A Tribute to Jeffrey L. Wien

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

In 2016, Jeff Wien hired Rick Foss to add realistic color to what had been a black-and-white image, a rare shot of a PCC streetcar passing the entrance of Riverview Amusement Park on Western just north of Belmont in 1956. The results were spectacular. (Wien-Criss Archive)

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A Tribute to Jeffrey L. Wien

Like many, I was recently shocked and saddened to hear that longtime Chicago railfan Jeffrey L. Wien had died at the age of 79. I had known Jeff for more than 40 years. While I mourn his passing, this post celebrates his lifelong interest in electric railways, which was so important to him.

Some time ago, he had asked me to compose his obituary, and this is what I came up with:

Jeffrey Lawrence Wien of Chicago died from a heart attack at Rush University Medical Center on January 6, 2021 at the age of 79. He had been hospitalized for about ten days suffering from pneumonia. Jeff was born in Chicago on April 3, 1941, the son of Jerome Lester Wien and Helen Louise Kraus. He grew up on the south side of Chicago near 47th Street until 1950, when the family moved to Evanston. He was a graduate of Evanston Township High School (class of 1959) and Northwestern University (class of 1963). He served his country as a Lieutenant in Naval Intelligence from 1963 to 1967. By profession, he was an accountant, and worked for Blue Cross-Blue Shield and at Provident Hospital. He was smart, funny (with an acerbic wit), opinionated, and loyal to his friends. Although he was talented in many areas, he was very modest and never boastful. He did not suffer fools gladly, but if you knew him, he was your friend for life. He loved to travel and was an avid and accomplished photographer and filmmaker, whose work appeared in many publications. His interest in historic preservation, architecture, and nostalgia drew him to street railways, interurbans and railroads. He was a passenger on the last Chicago streetcar in 1958 and was one of the last living employees of the Chicago, North Shore and Milwaukee interurban. He was the author of Chicago Streetcar Memories, a DVD produced by Chicago Transport Memories LLC in 2009. Jeff was a co-author of the very comprehensive book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, issued as Bulletin 146 of the Central Electric Railfans’ Association in 2015. Jeff was a voting member of the Illinois Railway Museum and a generous contributor to its activities. He was also a director and officer of Central Electric Railfans’ Association for 37 years. CERA is a not-for-profit technical and educational association founded in 1938. Along with Bradley Criss, he established the Wien-Criss Archive, an important photographic collection and resource that will continue to aid historical research in the future. Jeff will be very much missed and long remembered by everyone who knew him. He believed that life is the single most important thing, so you must protect it. He was predeceased by his spouse Bradley Scott Criss, and is survived by his sister Helen Jo Wien (Lotsoff), a niece and nephew. Interment is at the Abraham Lincoln National Cemetery in Elwood, Illinois. Donations can be made in Jeff’s memory to the Illinois Railway Museum CTA 4391 Restricted Fund.

Jeff became interested in streetcars at an early age. Ray DeGroote recalls answering a letter requesting more information from Jeff in 1955 while volunteering at CERA (Central Electric Railfans’ Association). They became lifelong friends, and brought Jeff in touch with what Ray has called the “intelligence network” of railfans, in those pre-Internet days. Jeff participated in his first fantrip in December 1956, one of several that were held in the declining years of Chicago streetcars, as the last lines were replaced by buses one by one.

His family lived at 48th and Woodlawn on Chicago’s south side until 1950, when they moved to the north end of Evanston. The closest “L” station was Isabella, a lightly patronized ground-level station that closed in 1973. It was made somewhat famous by being featured in the opening credits of the original Bob Newhart Show in the early 1970s.

Jeff’s initial interest was in taking 8mm color motion pictures. One roll would yield about three minutes of silent movie film. He taught himself photography by trial and error. Sometimes, people watching him would ask, incredulously, why he would want to take pictures of a streetcar?

Once Jeff discovered that the Western Avenue line would soon be replaced by buses, he did everything possible to document it, and the other remaining Chicago streetcar lines. Late in life, he could still recall how disappointed he was to discover that Western Avenue streetcars had been replaced by buses in June 1956.

This was followed by the loss of the final two north side lines in 1957 (Broadway and Clark), and finally Wentworth on the south side in 1958. In each case, Jeff rode the last car. By then, he had met other friends his own age who shared the same interest. Together, they decorated the last Chicago streetcar with crepe paper and a sign bidding farewell to Windy City trolleys. (This was no doubt inspired by “last cars” from other cities, some of which commemorated those events by decorating the cars, which the Chicago Transit Authority did not do.)

Until Jeff was 14, interurban trains of the Chicago, North Shore and Milwaukee (aka the North Shore Line) passed near to his house in Evanston on the Shore Line Route. The North Shore Line became another of Jeff’s great interests, and he rode the last southbound car on a very cold January 21, 1963 along with his sister, although not to the end of the line at Roosevelt Road. (As the hour was so late, Jeff and Helen Jo got off at Howard Street to take the Evanston shuttle back to Isabella.)

During the summer of 1961, Jeff had a summer job as a ticket-taker for the North Shore Line at the Adams and Wabash station downtown, making him one of the interurban’s last living employees. Several years ago, he purchased a rare North Shore Line ticket cabinet from the Dempster Street station on that line. It was one of his prized possessions, and I persuaded him to write an article about it, which you can read here.)

Jeff started shooting color 35mm slides in 1959. His favorite film was Kodachrome, which then had a film speed of 10, meaning it was largely restricted to sunny days. Jeff would say, “I worship the sun,” and his favorite type of photo was the “three quarter” view, taken on a sunny day. He became a master at this type of photo. He favored all-mechanical Pentax cameras, as he did not trust batteries. He learned how to expose film by using the tried and true “Sunny f/16” rule.

Many other “last rides” in different cities followed. From 1963 to 1967, Jeff served in the Navy, and was stationed in Washington, DC. He was in Baltimore when their last streetcars ran in 1963, and Los Angeles when they ended both streetcar and trolley bus service the same year. Pittsburgh and Philadelphia were also among Jeff’s favorite cities, as they both had extensive streetcar systems that were gradually reduced in size and scope over the years.

It was, for many years, a hobby with many “lasts,” but after reaching a low point in the mid-1970s, things began to turn around, with the start of the new San Diego Trolley in 1981. Soon this was joined by a host of other new “firsts,” light rail and streetcar lines across the country, and Jeff traveled to many of these places, to ride, photograph, and film them.

Jeff was an avid collector of other people’s photos in addition to his own. Ray DeGroote gave him the William C. Hoffman collection, after the latter’s death in 1988. Hoffman had extensively documented Chicago’s streetcar, interurban, and “L” lines in photographs and in movies during the 1950s, which are now invaluable historical artifacts. These, he freely shared with others.

Jeff was very active in the Central Electric Railfans’ Association, a not-for-profit technical and educational group, and served as a director for 37 years. This culminated in the 2015 publication of CERA Bulletin 146, Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, which I co-authored. For Jeff, this was the fulfillment of a lifelong dream, and the book was well received.

In the book, I wrote a tribute to Jeff, since I really thought of it as being his life’s work. I compared him to the late Richard Nickel, one of the pioneers of architectural preservation here in Chicago. Jeff was a pioneer as a transit preservationist. His influence was profound and extensive in his field. It’s fine that people will pay tribute to him now that he is gone, but I felt it was just as important to do this while he was still alive and able to read it himself.

Fantrips were one of Jeff’s major interests, and the last one he was involved with was on February 19, 2017, when CERA sponsored a trip on the CTA “L” system with four cars wrapped temporarily to celebrate the Cubs winning the 2016 World Series. This was made possible in large part by Jeff’s $2000 contribution.

He was also quite active at the Illinois Railway Museum, as one of only 100 voting members, and through his preservation activities. He helped bring Chicago Surface Lines motor coach 3407 to the museum, and in 2019, made a substantial contribution to bring Chicago Aurora & Elgin car 453 to IRM.

Along with his late partner Bradley Criss, Jeff produced two feature-length videos, Chicago Streetcar Memories, and A Tribute to the North Shore Line.

Jeff’s final activities were to add slides and negatives to his collection that either interested him, or filled gaps in his collection. Some of these were pictures that he was unable to take himself, and gave him immense pleasure. This included his purchase of a large portion of the late Bob Selle’s black-and-white negatives in 2018 and numerous rare Kodachrome slides taken by others, including the late Charles L. Tauscher.

Jeff’s was a life well lived, and a blessing to those who knew him. What follows are some highlights from Jeff’s life in our hobby. He will be sorely missed.

-David Sadowski

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

Here is Jeff at 15, taking part in a fantrip on a red Chicago streetcar on February 10, 1957.

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

CTA PCC 7201 is heading northbound at Clark and Wells on February 16, 1957, in this photo by Charles H. Thorpe, from the Wien-Criss Archive. It was the last streetcar to operate on the State-Broadway portion of Route 36.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

I believe this iconic picture of CTA 7213, leaving Clark and Kinzie on the last Chicago streetcar run in the early morning hours of June 21, 1958, is a CTA photo.

Jeff was amazed a few years ago, when he found out that the late Charles Keevil had shot 16mm film of the last Chicago streetcar in 1958. This was transferred to digital and released by the CTA:

Jeff and his young friends decorated car 7213, no doubt inspired by what other cities had previously done for their last runs:

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

LVT 912, dressed in bunting at Fairview car barn for the last run of an Allentown streetcar, on June 7 1953.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

A mother and her two kids have just gotten off a northbound Evanston train of 4000s at Isabella in January 1972. This station closed on July 16, 1973 and within a short period of time, all traces of it were removed, as it was a short distance from the Linden terminal and had low ridership. That same year, the Evanston branch was converted to third rail operation, and overhead wire was removed.

CTA 9361 is westbound on Irving Park Road, passing under the north-south "L". The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the "L" until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9361 is westbound on Irving Park Road, passing under the north-south “L”. The tracks it is about to cross belonged to the Milwaukee Road, and were used to interchange freight with the “L” until 1973. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9378 is heading south on Broadway, about to turn west on Montrose (Route 78). (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue "L" station... about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

CTA 9375 at the east end of the Montrose trolley bus line, near the Wilson Avenue “L” station… about to turn south on Broadway. (Jeff Wien Photo, Wien-Criss Archive)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA "L" station at Adams and Wabash. (William Shapotkin Collection)

I believe we may have run a similar picture before. This shows the North Shore Line station adjacent to the CTA “L” station at Adams and Wabash. (William Shapotkin Collection)

Jeff and his sister Helen rode the last southbound North Shore Line train as far as Howard Street. His friend Charles Tauscher continued with it to the end of the line, and snapped this historic picture:

A truly historic photo that probably hasn't seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

A truly historic photo that probably hasn’t seen the light in 57 years. The late Charles L. Tauscher rode the last North Shore Line train ever, which ended its run at Roosevelt Road in the early morning hours of a very cold January 21, 1963. Motorman Bill Livings has just taken off the headlight and poses for a few pictures. This must be a long exposure (this was Ektachrome, and the film speed was 32) and you can see some motion blur on other parts of the platform. Truly the end of an era. (Wien-Criss Archive)

The North Shore Line's Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

The North Shore Line’s Milwaukee Terminal on a wintry night in January 1963. This is a remarkable photo for the time, as it surely involved a long exposure time of at least a few seconds, with the camera held perfectly still on a tripod. Film speeds for color slide film were very slow and those films were designed for use in bright sunlight. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

A northbound North Shore Line train stops at Dempster in January 1963, the final month. Just over a year later, after the abandonment, the CTA resumed service between here and Howard as the Skokie Swift. Note the sign at left for a yarn store in the terminal building. (Wien-Criss Archive)

This, and the next three images are from "superslides," meaning film larger than 35mm, but still able to fit in a regular 2x2 slide mount. This was possible with both 127 and 828 film, but it's the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

This, and the next three images are from “superslides,” meaning film larger than 35mm, but still able to fit in a regular 2×2 slide mount. This was possible with both 127 and 828 film, but it’s the latter here, in this shot by W. H. Higginbotham showing an Electroliner at Grange Avenue in Milwaukee County. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

NSL 741 creeps south along the old 6th Street viaduct in Milwaukee, next to a 1958 Chevy. (Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at 6th and Oklahoma in Milwaukee in 1962. (W. N. Higginbotham Photo, Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

An Electroliner at Edison Court in Waukegan on May 26, 1959. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

This picture of the CTA Stockyards line was taken in September 1957, shortly before the line was abandoned. There is little in this picture that still exists today, except for the shuttered Stock Yards National Bank Building, at 4146 S. Halsted Street. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

A gate car (345) and a Met car are in the process of being scrapped at Skokie Shops in September 1957. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

Bill Hoffman and his sister Dorothy at their home at 6622 S. Maplewood Avenue in Chicago on December 26, 1981. Two nicer people, you will never meet. Both are sadly long gone. (Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans' Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the "new" East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On May 24, 1958 the Central Electric Railfans’ Association operated a fantrip on the South Shore Line, using Illinois Central equipment. Normally, South Shore cars ran on the IC, but not the other way around. Here, they are having a photo stop at the “new” East Chicago station, parallel to the Indiana Toll Road, which opened in 1956. It replaced street running in East Chicago. The view looks east. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA "L" train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

On November 9, 1952, a two-car CTA “L” train, headed by car 1019, is on the trestle at Central on the Evanston branch. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western steam loco 555, a 4-6-2, heads up a northwest line commuter train at Kinzie and 400 West on August 20, 1953. (Robert Selle Photo, Wien-Criss Archive)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

This and the following picture show DC Transit pre-PCC 1053 in June 1961. n This historic car survived for many years before being destroyed in a museum fire. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street "L", but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

On June 26, 1960 a pair of CTA single-car units went out on a portion of the Lake Street “L”, but apparently did not go on the ground-level portion of the route. Here, we see the train heading westbound at Clinton and Lake. (Charles L. Tauscher Photo)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

This photo of CTA 4391 in Chinatown appears on CERA’s 2014 membership card. The only surviving Chicago postwar PCC car is now at the Illinois Railway Museum. (Photo by Charles L. Tauscher, Wien-Criss Archive)

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff purchased this slide in 2018. It was processed in September 1965, and shows Pittsburgh streetcars near the Edgar Thomson Steel Works in Braddock, east of Pittsburgh, along the Monongahela River. The location was a mystery until it was identified by some of our readers.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Jeff bought his first Pentax MX camera at Helix in 1979, and continued using this model for the rest of his career.

