Recent Finds and New Releases

A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

A colorized view of the Indianapolis Traction Terminal waiting room, circa 1909.

Besides our usual crop of classic traction photos, this time we also have exciting news about two new products related to the Railroad Record Club. Our good friend Ken Gear has been hard at work on collecting all things related to the late William Steventon’s railroad audio recordings and releases.

The result is a new book on disc, A Guide To the Railroad Record Club (see article below). This was quite a project and labor of love on Ken’s part!

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

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

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

Even better, a considerable part of the proceeds of these releases, both available through our Online Store or through the links below, will go to defray some of the thousands of dollars Ken has spent in trying to preserve this history for future generations. Chances are, without his efforts, the Steventon Railroad Record Club collection of tapes and other artifacts would have ended up in a dumpster by now, for lack of interest on anyone’s part in saving them.

For this, Ken deserves the thanks of anyone who enjoys hearing these historic recordings.

-David Sadowski

PS- You might also like our Trolley Dodger Facebook auxiliary, a private group that now has 643 members.

Kenneth Gear now has a Facebook group for all things related to the Railroad Record Club, and other railroad audio recordings. Again, it is a private group.

Auction for Jim Martin’s North Shore Line Sign

Jim Martin is a great guy, and you may have seen some of the North Shore Line videos he has posted to YouTube, taken from his original color 8mm movies. He recently contacted us, as he wants to sell an original porcelain-on-metal North Shore Line sign he purchased from legendary Chicago bookseller Owen Davies in 1962.  (You can read more about Owen Davies here.)

This must have been from a Shore Line Route station, since the North Shore Line was still in operation at that time. You can find out more about this eBay auction here. Although we are running the auction and providing our “good offices,” 100% of the proceeds will go to Jim.

It ends at 9:02 PM Central Time on Friday, December 17th. Good luck with your bids.

Now Available – A Guide to the Railroad Record Club E-Book:

Price: $19.99

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

As many Trolley Dodger readers are aware David and I have been trying to preserve the legacy of William Steventon’s Railroad Record Club. To that end we have collected all the released LPs and reissued them on CDs. We have posted many RRC traction photographs in this blog, put together a history of the club and gathered biographical information about William Steventon and his recording associates.

We uncovered some interesting information about the techniques and equipment used to make field recordings in the pre-digital age and the process of producing the LPs. I acquired the William Steventon estate and discovered a veritable treasure trove of unreleased audio, master tapes, original artwork commissioned for the album jackets, test pressings, movie films and numerous artifacts from all phases of the record making procedure from field tape to released LP.

Despite all that we accomplished we still had one very important question to answer. Now that we had all this material, how do we make it available to everyone who would be interested.

Much audio has been donated to museums and historical societies and CDs are offered for sale in the online store. The history of the club and the story of my efforts to buy the estate have appeared in this blog, but still, that didn’t seem to be enough. We wanted to do more. This wonderful historical material deserves more.

David finally hit on the perfect idea, he suggested that I write an eBook. This format would allow us to present not only a more detailed history of the club and an updated account of my purchase of the estate, but it could also include audio files, photo scans and movie files. Virtually all the Railroad Record Club archive could be gathered into one place!

I began to put the eBook together over a year ago. I rewrote the RRC history that appeared in this blog adding a lot of newly discovered data. Next, I revised my account of the estate purchase and wrote and entirely new chapter detailing the preservation efforts and the cost it entailed. I made lists of every single object acquired and made notes on condition. I spent many days photographing every item including scores of record jackets, labels, pressing plates and test pressings from the many editions of each LP. Countless hours were spent scanning documents, personal letters, magazine ads and articles. Photographs from the collection needed scanning and retouching. All this had to be cataloged and organized and information from many different sources had to be interpreted and fit into the timeline of RRC milestones. A lot of time and effort went into making the Railroad Record Club archive available on a convenient and inexpensive data disc electronic book.

