frazier Photo)

El Paso 1500 backs up at the Cotton Street Carbarn on June 12, 1959. (Clark Frazier Photo)

El Paso 1500 backs up at the Cotton Street Carbarn on June 12, 1959. (Clark Frazier Photo)

DC Transit 1321 at the Soldier's Home end of Route 74 on February 7, 1959. (Clark Frazier Photo)

DC Transit 1321 at the Soldier’s Home end of Route 74 on February 7, 1959. (Clark Frazier Photo)

SF Muni 156 is an inbound J Line car at Market and Duboce in 1957. (Clark Frazier Photo)

SF Muni 156 is an inbound J Line car at Market and Duboce in 1957. (Clark Frazier Photo)

SF Muni 178 is heading to the beach on Carl Street (N Line) in 1957. Don's Rail Photos: "178, K Type, was built by Bethlehem Shipbuilding Co in 1923." From wrm.org: "The Bay Area Electric Railway Association purchased the 178 from the Muni in February of 1959, and moved it to Marysville, California, for storage on a Sacramento Northern spur for occasional operation on the electrified trackage in the Marysville-Yuba City area. It was moved to Rio Vista Junction in August, 1964 to join the rest of the BAERA collection. 178 returned to San Francisco in 1982 to be part of the Trolley Festival on Market Street while the City rebuilt it’s cable cars lines. In 1983 the 178 returned to the Western Railway Museum and still operates today." (Clark Frazier Photo)

SF Muni 178 is heading to the beach on Carl Street (N Line) in 1957. Don’s Rail Photos: “178, K Type, was built by Bethlehem Shipbuilding Co in 1923.” From wrm.org: “The Bay Area Electric Railway Association purchased the 178 from the Muni in February of 1959, and moved it to Marysville, California, for storage on a Sacramento Northern spur for occasional operation on the electrified trackage in the Marysville-Yuba City area. It was moved to Rio Vista Junction in August, 1964 to join the rest of the BAERA collection. 178 returned to San Francisco in 1982 to be part of the Trolley Festival on Market Street while the City rebuilt it’s cable cars lines. In 1983 the 178 returned to the Western Railway Museum and still operates today.” (Clark Frazier Photo)

SF Muni 105 on the B (Geary) Line at Leavenworth Street in 1956. (Clark Frazier Photo)

SF Muni 105 on the B (Geary) Line at Leavenworth Street in 1956. (Clark Frazier Photo)

DC Transit (ex-Capital Traction) 303 at the Mt. Rainier Loop on September 1, 1958. Don's Rail Photos: "303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian (National Museum of American History)." The 303 was retired from regular service in 1913 but was kept for charter use until the end of DC streetcar service in 1962. (Clark Frazier Photo)

DC Transit (ex-Capital Traction) 303 at the Mt. Rainier Loop on September 1, 1958. Don’s Rail Photos: “303 was built by American Car Co in 1898 as Capital Traction Co 303. It is now at the Smithsonian (National Museum of American History).” The 303 was retired from regular service in 1913 but was kept for charter use until the end of DC streetcar service in 1962. (Clark Frazier Photo)

SF Muni 206 is on the C Line at 2nd Avenue and Cornwall in 1956. (Clark Frazier Photo)

SF Muni 206 is on the C Line at 2nd Avenue and Cornwall in 1956. (Clark Frazier Photo)

SF Muni 188 is running on the K Line on Market Street between 5th and 6th in 1957. (Clark Frazier Photo)

SF Muni 188 is running on the K Line on Market Street between 5th and 6th in 1957. (Clark Frazier Photo)

DC Transit 1399 on Route 90, at Pennsylvania Avenue SE, on June 7, 1959. (Clark Frazier Photo)

DC Transit 1399 on Route 90, at Pennsylvania Avenue SE, on June 7, 1959. (Clark Frazier Photo)

DC Transit 1288 at Friendship Heights, running on Route 30, on June 7, 1959. (Clark Frazier Photo)

DC Transit 1288 at Friendship Heights, running on Route 30, on June 7, 1959. (Clark Frazier Photo)

Chicago Rapid Transit Route Descriptions

“L” operations were rather complex prior to the October 1, 1947 takeover by the Chicago Transit Authority, so much so that Chicago Rapid Transit Company maps typically made no attempt to explain them. There were pocket guides published over the years by third parties that included explanations, but often these were considerably out of date by the time of publication.

Here, courtesy of Andre Kristopans, are the various CRT route descriptions that describe the service in place at the time when CTA assumed control. The dates vary from 1940 to 1946 because service hadn’t been altered on those lines by October 1, 1947.

“L” service “grew like Topsy” in the early years, as the saying goes, reflecting its origins as four separate companies, operating independently. There were expresses and locals, and by 1913, some trains through-routed from the north and south sides, some trains ending or originating at the four downtown stub-end terminals, and the several branch lines. Trains were split at some locations, with one part going one way, the other part a different way.

Powering the Metropolitan West Side Elevated

We recently acquired the August, 1895 edition of Power magazine, which featured a three-page article describing the then-new Metropolitan West Side Elevated‘s Loomis Street power plant. The Met was the first of Chicago’s four “L”s to operate exclusively with electricity. The South Side and Lake Street “L”s began life with steam locomotives. The Met was greatly influenced by the success of the experimental Columbian Intramural Railway at the World’s Columbian Exposition in 1893.

In 1895, there was no such thing as commercially available electricity on this kind of scale. You had to make your own.

You can read the entire article here.

Recent Correspondence

Colin Wisner writes:

I spent the morning talking to a friend over zoom and doodling this, Indiana Railroad Car 65. I showed the drawing to him and he was kind of impressed.

Thanks! In case you don’t know him, Colin is a very talented young man who enjoys searching the former Chicago, Aurora & Elgin right-of-way in search of artifacts that have until now been overlooked. He has found, among many other things, a small section of third rail.

Jack Bejna writes:

I enjoyed the latest post as I always do. I really like the shot of the Highwood Shops and since I have some time this morning I decided to help out the image by getting rid of the bad portion. Hope you like it!

ps: I never took the time to get over to the shops and get some pictures, so I rely on you for keeping the memories of the North Shore alive! Thanks for your great work.

Thanks! Our regular readers are probably familiar with Jack’s great work, which has graced these pages many times in the past, and will hopefully do so in the future.

From our resident South Side expert M.E.:

First, Happy New Year, a bit late because your last few postings were so heavily weighted toward the north side, I had nothing to comment on. But I have a few things today.

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This is the schedule sheet for south side service. At the bottom of the page is “Stock Yard Services”. Notice the heading “Jackson Pk.” and its associated train times. According to the route description, two morning trains ran from Jackson Park to Indiana Av., then onto the Stock Yards tracks. And two evening trains ran from the Stock Yards to Indiana Ave., then to Jackson Park. This is the first time I have heard of any trains doing that.

I had always thought the switches west of Indiana made it difficult to get between the main line and the Stock Yards line. But this schedule sheet piqued my curiosity, so I dug out my CERA Bulletin 115, which has great trackage maps toward the back. Plate 8, Detail 15, page 235, illustrating the trackage at Indiana Ave. in 1914, shows there were usable switches between the Stock Yards and main lines. Those switches could have still existed in April 1946 — the date of this schedule — because Plate 8 also shows the switch arrangement starting in 1949 (the one I remember), which would not have worked well to switch between the two lines.

The date April 1946 is after World War II, so even if this route was put in place during the war, it continued after the war. Interesting.

Thanks very much!

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This sheet verifies that Englewood trains ran to Ravenswood. That is the route I first rode on the Rapid Transit Lines.

For Further Reading

Several issues of The Elevated News and Rapid Transit News from the 1920s can be read here via Google Books. You can even download the entire book.