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Bradley Criss on March 3, 2012 at the end of the St. Charles Car Line at Carrollton and Claiborne Avenues in New Orleans. (Jeff Wien Photo, Wien-Criss Archive)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself-- a 3/4 view in sunlight. (Bruce C. Nelson Photo)

Jeff Wien was, in large part, responsible for a fantrip on February 19, 2017, where four CTA rapid transit cars were posed at various places on the system for photo stops, wrapped to celebrate the first Cubs World Series championship since 1908. I purchased this original slide on the very day he died, with the intention of giving it to him on his upcoming 80th birthday. It is also an excellent example of the type of shot he excelled at himself– a 3/4 view in sunlight. (Bruce C. Nelson Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

On September 5, 2020, Jeff made his last trip to the Illinois Railway Museum to participate in their annual meeting. Here he is with his beloved CTA 4391, the only surviving postwar Chicago streetcar. (Jose Martinez Photo)

Recent Finds

Here are some of our own recent photo finds:

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street "L" ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

We are looking west along South Boulevard in Oak park on June 8, 1962, just west of Ridgeland Avenue. The CTA Lake Street “L” ran at ground level here, using overhead wire, until October of that year, when it was relocated to the nearby Chicago & North Western embankment. I assume the commuter station you see here closed in 1958 along with several other close-in stations, in part to make way for this relocation project.

The same location today.

The same location today.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

I thought this was interesting as it is an unusual view, one that you could only get by taking a picture on a moving train. This is near the Cermak station on the CTA Dan Ryan Line on May 14, 1979. A northbound train of 2000s approaches, and old Comiskey Park is visible to the south.

Mitch Markovitz: "Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined."

Mitch Markovitz: “Westbound (South Shore Line) train at Hammond. Has to be about 1949 as 108 has only been lengthened but not streamlined and air conditioned, and the gates are white and black but not yellow and black. The car behind it has been lengthened and streamlined.”

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 at Wayne on June 29, 1957.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E 2001 and 2002 in Lombard in October 1955.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

CA&E freight locos 2001 and 2002 in Glen Ellyn in March 1959.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

A CA&E freight train in Maywood. If that is correct, I would guess this is westbound crossing First Avenue, where the Illinois Prairie Path starts today. The tracks at left belong to the Chicago Great Western. The date is April 8, 1951.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001 and 2002 at an unknown location in the summer of 1957.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight locos 2001, 2002, and a caboose in Elgin on March 30, 1957. A passenger car is also visible.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

CA&E freight in Oak Park on November 18, 1951, with locos 2001 and 2002. In the background, you can see apartment buildings at around 600 Harrison Street. The Eisenhower Expressway runs here now, but the buildings seen still remain.

The same buildings today.

The same buildings today.

CA&E freight in Lombard on November 23, 1957.

CA&E freight in Lombard on November 23, 1957.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

CA&E freight in Maywood, with locos 2001 and 2002, on November 18, 1951.

The back end of the same train.

The back end of the same train.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

A CTA train from the 5001-5004 series (not to be confused with the current 5000s) heads southbound approaching Central Street in Evanston on January 7, 1951, having just crossed the North Shore Channel, not far from where the Wien family was living.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World's Fair.

I recently purchased this original medium format negative of the Travel and Transport Building, one of the most distinctive structures at A Century of Progress, the 1933-34 Chicago World’s Fair.

This brochure was issued by the Chicago Surface Lines a short time before the October 1, 1947 Takeover by the Chicago Transit Authority, and spells out the locations where “walking transfers” were available between various CSL routes that were not directly adjacent to each other, and included some Chicago Rapid Transit Company stations on the “L”/Subway. But notice they did not include any such transfers to the Chicago Motor Coach lines, which continued to be privately owned for another five years after this.

The former Asbury station on the Niles Center "L" branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today's Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

The former Asbury station on the Niles Center “L” branch (unused by transit since 1948), as it looked in July 1970. The picture was taken along the right of way of the CTA Skokie Swift (today’s Yellow Line). The building has long since been demolished. A train in the 5001-5004 series is visible in the distance.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

This picture was taken around the time the CTA Dearborn-Milwaukee-Congress Subway opened in 1951, and shows where trains crossed over and turned back near LaSalle Street, which was the end of the line until 1958, when the Congress median line opened.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

We previously ran another version of this same image on a post in 2016, but I thought it was worth getting a second copy. This one has somewhat less contrast, so you get a better view of the platform. The original caption was: The CRT Westchester branch at Roosevelt Road, circa 1929-1930. Service along this line opened in 1926, and when the line was extended, local officials insisted that tracks not cross Roosevelt at grade, thereby necessitating this grade separation project. The platform at left was later moved into the open cut, although the original station house was retained. Service to Mannheim began in 1930. The line was abandoned in 1951. We are looking north.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation "XO" on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that's visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative-- he generally rubber stamped it on the back. He was taking pictures as early as 1934.

I find this photo by Edward Frank, Jr. interesting for a number of reasons. It most likely is from before 1943, as a CRT steel car (4312) is coupled to a wood car (2157). This is along the Garfield Park line and the notation “XO” on the side probably means this train is turning back just west of the DesPlaines Avenue station in Forest Park (which would also explain why there is a cemetery visible behind the train). The platform that’s visible may have been only for the use of train crews. The Eisenhower Expressway is located here now. It is unusual that Ed Frank put his name directly on the negative– he generally rubber stamped it on the back. He was taking pictures as early as 1934.

The North Shore Line began running into Chicago via the "L" in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

The North Shore Line began running into Chicago via the “L” in 1919, and had phased out use of wood cars by 1936. This shows car 130 at Roosevelt Road in that time frame, signed for the Shore Line Route. During WWII, NSL leased this and some other wood cars to the Chicago Aurora & Elgin. A train of woods ran a fantrip on the North Shore Line in 1946, and then these cars were sold to the CA&E, which continued to operate them until service was cut back to Forest Park in 1954. The glare may indicate this picture was taken looking through the window of another train.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

A two-car CA&E train at the Wells Street Terminal. This might be car 412, built in 1923 by Pullman.

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

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

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

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

Total time – 45:49

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

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

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

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

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

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago's "L" system.

On February 6, 1941, the North Shore Line ran some special trips to introduce its new, streamlined Electroliners. Here we see one of the two sets at the North Water Terminal on Chicago’s “L” system.

With this, and our next post, we are tying up some loose ends, so to speak. We have collected a great number of images over the last five years, and haven’t always had an opportunity to finish working on them and present them to you here. Just the caption writing alone takes a long time, and there is often research involved.

This is in addition to our usual work in scanning, cropping, straightening, color correction, spot removal, etc., which also takes a considerable effort. There are times when the images pile up, and there are various things that need to be done to them. We recently got around to some of those things.

We hope you enjoy the results, and if you have any questions or comments about these images, be sure to drop us a line. Be sure to refer to each image by its identifying file name. You can generally see what that is by moving your mouse over the image itself.

We also thank our various contributors to today’s post, Jeff Wien of the Wien-Criss Archive, Craig Berndt, and Bill Shapotkin, who have generously shared images from their collections.

I would also be remiss if I failed to note that July 15th was Ray DeGroote’s 90th birthday. Ray is a longtime friend and mentor. He is the dean of Chicago railfans, and has traveled all over, taking unforgettable pictures, sharing his wisdom and experience with others, for a lot longer than most of us have been alive. We wish him all the best.

-David Sadowski

Recent Finds

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

Through an act of serendipity, at almost the same time that we acquired the Electroliner picture above, we also obtained a souvenir ticket from that same event.

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner "Valley Forge" at Bryn Mawr in September 1964. (Richard S. Short Photo)

After the North Shore Line abandonment in 1963, the two Electroliners were purchased by the Philadelphia Suburban Transportation Company (aka Red Arrow), for use on their 13-mile-long Norristown High Speed Line. Liberty Liner “Valley Forge” at Bryn Mawr in September 1964. (Richard S. Short Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don's Rail Photos notes: "318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321." This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Although the Chicago Aurora & Elgin had an admirable safety record, I am sure, sometimes there were accidents. Here, we see cars 400 and 318 have collided. 318 must have been repaired, as it did survive the interurban, at least for a while. Don’s Rail Photos notes: “318 was built by Jewett Car Co in 1914. It had steel sheating and was modernized in 1944. It was sold to Wisconsin Electric Raiway Historical Society in 1962. It was wrecked in transit and the parts were sold to IRM to restore 321.” This picture was taken at Lockwood Yard, just west of Laramie, in June 1945. Not sure if the modernization was actually done prior to the crash, or as a result of it. Dates for these things are sometimes approximate. (Don Mac Bean Photo)

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

Here, we see the Chicago, South Shore & South Bend interurban (commonly known as the South Shore Line) running down the street in East Chicago, Indiana, in the late 1920s.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

This is a Chicago & West Towns Railway streetcar, signed for the La Grange line, circa 1915.

The names of the two C&WT employees shown in the previous photograph.

The names of the two C&WT employees shown in the previous photograph.

Here is a mystery photo, It was identified as Chicago "L" workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

Here is a mystery photo, It was identified as Chicago “L” workers, but Andre Kristopans doubts that this is actually Chicago. Such vintage pictures usually have the employees wearing darker uniforms than this, and where would there have been such a structure as is shown here?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

The lone gate car we see in this picture is identified as work car S-2, and the date is September 9, 1957. Can this be 61st Yard?

Our resident south side expert M.E. writes:

You might be correct that this is the 61st St. yard on the Jackson Park line. I didn’t ride that line very much, because I lived along the Englewood line, so I can’t be sure. If it is 61st St., the view looks southeast.

In the 61st St. yard, I recall the long diagonal track in your picture. I also remember this track seemed to cleave the yard into two parts, such that the trains stored in the northern part would first have to move to the southern part, then onto the diagonal track to reach the mainline. That was rather clumsy.

I tried to recollect the big building in the background on the right. Or maybe there are more than one building. Either way, I think the building(s) could have been low-income project buildings that showed up on the South Side in the 1950s. The building(s) in this picture would be located south of 63rd and west of South Park Way (now King Drive).

The most convincing reason this might be 61st St. yard is, believe it or not, the way the switch is set in the lower right. That switch is set for mainline operation, in particular the northbound track. With this in mind, everything else in this picture falls into place correctly.

UPDATE: After writing all the above, I consulted my Central Electric Railfans Association (CERA) bulletin 115, dated June 1976, which covers the L system between 1947 and 1976. In the back of that book are numerous trackage layouts, including — yes — the 61st St. yard. And that trackage looks exactly like what is in your picture.

You might wonder where the connection between the southbound mainline track and the yard is. According to CERA 115, it is right where the camera is. It is a switch from southbound to northbound mainline track. In fact, you can see part of that switch precisely where your trolleydodger label (watermark) starts.

Thanks for figuring that out.

From 1949 to 1957, the CTA operated the Kenwood branch of the "L" as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met "L", as those lines were equipped with more modern steel cars. Not sure why there are three cars here-- Kenwood usually used one or two car trains in these days.