In addition to all of the above, I have compiled what I think is an invaluable resource for RRC enthusiasts. The eBook has a compendium section that contains details about every released record. Each LP’s entry has all the accumulated information we have so far been able to discover about a particular record. Details such as the original release date, reissue date, differences in the various edition jackets and liner notes, master tape specifics and recording dates are listed. There are photo scans of each of the LP’s jackets, labels, test pressings, print blocks, master tapes, pressing plates and artwork. An “Additional Information” section is included for each record detailing any interesting facts we uncovered about the recordist, railroad equipment or notable incidents occurring during the field recording. Best of all each record’s entry has bonus audio tracks that may include unreleased recordings, audio salvaged from ancient homemade records, radio programs and/or railroad sounds from tapes that were in Steventon’s personal collection. Here are a two sample photos of record labels and the “data sheet” entry for Record Number SP-6.

RAILROAD RECORD CLUB

COMPENDIUM

DATA SHEET

RECORD NUMBER: SP-6

TITLE: THE MILWAUKEE ROAD

Box Cab Locomotives On The Coast Division

RELEASED ON 12 INCH DISC ONLY

NRP MATRIX CODE: NR 15567

YEAR OF FIRST PRESSING: 1983

JACKET ILLUSTRATION NOTES:

1st edition jacket has a drawing of CMSt.P&P box cab locomotive No. 10500 by Marshall (Pat) McMahon.  Caption under drawing reads “No. 10500, later E-25 on Houser Way Renton, WA in the 1930’s. Drawn from a photo by James A. Turner in the warren W. Wing collection.”

Back has liner notes.

2nd edition jacket identical to 1st edition

SURVIVING MASTER TAPE(S):

None in the William Steventon estate.

DOCUMENT/PHOTO FOLDER CONTENTS:

(There may exist other editions and variations then those pictured)

1st edition jacket front and back

1st and 2nd edition labels

NRP test pressing labels side 1 and 2

Cassette card

McMahon CMSt.P&P box cab artwork

SOUND FOLDER CONTENTS:

Short excerpt from the unofficial sampler.

Elwin Purington CMSt.P&P box cab bonus track.

Sound folder notes:

Track 1:

In 1965 William Steventon ceased operating the Railroad Record Club as an actual “club.”

From then on all records were sold individually with no minimum to buy. He also stopped producing the sampler records at this time and no sampler records were made after the 8th year (1964).

To continue where Steventon left off an unofficial special pressings sampler has been made for this eBook.  Excerpts of approximately 3 minutes each have been added to the sounds folders of the special pressings records.

Track 2:

This track was recorded by and is narrated by Elwin Purington. The recordings were made at Black River Junction near Seattle, Washington in 1960. The audio was taken from a tape-recorded letter Purington made to Steventon in 1961. These are some of Purington’s earliest stereo recordings and are very realistic. The air horn on those box cab monsters might blow you right out of your chair!

The scene opens as a long train arrives at Black River Junction powered by a set of the old box cabs. Various switching maneuvers are made in the yard. Then the cars are taken north on the wye and a “flying switch” is made and the caboose is moved over to the head end of the locomotives. The caboose’s high pitched air whistle is heard as the train, caboose now leading, crosses a road. Now heading east the train does more switching work. With all local work completed the caboose is put back where it belongs and the train heads out on the south leg of the wye towards Tacoma.

Total: 15:44

ADDITIONAL INFORMATION:

On the jacket front this record is advertised as the 30th anniversary issue 1953-1983. Steventon always dated the beginning of the Railroad Record Club to 1953, the year he made his first railroad recordings.

With the exception for two tracks on side 1, this is the only RRC record recorded in true stereo.

This was the last all new Railroad Record Club release.

Steventon first heard these Milwaukee Road box cab recordings in 1961. It would be 22 years before the recordings were finally released on vinyl.

Elsewhere on the eBook are scans of traction photographs that were sold by the Railroad Record Club.