These publications include important historical information that might not be available otherwise. To cite a couple of examples, here are excerpts from the May 1, 1926 issue of Rapid Transit News.

First, we had a recent discussion here (see Our Sixth Anniversary, January 21, 2021) that mentioned an underground passageway that connected Union Station to the Canal Street “L” station on the Met main line. Well, this is not only mentioned in Rapid Transit News, but there is both a map and a photo. We also learn that it was used by 8,000 people per day.

Second, there is a progress report on the new “L” service to Bellwood and Westchester, then set to open, including a picture of the tower that controlled movements on this branch off the Chicago, Aurora & Elgin main line.

Keep those cards and letters coming in, folks.

-David Sadowski

PS- We have added the two nocturnal shots to our previous post Night Beat (June 21, 2016). If you like this style of photography, you might want to check it out.

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.

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

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

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways. While the elevated Chicago Loop is justly famous as a symbol of the city, the fascinating history of its subways is less well known. The City of Chicago broke ground on what would become the “Initial System of Subways” during the Great Depression and finished 20 years later. This gigantic construction project, a part of the New Deal, would overcome many obstacles while tunneling through Chicago’s soft blue clay, under congested downtown streets, and even beneath the mighty Chicago River. Chicago’s first rapid transit subway opened in 1943 after decades of wrangling over routes, financing, and logistics. It grew to encompass the State Street, Dearborn-Milwaukee, and West Side Subways, with the latter modernizing the old Garfield Park “L” into the median of Chicago’s first expressway. Take a trip underground and see how Chicago’s “I Will” spirit overcame challenges and persevered to help with the successful building of the subways that move millions. Building Chicago’s subways was national news and a matter of considerable civic pride–making it a “Second City” no more!

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

This is our 264th 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 740,000 page views, for which we are very grateful.
You can help us continue our original transit research by checking out the fine products in our Online Store.
As we have said before, “If you buy here, we will be here.”
We thank you for your support.
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Your financial contributions help make this web site better, and are greatly appreciated.

Thankful

This is a beautiful shot, showing a six-car CTA train of 6000s heading northwest on the Logan Square "L" at Damen Avenue on August 21, 1970. The photographer identified the first four cars as 6629-30 and 6657-58. Sometimes the angles work out just right.

This is a beautiful shot, showing a six-car CTA train of 6000s heading northwest on the Logan Square “L” at Damen Avenue on August 21, 1970. The photographer identified the first four cars as 6629-30 and 6657-58. Sometimes the angles work out just right.

It’s the time of year when we all take stock of all the good things in our lives, the things we are thankful for, and share our abundance of good fortune with our loved ones. The Trolley Dodger is no exception to this, and we have a plateful of classic traction photos for you, a feast for the eyes. We are very thankful for our readers, and hope you all have a safe and enjoyable Thanksgiving holiday.

This is our first post in a while, but we have been very busy the whole time. First, I worked 25 straight days as an election judge during the recent presidential contest, 16 days at polling places, and an additional 9 days processing mail ballots.

Second, proofs were ready to go over for our next book, Chicago’s Lost “L”s. This is our third traction book as sole author, and a tremendous amount of work goes into making each one as factual, informative, and entertaining as possible. When I post pictures here, and get something wrong, the error can be corrected later, but once a book is published, it’s done. We strive for 100% accuracy.

Furthermore, in our books we always strive to include pictures that our readers have not seen before. During the course of working on this book, we made numerous photo substitutions. Even after we had chosen what we thought were the right pictures, we ended up swapping out about one-third of these later, for even better ones.

A great deal of time and resources are involved. For example, during the proofing stage, we changed out seven photos. These, combined, cost us nearly $500. Naturally we have drawn largely from our own collections, and from those kindly shared with the permission of our contributors. But even so, we often have to seek our those missing pieces of the jigsaw puzzle that is a book such as this, and have to compete for those images in the marketplace, along with everyone else.

At any rate, we are very pleased with how Chicago’s Lost “L”s is turning out, and we look forward to seeing it in print sometime next year. Now we are on to the stage where our changes and corrections are incorporated into the layout, and we expect to soon have the final proofs to look over.

Thirdly, since we find there is often much more to talk about than can be shared in these occasional blog posts, we have started a Facebook auxiliary for The Trolley Dodger. This is an add-on, and takes nothing away from what you see here. It’s a private group, meaning the posts are not public and can only be seen by those who join the group. But if Facebook is not your thing, it can be safely ignored.

Some of the discussions we have had on Facebook have actually been beneficial to this post, and to my new book.

For this post, we have lots of recent photo finds, plus some more pictures that escaped our grasp.

Keep those cards and letters coming in, folks!

-David Sadowski

Melvin Bernero

Posted on Facebook:

It is with great sadness that I pass along information about the death of our friend, Melvin Bernero.

Melvin had been a director of Omnibus Society of America for decades, and has played a key role in keeping the organization going as the editor and publisher of the newsletter and the annual calendar… there will not be a funeral. Maybe there will be a memorial service in a few months.

Apparently this was Covid-related. He thought that he had the flu, and had picked something up while waiting in line for early voting. His neighbors brought him coffee, and discovered that he had passed away at home. That is all the information I have.

Mel was an excellent photographer, and posted over 34,000 pictures to Flickr. He leaves a rich and remarkable legacy and will be truly missed.

Recent Finds

North Shore Line combine car 256 in Milwaukee in November 1962. Don's Rail Photos: "256 was built by Jewett in 1917. It seems to be the only one which retained its original configuration." There is a very similar photo on Don Ross's web site attributed to Joe Testagrose, but it doesn't seem quite identical to this one. If not taken by him, it was probably someone standing next to him, which happens more often than you might think.

North Shore Line combine car 256 in Milwaukee in November 1962. Don’s Rail Photos: “256 was built by Jewett in 1917. It seems to be the only one which retained its original configuration.” There is a very similar photo on Don Ross’s web site attributed to Joe Testagrose, but it doesn’t seem quite identical to this one. If not taken by him, it was probably someone standing next to him, which happens more often than you might think.

This is an improved version of an image we previously posted with the following caption: CSL 1786 under the Lake Street "L" on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC's assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, "This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location."

This is an improved version of an image we previously posted with the following caption: CSL 1786 under the Lake Street “L” on November 23, 1952. Note the Chicago Motor Coach yard at right. CMC’s assets had been purchased by CTA a few months earlier, and were gradually being integrated into regular CTA operations. Bill Shapotkin adds, “This pic is actually at Lake/Kenton (not Cicero). The car is E/B. This is the only such photo I have ever seen at this location.”

The former Ridge station on what had been the Niles Center "L" branch, as it appeared in July 1970. The station entrances to both Ridge and Asbury looked nearly identical, but as J. J. Sedelmaier points out, Asbury was being used as a convenience store during this time. This is along the current path (in Evanston) of the CTA Yellow Line, which began life as part of the North Shore Line's Skokie Valley Route in the mid-1920s. Both stations have long since been removed, except for a few traces at track level.

The former Ridge station on what had been the Niles Center “L” branch, as it appeared in July 1970. The station entrances to both Ridge and Asbury looked nearly identical, but as J. J. Sedelmaier points out, Asbury was being used as a convenience store during this time. This is along the current path (in Evanston) of the CTA Yellow Line, which began life as part of the North Shore Line’s Skokie Valley Route in the mid-1920s. Both stations have long since been removed, except for a few traces at track level.

We have featured the work of photographer Richard H. Young before, going back to some of our earliest posts in 2015. Here, on June 2, 1960, we see a four-car North Shore Line train, headed up by car 175, at the Mundelein station. He notes, "Train just arrived and standing on departure track but poles not reversed yet."