From 1949 to 1957, the CTA operated the Kenwood branch of the “L” as a shuttle operation, and here we see three such cars at the Indiana Avenue station. By the mid-1950s, the older gate cars had been replaced by ones formerly used on the Met “L”, as those lines were equipped with more modern steel cars. Not sure why there are three cars here– Kenwood usually used one or two car trains in these days.

M.E. writes:
I learned from this picture that the Kenwood stub at Indiana Ave. had room for three cars. I thought it was just two. I guess I never saw a third (idle) car sitting in that space, because the presence of an idle car meant the passengers had to walk farther to connect between Kenwood and mainline trains. (And if Kenwood passengers wanted to connect to southbound mainline trains, they also had to use the overhead bridge between the two mainline platforms.)

I also learned from CERA 115 that the Stock Yards line did have its own yard, east of the Halsted St. station, but that was way back in 1913. No wonder I never saw it.

There is some speculation that the Stock Yards yard from 1913 was never actually used.

Regarding three cars in the Kenwood stub, it’s possible that a portion of the rear car went past the platform, and they didn’t open the rear door, as was the practice at other stations, where the trains ended up being longer than the platforms. (This could also be done with the front door on the head car in other places, but not here.)

M.E. again:

More about your Kenwood stub picture:

Judging by the space between the two cars at the left, I’d have to say the leftmost car was not connected to the other two, and was in fact sitting idle. And, as you mentioned, perhaps the rightmost car isn’t fully next to the platform.

I’d have to agree with that, for another reason: I don’t know whether old wooden cars were ever upgraded to enable a single conductor (or maybe the motorman) to control all doors. If the old cars were not upgraded, then a three-car Kenwood train would need two conductors. The amount of business the Kenwood shuttle did would never justify two conductors. This fortifies my recollection that the Kenwood shuttle never ran with more than two cars, and ran most of the time with just one car.

This picture was taken from the old Halsted "L" station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 - Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street "L" trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground "loop" along with the Lake, Dearborn, and Congress legs.

This picture was taken from the old Halsted “L” station on the Met main line, which was just north of the Congress Expressway footprint. That station remained open until 1958, when the CTA Congress median line opened. I believe this picture was taken in 1954, but after the end of May, when buses replaced streetcars on Route 8 – Halsted. This section of highway opened in 1955. The two subway portals at right are used by the CTA Blue Line today, but the ones at left were never used. They were intended for use by Lake Street “L” trains, if that line had been re-routed onto the highway, and would have connected to a Clinton Street Subway, forming an underground “loop” along with the Lake, Dearborn, and Congress legs. Steve D. points out that the sign has Richard J. Daley on it as mayor, which means it can’t be prior to April 20, 1955.

The old Cicero Avenue station on the Garfield Park "L" stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the "L" crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

The old Cicero Avenue station on the Garfield Park “L” stood at regular height, but to the west, Laramie was at ground level, and to the east, the Kilbourn station was at a higher level, as the “L” crossed other railroads. Here, we are looking east around July 1, 1957. Kilbourn closed in 1953 to help speed up service on the rest of the line, which was slowed down once it started using temporary trackage in Van Buren Street, between Sacramento Avenue and Aberdeen, a distance of about two-and-a-half miles.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the "L" was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

In this view, taken around July 1, 1957, we see a westbound Garfield Park train at the Kedzie station, which was not in the direct path of the Congress Expressway. The tall smokestack in the distance belonged to the old Garden City Laundry at 3333 W. Harrison. Here, the “L” was south of the expressway, and at other points, it was north of the highway. The station off in the distance is St. Louis (3500 W.). Both stations remained open until 1958.

The former Garden City Laundry building today.

The former Garden City Laundry building today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park "L" crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the "L" right in the middle of the highway. It is inconceivable that this would be done today.

This picture, and the next one, were taken around July 1, 1957 from the Kedzie Avenue bridge over the then-Congress Expressway, looking east towards Sacramento Boulvard. Tracks are in place for the Congress median line, and in the distance, we can also see where the Garfield Park “L” crossed the highway. East of Sacramento, there was a ramp, leading down to Van Buren, where there was a temporary right-of-way at ground level. Tracks were in place for the new line at this time, but as you can see, there was no third rail yet. There is still a crossover at this location. Notice that there were support columns for the “L” right in the middle of the highway. It is inconceivable that this would be done today.

Around July 1, 1957, a westbound CTA Garfield Park "L" train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

Around July 1, 1957, a westbound CTA Garfield Park “L” train is westbound on the Van Buren temporary trackage. I believe the cross street is California Avenue (2800 W.).

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park "L" in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This is mid-1950s view of the then-Congress Expressway, looking east from Kedzie. We see the new CTA rapid transit line in the median, then under construction, and the old Garfield Park “L” in the distance. This portion of the highway opened in 1955 as far west as Laramie. I think this picture may have been taken before the other one in this post.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

This view of the Congress Expressway looks east from Central Park (3600 W.) towards Homan (3400 W.). On the right, the smokestack closest to the highway belongs to the Garden City Laundry, which was located at 3333 W. Harrison Street, and is mentioned elsewhere in this post. This may be circa 1956, as the highway is open here, but tracks appear to only recently have been added to the median.

Chicago Surface Lines 3294 near the Ravenswood 'L' station at Montrose (today's CTA Brown Line)

Chicago Surface Lines 3294 near the Ravenswood ‘L’ station at Montrose (today’s CTA Brown Line)

From the Collections of Craig Berndt

Craig Berndt shared these really nice images, which he purchased from the estate of the late Ken Luttenbacher, who may be the photographer. All were taken on the north side, and many of these pictures were shot from the front of a train, looking out the window (which was most likely opened, since this was in the days before air conditioned rapid transit cars).

While we don’t see a lot of “L” cars, what we do see are some excellent shots of the rights-of-way on the Howard and Evanston lines (today’s Red and Purple Lines).

He adds:

I wrote a book about the Toledo & Chicago Interurban that operated the Ft. Wayne-Garrett-Kendallville-Waterloo line, part of which operated in freight service until May 1945. I made presentations about it at Hoosier Traction Meet a few years ago.

All the pictures in this section are from the Craig Berndt Collection.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

This August 1963 view is just south of Lawrence, looking north. The overhead wire at left was used by CTA electric locomotives, a holdover from the days when the Milwaukee Road had service here, prior to this line being electrified and put up on an embankment. Apparently, North Shore Line trains sometimes used the overhead and switched over to third rail further south.

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the 'L' until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the 'L' structure near Montrose.

Here, in August 1963, we are just north of the Berwyn station on the North-South main line. Off to the left, there was Lill Coal and Oil, which used freight service on the ‘L’ until 1973. In this photo, you can see part of their siding heading off from the freight track, which has overhead wire. Lill was the last freight customer the CTA had. Once they stopped using the service, the CTA was able to eliminate freight. This was a carryover from the days when this portion of the route started out as part of the Milwaukee Road. That railroad interchanged with the rapid transit just north of Irving Park Road. Freight cars were hauled by electric locomotives using overhead wire. There was a ramp up to the ‘L’ structure near Montrose.

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Just south of Belmont, looking north, in August 1963.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Approaching Wilson, looking north . in August 1963. Wilson shops are visible.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Just south of Addison, looking north, in August 1963. You can see the Wrigley Field scoreboard at left.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Howard Terminal, August 1963. This station was completely redone in the early 2000s.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Morse, looking north, in August 1963. The old No Exit Cafe, a Beatnik coffehouse established in 1958, was located not far from here, starting in 1967.

Just north of Sheridan, looking north towards Wilson, in August 1963.

Just north of Sheridan, looking north towards Wilson, in August 1963.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

We are looking south off the rear of a northbound Evanston train at Foster Station in August 1963. The station in the distance is Davis Street.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

Looking south from the old Isabella station on the Evanston line in August 1963. The bridge in the distance goes over the North Shore Channel.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

The old Wilson Avenue Upper Yard in August 1963. The shops building burned in 1996 and was removed.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

This August 1963 shot shows the yard at Linden Avenue in Wilmette, at the north end of the Evanston branch. There are overhead wires at left because this branch did not use third rail until 1973 (although the yard did). The station was behind the photographer, since moved to the left (east), I believe. To the left was also where the North Shore Line continued north on its own tracks for about a block, before heading west on Greenleaf Avenue.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton "L" station.

DePaul University is near Fullerton Avenue on the North-South main line. There were four tracks north of Chicago Avenue on this line, with a few gaps between there and Howard Street, where the Evanston and Skokie branches begin. This August 1963 view, taken from out the window of a northbound train (as are some of the others) looks north to the Fullerton “L” station.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Sheridan Road CTA station in August 1963. It still looks much like this today.

The Ravenswood (today's Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

The Ravenswood (today’s Brown Line) terminal at Lawrence and Kimball, looking north, in January 1960.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

All the trains I see here in this July 1964 scene are Douglas Park ones, leading me to think this is the old Pulaski road yard on that line. This route is now called the Pink Line, but that yard has been removed. The configuration of tracks from a map I have looks like it fits what I see in the picture. On the other hand, Steve D. says this is Logan Square, due to the building in the back with a sign for the Hollander Storage & Moving Company, which is still there on Fullerton Avenue.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

This is the bridge over the North Shore Channel on the Evanston route in August 1963. We are looking south, and the station in the distance is Central Street.

From the Wien-Criss Archive

All the images in this section were taken by the late Charles L. Tauscher, and are shared by Jeff Wien, of the Wien-Criss Archive. These pictures show Kenosha buses, most on a fantrip held by the Omnibus Society of America. Bill Shapotkin notes, “OSA Fantrip 33 operated on July 9, 1967. The carrier was then known as Lake Shore Transit/Kenosha. Two different buses where used during the trip- #705 and 709.”

I recognize the former Kenosha North Shore Line station, four years after abandonment. The building still exists, but has been altered. It served as a restaurant for many years, and is now a day car center.

There are also two pictures taken in Racine, with the Frank Lloyd Wright-designed Johnson Wax Building in the background.

The large Pepsi bottlecap ad on the front of one bus reminds me of the streetcars in Johnstown, Pennsylvania that had these too, in pictures taken near the end of service there in 1960.

If anyone can help identify the other locations, that would be greatly appreciated. Again, please refer to each image by file name, thanks.

Bill Shapotkin: "This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station."

Bill Shapotkin: “This photo looks east on 6th Street across Park Avenue in Racine, WI. Note that the Greyhound station is located on S/E corner of intersection. Aside from Greyhound, Wisconsin Coach (which operates a suburban bus service between Milwaukee and Kenosha) also served this station.”

How this area looks today.

How this area looks today.

Bill Shapotkin: "This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east."

Bill Shapotkin: “This photo was taken in Racine, WI facing N/B on Main JUST NORTH of 5th Street. The view looks east.”

Bill Shapotkin: "This photo was taken in ILLINOIS -- on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left)."

Bill Shapotkin: “This photo was taken in ILLINOIS — on SW corner of State Line (aka Russell) Road and Sheridan Road in Winthrop Harbor. View looks south (that is Sheridan Road at left).”

Bill Shapotkin: "This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!" On the other hand, Russ Schultz says this is 56th Street.

Bill Shapotkin: “This photo was taken in Kenosha, WI facing east in 57th Street between 6th and 7th Streets. The building behind the bus is still standing today!” On the other hand, Russ Schultz says this is 56th Street.

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

We will round out today’s post with four excellent images shared by Bill Shapotkin. More will follow in our next post, Loose Ends, Part Two.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

This and the next image: Joseph Canfield took this picture of CTA PCCs at Western and Berwyn, the north end of Route 49, on June 13, 1956, just a few days before buses replaced streetcars on this line.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley bus 9300 at Grand and Nordica (west terminal of Route 65) in July 1969.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

CTA trolley buses 9300 and 9588 at Grand and Nordica in July 1969. This was my neighborhood, and I boarded buses here all the time back then. There was a supermarket next door (I think it was a national). In recent years this is now a resale shop.

Recent Correspondence

Barry S. writes:

With reference to your material on the launch of the Electroliner, I am passing along this contemporaneous promo /faux ticket. It’s about 30″ high. Due to my inept photo skills, it took three images to capture at least some details. Use and enjoy at your discretion. If any of your readers are interested, the item is for sale. It can be removed from its frame for easier/cheaper shipping.

I will make note of that, and if anyone wants to contact you, I will be sure to forward their info your way, thanks (using my ‘good offices,’ as opposed to my bad ones I guess).

Martin Baumann writes:

I recently discovered your very interesting website. In one post you said you are not sure what happened to Aurora Fox River and Elgin 305.

