Five Years (Part One)

You've probably seen "first day of issue" stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

You’ve probably seen “first day of issue” stamp covers before, but this is kind of the opposite. Some railfans mailed these commemorative envelopes to themselves on January 21, 1963, the day the North Shore Line finally passed into history.

January 21 has long been a sad day for railfans, as this was when the fabled North Shore Line ran its last interurban train between Chicago and Milwaukee in 1963, truly the end of an era in American transportation history.  To make things worse, that was a bitterly cold day.

But it is also the date when, five years ago, we started this blog.

As we celebrate that event, I thought it would be a good idea to offer a retrospective of some of our favorite images from our first 245 posts. That’s a lot to choose from, so we’re doing this in two installments. If you are a regular reader, no doubt you have your own favorites.  Today’s post covers 2015 and 2016.

We are currently in the middle of our annual fundraiser. Right now, we are only part way to our goal of raising $400 to cover our fees for the coming year. We have already received several contributions, and we thank everyone who has helped to date.

If you would like to see the Trolley Dodger continue for another year, I hope you will consider making a contribution (if you have not yet already done so). There are links at the bottom of this post you can follow, in addition to our usual Online Store.

Any additional funds received, beyond those needed for our goal, will be used to purchase more images for future blog posts.

It’s been a great five years. Thanks for being a part of it. We will be back in a few days with an all-new post.  Part Two of our “Best of” will appear early next month.

-David Sadowski

From 52 Years Ago Today… (January 21, 2015):

Electroliner 801-802 passes Tower 18 on Chicago's Loop.

Electroliner 801-802 passes Tower 18 on Chicago’s Loop.

Line car 606 at the Milwaukee terminal. According to Don's Rail Photos, "606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum."

Line car 606 at the Milwaukee terminal. According to Don’s Rail Photos, “606 was built by Cincinnati in January 1923, (order) #2620. In 1963 it became Chicago Transit Authority S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.”

From Chicago Streetcars in Black-and-White (January 23, 2015):

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

CSL 7001 northbound at State and Washington, 1934. This experimental pre-PCC car transported visitors back and forth to A Century of Progress. Note that there are only three stars on the Chicago flag. The fourth star, symbolizing Fort Dearborn, was added in 1939. (CSL Photo)

From CTA’s Westchester Branch – What Might Have Been (January 26, 2015):

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

I believe we are looking east near Central Avenue, where the Garfield Park line curved around the south end of Columbus Park. This is approximately where the CTA Blue Line goes through the Lotus Tunnel. A small portion of Columbus Park soon gave way to the Congress (now Eisenhower) expressway.

From The CTA, the CA&E, and “Political Influence” (February 18, 2015):

Brand-new “flat door” cars 6003-6004 are shown to good advantage at the North Water Terminal in 1950. (Clark Equipment Co. Photo)

From Chicago Streetcars In Color (February 22, 2015):

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

Postwar PCC 7142 pulls into the Clark-Howard loop in the mid-1950s. The white line indicates the swing of the car.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago's streetcar system.

West Chicago Street Railway #4 was pulled out for pictures on May 25, 1958, the occasion of the final fantrip on Chicago’s streetcar system.

From Chicago Streetcars in Black-and-White, Part 2 (February 28, 2015):

Car 1821 passing under the Sacramento station on the old Garfield Park "L". The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

Car 1821 passing under the Sacramento station on the old Garfield Park “L”. The curve in the tracks is quite apparent here. (Joe L. Diaz Photo)

From Chicago Streetcars in Color, Part 2 (March 9, 2015):

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

CTA 4168, on diversion trackage, heads west on Chicago Avenue, near the landmark Montgomery Wards Company Complex.

From Chicago Streetcars in Black-and-White, Part 4 (April 1, 2015):

George Foelschow writes, CSL 2811 "is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks)." (Joe L. Diaz Photo)

George Foelschow writes, CSL 2811 “is on page 29 of the Lind book, identified as 134th Street (where it ducks under the Illinois Central tracks).” (Joe L. Diaz Photo)

From Chicago Rapid Transit Mystery Photos – Solved (April 28, 2015):

Image #811, according to Andre Kristopans, shows a "Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound." Edward Maurath notes that car "223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’."

Image #811, according to Andre Kristopans, shows a “Normal Park shuttle between Harvard Englewood and Stewart Jct – appears inbound.” Edward Maurath notes that car “223 was made by Jewett in 1902 for the South Side Line, then known as the ”alley L’.”

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

Image #818 shows CTA 6066-6067 at Logan Square terminal, most likely in the early 1950s. (Charles K. Willhoft Photo)

From Electroliner Restoration Update (May 31, 2015):

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection - Photographer Unknown)

An Electroliner at the Milwaukee terminal in 1949. (Trolley Dodger Collection – Photographer Unknown)

From Chicago PCC Mystery Photos – Part 1 (June 20, 2015):

M. E. writes, "I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd. When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland. Things that are in this photo: -- The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman's Pure Food grocery store. -- The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation -- NOT! -- On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth's were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of store employees, unlike the ensuing K Mart and its ilk. -- See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown Economist, which today is the Southtown Star. Their printing plant was on Union Ave. (700 West) south of 65th St., not far from 63rd and Halsted. -- North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop." Bill Wasik adds, "This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo." Jeff Wien adds, "Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street."

M. E. writes, “I am quite surprised that no one identified the location of photo #44. The photographer was on the westbound Englewood L platform at 63rd Place and Halsted, looking north to the heart of Englewood, 63rd and Halsted. The old red car on 63rd St. indicates that this photo was taken before the pre-war PCCs were transferred from Madison to 63rd.
When this photo was taken, Englewood was almost certainly the largest commercial district outside the Loop. 63rd and Halsted was the center, but the Halsted business district ran from about 59th to 69th, and the 63rd business district ran from Wentworth west to Ashland.
Things that are in this photo:
— The big building on the northeast corner is Sears Roebuck. In the basement was a Hillman’s Pure Food grocery store.
— The three-story building on the northwest corner is the Ace department store. As I recall, it was rather dumpy. I distinctly remember all the ceiling fans that provided the only summertime ventilation — NOT!
— On the southwest corner is S S Kresge, the forerunner of K Mart. Kresge and Woolworth’s were 5-and-10-cent (a.k.a. dime) stores. The Kresge store had a doughnut manufacturing line in the windows along 63rd St. They made fresh doughnuts and sold them for 3 cents each. I also remember seeing a lot of
store employees, unlike the ensuing K Mart and its ilk.
— See the small newsstand on the southeast corner? I helped an older man sell newspapers there. We sold the morning Tribune and Sun-Times for 4 cents, and the evening Daily News and Herald American for 5 cents. I think the Sunday Sun-Times and Herald American cost 15 cents, and the Trib was 20 cents. The Trib was so much fatter than the other two, it was worth the difference. (The Daily News published its weekend edition on Saturday.) We also sold the Southtown
Economist, which today is the Southtown Star. Their printing plant was on Union
Ave. (700 West) south of 65th St., not far from 63rd and Halsted.
— North of 63rd along Halsted are two movie theaters. On the east side of Halsted around Englewood Ave. (a.k.a. 62nd Place) is the Ace theater, a small old place. Across the street from the Ace is the Empress, a nicer newer place. Heading east on 63rd from Halsted, there were four more movie theaters. The easternmost
was the Southtown Theater, which had a tall spire and an ornate lobby with a pond inhabited by swans. Its parking lot was surrounded by a cement Art Deco-style fence that was about a foot wide and easy to walk atop.” Bill Wasik adds, “This appears to be the Christmas shopping season on S. Halsted, going by the display in the Sears/Hillman’s window at the right. If this was taken in 1952, the photo sadly was made only days or weeks before six persons were killed in a fire that destroyed the General Furniture store at 6155 S. Halsted. The huge General Furniture sign can be seen in the distance at the right of this photo.”
Jeff Wien adds, “Circa 1953, after pre-War PCCs were sent to Cottage Grove and post War PCCs were being sent to SLCC. Red Cars ran the last runs on 63rd Street.”

#43 - Len Marcus says, "Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue." Bill Wasik adds, "This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer." Bill Shapotkin: "A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge -- damn, some things never change.)"

#43 – Len Marcus says, “Westbound on Chicago Avenue turning south onto Halsted Street during Halsted Street reroute for bridge reconstruction on Halsted, north of Chicago Avenue.” Bill Wasik adds, “This was a favorite spot for the tin sign brigade, with some rarities on display, especially the one for Nectar Beer.” Bill Shapotkin: “A S/B Halsted car turning from W/B Chicago into S/B Halsted. Cars are being detoured due to bridgework on Halsted St. (Approx 40 years later, the Halsted busses would do the same detour for the same work on the same bridge — damn, some things never change.)”