We have featured the work of photographer Richard H. Young before, going back to some of our earliest posts in 2015. Here, on June 2, 1960, we see a four-car North Shore Line train, headed up by car 175, at the Mundelein station. He notes, “Train just arrived and standing on departure track but poles not reversed yet.”

North Shore Line Electroliner set 801-802 has just pulled out from the Milwaukee terminal at 6th and Clybourn on October 31, 1948. (Richard H. Young Photo)

North Shore Line Electroliner set 801-802 has just pulled out from the Milwaukee terminal at 6th and Clybourn on October 31, 1948. (Richard H. Young Photo)

Chicago, Aurora & Elgin express motor 7 at the Wheaton shops. I was going to speculate that this might have been after abandonment, but apparently not, as the car was later repainted with stripes. So this could be circa 1950. Don's Rail Photos; "7 was built by Jewett Car in 1906. In 1941 it was rebuilt as a tool car."

Chicago, Aurora & Elgin express motor 7 at the Wheaton shops. I was going to speculate that this might have been after abandonment, but apparently not, as the car was later repainted with stripes. So this could be circa 1950. Don’s Rail Photos; “7 was built by Jewett Car in 1906. In 1941 it was rebuilt as a tool car.”

Illinois Terminal electric loco 1596, a Class "C", at Granite City on September 12, 1955. Note car 101 is next to it, now at the Illinois Railway Museum. Don's Rail Photos: "1596, Class C, was built at Decatur in December 1929. It was sold for scrap to Hyman Michaels on March 25, 1956." (Bob Selle Photo)

Illinois Terminal electric loco 1596, a Class “C”, at Granite City on September 12, 1955. Note car 101 is next to it, now at the Illinois Railway Museum. Don’s Rail Photos: “1596, Class C, was built at Decatur in December 1929. It was sold for scrap to Hyman Michaels on March 25, 1956.” (Bob Selle Photo)

From left to right, at the Illinois Electric Railway Museum on October 25, 1958, we see Illinois Terminal line car 1702, CRT/CTA "L" car 1024, and Milwaukee streetcar 972. This is when the museum was at North Chicago. Don's Rail Photos: "1702 was built by Danville Ry & Light Co in 1903 as 1507, a pull car. It was rebuilt as a line car in 1922 and renumbered 1702 in August 1925. It was purchased by Illinois Electric Ry Museum on October 11, 1958. 1024 was built by Pullman in 1899 as NWERy 24. It was renumbered 1024 in 1913 and became CRT 1024 in 1923. It was rebuilt as 1st S-111 on March 19, 1955, and sold to Illinois Railway Museum as 1024 in 1958. 972 was built by St Louis Car Co in 1927, #1466. It was purchased by IRM in 1958 and was operated frequently." (Bob Selle Photo)

From left to right, at the Illinois Electric Railway Museum on October 25, 1958, we see Illinois Terminal line car 1702, CRT/CTA “L” car 1024, and Milwaukee streetcar 972. This is when the museum was at North Chicago. Don’s Rail Photos: “1702 was built by Danville Ry & Light Co in 1903 as 1507, a pull car. It was rebuilt as a line car in 1922 and renumbered 1702 in August 1925. It was purchased by Illinois Electric Ry Museum on October 11, 1958. 1024 was built by Pullman in 1899 as NWERy 24. It was renumbered 1024 in 1913 and became CRT 1024 in 1923. It was rebuilt as 1st S-111 on March 19, 1955, and sold to Illinois Railway Museum as 1024 in 1958. 972 was built by St Louis Car Co in 1927, #1466. It was purchased by IRM in 1958 and was operated frequently.” (Bob Selle Photo)

Another view at IERM on October 25, 1958. Illinois Terminal line car 1702 is in front of TM 1129, with CRT/CTA gate car 1024 at right. (Bob Selle Photo)

Another view at IERM on October 25, 1958. Illinois Terminal line car 1702 is in front of TM 1129, with CRT/CTA gate car 1024 at right. (Bob Selle Photo)

CTA red Pullman 440 is southbound at Kedzie and Van Buren on July 1, 1953, passing by Kedzie Station. (Bob Selle Photo)

CTA red Pullman 440 is southbound at Kedzie and Van Buren on July 1, 1953, passing by Kedzie Station. (Bob Selle Photo)

This appears to be an Omnibus Society of America trolley bus fantrip, using CTA 9193, on March 2, 1958. I think part of the idea was to use this bus on parts of the system where this type of bus had not previously been in use. I have posted three other pictures from this same trip in the past on my blog. One shows the TB at the back of Kedzie garage, another at Kedzie and the Congress Expressway, and the third at Kedzie and 33rd. This being a fantrip would help explain why the TB is on Homer, a short-turn path for the Armitage route. It was billed as the first-ever trackless fantrip in Chicago. Looks like the photographer got lucky, and there just happened to be a work train overhead on the Logan Square "L". That could be S-337. If so, Don's Rail Photos notes, "S-337 was a trailer built by American Car & Foundry in 1907 as NWERy 273. It was renumbered 1273 in 1913 and because CRT 1273. It was rebuilt as 1812 and rebuilt as S-337. It was scrapped in November 1968." The street in the background is Milwaukee Avenue.

This appears to be an Omnibus Society of America trolley bus fantrip, using CTA 9193, on March 2, 1958. I think part of the idea was to use this bus on parts of the system where this type of bus had not previously been in use. I have posted three other pictures from this same trip in the past on my blog. One shows the TB at the back of Kedzie garage, another at Kedzie and the Congress Expressway, and the third at Kedzie and 33rd. This being a fantrip would help explain why the TB is on Homer, a short-turn path for the Armitage route. It was billed as the first-ever trackless fantrip in Chicago. Looks like the photographer got lucky, and there just happened to be a work train overhead on the Logan Square “L”. That could be S-337. If so, Don’s Rail Photos notes, “S-337 was a trailer built by American Car & Foundry in 1907 as NWERy 273. It was renumbered 1273 in 1913 and because CRT 1273. It was rebuilt as 1812 and rebuilt as S-337. It was scrapped in November 1968.” The street in the background is Milwaukee Avenue.

The same location today. Homer is located a block south of Armitage.

The same location today. Homer is located a block south of Armitage.

CTA gate car 1024 and an unidentified work car are heading south at Isabella in Evanston, on an April 1958 fantrip sponsored by the Illinois Electric Railway Museum. By then, wood cars were no longer being used in regular passenger service. The museum purchased the 1024 and it headed up to North Chicago once this fantrip was over. The lightly-used station at Isabella closed in 1973, and all traces of it were removed shortly after.

CTA gate car 1024 and an unidentified work car are heading south at Isabella in Evanston, on an April 1958 fantrip sponsored by the Illinois Electric Railway Museum. By then, wood cars were no longer being used in regular passenger service. The museum purchased the 1024 and it headed up to North Chicago once this fantrip was over. The lightly-used station at Isabella closed in 1973, and all traces of it were removed shortly after.

This is a view I recall seeing many times growing up. A two-car train of CTA 2000s prepares to depart the Lake Street "L" terminal at Harlem Avenue on November 11, 1966. We are looking mainly to the east. The street at right is South Boulevard in Oak Park. These "L" cars were but two years old at this point, having replaced 4000s.

This is a view I recall seeing many times growing up. A two-car train of CTA 2000s prepares to depart the Lake Street “L” terminal at Harlem Avenue on November 11, 1966. We are looking mainly to the east. The street at right is South Boulevard in Oak Park. These “L” cars were but two years old at this point, having replaced 4000s.

CTA work car S-200 at Homan Avenue (Lake Street "L") in March 1962. Don's Rail Photos: "S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1923."