According to Cleveland’s Transit Vehicles: Equipment and Technology by James A. Toman and Blaine S. Hays it went to Cleveland with the rest of the batch and was retired in 1954 after its motors burned out during a blizzard at Thanksgiving.

That’s good to know, thanks!

Steve De Rose writes:

I am (still) Steve De Rose. If I did not previously mention this, I am also a member of the _American Breweriana Association_, which *just merged* with the East Coast Breweriana Association. Issue 226 of its journal arrived here very recently. John Warnik, of the sub-organization Chicagoland Breweriana Society has a fascinating story about the Yusay Brewery (formerly of 26th St. & Albany Ave). Yusay was one Chicago brewery which did a bunch of ads on transit vehicles. J. Warnik met someone who had seven medium-sized ads and he obtained them. Then came the questions of when these were used and where they appeared?

An ad for Dodge automobiles had Dodge’s 1953 slogan, “You’ve Got To Drive It To Believe It! 1953 Dodge”. This dated the signs to late 1952. He specifically focused on an ad for Yusay which illustrated its character ‘Local Boy’ at a banquet welcoming convention delegates to Chicago. As both the Democratic & Republican 1952 Presidential nomination conventions were held at the International Amphitheatre in Chicago, ‘Local Boy’ was seated between an elephant and a donkey on the dais. This more precisely identified the time frame. From your ‘Trolley Dodger’ weblog, he discerned a route 4 Cottage Grove streetcar, converted to one-man service (4056) with this ad in one of the outside slots near the front of the streetcar. He credits it to all three authors of *_Chicago Streetcar Pictorial, the PCC Car Era 1936-1958_*, including you. But the photograph he identifies and reproduces in this journal article is not the one on page 57 in the book. It looks like it is running southbound in downtown on Wabash between Wacker and Lake. (He shrewdly placed the top of the Yusay ad over the lower right corner of the photograph.)

What this informs us of is that 4056, converted to one-man service in May 1952, made many (if not all) of its runs on Cottage Grove. {Did Madison & Madison-Fifth CTA routes use one-man PCC Cars?}

Thanks for writing.

Looks like we have run two pictures of PCC 4056 with this ad, which probably dates both to the summer of 1952.

Madison and Madison-Fifth did not use one-man PCCs (and I do mean that literally, female bus operators weren’t hired until the 1970s). But after buses replaced streetcars on Madison in 1953, the branch on Fifth was operated briefly as a shuttle, using older red cars (1700-series) that were one-man.

Two-man cars, in any event, were required on any streetcar lines that crossed a railroad. The car would stop and the conductor would get out and look both ways before the car crossed the tracks.

CTA wanted to use one-man cars on 63rd Street, but first held two public hearings, and at one of them (the one on the west portion of the line), there was opposition to the plan, so the line was converted to buses instead. The one-man cars were used on Cottage Grove from 1952-55, and after that became a bus route, Western Avenue got them from 1955-56.

Another thing that CTA did was to substitute buses for PCCs on weekends. This had been a recommendation of a 1951 consultant report.

Keep those cards and letters coming in, folks.

-David Sadowski

St. Louis-built PCC 4056, signed for route 4 - Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach's assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

St. Louis-built PCC 4056, signed for route 4 – Cottage Grove, has just crossed the Chicago River. While the iconic Wrigley Building and Tribune Tower are at rear, the Sun-Times building (1958) had not yet been built when this picture was taken. Note a Chicago Motor Coach bus at rear. CTA purchased Motor Coach’s assets as of October 1, 1952, probably not too long after this picture was taken. In the 1950s, some Cottage Grove cars (usually signed as Route 38) went north of the river and terminated at Grand and Navy Pier. (Railway Negative Exchange Photo)

CTA 4056 is running on Route 4 - Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

CTA 4056 is running on Route 4 – Cottage Grove in 1953. This is one of the postwar PCCs that was converted to one-man operation.

1939 Chicago Surface Lines Training Program

In 2016, we were fortunate to acquire a rare 16″ transcription disc, made in 1939 for the Chicago Surface Lines. This included an audio presentation called “Keeping Pace,” about 20 minutes long, that CSL used for employee training.

We were recently able to find someone who could play such a large disc, and now this program has been digitized and can be heard for the first time in more than 80 years. We have added it as a bonus feature to our Red Arrow Lines 1967 CD, available below and through our Online Store.

Screen Shot 03-16-16 at 06.58 PM.PNGScreen Shot 03-17-16 at 12.44 AM.PNG

RAL
Red Arrow Lines 1967: Straffords and Bullets
# of Discs – 1
Price: $14.99

This disc features rare, long out-of-print audio recordings of two 1967 round trips on the Philadelphia & Western (aka “Red Arrow Lines”) interurban between Philadelphia and Norristown, the famous third rail High-Speed Line.  One trip is by a Strafford car and the other by one of the beloved streamlined Bullets.  The line, about 13 miles long and still in operation today under SEPTA, bears many similarities to another former interurban line, the Chicago Transit Authority‘s Yellow Line (aka the “Skokie Swift”).  We have included two bonus features, audio of an entire ride along that five mile route, which was once part of the North Shore Line, and a 20-minute 1939 Chicago Surface Lines training program (“Keeping Pace”).  This was digitized from a rare original 16″ transcription disc and now can be heard again for the first time in over 80 years.

Total time – 73:32


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

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

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

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

Help Support The Trolley Dodger

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This is our 252nd 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 644,000 page views, for which we are very grateful.

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Bill Hoffman’s Black-and-Whites

This is, for me, a very interesting photo. It shows construction of the new Halsted Street bridge that will eventually go over the Congress (now Eisenhower) Expressway under construction on May 20, 1951. As you can see, the bridges were built first, before the area around them was excavated. That way, traffic could be diverted around the construction site as it is here. There was a shoo-fly for streetcars and a temporary roadway for other traffic. The view looks north. The nearby "L" station remained in service until 1958, although two of the four tracks were removed. (William C. Hoffman Photo, Wien-Criss Archive)

This is, for me, a very interesting photo. It shows construction of the new Halsted Street bridge that will eventually go over the Congress (now Eisenhower) Expressway under construction on May 20, 1951. As you can see, the bridges were built first, before the area around them was excavated. That way, traffic could be diverted around the construction site as it is here. There was a shoo-fly for streetcars and a temporary roadway for other traffic. The view looks north. The nearby “L” station remained in service until 1958, although two of the four tracks were removed. (William C. Hoffman Photo, Wien-Criss Archive)

For our last post of 2019, we thought we would “ring out the old” by featuring some classic black-and-white views of Chicago streetcars (plus a few others) taken by the late William C. Hoffman (1910-1988), or from his collection. All appear courtesy of the Jeff Wien and the Wien-Criss Archive.

Bill Hoffman usually shot color slides, but according to Jeff, he sometimes shot black-and-white, typically if the local store happened to be out of color film. Mr. Hoffman deserves a ton of credit for traveling around the city with his camera. He got many shots that others failed to document.

This is our 20th post this year, about the same as last year. We again achieved over 100,000 page views, for the fifth straight year, as we look forward to 2020 and celebrating the fifth anniversary of this blog on January 21st.

We thank all our readers and contributors for their help in making this another very successful year here at the Trolley Dodger. As always, if you have questions, comments, or have information to share on any of what you see here, don’t hesitate to drop us a line. We have a very interesting batch of pictures this time, including some very rare shots.

Happy New Year!

-David Sadowski

From the Wien-Criss Archive:

CSL 9001 was an unpowered trailer, built by the Surface Lines in 1921. Photos showing such trailers in use are quite rare, as they were only in service during the 1920s. After this, they were used as storage sheds at various CSL locations. (William C. Hoffman Collection, Wien-Criss Archive)

CSL 9001 was an unpowered trailer, built by the Surface Lines in 1921. Photos showing such trailers in use are quite rare, as they were only in service during the 1920s. After this, they were used as storage sheds at various CSL locations. (William C. Hoffman Collection, Wien-Criss Archive)

Other cities have used two-car streetcar trains extensively, notably Boston, but such use was short-lived in Chicago. Here, we see multiple-unit CSL 3208, built by the Chicago Surface Lines in 1924, operating a two-car train on Milwaukee Avenue. With a severe drop in ridership during the Great Depression, such use was no longer necessary. (William C. Hoffman Collection, Wien-Criss Archive)

Other cities have used two-car streetcar trains extensively, notably Boston, but such use was short-lived in Chicago. Here, we see multiple-unit CSL 3208, built by the Chicago Surface Lines in 1924, operating a two-car train on Milwaukee Avenue. With a severe drop in ridership during the Great Depression, such use was no longer necessary. (William C. Hoffman Collection, Wien-Criss Archive)

CTA 6116 on the Kedzie Avenue line. This car was built by Brill in July 1914. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 6116 on the Kedzie Avenue line. This car was built by Brill in July 1914. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1774, signed for Ogden-Downtown. Don's Rail Photos notes, "1774 was built by CSL in 1923. It was rebuilt as one-man in 1949." (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1774, signed for Ogden-Downtown. Don’s Rail Photos notes, “1774 was built by CSL in 1923. It was rebuilt as one-man in 1949.” (William C. Hoffman Photo, Wien-Criss Archive)

Westbound CTA Pullman 132 is on Van Buren crossing Western Avenue on November 13, 1950. Streetcar service ended on this route in 1951, and the CTA used the south half of Van Buren as a temporary right-of-way for Garfield Park "L" cars between 1953 and 1958. (William C. Hoffman Photo, Wien-Criss Archive)

Westbound CTA Pullman 132 is on Van Buren crossing Western Avenue on November 13, 1950. Streetcar service ended on this route in 1951, and the CTA used the south half of Van Buren as a temporary right-of-way for Garfield Park “L” cars between 1953 and 1958. (William C. Hoffman Photo, Wien-Criss Archive)

On August 15, 1953 there was an old CSL 2501-2625 series car at the Clark-Schreiber car barn. (William C. Hoffman Photo, Wien-Criss Archive)

On August 15, 1953 there was an old CSL 2501-2625 series car at the Clark-Schreiber car barn. (William C. Hoffman Photo, Wien-Criss Archive)

CTA salt car AA91 is at the car barn at Clark and Schreiber on August 15, 1953. Dpn's Rail Photos adds, "AA91, salt car, was built by Chicago Rys in 1912 as 1545. It became CSL 1545 in 1914 and retired on November 19, 1947. It was rebuilt as salt car AA91 in 1948 and retired on September 8, 1955." (William C. Hoffman Photo, Wien-Criss Archive)

CTA salt car AA91 is at the car barn at Clark and Schreiber on August 15, 1953. Dpn’s Rail Photos adds, “AA91, salt car, was built by Chicago Rys in 1912 as 1545. It became CSL 1545 in 1914 and retired on November 19, 1947. It was rebuilt as salt car AA91 in 1948 and retired on September 8, 1955.” (William C. Hoffman Photo, Wien-Criss Archive)

On June 25, 1951, CTA 6140 is heading southbound on Stony Island, while waiting for an Illinois Central Electric commuter train to pass, before crossing 71st Street. (William C. Hoffman Photo, Wien-Criss Archive)

On June 25, 1951, CTA 6140 is heading southbound on Stony Island, while waiting for an Illinois Central Electric commuter train to pass, before crossing 71st Street. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 5722, a single-ended "nearside" car, is crossing the Illinois Central tracks. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 5722, a single-ended “nearside” car, is crossing the Illinois Central tracks. (William C. Hoffman Photo, Wien-Criss Archive)

On October 15, 1948, the conductor of CTA 1643 (running on the Van Buren Street route) is holding a switch lever at the southwest corner of Van Buren and Clinton. (William C. Hoffman Photo, Wien-Criss Archive)

On October 15, 1948, the conductor of CTA 1643 (running on the Van Buren Street route) is holding a switch lever at the southwest corner of Van Buren and Clinton. (William C. Hoffman Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at State and Madison. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On February 16, 1957, CTA 7201 was the last streetcar to run on Route 36. Here it is seen at Clark and Devon. (Charles H. Thorpe Photo, Wien-Criss Archive)

On November 13, 1950 a northbound Ashland Avenue car, running here on Paulina, crosses Van Buren. The view is from the nearby Marshfield "L" station. On September 20, 1953 the CTA put Garfield Park "L" trains onto temporary trackage in Van Buren for about 2 1/2 miles, while the Congress Expressway was being built. (William C. Hoffman Photo, Wien-Criss Archive)

On November 13, 1950 a northbound Ashland Avenue car, running here on Paulina, crosses Van Buren. The view is from the nearby Marshfield “L” station. On September 20, 1953 the CTA put Garfield Park “L” trains onto temporary trackage in Van Buren for about 2 1/2 miles, while the Congress Expressway was being built. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 542 is a Milwaukee Avenue car, at the north end of the line near Devon on March 25, 1951. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 542 is a Milwaukee Avenue car, at the north end of the line near Devon on March 25, 1951. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1721 is an eastbound Ogden Avenue car on Randolph Street in 1950. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1721 is an eastbound Ogden Avenue car on Randolph Street in 1950. (William C. Hoffman Photo, Wien-Criss Archive)