From CA&E Mystery Photos – Part 1 (July 14, 2015):

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

This picture was taken prior to September 20, 1953, looking east from the old DesPlaines Avenue station. The eastbound CA&E train is about to cross the B&O, a source of many delays. Due to expressway construction in the city, the CA&E stopped running east of here, and a new terminal facility was constructed to the west of this one, where riders could switch to CTA trains for the trip downtown. (Truman Hefner Photo)

From The CA&E in Black-and-White (July 31, 2015):

#16 - CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last "standard" interurban cars built in the US, although this is a somewhat debatable point.

#16 – CA&E 453 at Des Plaines Avenue terminal in August 1955. Cars 451-460 were ordered in 1941 More LVT Photos & Trolley Dodger Mailbag, 12-14-2015but delayed by war. They were built by St. Louis Car Co. in 1945-46 and are considered the last “standard” interurban cars built in the US, although this is a somewhat debatable point.

From Chicago PCC Updates (August 30, 2015):

A two-car train of "flat door" 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park "L" in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, "That's 6053-54."

A two-car train of “flat door” 6000-series cars at the ground-level Oak Park Avenue station on the Garfield Park “L” in the 1950s. These used PCC technology and were built with all new parts, unlike the later curved door cars that were partly built with parts salvaged from PCC streetcars. The building at rear, located at approximately 814 Harrison Street, is still standing in Oak Park. Sean Hunnicutt adds, “That’s 6053-54.”

From A North Shore Line Potpourri, Part Two (August 22, 2015):

A two-car (170-709) North Shore Line Chicago Express "at speed" (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

A two-car (170-709) North Shore Line Chicago Express “at speed” (although most likely moving very slowly) at Fifth and Greenleaf Avenue in Wilmette on the Shore Line Route, October 24, 1948. (Richard H. Young Photo)

From More Hoosier Traction (September 2, 2015):

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

Indiana Railroad lightweight high-speed interurban car 63 at Bluffton in 1936. (C. Edward Hedstrom, Sr. Photo) Car 65, a sister to this one, is preserved in operable condition at the Illinois Railway Museum.

From Traction in Milwaukee (September 16, 2015):

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don's Rail Photos adds, "1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950."

Milwaukee Electric car 1121 and an Electroliner near Racine on the 1949 North Shore Line fantrip. Don’s Rail Photos adds, “1121 was built by Kuhlman Car in February 1909, #405. It was rebuilt in 1927. It was equipped with GE-207B motors to allow it to pull trailers. In 1949 it was found to have the best wheels, and thus it was selected for the fantrip on the North Shore Line to Green Bay Junction near Rondout. It was also used as a freight motor after the last regular freight motor was wrecked in 1950.”

From More Chicago PCC Photos – Part Four (October 12, 2015):

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

CSL 7001 at the Brill plant in Philadelphia. (Historical Society of Pennsylvania Photo)

From More Chicago PCC Photos – Part Six (November 30, 2015):

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, "The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957."

CSL 7034 eastbound at Madison and Hamlin in July 1937. The tall building at rear is still there. (CSL Photo) Marty Robinson adds, “The tall building is the Midwest Hotel, which housed the studio of WNIB in the attic. I was a program host there in 1957.”

From More LVT Photos & Trolley Dodger Mailbag, 12-14-2015 (December 14, 2015):

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

The final meet between two Liberty Bell Limited cars (1006 and 702), late in the night on September 6, 1951. The operators are F. Enters and C. Kistler. This was a press photo and appeared in newspapers. (Gerhard Solomon Photo)

From Attention, Juice Fans! (January 22, 2016):

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

CA&E Car no. 20 meets a 450 series car at Geneva Junction on June 9, 1957. (William Barber Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

Another picture from the December 7, 1958 CA&E fantrip. Here, the snow has started falling and we are at the Elgin end of the line. (Mark LLanuza Collection)

From Lost and Found (February 12, 2016):

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

CNS&M 150 in a night scene at Waukegan on January 26, 1962.

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

A snowy view of the 144 in February 1960, less than two years after this car last ran on the streets of Chicago (in a May 1958 fantrip).

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

The view looking south towards the Wilmette station on the CNS&M Shore Line Route, which was abandoned in 1955. For a view from the other end of the same station, look here. Northbound trains began street running on Greenleaf Avenue here.

From Chicago Rapid Transit Photos, Part Three (March 23, 2016):

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

The first train of new 6000s on display at the North Water Street terminal on August 17, 1950. This terminal provided a convenient place to display a train without interfering with regular service.

CTA 5003 on the Met "L" near Throop Street Shops in 1948. (St. Louis Car Company Photo)

CTA 5003 on the Met “L” near Throop Street Shops in 1948. (St. Louis Car Company Photo)

From More Chicago PCC Photos – Part Eight (April 28, 2016):

Andre Kristopans comments on this 1930s photo: "Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note: 1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936. 2) Behind is a southbound Kedzie car. 3) Street is way too narrow to be anywhere on Madison. Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip."

Andre Kristopans comments on this 1930s photo: “Look carefully at the shot of 7003 – it is a posed picture. Probably everybody is a CSL engineering department employee. Several things of note:
1) That is not trolley bus overhead. It is two positive wires side by side. Look at the street carefully. That is gauntlet track. Most carbarns had a gauntlet track so there would be fewer switches in the normal running rail. Besides, the TB wire on Pulaski existed as far as Maypole, then turned east into the shops in 1936.
2) Behind is a southbound Kedzie car.
3) Street is way too narrow to be anywhere on Madison.
Conclusion – this is on Kedzie in front of Kedzie carhouse, and indeed 7003 is on the yard lead, loading up “dignitaries” for an inspection trip.”

From Spring Cleaning (May 16, 2016):

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a "baldy" with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

A couple of CA&E woods (including 308) head east, approaching the Des Plaines Avenue terminal in April 1957, a few months before abandonment of passenger service. Another CA&E train is in the terminal, while a train of CTA 4000s, including a “baldy” with the blocked-off center door, turns around on a wooden trestle. This arrangement began when the CA&E stopped running downtown in September 1953.

From Night Beat (June 21, 2016):

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don's Rail Photos: "26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways." (C. Edward Hedstrom Photo) To read more about 26's Michigan sojourn, click here.

Feel the Birn(ey)! After service in Fort Collins ended in 1951, car 26 was sold to the Henry Ford Museum in Dearborn, Michigan. But prior to being put on static display, it operated in a Detroit parade of street railway equipment in August 1953. Don’s Rail Photos: “26 was built by American Car Co. in November 1922, #1324 as CERy 7. It was sold as FCM 26 it in 1924. It was sold to Henry Ford Museum and moved to Michigan in 1953 where it is on static display. It was operated several times on the trackage of the Department of Street Railways.” (C. Edward Hedstrom Photo) To read more about 26’s Michigan sojourn, click here.

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don's Rail Photos adds, "25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947."

In this classic July 1963 shot, South Shore Line car 25 is parked at the east end of the line in downtown South Bend, across from the Hotel LaSalle. Service was cut back to Bendix at the outskirts of town in 1970, and later extended to the local airport. Don’s Rail Photos adds, “25 was built by Pullman in 1927. It was lengthened and air conditioned, and got picture windows in 1947.”

From More Mystery Photos (July 29, 2016):

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:"The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan." Beacon Street is the MBTA Green Line "C" branch.

MBTA (Boston) PCC 3147 at an unidentified location in October 1966. Could this be the old Braves Field loop? Tunnelstation writes:”The Boston PCC picture is located at the end of the “C” line near the Chestnut Hill Reservoir off Beacon Street. The scene is the exit from the Reservoir Car yard out to the street which also serves as the end of the line return loop going to Downtown Boston. That is one of the oldest continuous running trolley lines in America and is still in service today using cars built in Japan.” Beacon Street is the MBTA Green Line “C” branch.

From Some Thoughts on “Displaced” (August 30, 2016):

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there's one car, since the other "married pair" behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

Originally, I thought this early 1960s night shot showed a CTA single-car unit in the 1-50 series, and those cars were used on the Congress-Douglas-Milwaukee line. But as Andre Kristopans has pointed out, the doors on those cars were closer to the ends than this one, which he identifies as being part of the 6511-6720 series. It just looks like there’s one car, since the other “married pair” behind it is not illuminated. This picture was most likely taken at the end of the line at DesPlaines Avenue.