There is a movie file containing William Steventon’s railroad home movies with footage of the PRR, B&O, N&W and NY Central among others. Traction fans will certainly enjoy scenes of the Washington D. C. Capital Transit streetcars and freight operations. A few screenshots follow:

Every known Steventon recording date, location and subject railroad has been collected and organized into a list.

Record ideas that never came to be are discussed and some interesting facts about the records and the people that recorded them are revealed.

For instance:

William Steventon endured health problems from an early age and his father, an engineer on the New York Central, broke company rules by allowing young William in the cab with him for fear that the child may die without them having spent enough time together.

Record Number 9 was recorded by Thomas A. Hosick. He was co-inventor of the low-pollution, Eliptocline automotive steam vapor engine and was featured in a 1966 cover story in Popular Science magazine.

William Steventon had the assistance of an CNS&M train accident victim in securing permission to make recordings on board North Shore trains.

Record SP-6 was the last all new RRC record and the only one recorded in stereo.

Many other previously unknown facts about the 37-year history of the Railroad Record Club have been painstakingly collected and combined with rare audio and video, vintage ads, photographs, catalogs and much more. A more complete look at the Railroad Record Club would be impossible to produce.

Despite all the work and research that went into compiling this archive, profit and return on investment was not the driving force. Preservation was! It is our belief that the best way to ensure that the legacy of the RRC continues to educate and entertain for years to come is to get it into as many hands as possible. That is why we are offering this incredible amount of material for the low price of $19.99. Each part of this eBook is worth that price on its own. Hours of vintage railroad audio, two video programs and scores of traction photos are included for that one low price. The compendium will prove to be a much-used resource to anyone who is a Railroad Record Club devotee. Even if you have little interest in the RRC itself, the audio and video alone is an outstanding bargain. Please consider purchasing a copy and help David and I preserve the work that William Steventon and all his contributors worked so hard to create.

Kenneth Gear

Now Available:

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

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

Total time – 72:57

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

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

A railfan takes his picture of Philadelphia Transportation Company 5205 on September 14, 1956.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren't going to those places.

CSL 2802 must have been a fan favorite, as it was used on fantrips both on June 12, 1940 and July 13, 1941. Chances are this trip might be the earlier one, if the Indianapolis sign was correct. Indianapolis Boulevard is in Hammond, on the Hammond, Whiting, and East Chicago line that stopped going into Indiana on June 9, 1940. Of course, fans often used to put all sorts of signs up during trips, even if they weren’t going to those places.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

Brooklyn-Queens Transit 8258, a Peter Witt, was built by St. Louis Car Company in 1925. The trolley is on Stillwell Avenue at Coney Island.

The same location today, courtesy of Mark J. Wolodarsky.

The same location today, courtesy of Mark J. Wolodarsky.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Milwaukee Electric heavyweight cars 1129 and 1135, along with CTA trolley bus 9192, at the Illinois Electric Railway Museum in North Chicago, IL in August 1959. It is now at Union as bus 192, its original number.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Illinois Terminal combine 277 was built by the St. Louis Car Company in 1913. Here it is at the IERM in North Chicago in August 1959.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: "65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria." It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

Indiana Railroad car 65 at the IERM site in North Chicago in August 1959. Don Ross: “65 was built by Pullman in 1931, #6399. The lounge section was replaced by a baggage section. 65 was sold to the Cedar Rapids & Iowa City as 120 in 1941. In 1954 it was purchased as the first car of the Illinois Railway Museum, which was known as the Illinois Electric Railway Museum at that time. I put in many enjoyable hours working on that car prior to 1960 when I moved to Peoria.” It appears this picture was taken when the car was being repainted from CRANDIC colors to its original IR colors.

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don's Rail Photos: "M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and now preserved at the IRM (since) 1989."