The view looking west across Halsted into Root Street terminal. Streetcar service on this line was abandoned two days after this picture was taken on August 7, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

The view looking west across Halsted into Root Street terminal. Streetcar service on this line was abandoned two days after this picture was taken on August 7, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

What looks like a CTA car in the 1700-series is eastbound on Randolph on March 28, 1948. (William C. Hoffman Photo, Wien-Criss Archive)

What looks like a CTA car in the 1700-series is eastbound on Randolph on March 28, 1948. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 6261 is at the end of the line at Stony Island and 93rd on November 7, 1948. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 6261 is at the end of the line at Stony Island and 93rd on November 7, 1948. (William C. Hoffman Photo, Wien-Criss Archive)

In the 1920s, CSL experimented with an articulated streetcar, here numbered 4000, made from two other cars. The experiment did not catch on. Don's Rail Photos adds, "4000 was built by St Louis Car Co in 1903 as Chicago Union Traction Co as 4633 and 4634. They were renumbered 1104 and 1105 in 1913 and became CSL 1104 and 1105 in 1914. They were renumbered 1101 and 1102 in 1925. They were rebuilt as an articulated train using a Cincinnatii Car steel vestibule drum between the bodies. It was completed on August 3, 1925, and scrapped on March 30, 1937." (William C. Hoffman Collection, Wien-Criss Archive)

In the 1920s, CSL experimented with an articulated streetcar, here numbered 4000, made from two other cars. The experiment did not catch on. Don’s Rail Photos adds, “4000 was built by St Louis Car Co in 1903 as Chicago Union Traction Co as 4633 and 4634. They were renumbered 1104 and 1105 in 1913 and became CSL 1104 and 1105 in 1914. They were renumbered 1101 and 1102 in 1925. They were rebuilt as an articulated train using a Cincinnatii Car steel vestibule drum between the bodies. It was completed on August 3, 1925, and scrapped on March 30, 1937.” (William C. Hoffman Collection, Wien-Criss Archive)

This picture of CTA 4022 appears to show it set up for one-man service on 63rd Street, although this was not implemented, after two public hearings were held. These cars were instead used on Cottage Grove. Red streetcars were temporarily returned to 63rd, and then buses were substituted in 1953. (William C. Hoffman Collection, Wien-Criss Archive) On the other hand, Tony Waller writes, "Hi, I have a few comments/corrections for the latest set of photos: Pic.736 shows a two-man pre-war PCC operating on 63rd St. In the middle of the car you can see two center doors, one was removed as part of the one-man conversion process. Also CTA would not be operating a one man car in the middle of an otherwise two-man route. In the recent CERA color-photo PCC book, as well as several of the Shore Line Interurban Society publications, there are photos of pre-war PCCs painted in the new Evergreen and Cream color scheme operating on 63rd St. The paint job was done as part of the advance work for the one-man process to keep the PCCs operating on 63rd as long as possible. The conversion process would require that the whole fleet to be removed from service; removing one of the center doors and the conductor’s station and replacing them with additional seats, relocating all door controls to the motorman’s position, removing Chicago’s unique hand operating controls and replacing them with the standard (i.e., nationwide) foot operating controls. The CTA’s new “big wings” around the headlight denoting front entrance, one-man operation would not affect a repainted car in temporary two-man service as the pre-war PCCs were always front entrance anyway. Those post-war PCCs converted to one-man and those “Sedans” so converted (but never used) also got the “big wings.”"

This picture of CTA 4022 appears to show it set up for one-man service on 63rd Street, although this was not implemented, after two public hearings were held. These cars were instead used on Cottage Grove. Red streetcars were temporarily returned to 63rd, and then buses were substituted in 1953. (William C. Hoffman Collection, Wien-Criss Archive) On the other hand, Tony Waller writes, “Hi, I have a few comments/corrections for the latest set of photos: Pic.736 shows a two-man pre-war PCC operating on 63rd St. In the middle of the car you can see two center doors, one was removed as part of the one-man conversion process. Also CTA would not be operating a one man car in the middle of an otherwise two-man route. In the recent CERA color-photo PCC book, as well as several of the Shore Line Interurban Society publications, there are photos of pre-war PCCs painted in the new Evergreen and Cream color scheme operating on 63rd St. The paint job was done as part of the advance work for the one-man process to keep the PCCs operating on 63rd as long as possible. The conversion process would require that the whole fleet to be removed from service; removing one of the center doors and the conductor’s station and replacing them with additional seats, relocating all door controls to the motorman’s position, removing Chicago’s unique hand operating controls and replacing them with the standard (i.e., nationwide) foot operating controls. The CTA’s new “big wings” around the headlight denoting front entrance, one-man operation would not affect a repainted car in temporary two-man service as the pre-war PCCs were always front entrance anyway. Those post-war PCCs converted to one-man and those “Sedans” so converted (but never used) also got the “big wings.””

CTA 7254 at Clark and Kinzie. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 7254 at Clark and Kinzie. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 4332 southbound at Clark and Wacker. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 4332 southbound at Clark and Wacker. (William C. Hoffman Photo, Wien-Criss Archive)

On March 21, 1954, CTA PCC 4025 heads north on Cottage Grove at 98th. Here, streetcars were on open track west of the roadway. (William C. Hoffman Photo, Wien-Criss Archive)

On March 21, 1954, CTA PCC 4025 heads north on Cottage Grove at 98th. Here, streetcars were on open track west of the roadway. (William C. Hoffman Photo, Wien-Criss Archive)

CTA Pullman 661 is westbound at Roosevelt Road and Michigan Avenue, returning from the Museum Loop built for the 1933-34 Century of Progress World's Fair. (William C. Hoffman Photo. Wien-Criss Archive)

CTA Pullman 661 is westbound at Roosevelt Road and Michigan Avenue, returning from the Museum Loop built for the 1933-34 Century of Progress World’s Fair. (William C. Hoffman Photo. Wien-Criss Archive)

On May 1, 1953, PCC 4070 is westbound on Madison Street, looking west from Wacker Drive with the Civic Opera House at right. The streetcar is about to cross the Chicago River. (William C. Hoffman Photo, Wien-Criss Archive)

On May 1, 1953, PCC 4070 is westbound on Madison Street, looking west from Wacker Drive with the Civic Opera House at right. The streetcar is about to cross the Chicago River. (William C. Hoffman Photo, Wien-Criss Archive)

CTA electric locomotive L202, coupled to a railroad gondola in the 39th and Halsted yards. (William C. Hoffman Photo, Wien-Criss Archive)

CTA electric locomotive L202, coupled to a railroad gondola in the 39th and Halsted yards. (William C. Hoffman Photo, Wien-Criss Archive)

CSL prewar PCC 4017 at Madison and Austin, another favorite spot for railfan photographers in this era. (William C. Hoffman Photo, Wien-Criss Archive)

CSL prewar PCC 4017 at Madison and Austin, another favorite spot for railfan photographers in this era. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1308, built by St. Louis Car Company circa 1904, here shown in use as a salt car for Chicago's wintry weather. The 1374, now restored to operating condition at the Illinois Railway Museum, is an example of this type of car, now nicknamed a "Matchbox." (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1308, built by St. Louis Car Company circa 1904, here shown in use as a salt car for Chicago’s wintry weather. The 1374, now restored to operating condition at the Illinois Railway Museum, is an example of this type of car, now nicknamed a “Matchbox.” (William C. Hoffman Photo, Wien-Criss Archive)

CSL 7002, built by St. Louis Car Company in 1936. This was part of a series of 83 cars that ran for just short of 20 years. Why 83 cars? I recall there was a concurrent order for 17 trolley buses. The overall order was for 100 new vehicles, with 5/6th being streetcars. (William C. Hoffman Collection, Wien-Criss Archive)

CSL 7002, built by St. Louis Car Company in 1936. This was part of a series of 83 cars that ran for just short of 20 years. Why 83 cars? I recall there was a concurrent order for 17 trolley buses. The overall order was for 100 new vehicles, with 5/6th being streetcars. (William C. Hoffman Collection, Wien-Criss Archive)

CSL 1474 (built circa 1900 for Chicago Union Traction, rebuilt 1913). (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1474 (built circa 1900 for Chicago Union Traction, rebuilt 1913). (William C. Hoffman Photo, Wien-Criss Archive)

A CTA Peter Witt, aka a "Sedan," in this case 3330, signed for Cottage Grove. (William C. Hoffman Photo, Wien-Criss Archive)

A CTA Peter Witt, aka a “Sedan,” in this case 3330, signed for Cottage Grove. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 5492, signed for 79th and Brandon. This car was built by Brill in 1907. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 5492, signed for 79th and Brandon. This car was built by Brill in 1907. (William C. Hoffman Photo, Wien-Criss Archive)

CTA PCC 7228 is northbound on State at Roosevelt Road. This overpass was a favorite spot for photographers. (William C. Hoffman Photo, Wien-Criss Archive)

CTA PCC 7228 is northbound on State at Roosevelt Road. This overpass was a favorite spot for photographers. (William C. Hoffman Photo, Wien-Criss Archive)

CTA Pullmans at North and Cicero. (William C. Hoffman Photo, Wien-Criss Archive)

CTA Pullmans at North and Cicero. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 783. Not sure of the location. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 783. Not sure of the location. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 459 and one other streetcar are on the Museum Loop, at around 13th Street near Lake Shore Drive. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 459 and one other streetcar are on the Museum Loop, at around 13th Street near Lake Shore Drive. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 235, a Pullman, heads west on Roosevelt Road. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 235, a Pullman, heads west on Roosevelt Road. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 4302 is southbound on State at Roosevelt. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 4302 is southbound on State at Roosevelt. (William C. Hoffman Photo, Wien-Criss Archive)

One-man CTA streetcar 1737 enters the Washington Street tunnel from Franklin Street in 1950. As you can see, the bridge over the Chicago River is up. (William C. Hoffman Photo, Wien-Criss Archive)

One-man CTA streetcar 1737 enters the Washington Street tunnel from Franklin Street in 1950. As you can see, the bridge over the Chicago River is up. (William C. Hoffman Photo, Wien-Criss Archive)

CTA snow plow D304, a former tank car. Don's Rail Photos adds, "D304, sprinkler, was built by McGuire-Cummings in 1909, as C&SC CE-4. It was renumbered D304 in 1913 and became CSL D302 in 1914. It was converted as a snow plow and retired on March 19, 1956." (William C. Hoffman Photo, Wien-Criss Archive)

CTA snow plow D304, a former tank car. Don’s Rail Photos adds, “D304, sprinkler, was built by McGuire-Cummings in 1909, as C&SC CE-4. It was renumbered D304 in 1913 and became CSL D302 in 1914. It was converted as a snow plow and retired on March 19, 1956.” (William C. Hoffman Photo, Wien-Criss Archive)

CSL 6158 is on temporary trackage at State and 13th around 1940, when construction of the State Street Subway was underway. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 6158 is on temporary trackage at State and 13th around 1940, when construction of the State Street Subway was underway. (William C. Hoffman Photo, Wien-Criss Archive)

Some old CSL streetcars, including mail car 6, are shown at 11th and State in 1948 as part of a parade. The mail car is now at the Fox River Trolley Museum. (William C. Hoffman Photo, Wien-Criss Archive)

Some old CSL streetcars, including mail car 6, are shown at 11th and State in 1948 as part of a parade. The mail car is now at the Fox River Trolley Museum. (William C. Hoffman Photo, Wien-Criss Archive)

This photo of CTA 1736, at the west end of Route 16 Lake Street at Austin Boulevard, must be circa 1952-54, as the nearby Park Theater appears to have permanently closed (I think the sign says "closed goodbye"). (William C. Hoffman Photo, Wien-Criss Archive)

This photo of CTA 1736, at the west end of Route 16 Lake Street at Austin Boulevard, must be circa 1952-54, as the nearby Park Theater appears to have permanently closed (I think the sign says “closed goodbye”). (William C. Hoffman Photo, Wien-Criss Archive)

The CSL car is promoting the Illinois Reserve Militia on State Street during World War II. (William C. Hoffman Photo, Wien-Criss Archive)

The CSL car is promoting the Illinois Reserve Militia on State Street during World War II. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1740 and 1731 are displaying what the photographer called "wartime ads" in September 1943 at Montrose and Cicero. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1740 and 1731 are displaying what the photographer called “wartime ads” in September 1943 at Montrose and Cicero. (William C. Hoffman Photo, Wien-Criss Archive)