From Red Arrow in West Chester (September 13, 2016):

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

Red Arrow Cars 14 and 15 at the West Chester end of the line on June 6, 1954.

From Chicago Rapid Transit Photos, Part Four (September 20, 2016):

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park "L" structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

Here is an example where even the CTA got it wrong with this caption, taken from a 1950s employee publication. This is not the center median strip for the Congress Expressway. It actually shows the CTA temporary right-of-way on Van Buren under construction circa 1952. The grade level had to be lowered at this point in order to clear the C&NW/PRR tracks, and this was done in the middle of the street, leaving only a small lane for other traffic to the north. There was also a small lane to the south, presumably to provide easy access to the construction site on both sides of the tracks. The railroad bridge was retained and is still in use today, but new supports were built under the south portion, as you will see in contemporary pictures. The actual expressway median at this point is located right where the Garfield Park “L” structure is at left. That is why it was necessary to build a temporary alignment for about 2.5 miles of the route. We are looking west.

From Chicago Rapid Transit Photos, Part Five (September 26, 2016):

Here, we have a difference of opinion. George Trapp: "2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before." On the other hand, Brian M. Hicks says that this view "is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31)." (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: "The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in."

Here, we have a difference of opinion. George Trapp: “2 car train on single track is probably circa 1938-1943 as the 4000 series is in Brown/Orange. Believe location is Emerson St. and bridge is being installed where none existed before.” On the other hand, Brian M. Hicks says that this view “is from Central St. looking North. The 2700 Hampton Pkwy apartments can be seen in the background (1930-31).” (Allen T. Zagel Photo, George Trapp Collection) Andre Kristopans: “The shot at Central Street shows construction of the North Shore Channel underway. The embankment is being dug away and the big bridge will soon be going in.”

From Chicago Rapid Transit Photos, Part Six (October 3, 2016):

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

This picture was taken at Wells and Van Buren, and shows the old connection between the Met lines and the Loop. The Insurance Exchange building is at right. In 1955, this connection was replaced by one that went right through the old Wells Street Terminal, last used by CA&E trains in 1953 (and CTA in 1951). The terminal can be seen in this picture on the left hand side, where there is a walkway connecting it to the Quincy and Wells station. Once the Congress median line opened in 1958, no such connections were needed, and they were removed by 1964. (Joe L. Diaz Photo, George Trapp Collection)

From Chicago Streetcars in Color, Part Four (October 26, 2016):

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

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

From Chicago Rapid Transit Photos, Part Eight (November 16, 2016):

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

CTA high-speeds 3 and 4 at Kimball on the Ravenswood in 1961. (Pete Busack Photo, George Trapp Collection)

From Recent Finds (December 2, 2016):

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

The experimental CSL Brill-built pre-PCC 7001 as it appeared at 77th and Vincennes on September 10, 1959, shortly before it was scrapped. (Clark Frazier Photo)

From Under Our Tree (December 27, 2016):

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: "When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus."

I have wondered for some time where this picture of CTA 4389 was taken. I had a gut feeling it was somewhere on the south side. Turns out, this is Wentworth and 59th. There is a picture taken at this location on page 217 of CERA B-146. All the buildings on the left are gone now, as this is where the Dan Ryan expressway now runs. As for the date, that truck appears to have a 1955 Illinois license plate. M. E. writes: “When compared with the photo on p. 217 of B-146, this is indeed 59th and Wentworth. What confuses me is the trackage turning from westbound 59th onto southbound Wentworth. Lind says the 59th St. streetcar line converted to bus in 1948. So my guess is that the CTA wanted to keep trackage open on 59th between Wentworth and State St., and the CTA built the turning trackage at Wentworth after 59th went to bus.”

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.
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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This is our 246th 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 584,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

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

Our 225th Post

A Ravenswood "L" train at State and Lake in April 1964. Trains ran counter-clockwise around the Loop in one direction until the opening of the Dan Ryan line in 1969. Fritzel's restaurant is at left. At right, you can just make out one of those "praying mantis" street lights, installed in 1959. Stee Felsenthal adds, "Ravenswood trains switched to the inner track after stopping on the outer track at Randolph & Wells except during weekdays rush hours during the CTA era from sometime in the early to mid 50s until 1969 when the direction of the inner loop track was reversed."

A Ravenswood “L” train at State and Lake in April 1964. Trains ran counter-clockwise around the Loop in one direction until the opening of the Dan Ryan line in 1969. Fritzel’s restaurant is at left. At right, you can just make out one of those “praying mantis” street lights, installed in 1959. Stee Felsenthal adds, “Ravenswood trains switched to the inner track after stopping on the outer track at Randolph & Wells except during weekdays rush hours during the CTA era from sometime in the early to mid 50s until 1969 when the direction of the inner loop track was reversed.”

Happy New Year! We begin 2019 with classic traction photos for our 225th post. William Shapotkin has generously shared more with us, and we have some recent finds of our own to round things out.

It costs real money to bring you these fine images, and soon the bill will come due for maintaining this site. It’s the time of year for our annual fundraiser, and our goal is to raise $436, to keep the Trolley Dodger blog around for another year. Can you help us?

We thank you in advance for your generosity in helping to keep this site going and free of advertising.  If you wish to contribute, there are links at the end of this post.

We finished 2018 with 122,358 page views from 38,469 visitors.  Page views increased by nearly 3% from the year before, making this our second-best year to date.  We had about 10% more visitors than the year before, and in that category, it was our best year yet.

January 21 marks our fourth anniversary, and we will have another new post for you then.

During 2018, we made 22 posts in all. While this was less than in previous years, several of these posts had more than 100 images apiece (as does this one). With 225 posts, we have achieved our initial goal of creating an online archive and resource for people who are interested in vintage transit images. Our current goal is to keep the quality high while avoiding repeating ourselves.

We also published Building Chicago’s Subways, our second book in two years. Information on that book can be found at the end of this post.

Enjoy!

-David Sadowski

From the William Shapotkin Collection

Classic South Shore Line Photos

Here are 49 great South Shore Line images, all from the William Shapotkin Collection. We are very grateful to Mr. Shapotkin for his generosity in sharing these photos with our readers and the railfan community.

#8 heads up train #511 at Miller on May 30, 1988. (Gordon E. Lloyd Photo)

#8 heads up train #511 at Miller on May 30, 1988. (Gordon E. Lloyd Photo)

#44 at Dune Park, headquarters of the Northern Indiana Commuter Transit District that funded the electric operation and the new cars. This was a charter train. (Walter Veilbaum Photo)

#44 at Dune Park, headquarters of the Northern Indiana Commuter Transit District that funded the electric operation and the new cars. This was a charter train. (Walter Veilbaum Photo)

#3 at Michigan City in 1938. (C. V. Hess Photo)

#3 at Michigan City in 1938. (C. V. Hess Photo)

#4 at Gary on June 16, 1946. (Gordon E. Lloyd Photo)

#4 at Gary on June 16, 1946. (Gordon E. Lloyd Photo)

#6 at Michigan City in 1938. (C. V. Hess Photo)

#6 at Michigan City in 1938. (C. V. Hess Photo)

#12 at Michigan City in 1939. (C. V. Hess Photo)

#12 at Michigan City in 1939. (C. V. Hess Photo)

#22 in East Chicago, Indiana in 1953. (Richard Brown Photo)

#22 in East Chicago, Indiana in 1953. (Richard Brown Photo)

#26 in Gary on October 29, 1949. (Gordon E. Lloyd Photo)

#26 in Gary on October 29, 1949. (Gordon E. Lloyd Photo)

#30 at South Bend in August 1938. (C. V. Hess Photo)

#30 at South Bend in August 1938. (C. V. Hess Photo)

#30 at Tremont on May 17, 1941. (Charles Savage Photo)

#30 at Tremont on May 17, 1941. (Charles Savage Photo)

#32 at South Bend on September 15, 1948. (Paul Stringham Photo)

#32 at South Bend on September 15, 1948. (Paul Stringham Photo)

#34 at Michigan City in September 1953. That's the note that came with the photo... on the other hand, Spence Ziegler says, "Looks more like CSS&SB Car #34 is in the South Bend coach yard." (Richard Brown Photo)

#34 at Michigan City in September 1953. That’s the note that came with the photo… on the other hand, Spence Ziegler says, “Looks more like CSS&SB Car #34 is in the South Bend coach yard.” (Richard Brown Photo)

#100 at Chicago on February 8, 1944. The only patriotic car of CSS&SB. (Gordon E. Lloyd Photo) (Editor's note: there is a different picture of car 100 in this paint scheme in my book Chicago Trolleys.)