CTA work car S-200 at Homan Avenue (Lake Street “L”) in March 1962. Don’s Rail Photos: “S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1923.”

A rare view looking north along the Wilson Avenue Lower Yard in August 1956. Perhaps the final use for these tracks, which were apparently removed in the late 1950s, was to store some old wood cars prior to scrapping. Note some of the cars have broken windows. The back of the McJunkin Building is visible at right. The tracks ended at Wilson Avenue.

A rare view looking north along the Wilson Avenue Lower Yard in August 1956. Perhaps the final use for these tracks, which were apparently removed in the late 1950s, was to store some old wood cars prior to scrapping. Note some of the cars have broken windows. The back of the McJunkin Building is visible at right. The tracks ended at Wilson Avenue.

North Shore Line 253 at the Milwaukee Terminal. Don's Rail Photos: "253 was built by Jewett in 1917. It dropped seating to 28 on June 17, 1924, and was acquired by IRM in 1963."

North Shore Line 253 at the Milwaukee Terminal. Don’s Rail Photos: “253 was built by Jewett in 1917. It dropped seating to 28 on June 17, 1924, and was acquired by IRM in 1963.”

Red Arrow (Philadelphia Suburban Transportation Company) Bullet car 207 at 69th Street on June 7, 1964.

Red Arrow (Philadelphia Suburban Transportation Company) Bullet car 207 at 69th Street on June 7, 1964.

CTA 2332 and train at Laramie on the Douglas Park "L" (now the CTA Pink Line) on February 8, 1991. (Peter Ehrlich Photo, © 2020 Peter Ehrlich)

CTA 2332 and train at Laramie on the Douglas Park “L” (now the CTA Pink Line) on February 8, 1991. (Peter Ehrlich Photo, © 2020 Peter Ehrlich)

A two-car train of North Shore Line Silverliners at 6th and Walker in Milwaukee (probably in the late 1950s). We are apparently looking south.

A two-car train of North Shore Line Silverliners at 6th and Walker in Milwaukee (probably in the late 1950s). We are apparently looking south.

The same location today, looking south. The direction was partly determined by where the manhole cover is in the older picture. An expressway is now just to the right, truncating the cross street.

The same location today, looking south. The direction was partly determined by where the manhole cover is in the older picture. An expressway is now just to the right, truncating the cross street.

CA&E 433 and 426 at DesPlaines Avenue in Forest Park, sometime between 1953 and 1957.

CA&E 433 and 426 at DesPlaines Avenue in Forest Park, sometime between 1953 and 1957.

More That Got Away

We can’t buy all the nice pictures, but we can still share some of them with you.

A nice view of CTA Historic cars 4271-4272 by the old Wilson Shops.

A nice view of CTA Historic cars 4271-4272 by the old Wilson Shops.

The Loop "L" in 1900, looking north from Adams and Wabash. In the distance, you can see Madison and Wabash in the distance, and what appears to be a direct entrance into a building. Graham Garfield adds, "Yup—it’s the Louis Sullivan-designed bridge to the Schlesinger and Mayer (later Carson Pirie Scott) department store!"

The Loop “L” in 1900, looking north from Adams and Wabash. In the distance, you can see Madison and Wabash in the distance, and what appears to be a direct entrance into a building. Graham Garfield adds, “Yup—it’s the Louis Sullivan-designed bridge to the Schlesinger and Mayer (later Carson Pirie Scott) department store!”

According to this 1924 ad, the platform canopies on all 207 Chicago "L" stations were being re-roofed with Armco Ingot Iron.

According to this 1924 ad, the platform canopies on all 207 Chicago “L” stations were being re-roofed with Armco Ingot Iron.

A westbound CTA trolley bus passes the Luna theatre, which was located at 4743 W. Belmont, circa 1968.

A westbound CTA trolley bus passes the Luna theatre, which was located at 4743 W. Belmont, circa 1968.

Recently, there were nine rare postcard photos up for auction, all relating to the Metropolitan West Side “L”. We were fortunate to win four of these, which will appear in our upcoming book Chicago’s Lost “L”s. Here are the others we did not win:

This shows where the Met crossed over the Lake Street "L". This picture was taken prior to the construction of the Lake Street Transfer station in 1913, made possible once the four competing "L" companies came under joint operation.

This shows where the Met crossed over the Lake Street “L”. This picture was taken prior to the construction of the Lake Street Transfer station in 1913, made possible once the four competing “L” companies came under joint operation.

A close-up view of part of the last picture, with somewhat better resolution.

A close-up view of part of the last picture, with somewhat better resolution.

It's been suggested this view may look west from the Kedzie station on the Humboldt Park branch.

It’s been suggested this view may look west from the Kedzie station on the Humboldt Park branch.

A two-car CTA train of 6000s at Kedzie on the new Congress median line in 1958.

A two-car CTA train of 6000s at Kedzie on the new Congress median line in 1958.

Along the Douglas Park "L" in July 1963.

Along the Douglas Park “L” in July 1963.

Looking north from Granville in 1966.

Looking north from Granville in 1966.

CSL 5041, signed for Archer Downtown.

CSL 5041, signed for Archer Downtown.

Chicago & North Western EMD E7A #5012B with passenger train at the Oak Park station in September 1965. The view looks west, and a two-car CTA Lake Street "L" train is visible.

Chicago & North Western EMD E7A #5012B with passenger train at the Oak Park station in September 1965. The view looks west, and a two-car CTA Lake Street “L” train is visible.

Andre Kristopans says this is the north end of the Western station on the CTA Logan Square "L", looking north.

Andre Kristopans says this is the north end of the Western station on the CTA Logan Square “L”, looking north.

CTA single-car unit 26 is southbound at Niles Center Road on March 6, 1965.

CTA single-car unit 26 is southbound at Niles Center Road on March 6, 1965.

A CA&E train order from March 13, 1945. Freight locomotive 3003 was directed to run extra to Aurora.

A CA&E train order from March 13, 1945. Freight locomotive 3003 was directed to run extra to Aurora.

CTA trolley bus 9698 is westbound on Roosevelt Road in 1972, just west of the South Side "L".

CTA trolley bus 9698 is westbound on Roosevelt Road in 1972, just west of the South Side “L”.

Capital Transit (aka DC Transit) 1055 in the 1940s. This was a pre-PCC car built in 1935, and represented an important step in the development of PCCs, introduced the following year. Car 1053 was the last survivor of this car type, but was unfortunately later destroyed in a museum fire.

Capital Transit (aka DC Transit) 1055 in the 1940s. This was a pre-PCC car built in 1935, and represented an important step in the development of PCCs, introduced the following year. Car 1053 was the last survivor of this car type, but was unfortunately later destroyed in a museum fire.

The Third Avenue El in 1955.

The Third Avenue El in 1955.

New York's Third Avenue El at 34th Street in 1955, shortly before abandonment.

New York’s Third Avenue El at 34th Street in 1955, shortly before abandonment.

New Steam Audio CD:

FYI, we have digitally remastered another classic steam railroad audio LP to Compact Disc. Many additional titles, including the complete output of the Railroad Record Club, in our Online Store.

misc676-001

STEAM CDs:

RGTS
Rio Grande to Silverton:
A Sound Portrait of Mountain Railroading
Price: $14.99

These are vintage 1960 narrow gauge steam train recordings, in true stereo, and originally released on LP in 1961.  It is long out of print.
Includes:
01. Riding The Train To Silverton
02. Photo Run At Elk Park
03. Arriving At Silverton
04. Train Time At La Jara
05. Illini Special At Cumbres Pass
06. Doubleheader Starting At Monero
07. Eastbound Freight
08. Arriving At Chama
09. Whistles At Coxo
10. Freight With Pusher At Coxo

Gone are the nostalgic sounds of steam echoes and thundering exhausts, but the memory is immortal. May they live on in the locomotive lexicon, as a monument to the era when trains were pulled by STEAM POWER.