On September 14, 1942, construction was well underway for Chicago's first subway at State and Washington (the tunnels were already finished, and here they were building the station using the cut-and-cover method). Work car W212 is being used to promote the patriotic film Wake Island. (William C. Hoffman Photo, Wien-Criss Archive)

On September 14, 1942, construction was well underway for Chicago’s first subway at State and Washington (the tunnels were already finished, and here they were building the station using the cut-and-cover method). Work car W212 is being used to promote the patriotic film Wake Island. (William C. Hoffman Photo, Wien-Criss Archive)

The interior of car 6150, a Brill built circa 1914-15, as it appeared on August 3, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

The interior of car 6150, a Brill built circa 1914-15, as it appeared on August 3, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1821 on North Avenue. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 1821 on North Avenue. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 279 on Roosevelt Road open track in 1952. The photographer noted that "vibration disintegrated the concrete." (William C. Hoffman Photo, Wien-Criss Archive)

CTA 279 on Roosevelt Road open track in 1952. The photographer noted that “vibration disintegrated the concrete.” (William C. Hoffman Photo, Wien-Criss Archive)

CSL 2598 on 111th Street at Cottage Grove. Don's Rail Photos notes, "2598 was built by St Louis Car Co in 1901. It was retired on August 1, 1947." (William C. Hoffman Photo, Wien-Criss Archive)

CSL 2598 on 111th Street at Cottage Grove. Don’s Rail Photos notes, “2598 was built by St Louis Car Co in 1901. It was retired on August 1, 1947.” (William C. Hoffman Photo, Wien-Criss Archive)

CTA 618 and 5543 meet at 111th and Western on July 11, 1948. Looks like some riders are changing from one line to the other. The view looks north. (William c. Hoffman Photo, Wien-Criss Archive)

CTA 618 and 5543 meet at 111th and Western on July 11, 1948. Looks like some riders are changing from one line to the other. The view looks north. (William c. Hoffman Photo, Wien-Criss Archive)

The notes on this rather fuzzy photo say this is CTA 520 at the intersection of Milwaukee, Paulina, and Ogden. On the other hand, Daniel Joseph says that this is a "physical impossibility," and that this is actually Paulina, Ogden and Adams. (William C. Hoffman Photo, Wien-Criss Archive)

The notes on this rather fuzzy photo say this is CTA 520 at the intersection of Milwaukee, Paulina, and Ogden. On the other hand, Daniel Joseph says that this is a “physical impossibility,” and that this is actually Paulina, Ogden and Adams. (William C. Hoffman Photo, Wien-Criss Archive)

The operator of one-man car 2908 is changing ends on 39th Street on March 28, 1948. At the moment, both poles are up. Not sure of the exact location. (William C. Hoffman Photo, Wien-Criss Archive)

The operator of one-man car 2908 is changing ends on 39th Street on March 28, 1948. At the moment, both poles are up. Not sure of the exact location. (William C. Hoffman Photo, Wien-Criss Archive)

A view of the North and Cicero car barn (aka "station, in CSL parlance) , looking northwest from 1500 N. Cicero on March 28, 1948. (William c. Hoffman Photo, Wien-Criss Archive)

A view of the North and Cicero car barn (aka “station, in CSL parlance) , looking northwest from 1500 N. Cicero on March 28, 1948. (William c. Hoffman Photo, Wien-Criss Archive)

CSL 119 on the transfer table at West Shops, June 1, 1947. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 119 on the transfer table at West Shops, June 1, 1947. (William C. Hoffman Photo, Wien-Criss Archive)

The interior of a CTA 600-series Pullman on March 22, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

The interior of a CTA 600-series Pullman on March 22, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 3229 looks to be at that portion of the car barn at Devon and Clark that was once damaged by fire. (William C. Hoffman Photo, Wien-Criss Archive)

CSL 3229 looks to be at that portion of the car barn at Devon and Clark that was once damaged by fire. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1783 is on Lake Street just east of Austin, probably circa 1950-52. Here, the Park theater is "closed temporarily." It would be permanently shuttered before the end of streetcar service in 1954, most likely a victim of television. (William C. Hoffman Photo, Wien-Criss Archive)

CTA 1783 is on Lake Street just east of Austin, probably circa 1950-52. Here, the Park theater is “closed temporarily.” It would be permanently shuttered before the end of streetcar service in 1954, most likely a victim of television. (William C. Hoffman Photo, Wien-Criss Archive)

CTA Pullman PCC 4240 is on State Street at 8th, operating on Route 36. (William C. Hoffman Photo, Wien-Criss Archive)

CTA Pullman PCC 4240 is on State Street at 8th, operating on Route 36. (William C. Hoffman Photo, Wien-Criss Archive)

Eastbound prewar PCC 4030, in "tiger stripes," crosses Western Avenue on 63rd Street on November 26, 1950. (William C. Hoffman Photo, Wien-Criss Archive)

Eastbound prewar PCC 4030, in “tiger stripes,” crosses Western Avenue on 63rd Street on November 26, 1950. (William C. Hoffman Photo, Wien-Criss Archive)

CTA work car W205 coupled to a Baltimore and Ohio box car at 39th and Halsted on March 11, 1951. This was the location of a materials handling yard for the CTA in the streetcar era. Don's Rail Photos notes: :W205, work car, was built by Chicago City Ry in 1907 as CCRY C11. It was renumbered W205 in 1913 and became CSL W205 in 1914. It was retired on May 17, 1958." (William C. Hoffman Photo, Wien-Criss Archive)

CTA work car W205 coupled to a Baltimore and Ohio box car at 39th and Halsted on March 11, 1951. This was the location of a materials handling yard for the CTA in the streetcar era. Don’s Rail Photos notes: :W205, work car, was built by Chicago City Ry in 1907 as CCRY C11. It was renumbered W205 in 1913 and became CSL W205 in 1914. It was retired on May 17, 1958.” (William C. Hoffman Photo, Wien-Criss Archive)

CTA work car W205 coupled to a Baltimore and Ohio box car at 39th and Halsted on March 11, 1951. This was the location of a materials handling yard for the CTA in the streetcar era. Don's Rail Photos notes: :W205, work car, was built by Chicago City Ry in 1907 as CCRY C11. It was renumbered W205 in 1913 and became CSL W205 in 1914. It was retired on May 17, 1958." (William C. Hoffman Photo, Wien-Criss Archive)

CTA work car W205 coupled to a Baltimore and Ohio box car at 39th and Halsted on March 11, 1951. This was the location of a materials handling yard for the CTA in the streetcar era. Don’s Rail Photos notes: :W205, work car, was built by Chicago City Ry in 1907 as CCRY C11. It was renumbered W205 in 1913 and became CSL W205 in 1914. It was retired on May 17, 1958.” (William C. Hoffman Photo, Wien-Criss Archive)

This is how the CTA work car coupled to a box car-- with a bar. March 11, 1951 at 39th and Halsted. (William C. Hoffman Photo, Wien-Criss Archive)

This is how the CTA work car coupled to a box car– with a bar. March 11, 1951 at 39th and Halsted. (William C. Hoffman Photo, Wien-Criss Archive)

The West End of Route 63

Between Central Avenue and Harlem, a distance of two miles, Chicago Surface Lines streetcars did not operate on 63rd Street, as they did further east. They ran instead on a private right-of-way in what was then a largely undeveloped area called Clearing, which is now a residential neighborhood.  This is now the location of 63rd Place.

The question came up several month ago on the Chicagotransit Yahoo group (posed by Dennis McClendon) about why this was so. The answer was provided by our resident South Side expert M. E., who provided a link to a book that details this early history.

Basically, there were those who wanted to develop the area in the nearby suburb of Summit for industry, however, they needed a way to transport workers there. It was quicker and easier to simply lay tracks on private property than it would have been to do so in a public street such as 63rd Street, where the City ‘council would have had to weigh in on it. The streetcar companies had some responsibility for paving streets and plowing snow and such.

A factory was established in Summit in the early 1900s, making Argo corn starch. To this day, that portion of Summit is commonly known as Argo. Eventually, the trackage on what is now 63rd Place became part of the regular 63rd Street streetcar route. The portion west of Oak Park Avenue was operated as a shuttle until 1948, when PCC cars were introduced. At that point, a turnaround loop was built at Narragansett, and service west of there operated by bus.

Buses replaced streetcars on the rest of Route 63 in 1953, and service was then shifted to 63rd Street, although the same turnback loop was used. This loop was rather large and I believe in recent years it was made somewhat smaller to accommodate a new location for a Chicago Public Library branch.

As for the old Argo shuttle streetcar, subsequent research shows it went as far as 63rd and Archer (see the pictures below).

-David Sadowski

Looking east from Narragansett along the 63rd Place private right-of-way on May 19, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

Looking east from Narragansett along the 63rd Place private right-of-way on May 19, 1953. (William C. Hoffman Photo, Wien-Criss Archive)

On August 10, 1947 we see the CSL terminal for 63rd Street cars at Oak Park Avenue and 63rd Place. An Argo shuttle car (5337) is on single track ahead. This would continue about another half-mile to Archer Avenue, in suburban Summit. (William C. Hoffman Photo, Wien-Criss Archive)

On August 10, 1947 we see the CSL terminal for 63rd Street cars at Oak Park Avenue and 63rd Place. An Argo shuttle car (5337) is on single track ahead. This would continue about another half-mile to Archer Avenue, in suburban Summit. (William C. Hoffman Photo, Wien-Criss Archive)

The same location today, in Chicago's Clearing neighborhood.

The same location today, in Chicago’s Clearing neighborhood.

On August 10, 1947, we are looking east along 63rd Place at Oak Park Avenue. A Chicago Surface Lines Pullman streetcar is switching onto single track at the west end of Route 63. There was a shuttle operation west of here, perhaps  a mile of single track, to Archer Avenue and the area of suburban Summit widely known as "Argo," although there is no such municipality. That is the name of a large factory there that makes Argo cornstarch. (William C. Hoffman Photo, Wien-Criss Archive)

On August 10, 1947, we are looking east along 63rd Place at Oak Park Avenue. A Chicago Surface Lines Pullman streetcar is switching onto single track at the west end of Route 63. There was a shuttle operation west of here, perhaps a mile of single track, to Archer Avenue and the area of suburban Summit widely known as “Argo,” although there is no such municipality. That is the name of a large factory there that makes Argo cornstarch. (William C. Hoffman Photo, Wien-Criss Archive)

Again on August 10, 1947, CSL 5337 is operating as the Argo shuttle car, and is shown here at the west end of the route at 63rd and Archer. (William C. Hoffman Photo, Wien-Criss Archive)

Again on August 10, 1947, CSL 5337 is operating as the Argo shuttle car, and is shown here at the west end of the route at 63rd and Archer. (William C. Hoffman Photo, Wien-Criss Archive)

The buildings here match the ones seen in the previous photo. The area where the Argo shuttle ended was practically in front of those, and is now a parking lot.

The buildings here match the ones seen in the previous photo. The area where the Argo shuttle ended was practically in front of those, and is now a parking lot.

Our resident South Side expert M. E. writes, "I thought some more about this photo. The Argo streetcar line had a single track. I think it had one track because of the crowded situation at the western terminal at Archer. The Argo car ran from Oak Park Ave. (6800 W.) to Archer Ave. (7700 W. at 63rd St.). Let's say the Argo car carried people who worked at Argo Starch. During rush hours, the bigger crowds may imply that the Chicago Surface Lines ran two cars on the Argo line. Now, let's say one of those cars was at Oak Park Ave., the other at Archer Ave., and they started at the same time. Where would they pass? Answer: Look at the shape of the raised area in the cited photo. This area looks suspiciously like a passing area for two streetcars on a single track. And it's at Harlem (7200 W.), roughly halfway between Oak Park Ave. and Archer Ave.  Voila!"

Our resident South Side expert M. E. writes, “I thought some more about this photo. The Argo streetcar line had a single track. I think it had one track because of the crowded situation at the western terminal at Archer. The Argo car ran from Oak Park Ave. (6800 W.) to Archer Ave. (7700 W. at 63rd St.). Let’s say the Argo car carried people who worked at Argo Starch. During rush hours, the bigger crowds may imply that the Chicago Surface Lines ran two cars on the Argo line. Now, let’s say one of those cars was at Oak Park Ave., the other at Archer Ave., and they started at the same time. Where would they pass? Answer: Look at the shape of the raised area in the cited photo. This area looks suspiciously like a passing area for two streetcars on a single track. And it’s at Harlem (7200 W.), roughly halfway between Oak Park Ave. and Archer Ave. Voila!”

There is a bus loop at 63rd Street and Archer, but not in the same location as where the streetcar ended.

There is a bus loop at 63rd Street and Archer, but not in the same location as where the streetcar ended.