#100 at Chicago on February 8, 1944. The only patriotic car of CSS&SB. (Gordon E. Lloyd Photo) (Editor’s note: there is a different picture of car 100 in this paint scheme in my book Chicago Trolleys.)

#100 at South Bend, apparently in the 1940s. (Charles Savage Photo)

#100 at South Bend, apparently in the 1940s. (Charles Savage Photo)

Another photo of #100 at South Bend, but not taken at the same time. Note how the windows have been changed, with the installation of air conditioning. This photo appears to date to the early 1950s. (Charles Savage Photo)

Another photo of #100 at South Bend, but not taken at the same time. Note how the windows have been changed, with the installation of air conditioning. This photo appears to date to the early 1950s. (Charles Savage Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#100 at Wagner Siding, east of Gary, on May 30, 1940. (Eugene Van Dusen Photo)

#103 on September 20, 1942. (Paul Stringham Photo)

#103 on September 20, 1942. (Paul Stringham Photo)

#106A at Chicago on August 22, 1968. (Will Whittaker Photo)

#106A at Chicago on August 22, 1968. (Will Whittaker Photo)

#102 at South Bend on July 8, 1947. At right, the auto appears to be a 1947 Studebaker, known as the "which way is it going" model. (Charles Savage Photo)

#102 at South Bend on July 8, 1947. At right, the auto appears to be a 1947 Studebaker, known as the “which way is it going” model. (Charles Savage Photo)

#201 at Michigan City in September 1953. (Richard Brown Photo)

#201 at Michigan City in September 1953. (Richard Brown Photo)

Trailer #203 at South Bend in October 1938. (C. V. Hess Photo)

Trailer #203 at South Bend in October 1938. (C. V. Hess Photo)

Dining car #301 in 1939. (Photo by A. Q.)

Dining car #301 in 1939. (Photo by A. Q.)

Parlor car #352 at Lydick, Indiana on September 20, 1942. It appears to have been rebuilt later and gone to the Canada Gulf & Terminal Railway. See their car 504 for comparison. (Paul Stringham Photo)

Parlor car #352 at Lydick, Indiana on September 20, 1942. It appears to have been rebuilt later and gone to the Canada Gulf & Terminal Railway. See their car 504 for comparison. (Paul Stringham Photo)

#354 was built by Pullman in 1927 as a parlor car trailer, and rebuilt as a passenger car trailer in 1939.

#354 was built by Pullman in 1927 as a parlor car trailer, and rebuilt as a passenger car trailer in 1939.

Loco #802 at Fremont, Indiana in June 1956. (Will Whittaker Photo)

Loco #802 at Fremont, Indiana in June 1956. (Will Whittaker Photo)

Loco #701 at Michigan City on August 22, 1968. (Gordon E. Lloyd Photo)

Loco #701 at Michigan City on August 22, 1968. (Gordon E. Lloyd Photo)

Loco 702, lettered for South Shore RR.

Loco 702, lettered for South Shore RR.

Loco #900. (R. Biermann Photo)

Loco #900. (R. Biermann Photo)

Loco #903 (ex-IC), and #503 (ex-Indiana Railroad #375.

Loco #903 (ex-IC), and #503 (ex-Indiana Railroad #375.

Loco #1005 at Michigan City in April 1940.

Loco #1005 at Michigan City in April 1940.

Locos #1009 and 1004 at Michigan City in June 1939. (Birney Miller Photo)

Locos #1009 and 1004 at Michigan City in June 1939. (Birney Miller Photo)

Loco #1013 at Michigan City. (Gordon E. Lloyd Photo)

Loco #1013 at Michigan City. (Gordon E. Lloyd Photo)

Loco #1014 at Michigan City. (C. V. Hess Photo)

Loco #1014 at Michigan City. (C. V. Hess Photo)

Line car #1100. (Gus Wilson Photo)

Line car #1100. (Gus Wilson Photo)

Line car #1100 at Chicago on June 28, 1986 (for a fantrip, which I also attended). (Gordon E. Lloyd Photo)

Line car #1100 at Chicago on June 28, 1986 (for a fantrip, which I also attended). (Gordon E. Lloyd Photo)

#1100 in Chicago on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 in Chicago on June 28, 1986. (Gordon E. Lloyd Photo)

Don's Rail Photos says, "73 was built by Niles in 1908. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005. There were delays when Bob had a heart attack. There is a recent report on June 17, 2017."

Don’s Rail Photos says, “73 was built by Niles in 1908. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005. There were delays when Bob had a heart attack. There is a recent report on June 17, 2017.”

#1100 at Hudson Lake on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Hudson Lake on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Dune Park on June 28, 1986. (Gordon E. Lloyd Photo)

#1100 at Dune Park on June 28, 1986. (Gordon E. Lloyd Photo)

Loco #1014A at New Carlisle, Indiana on August 7, 1938, during an Illinois Central excursion. (Eugene Van Dusen Photo)

Loco #1014A at New Carlisle, Indiana on August 7, 1938, during an Illinois Central excursion. (Eugene Van Dusen Photo)

Line car #1101, formerly a passenger car, at Michigan City in April 1940. (Eugene Van Dusen Photo)

Line car #1101, formerly a passenger car, at Michigan City in April 1940. (Eugene Van Dusen Photo)

#1126 in August 1938. (Photo by R. S.)

#1126 in August 1938. (Photo by R. S.)

CSS&SB combo, used by railfans at South Bend on March 22, 1938.

CSS&SB combo, used by railfans at South Bend on March 22, 1938.

An 8-car train at Lake Park in Fall 1940.

An 8-car train at Lake Park in Fall 1940.

RTA loco #126 heads a leased 10-car train, which supplemented electric service for a time due to a car shortage. It made one round-trip a day out of Michigan City.

RTA loco #126 heads a leased 10-car train, which supplemented electric service for a time due to a car shortage. It made one round-trip a day out of Michigan City.

Loco #2000 at Michigan City in May 1988. (Walter H. Vielbaum Photo)

Loco #2000 at Michigan City in May 1988. (Walter H. Vielbaum Photo)

#2004 and caboose #003 at Michigan City in May 1988. (Walter H. Veilbaum Photo)

#2004 and caboose #003 at Michigan City in May 1988. (Walter H. Veilbaum Photo)

Misc. Photos From the Shapotkin Collection

On July 25, 1943 several railfans posed on the northbound platform of the as-yet unopened State Street Subway station at North and Clybourn. From left to right, we have John Goehst, O. Scheer, George Krambles, N. Strodte, John R. Williams, J. E. Merriken Jr., R. Burns, J. Hughes, and R. E. Geis. (William Shapotkin Collection)

On July 25, 1943 several railfans posed on the northbound platform of the as-yet unopened State Street Subway station at North and Clybourn. From left to right, we have J. Goehst, O. Scheer, George Krambles, N. Strodte, John R. Williams, J. E. Merriken Jr., R. Burns, J. Hughes, and R. E. Geis. (William Shapotkin Collection)

A train station at an unidentified location in February 1970. (William Shapotkin Collection)

A train station at an unidentified location in February 1970. (William Shapotkin Collection)

This is car #202 of the Chippewa Valley Electric in Eau Claire, Wisconsin. (William Shapotkin Collection)

This is car #202 of the Chippewa Valley Electric in Eau Claire, Wisconsin. (William Shapotkin Collection)

Grand River Railway (Canada) baggage car 622. (William Shapotkin Collection)

Grand River Railway (Canada) baggage car 622. (William Shapotkin Collection)

Yakima (Washington) trolley #1776 in 1976. (William Shapotkin Collection)

Yakima (Washington) trolley #1776 in 1976. (William Shapotkin Collection)

Two CTA 4000-series "L" cars in Sylvania, Ohio in August 1976. (William Shapotkin Collection)

Two CTA 4000-series “L” cars in Sylvania, Ohio in August 1976. (William Shapotkin Collection)

Recent Finds

We have a picture of South Shore Line car 100 of our own. This one was taken on October 15, 1967 at the shops in Michigan City.

We have a picture of South Shore Line car 100 of our own. This one was taken on October 15, 1967 at the shops in Michigan City.