This, and the next two pictures, show former Milwaukee Electric work car M-15 at East Troy in August 1959. Don’s Rail Photos: “M15 was built at Cold Spring Shops in 1920 as a trailer, but it was motorized almost immediately. It was transferred to the isolated East Troy operation in 1939, and sold to the Municipality of East Troy in 1949. It is sold to WERHS in 1982 and now preserved at the IRM (since) 1989.”

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: "354 was built by St Louis Car Co in January 1928, #1453. It became the last car on August 12, 1951. It was purchased by the president of the Chicago Hardware Foundry. It was painted into the green and red of CHF, but the motors were removed. The car was acquired by the Illinois Electric Railway Museum (now IRM). Restoration began in 1958 (I put many hours on the car), and it is now in operation in Union. When I visited the car in 1989, it brought back many happy memories."

North Shore Line city streetcar 354 at the IERM in North Chicago in August 1959. Don Ross: “354 was built by St Louis Car Co in January 1928, #1453. It became the last car on August 12, 1951. It was purchased by the president of the Chicago Hardware Foundry. It was painted into the green and red of CHF, but the motors were removed. The car was acquired by the Illinois Electric Railway Museum (now IRM). Restoration began in 1958 (I put many hours on the car), and it is now in operation in Union. When I visited the car in 1989, it brought back many happy memories.”

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee. (Ray Muller Photo)

A two-car Milwaukee Electric interurban train at an unknown location, bound for Milwaukee.
(Ray Muller Photo)

Chicago North Shore and Milwaukee car 300. Don's Rail Photos: "300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940."

Chicago North Shore and Milwaukee car 300. Don’s Rail Photos: “300 thru 302 were built by Jewett in 1909 as mainline coaches. As the steel cars arrived, they were downgraded to local and school tripper service. In 1936 they became sleet cutters. In 1939 300 was turned over to the Central Electric Railfans Association as a private car. The ownership remained with the CNS&M, but the maintenance was taken over by CERA. During the war, with many members in service, CERA relinquished control, and the car was scrapped in 1947. 301 and 302 were retired in 1939 and scrapped in 1940.”

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans' Association private car in 1941.

CNS&M 300 in Highwood, IL, when it was the Central Electric Railfans’ Association private car in 1941.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line car 300 at an unknown location (somewhere along the Shore Line Route), possibly on the same 1941 fantrip as in the previous picture.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that's how the cars were lettered.

North Shore Line Birney car 336 in Milwaukee in 1946. The city streetcar franchise holder was the Chicago & Milwaukee Electric, predecessor of the CNS&M, so that’s how the cars were lettered.

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line Birney car 329, built by Cincinnati Car Company in 1922, at the Harrison Street Shops in Milwaukee on June 21, 1947. (Bob McLeod Photo)

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line city streetcar 360 in Waukegan, signed to go to the Naval Station.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line wood car 200, probably near the end of its service life in the 1930s.

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

North Shore Line combination car 81, built by American in 1910, was taken out of regular service in 1935, and retired in 1937. (James B. M. Johnson Photo)

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting "tiger stripes."

Chicago Surface Lines 4008 is eastbound on Madison at Laramie on October 25, 1945, sporting “tiger stripes.”

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the "James W. Ransom," named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

The Grand Rapids Railroad did not number their streetcars, giving them names instead. This is the “James W. Ransom,” named after an early settler to this area. Buses were substituted for streetcars here in 1935. (Stephen D. Maguire Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don's Rail Photos: "2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951." (Charles Able Photo)

Chicago Surface Lines car 2855, possibly circa 1942, when CSL looked into putting cars like these back into service, after they had been in storage for a decade. Ultimately, it was decided against doing this, and this class of cars ended its days in work service. Don’s Rail Photos: “2855 was built by South Chicago City Ry in 1907 as SCCRy 341. It was rebuilt in 1907 and became C&SCRy 841 in 1908. It was renumbered 2855 in 1913 and became CSL 2855 in 1914. It was later converted as a salt car and renumbered AA106 in 1948. It was retired on October 11, 1951.” (Charles Able Photo)

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21, circa 1940. It ran in Wildwood, New Jersey. Streetcars were replaced by buses in this seacoast town in 1945.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 21.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 21, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

Five Mile Beach Electric Railway car 35, circa 1940.