CTA work car X-201 is heading west on 63rd Street on April 18, 1948, to take up rail from the Argo line, where streetcar service ended a week earlier. (William C. Hoffman Photo, Wien-Criss Archive)

CTA work car X-201 is heading west on 63rd Street on April 18, 1948, to take up rail from the Argo line, where streetcar service ended a week earlier. (William C. Hoffman Photo, Wien-Criss Archive)

The turnback loop at 63rd Place and Narragansett was built in 1948 to accomodate PCC cars, which were single-ended. But towards the end of streetcar service on Route 63, PCCs were removed and red cars were, for a short time, returned, as this May 19, 1953 view shows. Buses replaced streetcars five days later, and began running on 63rd Street between Narragansett and Central, instead of on 63rd Place, as streetcars had. (William C. Hoffman Photo, Wien-Criss Archive)

The turnback loop at 63rd Place and Narragansett was built in 1948 to accomodate PCC cars, which were single-ended. But towards the end of streetcar service on Route 63, PCCs were removed and red cars were, for a short time, returned, as this May 19, 1953 view shows. Buses replaced streetcars five days later, and began running on 63rd Street between Narragansett and Central, instead of on 63rd Place, as streetcars had. (William C. Hoffman Photo, Wien-Criss Archive)

The CTA turnback loop at 63rd Place and Narragansett as it looks today, with the Clearing branch of the Chicago Public Library at rear.

The CTA turnback loop at 63rd Place and Narragansett as it looks today, with the Clearing branch of the Chicago Public Library at rear.

The track arrangement on 63rd Place prior to 1948, taken from the 1941 CSL track map. There were two tracks to Oak Park Avenue, and single track west of there. Since the Argo shuttle had to cross a railroad, that means it had to have a two-man crew. It appears the shuttle crossed Harlem into nearby Summit (the area known as Argo) for its western terminal.

The track arrangement on 63rd Place prior to 1948, taken from the 1941 CSL track map. There were two tracks to Oak Park Avenue, and single track west of there. Since the Argo shuttle had to cross a railroad, that means it had to have a two-man crew. It appears the shuttle crossed Harlem into nearby Summit (the area known as Argo) for its western terminal.

The 1939 shows the locations of two crossovers on the 63rd Place section; one at Meade, and another just east of Austin.

The 1939 shows the locations of two crossovers on the 63rd Place section; one at Meade, and another just east of Austin.

This portion of the 1952 CTA track map shows the arrangement used between 1948 and 1953. The dotted line indicates the bus route used west of Narragansett.

This portion of the 1952 CTA track map shows the arrangement used between 1948 and 1953. The dotted line indicates the bus route used west of Narragansett.

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

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


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



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

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

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

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

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Chicago in the 1950s

You would be forgiven for not recognizing this location, but that's the Western Avenue station on the Humboldt Park "L", just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

You would be forgiven for not recognizing this location, but that’s the Western Avenue station on the Humboldt Park “L”, just north of North Avenue. The station was closed in 1952, probably just a few months before this picture was taken. If the station was open, there would be a sign advertising this, similar to ones seen in some of the other pictures in this post. You can also see trolley bus wires, used on North Avenue. PCC 7151 is a two-man car, and passengers are boarding at the rear. This portion of the old Humboldt Park line was not demolished for another decade, and the story goes that it would have been used by Chicago Aurora & Elgin interurban trains as a midday storage area, if service on that line could have continued after 1957. A cropped version of this photo ran in one of our earlier posts, but this was scanned from the original negative. (Wien-Criss Archive)

Today’s photos have two things in common. First, they were all taken in Chicago during the 1950s. Second, they were all shared with our readers by Jeffrey L. Wien of the Wien-Criss Archive.  We thank him for his generosity.

The color pictures were taken by the late Bill Hoffman. The photographer who took the black-and-whites is not known, but it seems possible it was someone who did not live in this area, but came to visit. They were not all taken at the same time, however. All those seem to date between 1952 and 1954.

As always, if you have any information to share about these pictures, or simply have a question or comment, do not hesitate to let us know. We look forward to hearing from you.

-David Sadowski

Black-and-White:

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4144 is southbound on Halsted. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

CTA PCC 4208 is southbound on State Street at 64th, just a few blocks south of where car 7078 was involved in a horrific crash with a truck on May 25, 1950. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to "one man operation," meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

CTA 4096 is westbound on Madison, crossing over the Chicago River. The Civic Opera House is to the left. The sign indicates that this bridge is going to be converted to “one man operation,” meaning that it will be operated from only one tower instead of two. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it's running Route 36 - Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4238 is southbound on Wabash, crossing the Chicago River. But this must be a reroute, since it is definitely after 1949 (the car has advertising on the side) and it’s running Route 36 – Broadway-State. Perhaps there was a parade on State Street that day (between 1939 and 1949 there was no State Street bridge, and this would have been the regular route for 36 then). (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard "L" station. (Wien-Criss Archive)

CTA 4227 is on the turnback loop at Clark and Howard, the north end of Route 22. This is now the outdoor seating area for a restaurant. Buses terminate at the nearby Howard “L” station. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 7057, a product of the St. Louis Car Company, is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

CTA prewar PCC 4008 is at Cottage Grove and 115th, south end of Route 4. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 - Cottage Grove. (Wien-Criss Archive)

CTA 4060 is southbound at Wabash and Wacker, running on Route 4 – Cottage Grove. (Wien-Criss Archive)

The same location today.

The same location today.

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4102, a Pullman PCC, is heading west at about 500 W. Madison, operating on the Madison-Fifth branch of Route 20. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood "L" (today's Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA 4389 is southbound on Western near Leland Avenue, having just passed under the Ravenswood “L” (today’s Brown Line), where a train of wooden cars are in the station. Note the dark areas where some touch-up painting has been done on the PCC. The light green paint originally used on these cars faded badly and was hard to match. This is one reason why the CTA began repainting these cars with a darker green around 1951-52. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

CTA PCC 4108 is northbound at Kinzie Street. This was later the end of the line for the Wentworth half of the line, between 1957 and 1958, when buses replaced streetcars north of here. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The date at which this photo of CTA PCC 4421 could have been taken, southbound on Clark at Van Buren, is a bit of a mystery. It appears that the street has already been made a one-way, which did not happen until November 16, 1953. But by then, the Pullman PCCs were systematically being retired and shipped to St. Louis, where they were scrapped and parts were reused in rapid transit cars. In my book Chicago Trolleys (page 107) there is a picture of track work being done at this location on July 17, 1954. So, my best guess is this picture was taken during the summer of 1954. (Wien-Criss Archive)

The same location today.

The same location today.

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA PCCs 4103 and 4076 pass each other while crossing the Chicago River on Madison Street. Note the difference in fonts used for the numbers. Nowadays, transit agencies have style manuals, used to maintain consistency, but such was not the case in the early 1950s. Note the circa 1953 Cadillac at left. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA prewar PCC 4008 is southbound on Wabash at about 900 South. The YMCA Hotel, seen in the background, opened in 1916 and closed in 1979. It was converted to apartments in 1985. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 - Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4201, operating on Route 36 – Broadway-State, has apparently been diverted from State Street, possibly due to a parade, and is northbound on Dearborn at Lake Street. The car at right has a 1953 Illinois license plate, but when this picture was taken, Dearborn was still a two-way street, meaning it is prior to November 16. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4108 is westbound on Madison at the Chicago River, running on the Madison-Fifth branch of Route 20. The cars have 1953 license plates. PCCs were taken off Madison on December 13, 1953. For a few months, Madison-Fifth continued as a shuttle operation between Madison and Pulaski, using older red streetcars. The rest of Madison was bussed. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is "Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980's and in what was a real mindblower, the reporter on scene actually called it an "old CTA facility". Not quite - CSL sold it in 1920s, but amazingly close!" Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4101 is westbound on Madison, but where did it cross the Chicago & North Western? Andre Kristopans says it is “Crossing under CNW and PRR at Rockwell. The big building on other side is the old Madison carbarn. Burned in 1980’s and in what was a real mindblower, the reporter on scene actually called it an “old CTA facility”. Not quite – CSL sold it in 1920s, but amazingly close!” Rockwell is 2600 West. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 - Clark-Wentworth. (Wien-Criss Archive)

CTA PCC 4262 is on 77th, by the car barn at 77th and Vincennes. The PCC is going to go northbound on Route 22 – Clark-Wentworth. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA prewar PCC 4039 is at Cottage Grove and 115th, south end of Route 4. To the left, is an embankment where Illinois Central commuter trains (now Metra Electric) ran. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

CTA PCC 7271 is northbound on Clark at Roosevelt. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

Here, a CTA Pullman PCC is northbound on Clark at Roosevelt Road. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

CTA PCC 4154 is at Waveland and Halsted, the north end of Route 8. (Wien-Criss Archive)

Color:

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 601 at Halsted, Grand, and Milwaukee on May 17, 1954. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 5248 at Vincennes and 105th on November 27, 1949. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6154 is southbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 153 is northbound at Halsted and Congress on October 5, 1953. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 - Halsted Downtown. (Wien-Criss Archive)

CTA 6142 at Clark and Archer on November 9, 1953, running Route 42 – Halsted Downtown. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

CTA 453 and 190 are on Halsted at 63rd Place on May 21, 1954. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

An unidentified CTA red car is on Halsted at 63rd Street on September 16, 1953. (Wien-Criss Archive)

CTA 640 is running under the "L" on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 640 is running under the “L” on Halsted at 63rd Place on May 25, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 687 is at Division and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

CTA 248 is at Crosby and Larrabee on May 17, 1954. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

A CTA prewar PCC is on Western at Congress on June 11, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7044 is on Western at Leland on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood "L", now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7253 is on Western at Leland (by the Ravenswood “L”, now the Brown Line) on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7243 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 7037 is on Western at the Chicago River on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 4060 is southbound on Western at 66th on October 9, 1955. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden "L" cars about to cross Western on the temporary right of way for the Garfield Park "L" during expressway construction. (Wien-Criss Archive)

CTA 7118 is southbound on Western at Van Buren on November 3, 1954, with a train of wooden “L” cars about to cross Western on the temporary right of way for the Garfield Park “L” during expressway construction. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

The Western and Berwyn loop on June 10, 1956. Those canopies were short-lived after the end of streetcar service, as buses eventually ran into them. Streetcars were on rails, so they could maintain such clearances. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4053 at Western and Leland on June 10, 1956. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square "L" on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA 4060 is on Western at the Logan Square “L” on June 8, 1956. In the background, you can see the viaduct which is now part of the 606 Trail. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA prewar PCC 4027 (at left) passes a postwar car on Western at 24th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 4004 is on Western at 26th on June 7, 1956. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park "L" (today's Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7160, viewed from the Douglas Park “L” (today’s Pink Line), is operating on Western at 21st on June 15, 1955. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7284 is on Western at the Chicago Sanitary and Ship Canal on October 8, 1953. (Wien-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park "L" train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

CTA 7156, sporting unusual yellow numbers, is on Western at Van Buren on August 13, 1954. A wooden Garfield Park “L” train is nearby, on temporary trackage. At this stage, it appears the Western Avenue bridge over the Congress Expressway was not yet finished, as the streetcar (and auto traffic) are using a shoo-fly. (Wein-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

Northbound CTA PCC 7206 is on Western Avenue, passing a two-car train of PCC rapid transit cars on the Garfield Park temporary trackage in Van Buren Street. The date is June 16, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7240 is at 69th and Morgan on October 25, 1954. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 7039 is at Western and 71st on August 12, 1955. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956-- just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4037 is on Western at the Chicago River on June 10, 1956– just one week before the end of streetcar service on Route 49. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 4375 is at 69th and Hamilton on November 5, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

CTA 7236 is at Archer and Western on November 17, 1954. (Wien-Criss Archive)

The "Streetcar Waiting Room" at Archer and Western on November 15, 1954. (Wien-Criss Archive)

The “Streetcar Waiting Room” at Archer and Western on November 15, 1954. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7157 is northbound on Western at 67th on June 15, 1955. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 7208 is on Western near 34th on September 3, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 4393 is on Western at 21st on July 6, 1950. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7213, the last streetcar to operate in Chicago, is on Western at 21st on July 16, 1951. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 on Western at 66th on July 9, 1950. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 7123 at Western and 69th on January 28, 1954. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4408 on Western at 66th on July 16, 1951. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

CTA 4373 and others at the Western and 79th loop on November 23, 1952. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park "L" station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