This picture shows CTA trolleybus 234 (prior to the renumbering, where a "9" was added before all TB #s) running on the 51st-55th line. Perhaps the machine at left is removing streetcar track. Presumably this is the early 1950s. (William Hoffman Photo, Wien-Criss Archive)

This picture shows CTA trolleybus 234 (prior to the renumbering, where a “9” was added before all TB #s) running on the 51st-55th line. Perhaps the machine at left is removing streetcar track. Presumably this is the early 1950s. (William Hoffman Photo, Wien-Criss Archive)

CTA trolleybus 9672 and red Pullman 685 are near the Montgomery Wards complex at Chicago and Larrabee. This would be a Halsted streetcar, running on diversion trackage via Division to Crosby and Larrabee, then Chicago to Halsted, when work was being done on the Halsted Street bridge over the Chicago River. That dates the picture to 1953-- after Marmon trolleybuses were delivered, but before streetcars stopped running on Halsted in 1954. (William Hoffman Photo, Wien-Criss Archive)

CTA trolleybus 9672 and red Pullman 685 are near the Montgomery Wards complex at Chicago and Larrabee. This would be a Halsted streetcar, running on diversion trackage via Division to Crosby and Larrabee, then Chicago to Halsted, when work was being done on the Halsted Street bridge over the Chicago River. That dates the picture to 1953– after Marmon trolleybuses were delivered, but before streetcars stopped running on Halsted in 1954. (William Hoffman Photo, Wien-Criss Archive)

Chicago's Initial System of Subways originally had parcel lockers for public use. This picture helps explain why they were eliminated. In this April 17, 1962 photo, bomb squad detectives are carefully removing some hand grenades that were found in just such a locker at State and Randolph, along with machine gun ammunition.

Chicago’s Initial System of Subways originally had parcel lockers for public use. This picture helps explain why they were eliminated. In this April 17, 1962 photo, bomb squad detectives are carefully removing some hand grenades that were found in just such a locker at State and Randolph, along with machine gun ammunition.

Jim Huffman: Pix #564 & 565 (below) are SB Cottages returning from Grand and State on Wabash. The #38 Indiana north terminal was Navy Pier via Wabash and Grand, when it ended as a route, the #4 Cottage took its place north to Grand on State & south on Wabash, for awhile.

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.

CTA 7013 running on Route 4 - Cottage Grove in 1953.

CTA 7013 running on Route 4 – Cottage Grove in 1953.

A colorized postcard view of a two-car Lake Street train crossing the Chicago River in the early 1900s. The postcard itself was mailed in 1907.

A colorized postcard view of a two-car Lake Street train crossing the Chicago River in the early 1900s. The postcard itself was mailed in 1907.

This transit worker is wearing a Chicago Union Traction cap, and a Chicago Railways jacket. This may help date the photo, as Chicago Railways acquired Chicago Union Traction in 1908.

This transit worker is wearing a Chicago Union Traction cap, and a Chicago Railways jacket. This may help date the photo, as Chicago Railways acquired Chicago Union Traction in 1908.

CSL 7003 on Madison.

CSL 7003 on Madison.

CSL 4018 in experimental colors, at Kedzie Station circa 1945-46. It's signed for the Madison-Fifth branch line. (Joe L. Diaz Photo)

CSL 4018 in experimental colors, at Kedzie Station circa 1945-46. It’s signed for the Madison-Fifth branch line. (Joe L. Diaz Photo)

CTA 4012 and 4090 at Kedzie Station. Since neither PCC has a logo, this is probably early in the CTA era that started on October 1, 1947. Both cars would have been running on Route 20 - Madison. (Joe L. Diaz Photo)

CTA 4012 and 4090 at Kedzie Station. Since neither PCC has a logo, this is probably early in the CTA era that started on October 1, 1947. Both cars would have been running on Route 20 – Madison. (Joe L. Diaz Photo)

CTA prewar PCC 4047 is running on the 10-cent Madison Shuttle.

CTA prewar PCC 4047 is running on the 10-cent Madison Shuttle.

CSL 7053, 4145, and follower, at the Vincennes and 80th turning loop.

CSL 7053, 4145, and follower, at the Vincennes and 80th turning loop.

CSL 3300 on Montrose. Note the old Divco milk truck at left. Jim Hufman adds that we are "looking west on Montrose from Ashland, the building on the right is on the NW corner." (Joe L. Diaz Photo)

CSL 3300 on Montrose. Note the old Divco milk truck at left. Jim Hufman adds that we are “looking west on Montrose from Ashland, the building on the right is on the NW corner.” (Joe L. Diaz Photo)

CTA prewar PCC 4007 at 63rd Place and Narragansett, west end of Route 63, on September 11, 1948.

CTA prewar PCC 4007 at 63rd Place and Narragansett, west end of Route 63, on September 11, 1948.

CSL 2730 and 2728, among others, at an unknown location. Jim Huffman: "Seems to be a Riverview-Larrabee car, could be Wrightwood car barn." (Joe L. Diaz Photo)

CSL 2730 and 2728, among others, at an unknown location. Jim Huffman: “Seems to be a Riverview-Larrabee car, could be Wrightwood car barn.” (Joe L. Diaz Photo)

CSL 4080, a Pullman PCC newly delivered at South Shops.

CSL 4080, a Pullman PCC newly delivered at South Shops.

CSL 3210 on Montrose at Milwaukee, west end of the line. Streetcars were replaced by buses on July 29, 1946. Trolley buses ran west o here. The entire line was converted to trolley bus on April 19, 1948, and they continued in used until January 13, 1973. Jim Huffman adds, "car #3310 is behind the car waiting to go east. This was always a problem with PM pull-out trippers at the end of line crossovers. The regular cars would have a longer layover/recovery time than the pull-outs would have. Often the tripper would arrive after their follower, hence the follower at the extreme end with its leader squeezed in so as to leave first. If two followers were there first, one would have to take the crossover & back up on the adjacent track. This I learned from observation when I was younger & also from CSL family members. Buses do not have this problem, they just go around." (Joe L. Diaz Photo)

CSL 3210 on Montrose at Milwaukee, west end of the line. Streetcars were replaced by buses on July 29, 1946. Trolley buses ran west o here. The entire line was converted to trolley bus on April 19, 1948, and they continued in used until January 13, 1973. Jim Huffman adds, “car #3310 is behind the car waiting to go east. This was always a problem with PM pull-out trippers at the end of line crossovers. The regular cars would have a longer layover/recovery time than the pull-outs would have. Often the tripper would arrive after their follower, hence the follower at the extreme end with its leader squeezed in so as to leave first. If two followers were there first, one would have to take the crossover & back up on the adjacent track. This I learned from observation when I was younger & also from CSL family members. Buses do not have this problem, they just go around.” (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 5702 on Archer. (Joe L. Diaz Photo)

CSL 5702 on Archer. (Joe L. Diaz Photo)

CSL 5731 on Route 5, South Chicago Avenue. Note two fans on the railroad embankment, taking pictures. (Joe L. Diaz Photo)

CSL 5731 on Route 5, South Chicago Avenue. Note two fans on the railroad embankment, taking pictures. (Joe L. Diaz Photo)

CTA 4036 is turning westbound on 63rd Place at Central. There was a section of nearly a mile of private right-of-way west of here. (Joe L. Diaz Photo)

CTA 4036 is turning westbound on 63rd Place at Central. There was a section of nearly a mile of private right-of-way west of here. (Joe L. Diaz Photo)

CSL 3287 on Montrose near Kedzie. (Joe L. Diaz Photo)

CSL 3287 on Montrose near Kedzie. (Joe L. Diaz Photo)

CSL 3307 on Montrose. (Joe L. Diaz Photo)

CSL 3307 on Montrose. (Joe L. Diaz Photo)

CSL 2616, signed for 115th and Halsted. (Joe L. Diaz Photo)

CSL 2616, signed for 115th and Halsted. (Joe L. Diaz Photo)

CSL 2733, signed for Downtown. Jim Huffman: "Riverview-Larrabee." (Joe L. Diaz Photo)

CSL 2733, signed for Downtown. Jim Huffman: “Riverview-Larrabee.” (Joe L. Diaz Photo)

CSL 5073, signed for Archer and Western. (Joe L. Diaz Photo)

CSL 5073, signed for Archer and Western. (Joe L. Diaz Photo)

CSL 2754 on a wintry day, signed or Roscoe and Western. Andre Kristopans writes, "I strongly suspect (2754 is) northbound on Larrabee at Clybourn on Route 40 Riverview-Larrabee." (Joe L. Diaz Photo)

CSL 2754 on a wintry day, signed or Roscoe and Western. Andre Kristopans writes, “I strongly suspect (2754 is) northbound on Larrabee at Clybourn on Route 40 Riverview-Larrabee.” (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 3298 on Montrose. (Joe L. Diaz Photo)

CSL 2816, signed or Cottage Grove and 38th.