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

Total time – 45:49

The Trolley Dodger On the Air
We appeared on WGN radio in Chicago in November 2018, discussing our book Building Chicago’s Subways on the Dave Plier Show. You can hear our 19-minute conversation here.
Chicago, Illinois, December 17, 1938-- Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway. Chicago, Illinois, December 17, 1938– Secretary Harold Ickes, left, and Mayor Edward J. Kelly turn the first spadeful of earth to start the new $40,000,000 subway project. Many thousands gathered to celebrate the starting of work on the subway.
Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)
To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:
Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages
Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960
Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.
The price of $23.99 includes shipping within the United States.
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Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo) Redone tile at the Monroe and Dearborn CTA Blue Line subway station, showing how an original sign was incorporated into a newer design, May 25, 2018. (David Sadowski Photo)

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May Day

CTA prewar PCC 4021, the only survivor of 83 such cars, as it appeared in January 1960, three-and-a-half years after it was retired. The red streetcar behind it is presumably 460. Both cars were saved by the CTA for many years, and are now at the Illinois Railway Museum.

CTA prewar PCC 4021, the only survivor of 83 such cars, as it appeared in January 1960, three-and-a-half years after it was retired. The red streetcar behind it is presumably 460. Both cars were saved by the CTA for many years, and are now at the Illinois Railway Museum.

May Day is a traditional celebration of spring in many cultures. It is also a celebration of workers around the world. In this post, we celebrate transit workers and the people they serve, who are on the front lines of the challenges we face today. Here are some historic transit photos we have collected recently. We hope that you will enjoy them.

-David Sadowski

PS- We will be back with another batch of new finds for our next post, our 250th.

Recent Finds

In August 1957, CTA Met car 2920 approaches the eastern end of the Kenwood "L" branch at 42nd Place. This was one of the only locations along the line that used steel structure. The great majority of trackage was on Chicago Junction Railway embankment. There was a yard at this end of the line that had not been used in many years. Service was abandoned on Kenwood soon after this picture was taken. The photographer was standing on the nearby embankment.

In August 1957, CTA Met car 2920 approaches the eastern end of the Kenwood “L” branch at 42nd Place. This was one of the only locations along the line that used steel structure. The great majority of trackage was on Chicago Junction Railway embankment. There was a yard at this end of the line that had not been used in many years. Service was abandoned on Kenwood soon after this picture was taken. The photographer was standing on the nearby embankment.

By September 1959, the Chicago Aurora & Elgin interurban line had been completely abandoned. Passenger service ended abruptly in July 1957, and the last freight trains ran in early 1959. Here is what one of the Maywood stations (11th Avenue) looked like while the tracks were still in place.

By September 1959, the Chicago Aurora & Elgin interurban line had been completely abandoned. Passenger service ended abruptly in July 1957, and the last freight trains ran in early 1959. Here is what one of the Maywood stations (11th Avenue) looked like while the tracks were still in place.

This photo of CA&E 409 and train was taken between 1953 and 1957 at the DesPlaines Avenue terminal in Forest Park. Once the interurban stopped running downtown, due to construction of the Congress Expressway (now Eisenhower), trains looped here. CTA trains made a different loop on a wooden elevated structure just to the west of the station. (Steve Hyett Photo)

This photo of CA&E 409 and train was taken between 1953 and 1957 at the DesPlaines Avenue terminal in Forest Park. Once the interurban stopped running downtown, due to construction of the Congress Expressway (now Eisenhower), trains looped here. CTA trains made a different loop on a wooden elevated structure just to the west of the station. (Steve Hyett Photo)

CA&E's Batavia Junction in June 1963. Tracks have been removed by this time. We are looking down the Aurora branch, while Batavia trains curved off here to the right.

CA&E’s Batavia Junction in June 1963. Tracks have been removed by this time. We are looking down the Aurora branch, while Batavia trains curved off here to the right.

CA&E 423 at the Wells Street Terminal in December 1951. We are looking north along Franklin.

CA&E 423 at the Wells Street Terminal in December 1951. We are looking north along Franklin.

CTA crane car S-344 at the 61st Street Lower Yard. This was a point of intersection between Chicago's streetcar and elevated systems. Don's Rail Photos adds, "S-344 was built by McGuire-Cummings in 1910 as Chicago Railways 2. It was renumbered N2 in 1913 and became CSL N2 in 1914. It was rebuilt as X4 in 1946 and rebuilt as S344 in 1958. It was sold to Electric Railway Historical Society in 1963 and donated to Illinois Railway Museum in 1973." Our resident South side expert M. E. writes, "Your caption says this yard was an intersection of the streetcar system and the L system. Perhaps, but its main purpose was to be a junction of the railroads and city transit. For instance, the newest equipment would arrive by rail and then be transferred to the streetcar or L system. It would not surprise me to believe that, when the Green Hornet streetcars were being converted to L cars in St. Louis, the transfer to the railroads occurred here, and the opposite happened when the finished L cars were returned to Chicago."

CTA crane car S-344 at the 61st Street Lower Yard. This was a point of intersection between Chicago’s streetcar and elevated systems. Don’s Rail Photos adds, “S-344 was built by McGuire-Cummings in 1910 as Chicago Railways 2. It was renumbered N2 in 1913 and became CSL N2 in 1914. It was rebuilt as X4 in 1946 and rebuilt as S344 in 1958. It was sold to Electric Railway Historical Society in 1963 and donated to Illinois Railway Museum in 1973.” Our resident South side expert M. E. writes, “Your caption says this yard was an intersection of the streetcar system and the L system. Perhaps, but its main purpose was to be a junction of the railroads and city transit. For instance, the newest equipment would arrive by rail and then be transferred to the streetcar or L system. It would not surprise me to believe that, when the Green Hornet streetcars were being converted to L cars in St. Louis, the transfer to the railroads occurred here, and the opposite happened when the finished L cars were returned to Chicago.”

From the looks of it, this shows one of a handful of charter trips on the Chicago Aurora & Elgin that took place in 1958, after passenger service had been abandoned. This trip was sponsored by the Illini Railroad Club, and we are at the Lombard station.

From the looks of it, this shows one of a handful of charter trips on the Chicago Aurora & Elgin that took place in 1958, after passenger service had been abandoned. This trip was sponsored by the Illini Railroad Club, and we are at the Lombard station.

This picture shows the CA&E right of way east of Wheaton on March 14, 1957, less than four months before passenger service was abandoned.

This picture shows the CA&E right of way east of Wheaton on March 14, 1957, less than four months before passenger service was abandoned.

CA&E 422 is "at speed" on the Aurora branch west of Wheaton on March 28, 1957. Given the slow film speed of the time, many photographers pressed the shutter button before moving trains got too close, lest their pictures end up with motion blur.

CA&E 422 is “at speed” on the Aurora branch west of Wheaton on March 28, 1957. Given the slow film speed of the time, many photographers pressed the shutter button before moving trains got too close, lest their pictures end up with motion blur.

Here is what a portion of the CA&E Batavia branch right of way looked like on March 28, 1957.

Here is what a portion of the CA&E Batavia branch right of way looked like on March 28, 1957.

I am not sure of its original location, seen here, but there is a sign just like this at the Illinois Railway Museum now.

I am not sure of its original location, seen here, but there is a sign just like this at the Illinois Railway Museum now.

Philadelphia Suburban Transportation (aka Red Arrow) Brilliner #9 on the Ardmore line in July 1959. Buses replaced trolleys here in 1966.