The Atlantic City and Shore (aka the "Shore Fast Line") ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

The Atlantic City and Shore (aka the “Shore Fast Line”) ran between Atlantic City and Ocean City until 1948. Here, car 109 is in Atlantic City. It was built by the John Stephenson Company in 1906.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar M. Kelly (1897-1947) was an early, and noted, railfan photographer. He took this picture of Chicago Aurora and Elgin electric loco 3004 at the Wheaton Yard on August 6, 1939.

LaMar Kelley's large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

LaMar Kelley’s large 116-sized negative came in this old Kodak envelope. He took the photo in 1939, but the envelope could be even older than that.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

SEPTA 160, a Strafford car, is on the Norristown High-Speed Line at top, with an electric commuter rail train below. The bridge crossed the Schuylkill River. This photo was taken on September 6, 1978.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 - Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6285, called either a Peter Witt or a Sedan, is on Route 22 – Clark-Wentworth, possibly in the 1930s. Car 6285 was built by CSL in 1929.

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don's Rail Photos: "6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932."

CSL 6208 in Hammond, Indiana in 1940, shortly before service on this line was cut back to the state line. Don’s Rail Photos: “6208 (a Multiple Unit car) was built by CSL in 1924. It was rebuilt as one man service in 1932.”

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don's Rail Photos: "2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945." (Robert W. Gibson Photo)

CSL 2615 (known as a Robertson Rebuild) crosses a bridge on 106th Street on June 21, 1941. We are looking west. Don’s Rail Photos: “2615 was built by St Louis Car Co in 1901. It was retired on December 4, 1945.” (Robert W. Gibson Photo)

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

MBTA (Boston) 3344, an ex-Dallas double-ended PCC is at Milton Lower Mills on the Ashmont-Mattapan line on March 24, 1968.

CTA 4000s and 2200s on the Loop "L" in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA 4000s and 2200s on the Loop “L” in 1973. looking west from Clark and Lake. The train at left is an Evanston Express, with Lake-Dan Ryan on the right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

CTA red Pullman 863 is running northbound on Stony Island at 72nd, headed towards Navy Pier. A Kaiser-Frazer dealership is in the distance, and a truck dealer at right.

On May 16, 1954, CTA red Pullman 579 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

On May 16, 1954, CTA red Pullman 579 is at the Western and 79th turnaround loop on a CERA fantrip. During this period, streetcars were used on Western during weekdays only, so the fantrip cars did not impede regular traffic. (William C. Hoffman Photo)

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

North Shore Line car 748 at Lake Bluff, IL on October 19, 1963, several months after abandonment of the line.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

No information came with this one, which shows North Shore Line car 732 at, I presume, Highwood in perhaps the 1930s or 40s.

I recently won this auction for "an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. '06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee."

I recently won this auction for “an unsent Real Photo Postcard. It is titled Heyworth Grading Gang #5 Aug. ’06. / C.M.E.R.R. (Horlicsville) (sic) Marshall Photo. CYKO Stamp Box on the reverse. Horlicksville was a place that takes its name from the Horlick family, which had the Horlick malted milk plant in the community. This town was located about two miles north of Racine Wisconsin and this photo would have been taken about the time they were building the Chicago Milwaukee Electric Railroad Line between Racine and Milwaukee.”

Chicago’s Lost “L”s Online Presentation

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

The Trolley Dodger On the Air

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

Our Latest Book, Now Available:

Chicago’s Lost “L”s

From the back cover:

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

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

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

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

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

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

NEW DVD:

A Tribute to the North Shore Line

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

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

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

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

Total time – 121:22

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

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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!

https://thetrolleydodger.com/wp-content/uploads/2021/03/cci10302016_0017.jpg

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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The End of Summer

City Scene with Nuns (1947) by Robert W. Addison, in the collection of the Art Institute of Chicago.