CSL 2816, signed or Cottage Grove and 38th.

CTA 4330, a Pullman PCC, heads south on Halsted, crossing a brand-new bridge over the Congress Expressway, then under construction, in 1950. In the background is the Met "L" main line, which remained in use at this location until June 1958. The PCC is signed for Route 42, Halsted-Downtown. M. E. adds, "The streetcar's destination sign reads route 42, but route 42 did not run when and where the picture was taken (Halsted at Congress). At that spot, only route 8 ran. The correct sign would have said 8 Halsted-79." Jim Huffman adds, "The motorman saw the 79th thru the little view window & stopped there."

CTA 4330, a Pullman PCC, heads south on Halsted, crossing a brand-new bridge over the Congress Expressway, then under construction, in 1950. In the background is the Met “L” main line, which remained in use at this location until June 1958. The PCC is signed for Route 42, Halsted-Downtown. M. E. adds, “The streetcar’s destination sign reads route 42, but route 42 did not run when and where the picture was taken (Halsted at Congress). At that spot, only route 8 ran. The correct sign would have said 8 Halsted-79.” Jim Huffman adds, “The motorman saw the 79th thru the little view window & stopped there.”

CTA 282 and 285 at 63rd and Kedzie in August 1953.

CTA 282 and 285 at 63rd and Kedzie in August 1953.

CTA 6101-6102 on the Paulina Connector, crossing the Congress rapid transit line, on April 21, 1991. This trackage is now used by the CTA Pink Line. Ater being stored at the Fox River Trolley Museum for many years, these cars are now back on CTA property as part of their historical collection and it is hoped they will someday run again. (Albert J. Reinschmidt Photo)

CTA 6101-6102 on the Paulina Connector, crossing the Congress rapid transit line, on April 21, 1991. This trackage is now used by the CTA Pink Line. Ater being stored at the Fox River Trolley Museum for many years, these cars are now back on CTA property as part of their historical collection and it is hoped they will someday run again. (Albert J. Reinschmidt Photo)

CTA red Pullman 225 and PCC 4406 on an October 21, 1956 fantrip. M. E. adds, "This picture is at 16th and Clark, facing north. Streetcars had their own private right-of-way west of Clark going under the two railroad viaducts located here."

CTA red Pullman 225 and PCC 4406 on an October 21, 1956 fantrip. M. E. adds, “This picture is at 16th and Clark, facing north. Streetcars had their own private right-of-way west of Clark going under the two railroad viaducts located here.”

CA&E #321 is on the back of an outbound train at Marshfield Junction.

CA&E #321 is on the back of an outbound train at Marshfield Junction.

A train of CA&E woods near Wells Street Terminal in downtown Chicago.

A train of CA&E woods near Wells Street Terminal in downtown Chicago.

CTA 2067-2068 head up a westbound Lake Street train in June 1965.

CTA 2067-2068 head up a westbound Lake Street train in June 1965.

CTA 2175-2176, a northbound Lake-Dan Ryan "B" train, near Adams and Wabash station on August 2, 1974. (Douglas N. Grotjahn Photo)

CTA 2175-2176, a northbound Lake-Dan Ryan “B” train, near Adams and Wabash station on August 2, 1974. (Douglas N. Grotjahn Photo)

Chicago, Aurora & Elgin wood car #30. Don's Rail Photos notes, "These 15 motor cars and 5 trailers were built by Stephenson Car Co. in 1903 and were part of the original stock. 30 was built by Stephenson in 1903. It was retired in 1959."

Chicago, Aurora & Elgin wood car #30. Don’s Rail Photos notes, “These 15 motor cars and 5 trailers were built by Stephenson Car Co. in 1903 and were part of the original stock. 30 was built by Stephenson in 1903. It was retired in 1959.”

North Shore Line city streetcar #354, which once ran on the streets of Milwaukee and Waukegan, at the Illinois Electric Railway Museum in North Chicago, September 15, 1957.

North Shore Line city streetcar #354, which once ran on the streets of Milwaukee and Waukegan, at the Illinois Electric Railway Museum in North Chicago, September 15, 1957.

CTA Pullman PCC 4111 heads west on Monroe Street in 1950, running on Route 20 - Madison.

CTA Pullman PCC 4111 heads west on Monroe Street in 1950, running on Route 20 – Madison.

A two-car train of CTA 6000s heads east on Garfield Park temporary trackage at Paulina on April 3, 1954. The photographer was standing on the platform of the Met "L" station at Marshfield Junction, then still in use or Douglas Park trains.

A two-car train of CTA 6000s heads east on Garfield Park temporary trackage at Paulina on April 3, 1954. The photographer was standing on the platform of the Met “L” station at Marshfield Junction, then still in use or Douglas Park trains.

Red Arrow Brilliner #9 at the end of the Ardmore line in May 1965.

Red Arrow Brilliner #9 at the end of the Ardmore line in May 1965.

Philadelphia Suburban Transportation Co. (aka Red Arrow) #17, a double-ended interurban car built by St. Louis Car Co. in 1949, is at the west end of the long West Chester line, which was bussed in 1954 to facilitate the widening of West Chester Pike.

Philadelphia Suburban Transportation Co. (aka Red Arrow) #17, a double-ended interurban car built by St. Louis Car Co. in 1949, is at the west end of the long West Chester line, which was bussed in 1954 to facilitate the widening of West Chester Pike.

Philadelphia Transportation Co. PCC #2031 is on a section of private right-of-way at the end of Route 6 in the early 1950s. That looks like aa 1953 Cadillac at right. This section of route was eventually cut back due to highway construction. (Walter Broschart Photo)

Philadelphia Transportation Co. PCC #2031 is on a section of private right-of-way at the end of Route 6 in the early 1950s. That looks like aa 1953 Cadillac at right. This section of route was eventually cut back due to highway construction. (Walter Broschart Photo)

Public Service #2695 is inbound on the Hudson line on the old Hoboken elevated near the Summit turnoff at Palisade Avenue.

Public Service #2695 is inbound on the Hudson line on the old Hoboken elevated near the Summit turnoff at Palisade Avenue.

A Brooklyn-Manhattan Transit articulated "Bluebird" set of cars, on its inaugural run in 1939.

A Brooklyn-Manhattan Transit articulated “Bluebird” set of cars, on its inaugural run in 1939.

A set of articulated Brooklyn-Manhattan Transit "Bluebird" cars on Fulton Street at Tompkins Avenue.

A set of articulated Brooklyn-Manhattan Transit “Bluebird” cars on Fulton Street at Tompkins Avenue.

We recently purchased some original plans from the Initial System of Subways, which detail where various utilities were intended to be relocated at the subway station at Grand and State. This just goes to show the incredible level of detail required for a project of this sort. Interestingly, these plans were in London, England and have now been repatriated back to Chicago. They are dated October 1939, and this document was voided out in December of that same year (and no doubt replaced with an updated version, based on the actual locations of utilities).

Recent Correspondence

Ashley Koda writes:

I came across your website while researching the history of my apartment building. I have the attached photo reflecting a Chicago Surface Line Car No. 3098 on the corner of Erie & Bishop. I understand that this line was in operation between 1913-1947. I found a photo on your website of a 3098 car at Erie & Racine which looks identical to the one attached, so I was hoping you could please help me narrow the time frame of this photo or perhaps point me to some resources that may assist.

Thanks for writing.

Your note doesn’t mention which route the streetcar is on, and neither does the caption on the picture you found on my blog. However, it is probably this one, although the dates don’t quite match up with 1913-1947 (information from www.chicagorailfan.com):

23 Morgan-Racine
Horse car route introduced by Chicago Passenger Railway
Streetcar route introduced by West Chicago Street Railroad/Chicago Railways (north of 21st St.)
Streetcar route introduced by Southern Street Railway (21st St. to Archer)
Streetcar route introduced by Chicago City Railway (south of Archer)

1886 – horse car service introduced primarily on Erie between downtown and Ashland
1886 – horse car service introduced on Racine between downtown and 21st St.
1896 – service on Erie and Racine converted to electric streetcar
1898 – Racine streetcar extended south via Throop and Morgan to Union Stockyards
12/1/12 – Through Route streetcar introduced, combining Erie and Racine routes
7/25/48 – streetcar route converted to buses
9/13/81 – discontinued

Through Route operated between Union Stockyards and near northwest side. Segment between 21st St. and Archer actually introduced by Chicago General Railway Co., acquired by Southern Street Railway Co. in 1905.