Philadelphia Suburban Transportation (aka Red Arrow) Brilliner #9 on the Ardmore line in July 1959. Buses replaced trolleys here in 1966.

This is the Chicago Loop "L" looking west along Lake Street in August 1957. Trains on the Loop ran in a counterclockwise direction. We see trains of 6000s (rear) and 4000s (near). The 6000s are a westbound Douglas Park train, operating at this time via a portion of Lake-- the same path that Pink Line trains take today. It is taking a jog around the old Tower 18, which was replaced in 1969 in conjunction with the through-routing of the Lake and Dan Ryan lines.

This is the Chicago Loop “L” looking west along Lake Street in August 1957. Trains on the Loop ran in a counterclockwise direction. We see trains of 6000s (rear) and 4000s (near). The 6000s are a westbound Douglas Park train, operating at this time via a portion of Lake– the same path that Pink Line trains take today. It is taking a jog around the old Tower 18, which was replaced in 1969 in conjunction with the through-routing of the Lake and Dan Ryan lines.

The first steel cars on the CA&E were built by Pullman in 1923. This picture was taken between that date and 1926, when the Wells Street Terminal was renovated and expanded, with the addition of two more floors to the facade facing Wells Street. The terminal continued in use until 1953.

The first steel cars on the CA&E were built by Pullman in 1923. This picture was taken between that date and 1926, when the Wells Street Terminal was renovated and expanded, with the addition of two more floors to the facade facing Wells Street. The terminal continued in use until 1953.

CA&E 401 on Broadway and Downer Place in downtown Aurora in the late 1920s.

CA&E 401 on Broadway and Downer Place in downtown Aurora in the late 1920s.

The same location today.

The same location today.

The date on the back of this photo is April 1, 1953, although the date in the caption is March 23, which was a Monday. I am not sure just which station this was near, along the ground-level portion of the CTA Ravenswood (now Brown Line) "L". This train was only going as far as Fullerton, which suggests this accident may have happened at night, at a time when Ravenswood trains did not go all the way to the Loop. (The turnback point for this was later moved to Belmont.)

The date on the back of this photo is April 1, 1953, although the date in the caption is March 23, which was a Monday. I am not sure just which station this was near, along the ground-level portion of the CTA Ravenswood (now Brown Line) “L”. This train was only going as far as Fullerton, which suggests this accident may have happened at night, at a time when Ravenswood trains did not go all the way to the Loop. (The turnback point for this was later moved to Belmont.)

From the Wikipedia: "The Chicago, Aurora and DeKalb Railroad was a 29-mile (47 km) interurban line which operated from 1906 to 1923 and connected the cities of Aurora and DeKalb, Illinois. The line made connections in Aurora with the Aurora, Elgin and Fox River Electric Company, the Chicago, Aurora and Elgin Railroad, and the Aurora, Plainfield and Joliet Railway. Entry into Aurora was made via streetcar trackage of the Aurora, Elgin and Fox River Electric. Over the course of its history, the railroad used internal combustion, steam, and finally electric traction as motive power."

From the Wikipedia: “The Chicago, Aurora and DeKalb Railroad was a 29-mile (47 km) interurban line which operated from 1906 to 1923 and connected the cities of Aurora and DeKalb, Illinois. The line made connections in Aurora with the Aurora, Elgin and Fox River Electric Company, the Chicago, Aurora and Elgin Railroad, and the Aurora, Plainfield and Joliet Railway. Entry into Aurora was made via streetcar trackage of the Aurora, Elgin and Fox River Electric. Over the course of its history, the railroad used internal combustion, steam, and finally electric traction as motive power.”

CA&E postwar cars 453 and 451, two of an order of ten, at the Wheaton Yards.

CA&E postwar cars 453 and 451, two of an order of ten, at the Wheaton Yards.

Chicago North Shore & Milwaukee train #410 at Green Bay Junction, led by car 773, in 1953. Zach E. adds, "The lead car is not 773, but one of the 3 “Cincinnati Buckets”, 720, 726, or 730."

Chicago North Shore & Milwaukee train #410 at Green Bay Junction, led by car 773, in 1953. Zach E. adds, “The lead car is not 773, but one of the 3 “Cincinnati Buckets”, 720, 726, or 730.”

NSL car 717 heads up a two car train on the Skokie Valley Route. (Photo by S. K. Bolton, Jr.)

NSL car 717 heads up a two car train on the Skokie Valley Route. (Photo by S. K. Bolton, Jr.)

Three North Shore Line cars, including 161. (S. K. Bolton, Jr. Photo)

Three North Shore Line cars, including 161. (S. K. Bolton, Jr. Photo)

North Shore Line car 712.

North Shore Line car 712.

This looks like an Illinois Terminal car, but that is all the information I have about it.

This looks like an Illinois Terminal car, but that is all the information I have about it.

CA&E 316. (Malcolm D. McCarter Photo)

CA&E 316. (Malcolm D. McCarter Photo)

CA&E car 417, built by Pullman in 1923.

CA&E car 417, built by Pullman in 1923.

CA&E 400.

CA&E 400.

I have no info on this photo, but if I had to guess, I would say these are North Shore Line wood cars, of the type that were eventually sold to the CA&E in 1946.

I have no info on this photo, but if I had to guess, I would say these are North Shore Line wood cars, of the type that were eventually sold to the CA&E in 1946.

CA&E 451. (Railway Negative Exchange Photo)

CA&E 451. (Railway Negative Exchange Photo)

Between 1939 and 1942, the North Shore Line let the fledgling Central Electric Railfans' Association use one of their old wooden cars (#300) as a club car, for meetings and excursions. The date on the back of this photo is April 11, 1943, but I don't think any fantrips were taking place on the Chicago interurbans at that time, as there was a war going on.

Between 1939 and 1942, the North Shore Line let the fledgling Central Electric Railfans’ Association use one of their old wooden cars (#300) as a club car, for meetings and excursions. The date on the back of this photo is April 11, 1943, but I don’t think any fantrips were taking place on the Chicago interurbans at that time, as there was a war going on.

CA&E 321 at Laramie Yards in Chicago. (Edward Frank, Jr. Photo)

CA&E 321 at Laramie Yards in Chicago. (Edward Frank, Jr. Photo)

The back of the preceding photo, hand inscribed by Edward Frank, Jr.

The back of the preceding photo, hand inscribed by Edward Frank, Jr.

The Logan Square Terminal of the Metropolitan "L", in a photo postcard postmarked 1908. The iconic Illinois Centennial Monument was not erected until ten years later.

The Logan Square Terminal of the Metropolitan “L”, in a photo postcard postmarked 1908. The iconic Illinois Centennial Monument was not erected until ten years later.

A Met "L" conductor, possibly circa 1910. Notice how the stool he is sitting on has been repaired using some twine. This may possibly have been taken at Logan Square.

A Met “L” conductor, possibly circa 1910. Notice how the stool he is sitting on has been repaired using some twine. This may possibly have been taken at Logan Square.

A pair of CTA 4000s at Marion Street in Oak Park, along the old ground-level portion of the Lake Street "L", in May 1958. We are looking west. (J. W. Vigrass Photo)

A pair of CTA 4000s at Marion Street in Oak Park, along the old ground-level portion of the Lake Street “L”, in May 1958. We are looking west. (J. W. Vigrass Photo)

CTA PCC 7225, signed for Route 36 -Broadway-State, and red car 690, probably in 1954. But which station (car barn) is this? (J. W. Vigrass Photo) Our resident South side expert M. E. adds, "My guess is the Vincennes/77th barn. Reason #1: All the trackage. It was a very wide barn. Reason #2: The PCC car's destination sign reads State-84. There was a turnaround loop at 84th and State, a little more than a mile from this barn. By the way, the words on the roof line of the barn read "Chicago Surface Lines"."