City Scene with Nuns (1947) by Robert W. Addison, in the collection of the Art Institute of Chicago.

A long, hot summer is beginning to come to and end here in Chicago, and we have lots of great new images to share with you today. We thank all the original photographers, and our contributors.

We have many recent photo finds of our own, some great new ones thanks to Bill Shapotkin, and another batch that, for one reason or another, we were unable to purchase (but are still worth looking at).

We have been hard at work on our next book, Chicago’s Lost “L”s, and recently turned in all the text and images to our publisher. I am sure there will be additional changes (there always are), but I thought it would be useful to talk a bit about the process of making a book (see below).

We all have our ways of coping with situations. Working on a book has helped me keep focused during this pandemic.

Have a safe Labor Day weekend, everyone.

-David Sadowski

How a Book is Made

Technology may have changed since the 1950s, but you still have to go through your images one at a time.

Technology may have changed since the 1950s, but you still have to go through your images one at a time.

My new book Chicago’s Lost “L”s is the third part of a trilogy, along with Chicago Trolleys and Building Chicago’s Subways. I got the idea for all three books some years ago, and have been collecting images with this in mind for nearly six years.

Without an idea, there is no book. While there have been plenty of books about Chicago’s famed “L”, each one is different. The subject is so large, an author has to put their own unique “spin” on it. I decided my brief would be to showcase those aspects of the “L” that don’t exist any longer.

This, I believe, many people are interested in. Whenever the subject of various “L” lines that no longer exist comes up, I get the feeling people want to know more about this. So there is a need.

You make a proposal to your publisher, and if they like what they here, you enter into a contract that has specifics of what they need, and deadlines for when you give it to them. Books to be don’t come with instruction manuals of how to put them together, though.

There, you’re on your own, and I am sure the creative process is different for every author, and for every book.

I realized the project was doable when I had collected most of the images I would need. The first thing I did was to go through my entire image collection and look at everything. I started setting aside any images that I thought could be relevant, using an image editor. I went through 20,000 images, and I did this three times– at the beginning, middle, and near the end of the project. That was necessary, because each time I was looking for something different.

One of the most important things and author needs to determine is, how will things be organized? Chronologically, geographically, or thematically? Each approach has advantages and disadvantages, and the subject usually needs a combination of all these.

Once I decided on what the chapters in the book would be, I started a folder in my image editor for each one. Then, I started sorting the images in each folder in order, shuffling and reshuffling them until I was happy with the results.

Even after I had selected the proper number of images, I eventually ended up replacing about one-third of them. As time went on, my book’s narrative began to develop. As it did, some images fit, and others did not.

After I was satisfied with my image choices, I began writing the captions to go with them. If I couldn’t figure out a good caption for something, it had to go. Everything that stays in the book needs a good reason for being there. Writing means rewriting, over and over, as many times as necessary to say what you want to say in the most economic and efficient way possible.

Along the way, you find that no matter how much research you have done, the book needs more. You figure out what’s missing, and you do everything you can to find those things that can complete the story you are trying to tell. In general, it’s the oldest things that are hardest to find.

As you learn more while putting things together, the book tells you what it needs to be, and this is always going to be somewhat different than what you thought it was at the start. You always need to dig deeper.

The last thing I wrote was the introduction. That’s the opposite of how I approached my previous two books, but this time I wanted to see what would be included in the book first.

I also spent many, many long hours working over images in Photoshop. This includes the various maps I am using. I want everything to look its best when you open up your copy of Chicago’s Lost “L”s and start reading it.

One thing I noticed, when sorting through my images, is how sometimes, when I had duplicates of an image, they weren’t always identical. It occurs to me that when black-and-white prints were made from medium-format negatives, they were probably made in batches, and the same neg could have been printed multiple times over the years. Each time, the neg would be positioned a bit differently.