Midday service discontinued 9/10/61

Car House: Noble (until 8/31/47)
Blue Island (8/31/47-7/25/48)
Bus Garage: Blue Island (7/25/48-1/16/55)
Archer (1/16/55-9/13/81)

As for the streetcar itself, Don’s Rail Photos gives the following information:

3098 was built by CSL in 1922. It was scrapped in 1948.

More pictures of streetcars were taken by fans in the 1940s than in the 1930s, perhaps in part because it was widely known that the older ones would soon be disappearing. So while there may not be much in the picture that can help date it, chances are it is from the period 1940-1948 than anything earlier than that, just due to statistics.

I hope this helps.

-David Sadowski

PS- Here is the other picture of 3098 that we previously ran.

Andre Kristopans: "3098 SB turning off Erie into Racine." (Railway Negative Exchange Photo)

Andre Kristopans: “3098 SB turning off Erie into Racine.” (Railway Negative Exchange Photo)

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.

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:

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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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A Chicago Traction Valentine

This "red border" Kodachrome shows CTA salt car AA-104 at South Shops on January 4, 1956. Don's Rail Photos says, "AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy (Calumet and South Chicago Railway) 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956." This was one of the few railroad-roof cars on the Chicago system. The main color here is Pullman Green. (James J. Buckley Photo)

This “red border” Kodachrome shows CTA salt car AA-104 at South Shops on January 4, 1956. Don’s Rail Photos says, “AA104, salt car, was built by South Chicago City Ry in 1907 as SCCRy 339. It was rebuilt in 1907 and became C&SCRy (Calumet and South Chicago Railway) 838 in 1908. It was renumbered 2853 in 1913 and became CSL 2853 in 1914. It was later converted as a salt car and renumbered AA104 in 1948. It was retired on December 14, 1956.” This was one of the few railroad-roof cars on the Chicago system. The main color here is Pullman Green. (James J. Buckley Photo)

After our recent forays to the East Coast, part of a series by guest contributor Kenneth Gear, we are back in Sweet Home Chicago for this one. Watch this space for additional posts in Ken’s series.

Although we are a few days late for Valentine’s Day, we nonetheless have many photographic gifts for Chicago-area traction fans in today’s post, that constitute a virtual Valentine to our readers. First, we have some recent finds. Next, a few color slides courtesy of William Shapotkin. Then, a bevy of classic black-and-white images taken by the late Robert Selle, one of the greatest railfan photographers.

We also have a book review, and there are two new audio CD collections in our ongoing efforts to digitize 1950s steam railroad audio for the 21st Century.

Enjoy!

-David Sadowski

Recent Finds

When the CTA opened the five-mile long Skokie Swift branch in April 1964 (over a small portion of the former North Shore Line) ridership far exceeded expectations. So the four articulated 5000-series cars were quickly renovated and adapted for Swift service. These were experimental when built in 1947-48 and became "oddballs" on the CTA system. Here, we see car 51 (renumbered from 5001) in October 1964 at Kostner. These cars continued to run into the 1980s. Two of the four sets were saved, and this set is now at the Fox River Trolley Museum. (Color correction by J. J. Sedelmaier)

When the CTA opened the five-mile long Skokie Swift branch in April 1964 (over a small portion of the former North Shore Line) ridership far exceeded expectations. So the four articulated 5000-series cars were quickly renovated and adapted for Swift service. These were experimental when built in 1947-48 and became “oddballs” on the CTA system. Here, we see car 51 (renumbered from 5001) in October 1964 at Kostner. These cars continued to run into the 1980s. Two of the four sets were saved, and this set is now at the Fox River Trolley Museum. (Color correction by J. J. Sedelmaier)

Three CTA trains of 6000-series "L"/Subway cars are lined up by the old Tower 18 in the early 1950s. As you can see, with the tower in the middle of the junction, not all moves could be made. For example, eastbound trains coming from Lake Street could not go straight east, but had to turn south. At this time, traffic on both the inner and outer Loop tracks went in the same direction (counter-clockwise). This arrangement was changed in 1969 when the CTA wanted to through-route Lake with the new Dan Ryan line. The tower was moved and replaced with a new one, and new eastbound trackage was built where the old tower was. That was also the beginning of bi-directional operations on the Loop, which continue to this day.

Three CTA trains of 6000-series “L”/Subway cars are lined up by the old Tower 18 in the early 1950s. As you can see, with the tower in the middle of the junction, not all moves could be made. For example, eastbound trains coming from Lake Street could not go straight east, but had to turn south. At this time, traffic on both the inner and outer Loop tracks went in the same direction (counter-clockwise). This arrangement was changed in 1969 when the CTA wanted to through-route Lake with the new Dan Ryan line. The tower was moved and replaced with a new one, and new eastbound trackage was built where the old tower was. That was also the beginning of bi-directional operations on the Loop, which continue to this day.

One-man CSL 3117 is eastbound on 18th Street at Carpenter (approx. 1100 West) in the 1940s. Don's Rail Photos: "3117 was built by CSL in 1922. It was scrapped in 1948." This was part of a series known as CSL Safety Cars, aka "Sewing Machines." (Joe L. Diaz Photo)

One-man CSL 3117 is eastbound on 18th Street at Carpenter (approx. 1100 West) in the 1940s. Don’s Rail Photos: “3117 was built by CSL in 1922. It was scrapped in 1948.” This was part of a series known as CSL Safety Cars, aka “Sewing Machines.” (Joe L. Diaz Photo)

The same location today.

The same location today.

Two CTA PCCs (4064 and 4115) and red car 368, all Pullmans, at Kedzie Station (Fifth and Kedzie) on August 22, 1953. The main portion of Route 20 - Madison was converted to bus on December 13 of that year, and the Fifth Avenue branch continued for a few more months as a shuttle operation. The PCC at left is in its original colors (Mercury Green, Croydon Cream and Swamp Holly Orange), while the one in the center has been repainted in Everglade Green and Alpine White. (Robert Selle Photo)

Two CTA PCCs (4064 and 4115) and red car 368, all Pullmans, at Kedzie Station (Fifth and Kedzie) on August 22, 1953. The main portion of Route 20 – Madison was converted to bus on December 13 of that year, and the Fifth Avenue branch continued for a few more months as a shuttle operation. The PCC at left is in its original colors (Mercury Green, Croydon Cream and Swamp Holly Orange), while the one in the center has been repainted in Everglade Green and Alpine White. (Robert Selle Photo)

CTA Postwar PCC 7200, a product of the St. Louis Car Company, at 81st and Halsted on January 2, 1954. This was the south end of Route 22, Clark-Wentworth. It's been pointed out to me that fans took a lot of pictures at this location, but here we had the opportunity to purchase the original medium-format neg, and not just a print. Notice the dents on the front of 7200. (Robert Selle Photo)

CTA Postwar PCC 7200, a product of the St. Louis Car Company, at 81st and Halsted on January 2, 1954. This was the south end of Route 22, Clark-Wentworth. It’s been pointed out to me that fans took a lot of pictures at this location, but here we had the opportunity to purchase the original medium-format neg, and not just a print. Notice the dents on the front of 7200. (Robert Selle Photo)

"One-man PCC 4021, now northbound on the (private right-of-way) portion of the South Cottage Grove line." This was on May 30, 1955. 4021 is now the only preserved prewar PCC, and is now at the Illinois Railway Museum. (Robert Selle Photo)

“One-man PCC 4021, now northbound on the (private right-of-way) portion of the South Cottage Grove line.” This was on May 30, 1955. 4021 is now the only preserved prewar PCC, and is now at the Illinois Railway Museum. (Robert Selle Photo)

Color Slides, Courtesy of William Shapotkin:

"Looking westbound on (North) Lake Street toward Austin Boulevard., cars 3153 and 1757, woring CTA Lake Street line, lay over at west end-of-line. In distance (SW corner of Lake and Austin in Oak Park), a bus working the Chicago & West Towns Lake Street line takes its layover. May 15, 1954." (About two weeks before the end of streetcar service on Route 16).

“Looking westbound on (North) Lake Street toward Austin Boulevard., cars 3153 and 1757, woring CTA Lake Street line, lay over at west end-of-line. In distance (SW corner of Lake and Austin in Oak Park), a bus working the Chicago & West Towns Lake Street line takes its layover. May 15, 1954.” (About two weeks before the end of streetcar service on Route 16).