CTA PCC 7225, signed for Route 36 -Broadway-State, and red car 690, probably in 1954. But which station (car barn) is this? (J. W. Vigrass Photo) Our resident South side expert M. E. adds, “My guess is the Vincennes/77th barn. Reason #1: All the trackage. It was a very wide barn. Reason #2: The PCC car’s destination sign reads State-84. There was a turnaround loop at 84th and State, a little more than a mile from this barn. By the way, the words on the roof line of the barn read “Chicago Surface Lines”.”

CTA red cars on the scrap line in 1954. (J. W. Vigrass Photo)

CTA red cars on the scrap line in 1954. (J. W. Vigrass Photo)

CTA salt car AA59 in 1954. Don's Rail Photos: "AA59, salt car, was built by St Louis Car Co in 1903 as CUTCo 4837. It was renumbered 1308 in 1913 and became CSL 1308 in 1914. It was rebuilt as (a) salt car in January 1934 and renumbered AA59 on April 15, 1948. It was retired on September 27, 1956." (J. W. Vigrass Photo)

CTA salt car AA59 in 1954. Don’s Rail Photos: “AA59, salt car, was built by St Louis Car Co in 1903 as CUTCo 4837. It was renumbered 1308 in 1913 and became CSL 1308 in 1914. It was rebuilt as (a) salt car in January 1934 and renumbered AA59 on April 15, 1948. It was retired on September 27, 1956.” (J. W. Vigrass Photo)

I am not sure what number CTA car this is, in this 1954 photo, or why it is painted green instead of red. (J. W. Vigrass Photo) Steve D. adds, "Alan R. Lind scribed the last survivor of the 2501-2625 series, which is what this car is, was 2605. It was sent to Devon Station 1948, and scrapped 1954. Somewhere during this span, it somehow got a Mercury Green paint job. But I am certain this is the unknown car." Don Ross notes, "2605 was built by St Louis Car Co in 1901. It was stored at Devon Barn in 1948 and scrapped there in 1954."

I am not sure what number CTA car this is, in this 1954 photo, or why it is painted green instead of red. (J. W. Vigrass Photo) Steve D. adds, “Alan R. Lind scribed the last survivor of the 2501-2625 series, which is what this car is, was 2605. It was sent to Devon Station 1948, and scrapped 1954. Somewhere during this span, it somehow got a Mercury Green paint job. But I am certain this is the unknown car.” Don Ross notes, “2605 was built by St Louis Car Co in 1901. It was stored at Devon Barn in 1948 and scrapped there in 1954.”

CTA 144 at 77th and Vincennes on May 25, 1958. The occasion was the final streetcar fantrip in Chicago, less than a month before the last line (Wentworth) was converted to buses. (J. W. Vigrass Photo)

CTA 144 at 77th and Vincennes on May 25, 1958. The occasion was the final streetcar fantrip in Chicago, less than a month before the last line (Wentworth) was converted to buses. (J. W. Vigrass Photo)

The Lake Street "L" near Cicero Avenue in May 1958. (J. W. Vigrass Photo)

The Lake Street “L” near Cicero Avenue in May 1958. (J. W. Vigrass Photo)

A two-car CTA traiin of 6000s is running on temporary trackage in Van Buren Street in May 1958. The following month, the Garfield Park line was replaced with the new Congress rapid transit line. (J. W. Vigrass Photo)

A two-car CTA traiin of 6000s is running on temporary trackage in Van Buren Street in May 1958. The following month, the Garfield Park line was replaced with the new Congress rapid transit line. (J. W. Vigrass Photo)

The CTA's Loomis Junction in September 1958, looking west. Here is where Douglas Park trains went up a ramp to connect to the existing "L" structure, while Congress trains continued to the right. (J. W. Vigrass Photo)

The CTA’s Loomis Junction in September 1958, looking west. Here is where Douglas Park trains went up a ramp to connect to the existing “L” structure, while Congress trains continued to the right. (J. W. Vigrass Photo)

A downtown photo stop on the May 25, 1958 streetcar fantrip. These later trips were held on weekends, since in these years, the CTA substituted buses for streetcars on some of the remaining lines. So, the fans could have all the photo stops they wanted. It was also typical to pair one of the older red cars with a PCC. On this trip, the 144 was paired with car 4384. (J. W. Vigrass Photo)

A downtown photo stop on the May 25, 1958 streetcar fantrip. These later trips were held on weekends, since in these years, the CTA substituted buses for streetcars on some of the remaining lines. So, the fans could have all the photo stops they wanted. It was also typical to pair one of the older red cars with a PCC. On this trip, the 144 was paired with car 4384. (J. W. Vigrass Photo)

Another picture of the final CTA streetcar fantrip on May 25, 1958. Red car 144 (now at the Illinois Railway Museum) is somewhere along the Wentworth line on Chicago's south side. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, ""Somewhere on the Wentworth line" has to be along Vincennes between 81st and 73rd, and most likely between the 77th St. barn and 73rd. (At 73rd, the car line curved north onto Wentworth.) The street width of Vincennes was noticeably wider than the width of Wentworth." The sequence of shots taken by the photographer would suggest the car is northbound. There is the Hamilton Park Laundry (7416 S. Vincennes) at the left of the picture. Hamilton Park is located just a few blocks west of Vincennes, between 74th and 72nd.

Another picture of the final CTA streetcar fantrip on May 25, 1958. Red car 144 (now at the Illinois Railway Museum) is somewhere along the Wentworth line on Chicago’s south side. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, “”Somewhere on the Wentworth line” has to be along Vincennes between 81st and 73rd, and most likely between the 77th St. barn and 73rd. (At 73rd, the car line curved north onto Wentworth.) The street width of Vincennes was noticeably wider than the width of Wentworth.” The sequence of shots taken by the photographer would suggest the car is northbound. There is the Hamilton Park Laundry (7416 S. Vincennes) at the left of the picture. Hamilton Park is located just a few blocks west of Vincennes, between 74th and 72nd.

The same location today.

The same location today.

A CTA work car in 1954. (J. W. Vigrass Photo)

A CTA work car in 1954. (J. W. Vigrass Photo)

CTA work car W-4 in 1954. Don's Rail Photos: "W4, work car. was built by Chicago Rys in 1908 as CRy 53. It was renumbered W4 in 1913 and became CSL W4 in 1914. It was retired on May 17, 1958." (J. W. Vigrass Photo)

CTA work car W-4 in 1954. Don’s Rail Photos: “W4, work car. was built by Chicago Rys in 1908 as CRy 53. It was renumbered W4 in 1913 and became CSL W4 in 1914. It was retired on May 17, 1958.” (J. W. Vigrass Photo)

CTA red cars (and one that was repainted green) on the scrap line in 1954. Visible in this photo, from left to right, are 3141, 3179, and 3151. Sister car 3142 is now at the Illinois Railway Museum. (J. W. Vigrass Photo)

CTA red cars (and one that was repainted green) on the scrap line in 1954. Visible in this photo, from left to right, are 3141, 3179, and 3151. Sister car 3142 is now at the Illinois Railway Museum. (J. W. Vigrass Photo)

CTA red car 417 in February 1954. (J. W. Vigrass Photo)

CTA red car 417 in February 1954. (J. W. Vigrass Photo)

The view from an eastbound Douglas-Milwaukee CTA "L" train, going down the ramp at Loomis Junction to run on the then-new Congress median line, in September 1958. (J. W. Vigrass Photo)

The view from an eastbound Douglas-Milwaukee CTA “L” train, going down the ramp at Loomis Junction to run on the then-new Congress median line, in September 1958. (J. W. Vigrass Photo)

Another photo from the May 25, 1958 CTA fantrip featuring red car 144. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, "Methinks this is at 81st and Halsted, the south end of the Wentworth line. The only way to reverse direction was to make a wye -- to turn from westbound on 81st to northbound on Halsted, then to run backwards (southbound on Halsted) across 81st St., and finally to turn from facing north on Halsted onto eastbound 81st. I think thus because there is only one trolley wire crossing the intersection, and I see only one track. This would place car 144 north of 81st St., going backwards to the south side of 81st."