Now it is possible to combine those images using a program called Microsoft Image Composite Editor. The result is an image that is closer to the full size of the negative. I was able to do this for five or six images in the book.

More information about Chicago’s Lost “L”s will follow, as available. Once a book is published, it belongs to the readers, and you can decide whether or not it is worthwhile, but whatever the result, I have given this project 110%.

When you challenge yourself to reach a goal, it forces you to do better.  I learn so much every time I work on a new book– new skills, new methods, more efficiency, more organization, more knowledge.  And when someone reads one of my books, and appreciates it (if they do), that’s the icing on the cake.

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

Howard Terminal looking west in 1959. Ultimately, this picture did not make it into the book.

The same location on June 6, 2020.

The same location on June 6, 2020.

I spent a lot of time cleaning up this image, but decided not to use it. The steam engines Chicago used on the "L" were similar to those in New York, but they weren't identical-- they were more robust. They didn't have the same specs.

I spent a lot of time cleaning up this image, but decided not to use it. The steam engines Chicago used on the “L” were similar to those in New York, but they weren’t identical– they were more robust. They didn’t have the same specs.

I took this picture of the former Linen Avenue station in Wilmette on June 6, 2020, but it didn't make the cut.

I took this picture of the former Linen Avenue station in Wilmette on June 6, 2020, but it didn’t make the cut.

I spent considerable time cleaning up this track map of the Kenwood "L" before I found something else I chose to use.

I spent considerable time cleaning up this track map of the Kenwood “L” before I found something else I chose to use.

The same goes for this map of the Stock Yards branch.

The same goes for this map of the Stock Yards branch.

In this case, after putting the two versions of this image together, only a small amount was missing at the top, not difficult to replace.

In this case, after putting the two versions of this image together, only a small amount was missing at the top, not difficult to replace.

You can see how the same negative was lined up slightly differently both times it was printed. It was not difficult to fill in the missing parts on the two corners and bottom.

You can see how the same negative was lined up slightly differently both times it was printed. It was not difficult to fill in the missing parts on the two corners and bottom.

Recent Finds

El Tracks (1949) by Robert W. Addison. The El looks like New York, but the streetcar seems more like Chicago.

El Tracks (1949) by Robert W. Addison. The El looks like New York, but the streetcar seems more like Chicago.

The Chicago Aurora & Elgin owned everything west of Laramie Avenue, and in June 1953, were storing cars mid-day at Lockwood Yard (5300 W.). Wood cars 28 and 207 are seen, among others. (Ray Mueller Photo)

The Chicago Aurora & Elgin owned everything west of Laramie Avenue, and in June 1953, were storing cars mid-day at Lockwood Yard (5300 W.). Wood cars 28 and 207 are seen, among others. (Ray Mueller Photo)

Mark Jesperson, who now lives in France, has written a Wilmette history article and is using one of our images. In turn, he sent us this nice picture, taken in the early 1950s at Linden Avenue, showing a gate car. Evanston became a shuttle to Howard starting in August 1949 (except for the Evanston Express).

Mark Jesperson, who now lives in France, has written a Wilmette history article and is using one of our images. In turn, he sent us this nice picture, taken in the early 1950s at Linden Avenue, showing a gate car. Evanston became a shuttle to Howard starting in August 1949 (except for the Evanston Express).

An early Loop photo looking north from Tower 12 at Wabash and Van Buren. I think this is pre-1913, meaning it's the left-hand-running bi-directional Loop. The Met car at left is going away from us on the Inner Loop, while that is probably a South Side car coming towards us, heading south.

An early Loop photo looking north from Tower 12 at Wabash and Van Buren. I think this is pre-1913, meaning it’s the left-hand-running bi-directional Loop. The Met car at left is going away from us on the Inner Loop, while that is probably a South Side car coming towards us, heading south.