Passengers are getting off northbound CTA 7192 at Western and Van Buren on October 10, 1952. At this time, the temporary Van Buren trackage was still under construction, and this picture was taken from the Garfield Park “L” station, then still in use. There is no shoo-fly yet, meaning construction had not yet started on the Western Avenue bridge that would eventually go over the Congress Expressway. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7193 has three followers at Western and 69th on October 13, 1953. You can compare the different CTA paint schemes on the first two cars. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7113 is in an area where tracks are being worked on, and is crossing over from one track to another using a temporary switch. The date is June 17, 1955. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

CTA 7042, in the distance, is about to clear a temporary switch so that the car on the right can cross over to that side during track work. This picture was taken on June 17, 1955 at Western and 71st. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

The conductor of CTA 7156 is throwing a track switch at Western and Archer on November 17, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7189 is passing through an area where tracks are being worked on at Western and Cermak on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7227 is on Western at Bross on October 15, 1954. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park "L" on April 22, 1955. (Wien-Criss Archive)

CTA 7238 is southbound on Western at the Douglas Park “L” on April 22, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4028 is on Western at 27th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4059 on Western at 28th on November 20, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

CTA 4008 is on Western at 65th on October 2, 1955. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park "L" train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

PCC meets PCC in this famous Bill Hoffman photo, showing CTA PCC streetcar 4373 on Western Avenue, while a Garfield Park “L” train crosses on Van Buren temporary trackage. The date is June 16, 1954. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park "L" on October 5, 1953. (Wien-Criss Archive)

CTA 4373 is on Western near the Douglas Park “L” on October 5, 1953. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4020 on Western at 73rd during track work on June 26, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park "L" on June 22, 1955. (Wien-Criss Archive)

CTA 4044 is on Western at the Douglas Park “L” on June 22, 1955. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

Riverview Park at Western and Roscoe on June 10, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7012 at Western and Congress, crossing over the new expressway, on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7038 is on Western at Van Buren on June 11, 1956. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 7239 is on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park "L" on November 11, 1955. (Wien-Criss Archive)

CTA 4050 is southbound on Western at the Douglas Park “L” on November 11, 1955. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

The Western-Berwyn loop on June 10, 1956. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4402 on Western at 21st on June 17, 1954. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

CTA 4053 on Western and 66th on July 31, 1955. (Wien-Criss Archive)

Recent Correspondence

Our resident South side history expert M. E. writes:

I have a lot of comments about your latest post #241. Where to begin?

https://thetrolleydodger.files.wordpress.com/2019/10/pic512.jpg
Your caption says this streetcar is on 77th St. No, it is on Vincennes Ave., in front of the 77th St. barn, heading north.

https://thetrolleydodger.files.wordpress.com/2019/10/pic530.jpg
First, a nit: I think this picture is at 107th rather than 105th. The streetcar is running on the Halsted/Vincennes/111th St. line, heading northeast on Vincennes. What makes this picture so interesting is the road sign, “Keep left of tracks.” That’s because, precisely at this spot, the streetcar tracks moved off the street and onto private right-of-way between Vincennes Ave. and the main line of the Chicago, Rock Island and Pacific railroad. This pattern ran from 107th St. north to the Rock Island suburban line viaduct at 89th St., at which point the streetcar tracks rejoined Vincennes Ave. to go under the viaduct.

https://thetrolleydodger.files.wordpress.com/2019/10/pic534.jpg
This picture was taken from the eastbound platform of the Englewood L station spanning Halsted St. At that time, Halsted was still a very busy business district; in fact, I read somewhere that Englewood was the busiest business district outside the Loop. Notice the Yellow cabs waiting for L passengers.
Beneath this L platform, along 63rd Place, were streetcar tracks for Halsted cars that ended at 63rd St., as well as curb space for the two suburban bus companies, South Suburban Safeway Lines and Suburban Transit System.

https://thetrolleydodger.files.wordpress.com/2019/10/pic535.jpg
This picture is the reverse direction, looking north from the westbound platform of the Englewood L at Halsted. The cross street is 63rd St. The stores from left to right are: S S Kresge, on the southwest corner; The Ace department store on the northwest corner; and Sears Roebuck, the huge building on the northeast corner (with a Hillman’s grocery in the basement). The southeast corner building was nondescript, although at one point it was a Stineway drug store. Notice
the streetcar tracks turning between Halsted and 63rd. Some southbound
Halsted cars ended their runs at 63rd. They turned east on 63rd to Union Ave. (700 W.), then south to 63rd Place, then west to alongside (south of) the Halsted L station, then back north on Halsted.

https://thetrolleydodger.files.wordpress.com/2019/10/pic544.jpg
Two things in this picture:
(1) The red-and-white bus in the background belonged to the South Suburban Safeway Lines. In those days, the fastest way from the south side to the Loop was the Englewood L, which ended at 63rd Place and Loomis (1400 W.) And of course the Englewood business district was very prosperous. So the suburban bus line went as far as 63rd Place and Halsted (next to the L station). The suburban bus company had two routes into Englewood — one north along Western, then east on 63rd (this was the Harvey bus), the other north along Halsted St. from the south (this was the Chicago Heights bus). The other bus company running from the south suburbs into Englewood was the Suburban Transit System, which ran primarily east and west along 95th St. out to Oak Lawn and beyond. To reach Englewood, this bus line ran east on 95th to Vincennes, north to 87th, west to Morgan, north to 63rd, then east to the Englewood L.
(2) As can be seen from each side of the street in this photo, Western Ave. was auto dealer row for a mile or so to either side of 63rd St.

https://thetrolleydodger.files.wordpress.com/2019/10/pic555.jpg
and
https://thetrolleydodger.files.wordpress.com/2019/10/pic558.jpg
The streetcars shown here were Western Ave. cars, running east on 69th St. to get to the Vincennes / 77th St. barn. Western Ave. cars had used the carbarn at 69th and Ashland until it closed. After that, the streetcars had to use the 77th and Vincennes barn. The only way to get there (still with usable tracks and live trolley wires) was along 69th St. to Wentworth (200 W.), south to 73rd St. at Vincennes, then southwest on Vincennes to the barn at 77th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic556.jpg
This view is looking south along Western at 71st St. The tracks going to the right were for the 67th/69th/71st line, which used Western to travel between 69th and 71st.

https://thetrolleydodger.files.wordpress.com/2019/10/pic566.jpg
And this photo is at 69th and Western, showing a northbound Western car turning east on 69th to head to the 77th St. barn. I see no turning track from southbound Western to eastbound 69th. The lack of such a track indicates that any Western car ending its run and heading to the 77th and Vincennes barn had to start at the 79th and Western terminal, go north on Western, then turn east on 69th.

https://thetrolleydodger.files.wordpress.com/2019/10/pic568.jpg
Two CTA bus routes served the 79th and Western station: West 79th (to almost Cicero Ave.) and South Western (to 119th St.) The buses shown were manufactured by ACF Brill, probably in the 1940s, because they had stick shifts. (Really!)

M. E.

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

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


Tape 4 switching at Roudout + Mundeline pic 3Tape 4 switching at Roudout + Mundeline pic 2Tape 4 switching at Roudout + Mundeline pic 1Tape 3 Mundeline Run pic 2Tape 3 Mundeline Run pic 1Tape 2 Mundeline pic 3Tape 2 Mundeline pic 2Tape 2 Mundeline pic 1Tape 1 ElectrolinerTape 1 Electroliner pic 3Tape 1 Electroliner pic 2Notes from tape 4Note from tape 2

RRC-OMTT
Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes
# of Discs- 3
Price: $24.99


Railroad Record Club Traction Rarities – 1951-58
From the Original Master Tapes

Our friend Kenneth Gear recently acquired the original Railroad Record Club master tapes. These have been digitized, and we are now offering over three hours of 1950s traction audio recordings that have not been heard in 60 years.
Properties covered include:

Potomac Edison (Hagerstown & Frederick), Capital Transit, Altoona & Logan Valley, Shaker Heights Rapid Transit, Pennsylvania Railroad, Illinois Terminal, Baltimore Transit, Niagara St. Catharines & Toronto, St. Louis Public Transit, Queensboro Bridge, Third Avenue El, Southern Iowa Railway, IND Subway (NYC), Johnstown Traction, Cincinnati Street Railway, and the Toledo & Eastern
$5 from the sale of each set will go to Kenneth Gear, who has invested thousands of dollars to purchase all the remaining artifacts relating to William A. Steventon’s Railroad Record Club of Hawkins, WI. It is very unlikely that he will ever be able to recoup his investment, but we support his efforts at preserving this important history, and sharing it with railfans everywhere.
Disc One
Potomac Edison (Hagerstown & Frederick):
01. 3:45 Box motor #5
02. 3:32 Box motor #5, May 24, 1953
03. 4:53 Engine whistle signals, loco #12, January 17, 1954
04. 4:13 Loco #12
Capital Transit:
05. 0:56 PCC car 1557, Route 20 – Cabin John line, July 19, 1953
06. 1:43
Altoona & Logan Valley:
07. 4:00 Master Unit car #74, August 8, 1953
Shaker Heights Rapid Transit:
08. 4:17 Car 306 (ex-AE&FRE), September 27, 1953
09. 4:04
10. 1:39
Pennsylvania Railroad GG-1s:
11. 4:35 August 27, 1954
12. 4:51
Illinois Terminal:
13. 5:02 Streamliner #300, northward from Edwardsville, February 14, 1955
14. 12:40 Car #202 (ex-1202), between Springfield and Decatur, February 1955
Baltimore Transit:
15. 4:56 Car 5706, January 16, 1954
16. 4:45 Car 5727, January 16, 1954
Niagara, St. Catharines & Toronto:
17. 4:19 Interurbans #83 and #80, October 1954
18. 5:20 #80, October 1954
Total time: 79:30
Disc Two
St. Louis Public Service:
01. 4:34 PCCs #1708, 1752, 1727, 1739, December 6, 1953
Queensboro Bridge Company (New York City):
02. 5:37 Cars #606, 605, and 601, December 31, 1954
03. 5:17
Third Avenue El (New York City):
04. 5:07 December 31. 1954
05. 4:47 Cars #1797, 1759, and 1784 at 59th Street, December 31, 1954
Southern Iowa Railway:
06. 4:46 Loco #400, August 17, 1955
07. 5:09 Passenger interurban #9
IND Subway (New York City):
08. 8:40 Queens Plaza station, December 31, 1954
Last Run of the Hagerstown & Frederick:
09. 17:34 Car #172, February 20, 1954 – as broadcast on WJEJ, February 21, 1954, with host Carroll James, Sr.
Total time: 61:31
Disc Three
Altoona & Logan Valley/Johnstown Traction:
01. 29:34 (Johnstown Traction recordings were made August 9, 1953)
Cincinnati Street Railway:
02. 17:25 (Car 187, Brighton Car House, December 13, 1951– regular service abandoned April 29, 1951)
Toledo & Eastern:
03. 10:36 (recorded May 3-7, 1958– line abandoned July 1958)
Capital Transit:
04. 16:26 sounds recorded on board a PCC (early 1950s)
Total time: 74:02
Total time (3 discs) – 215:03



The Trolley Dodger On the Air
We appeared on WGN radio in Chicago last November, 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

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IRM Showcase

This is Museum Showcase Weekend at the Illinois Railway Museum. It had been some time since our last visit, and this seemed like an opportune time to renew our acquaintance.

The weather couldn’t have been better, with temps in the upper 70s and ample sunshine with very few clouds. There were lots of people there, including many families. Naturally, we took lots of pictures, and even a few videos, which we hope will give you some of the flavor of the event.

If you have not been to the museum, which is located in Union, we encourage you to make the trip. IRM has a fantastic collection, and there were lots of things running, with occasional swaps between sets of equipment in the course of the day.

Enjoy!

-David Sadowski

The museum ticket booth has been moved close to the new gift shop.

The museum ticket booth has been moved close to the new gift shop.

And the gift shop carries my books, among others.

And the gift shop carries my books, among others.

An old diesel switching engine.

An old diesel switching engine.

Chicago elevated car 1754 was built in 1906 for the Northwestern "L". It was the last wooden motor car used by the CTA and was retired in 1970.

Chicago elevated car 1754 was built in 1906 for the Northwestern “L”. It was the last wooden motor car used by the CTA and was retired in 1970.

IRM's North Shore Line Electroliner is in the process of being restored.

IRM’s North Shore Line Electroliner is in the process of being restored.

The lion sleeps tonight. Actually, this decorative figure came off the old LaSalle Street train station in downtown Chicago. (Thanks to Jeff Wien for sharing that tidbit of information.)

The lion sleeps tonight. Actually, this decorative figure came off the old LaSalle Street train station in downtown Chicago. (Thanks to Jeff Wien for sharing that tidbit of information.)

A three car wooden "L" train, made up of Chicago cars 1268, 1797, and newly restored 24 (formerly 1024).

A three car wooden “L” train, made up of Chicago cars 1268, 1797, and newly restored 24 (formerly 1024).