Another photo from the May 25, 1958 CTA fantrip featuring red car 144. (J. W. Vigrass Photo) Our resident South Side expert M. E. adds, “Methinks this is at 81st and Halsted, the south end of the Wentworth line. The only way to reverse direction was to make a wye — to turn from westbound on 81st to northbound on Halsted, then to run backwards (southbound on Halsted) across 81st St., and finally to turn from facing north on Halsted onto eastbound 81st. I think thus because there is only one trolley wire crossing the intersection, and I see only one track. This would place car 144 north of 81st St., going backwards to the south side of 81st.”

A two car Evanston Express train, including car 45, at State and Lake. Cars in the 1-50 series were delivered in 1960, so this photo cannot be any earlier than that. We are looking west. The date may be June 1961. (J. W. Vigrass Photo)

A two car Evanston Express train, including car 45, at State and Lake. Cars in the 1-50 series were delivered in 1960, so this photo cannot be any earlier than that. We are looking west. The date may be June 1961. (J. W. Vigrass Photo)

In June 1961, photographer J. W. Vigrass captured this shot of a southbound Howard train at right, with a North Shore Line Electroliner heading north at left, and a northbound Howard train at center. Overhead wire is visible on the fourth track, for use by freight trains that were operated by the CTA until 1973. Southbound North Shore trains also used this power source at times.

In June 1961, photographer J. W. Vigrass captured this shot of a southbound Howard train at right, with a North Shore Line Electroliner heading north at left, and a northbound Howard train at center. Overhead wire is visible on the fourth track, for use by freight trains that were operated by the CTA until 1973. Southbound North Shore trains also used this power source at times.

A close-up of the previous picture.

A close-up of the previous picture.

CTA 6101-6102 heading up a four-car fantrip train in November 1985, for "Trolleyfest." After being stored at the Fox River Trolley Museum for many years, 6101-6102 are back on CTA property, and it is hoped they will someday run again. (Gregory Markey Photo)

CTA 6101-6102 heading up a four-car fantrip train in November 1985, for “Trolleyfest.” After being stored at the Fox River Trolley Museum for many years, 6101-6102 are back on CTA property, and it is hoped they will someday run again. (Gregory Markey Photo)

A northbound North Shore Line train at Howard Street.

A northbound North Shore Line train at Howard Street.

The same Trolleyfest fantrip train seen in a previous picture, with one of the four sets of articulated 51-54 cars coupled to it (formerly 5001-5004), is on the Paulina Connector in November 1985. At the time, this was a single track connection between parts of the rapid transit system, used only for shop moves. Now, this has been renovated and is part of the Pink Line route. The old Chicago Stadium, home of the Bulls and Blackhawks, is at rear. It has since been demolished and replaced by the United Center.

The same Trolleyfest fantrip train seen in a previous picture, with one of the four sets of articulated 51-54 cars coupled to it (formerly 5001-5004), is on the Paulina Connector in November 1985. At the time, this was a single track connection between parts of the rapid transit system, used only for shop moves. Now, this has been renovated and is part of the Pink Line route. The old Chicago Stadium, home of the Bulls and Blackhawks, is at rear. It has since been demolished and replaced by the United Center.

This photo was unfortunately partially light struck. This was not an uncommon occurrence when paper-backed roll film was used. Once again, this is North shore Line wooden car 300, some time during the 1939-42 period when it was used by Central Electric Railfans' Association as a club car, for excursions and meetings. From the looks of things, this is winter.

This photo was unfortunately partially light struck. This was not an uncommon occurrence when paper-backed roll film was used. Once again, this is North shore Line wooden car 300, some time during the 1939-42 period when it was used by Central Electric Railfans’ Association as a club car, for excursions and meetings. From the looks of things, this is winter.

A close-up of the previous picture. I believe the gentleman at center is a young George Krambles, CERA Member #1, then in his early 20s.

A close-up of the previous picture. I believe the gentleman at center is a young George Krambles, CERA Member #1, then in his early 20s.

Recent Correspondence

Carl Oberfranc writes:

I’ve just completed my 4th or 5th view of every posting from January 2015 forward, and I can’t thank you and your contributors enough for sharing these wonderful memories of Chicago-area transportation. I fond myself spending as much time focusing on the street scenes of cars, stores, etc. as I do the primary subject matter. Wonderful memories of what Chicago and surrounding areas looked like in my lifetime (starting in the mid-‘50s), and the world of my parents’ lifetimes.

I grew up in Glen Ellyn, so I have a special fondness for the Sunset Lines. I have very early memories of the tracks still being in place just before removal. In the late 60s, a friend and I would spend many days hiking the mostly undeveloped Prairie Path all the way to Elmhurst, or along the Elgin and Aurora branches. Spent many hours climbing on the bridge over the C&NW in Wheaton (the old ties were the only flooring at that time) and watching the freight trains pass below.

I was born in Oak Park, and spent nearly every Saturday there visiting Grandparents and other relatives in the 1960s. One location was on South Grove Ave., just a few doors south of South Blvd. I remember walking over to the Lake St. L crossing shack at Kenilworth with some other kids and talking with the CTA gate attendant. This was probably no more than a few months before the line was relocated to the C&NW embankment. The pictures of the Forest Park gas holder and the old concrete grain silos are bring back a lot of wonderful memories.

I wanted share scans of some CA&E photos I purchased in the early days of eBay (apologies for the quality). I can’t remember the seller at this point, nor can I be sure who the original photographer would be, but many of them have stamped info on the back that says, “Charles A. Brown, Wilkinsonville, MA.” Hopefully this rings a bell with one of your readers.

I don’t think any of these duplicate what you’ve already posted to your site. In fact, the only CA&E corresponding car I’ve noticed is the color photo of #30 from your January, 2019 post. Compare/contrast with my B&W image that shows previous damage to the bottom of the vertical wood slats.

Thanks again to you and your contributors for a great site!

Glad that you like the site, and thanks very much for sharing these great photos with our readers.

CA&E 10.

CA&E 10.

CA&E 30.

CA&E 30.

CA&E 302 in Wheaton, 1940.

CA&E 302 in Wheaton, 1940.

CA&E 312.

CA&E 312.

CA&E 318 on an early fantrip.

CA&E 318 on an early fantrip.

CA&E 318.

CA&E 318.

CA&E 459.

CA&E 459.

A CA&E Chicago Express in Berkeley.

A CA&E Chicago Express in Berkeley.

Ron Geppert writes:

I ran across the following original check which I acquired during my TT collecting days and wonder if you would appreciate having it or maybe just the jpg is adequate for your use.

I am sure our readers will appreciate seeing this. Thanks for sharing it.

Keep those cards and letters coming in, folks!

-David Sadowski

Now Available On Compact Disc
CDLayout33p85
RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963
Newly rediscovered and digitized after 60 years, most of these audio recordings of Chicago, North Shore and Milwaukee interurban trains are previously unheard, and include on-train recordings, run-bys, and switching. Includes both Electroliners, standard cars, and locomotives. Recorded between 1955 and 1963 on the Skokie Valley Route and Mundelein branch. We are donating $5 from the sale of each disc to Kenneth Gear, who saved these and many other original Railroad Record Club master tapes from oblivion.
Total time – 73:14
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Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 Electroliner