Another early view of the Loop, again at Wabash and Van Buren, this time looking west.

Another early view of the Loop, again at Wabash and Van Buren, this time looking west.

When the Indiana Railroad interurban shut down in 1941, Lehigh Valley Transit bought high-speed car 55. Here, it's on a Pennsylvania Railroad flatcar. LVT turned it into car 1030, showcase of their fleet on the Liberty Bell Route between Allentown and Philadelphia. It is now at the Seashore Trolley Museum. (H. P. Sell Photo)

When the Indiana Railroad interurban shut down in 1941, Lehigh Valley Transit bought high-speed car 55. Here, it’s on a Pennsylvania Railroad flatcar. LVT turned it into car 1030, showcase of their fleet on the Liberty Bell Route between Allentown and Philadelphia. It is now at the Seashore Trolley Museum. (H. P. Sell Photo)

CTA PCC 7363 at Devon Station (car barn), possibly in 1957. Part of the building here was destroyed by fire years earlier.

CTA PCC 7363 at Devon Station (car barn), possibly in 1957. Part of the building here was destroyed by fire years earlier.

LVT high-speed 1022. Except for 1030, all the modern lightweight high-speed cars on the Liberty Bell Limited were ex-Cincinnati & Lake Erie.

LVT high-speed 1022. Except for 1030, all the modern lightweight high-speed cars on the Liberty Bell Limited were ex-Cincinnati & Lake Erie.

LVT 1008 in Allentown.

LVT 1008 in Allentown.

Cook County #1 was used to transport mental health patients between facilities such as Dunning on Chicago's northwest side. Don's Rail Photos: "1, hospital car, was built by CSL in 1918. It was retired on September 21, 1939."

Cook County #1 was used to transport mental health patients between facilities such as Dunning on Chicago’s northwest side. Don’s Rail Photos: “1, hospital car, was built by CSL in 1918. It was retired on September 21, 1939.”

June 21, 1958 was the day before the new Congress-Douglas-Milwaukee line went into regular service. It was also the last day the Douglas Park trains ran downtown over the Lake Street "L" . Photographer Bob Selle was riding a northbound Douglas train when he took this picture, showing the station at Madison and Paulina, which had not been used in over seven years.

June 21, 1958 was the day before the new Congress-Douglas-Milwaukee line went into regular service. It was also the last day the Douglas Park trains ran downtown over the Lake Street “L” . Photographer Bob Selle was riding a northbound Douglas train when he took this picture, showing the station at Madison and Paulina, which had not been used in over seven years.

CTA wood car 1712 is a Kenwood shuttle train at the Indiana Avenue stub terminal, probably circa 1953. It was built by St. Louis Car Company in 1903 for the Northwestern Elevated Railroad. (Robert Selle Photo)

CTA wood car 1712 is a Kenwood shuttle train at the Indiana Avenue stub terminal, probably circa 1953. It was built by St. Louis Car Company in 1903 for the Northwestern Elevated Railroad. (Robert Selle Photo)

A night shot of CTA 4219 at Laramie Avenue on the Garfield Park "L" on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 4219 at Laramie Avenue on the Garfield Park “L” on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 4434 at Laramie Avenue on the Garfield Park "L" on January 4,1957. (Robert Selle Photo)

A night shot of CTA 4434 at Laramie Avenue on the Garfield Park “L” on January 4,1957. (Robert Selle Photo)

CTA 2840, a Met car, at Laramie Yard on January 4, 1957. (Robert Selle Photo)

CTA 2840, a Met car, at Laramie Yard on January 4, 1957. (Robert Selle Photo)

A night shot of CTA 2810 and 2818 in the Laramie Yards on February 1, 1957. By then, the Congress Expressway was open as far as Laramie and was adjacent to the Garfield Park "L". It was still under construction west of here, and the "L" ran on temporary trackage. (Robert Selle Photo)