"Chicago, IL. CTA car #3153, working an eastbound trip on Route 16 - Lake, is eastbound in (North) Lake Street, having just crossed over Central Avenue. View looks west/northwest from the Chicago & North Western embankment. May 15, 1954."

“Chicago, IL. CTA car #3153, working an eastbound trip on Route 16 – Lake, is eastbound in (North) Lake Street, having just crossed over Central Avenue. View looks west/northwest from the Chicago & North Western embankment. May 15, 1954.”

CTA 1812 at Lake and Pine in February 1953, heading west on the ground-level portion of the Lake Street "L", which was elevated onto the adjacent embankment in 1962. Pine is where Route 16 streetcars crossed the "L" to go from what was then called South Lake Street to North Lake Street. In 1964, the South Lake Street portion in this area was renamed Corcoran Place, after the death of the local alderman. (Thanks to J. J. Sedelmaier for twerking, er "tweaking" this one to make it look better.)

CTA 1812 at Lake and Pine in February 1953, heading west on the ground-level portion of the Lake Street “L”, which was elevated onto the adjacent embankment in 1962. Pine is where Route 16 streetcars crossed the “L” to go from what was then called South Lake Street to North Lake Street. In 1964, the South Lake Street portion in this area was renamed Corcoran Place, after the death of the local alderman. (Thanks to J. J. Sedelmaier for twerking, er “tweaking” this one to make it look better.)

The same location today (Lake and Pine). This is where Lake Street takes a jog to the north side of the former Chicago & North Western embankment, and the CSL/CTA Route 16 streetcar went along with it. Since Lake Street pretty much split in two at this point, the section west of here (behind the photographer) was referred to as either North Lake or South Lake, depending on which side of the embankment you were on. This was a reasonable system, since there were no duplicate street numbers. But in 1964, the south portion between Pine and Austin (a distance of just over half a mile) was renamed Corcoran Place, after the local alderman, an ally of then-Mayor Richard J. Daley's, who died suddenly from a heart attack. The "L" was relocated onto the embankment in 1962 and the street it was in (either Lake Street, South Lake Street aka Corcoan Place, or South Boulevard in Oak Park) made wider, or made into parking lots.

The same location today (Lake and Pine). This is where Lake Street takes a jog to the north side of the former Chicago & North Western embankment, and the CSL/CTA Route 16 streetcar went along with it. Since Lake Street pretty much split in two at this point, the section west of here (behind the photographer) was referred to as either North Lake or South Lake, depending on which side of the embankment you were on. This was a reasonable system, since there were no duplicate street numbers. But in 1964, the south portion between Pine and Austin (a distance of just over half a mile) was renamed Corcoran Place, after the local alderman, an ally of then-Mayor Richard J. Daley’s, who died suddenly from a heart attack. The “L” was relocated onto the embankment in 1962 and the street it was in (either Lake Street, South Lake Street aka Corcoan Place, or South Boulevard in Oak Park) made wider, or made into parking lots.

"Chicago, IL. CTA car #4333 brings up the rear of an eastbound Lake Street "L" train. View looks east from Lake/Laramie station. Note pull-offs for overhead trolley wire, used west from Laramie station. June 23, 1959,"

“Chicago, IL. CTA car #4333 brings up the rear of an eastbound Lake Street “L” train. View looks east from Lake/Laramie station. Note pull-offs for overhead trolley wire, used west from Laramie station. June 23, 1959,”

"Chicago, IL. Looking westbound on CTA's Lake Street "L" at (South) Lake Street (now Corcoran Place), at Menard Avenue. Line car #S200 is seen doing wire work. In distance is the Austin/Lake "L" station. At right (on embankment) is one-time "Boulevard" Chicago & North Western station (located at Austin Boulevard). May 27, 1960." Don Ross: "S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1924."

“Chicago, IL. Looking westbound on CTA’s Lake Street “L” at (South) Lake Street (now Corcoran Place), at Menard Avenue. Line car #S200 is seen doing wire work. In distance is the Austin/Lake “L” station. At right (on embankment) is one-time “Boulevard” Chicago & North Western station (located at Austin Boulevard). May 27, 1960.” Don Ross: “S-200 was built by Barney & Smith in 1901 at M-WSER 783. It was renumbered in 1913 as 2783. In 1916 it was rebuilt as a work motor and numbered S-200. It became CRT S-200 in 1924.”

"Oak Park, IL. A pair of 4000s, working a westbound trip on CTA's Lake Street "L", are on South Boulevard at Kenilworth Avenue. Visible in distance (on embankment) is one-time "Avenue" Chicago & North Western passenger station, located at Oak Park Avenue. View looks east on January 18, 1962."

“Oak Park, IL. A pair of 4000s, working a westbound trip on CTA’s Lake Street “L”, are on South Boulevard at Kenilworth Avenue. Visible in distance (on embankment) is one-time “Avenue” Chicago & North Western passenger station, located at Oak Park Avenue. View looks east on January 18, 1962.”

In the center, we see the portal at the north end of the State Street subway, just south of Armitage. The two middle "L" tracks were moved to the outer edge of the structure when the subway was built. The "L" continued south from this point with four tracks to Chicago Avenue. In recent years, the two outer tracks have been removed, and just a siding remains at this point.

In the center, we see the portal at the north end of the State Street subway, just south of Armitage. The two middle “L” tracks were moved to the outer edge of the structure when the subway was built. The “L” continued south from this point with four tracks to Chicago Avenue. In recent years, the two outer tracks have been removed, and just a siding remains at this point.

Chicago, Burlington & Qunict locomotive 4978 in Mendota, IL on September 2, 2010 with a Metra Electric (ex-Illinois Central "Highliner" at left. Both are at the Union Depot Railroad Museum. (Mike Sosalla Photo)

Chicago, Burlington & Qunict locomotive 4978 in Mendota, IL on September 2, 2010 with a Metra Electric (ex-Illinois Central “Highliner” at left. Both are at the Union Depot Railroad Museum. (Mike Sosalla Photo)

Classic Bob Selle Images

If you are a regular reader of this blog, you probably already know that the late Robert Selle (1929-2013) was an excellent photographer who specialized in black-and-white. As with many other railfan photographers, his extensive collection of images got scattered after his death.

Now and again, some of them pop up on eBay, but not always identified as his work in the auction listings. Fortunately, Selle is one of those few photographers whose work can be recognized at a glance, as it is often a cut above the rest.

Over the years, we have purchased a few Bob Selle negatives, which have been featured on this blog (including three in today’s post).

In 2011, Jeff Wien and the late Bradley Criss visited Mr. Selle in Florida, and he generously allowed them to scan some of his negatives. Tragically, Bradley Criss passed away in 2016 (you can read an appreciation of him here). He would have been 55 years old on February 4th.

As a tribute to both Bob Selle and Bradley Criss, here is a selection from the images they scanned, courtesy of Jeff Wien and the Wien-Criss Archive.

CTA Pullman 495 at Limits Station (car barn), so named because it was once at the north end of the city limits when first built. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 495 at Limits Station (car barn), so named because it was once at the north end of the city limits when first built. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 581 at Milwaukee and Clinton, in front of Chicago & North Western steam loco 1564. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 581 at Milwaukee and Clinton, in front of Chicago & North Western steam loco 1564. (Robert Selle Photo, Wien-Criss Archive)

CTA 4200 northbound on Clark near Montrose. (Robert Selle Photo, Wien-Criss Archive)

CTA 4200 northbound on Clark near Montrose. (Robert Selle Photo, Wien-Criss Archive)

CTA postwar PCC 4224 (a Pullman) at the Limits car barn. (Robert Selle Photo, Wien-Criss Archive)

CTA postwar PCC 4224 (a Pullman) at the Limits car barn. (Robert Selle Photo, Wien-Criss Archive)

The group photo from the last Chicago streetcar fantrip on May 25, 1958. This was less than a month before the end of streetcar service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

The group photo from the last Chicago streetcar fantrip on May 25, 1958. This was less than a month before the end of streetcar service in Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA 6136 on the Museum Loop in Grant Park, just east of the Illinois Central Electric. (Robert Selle Photo, Wien-Criss Archive)

CTA 6136 on the Museum Loop in Grant Park, just east of the Illinois Central Electric. (Robert Selle Photo, Wien-Criss Archive)

CTA snow sweeper E223 was saved from destruction by Dick Lukin, and it is shown here in 1958, on its way to the Illinois Electric Railway Museum site in North Chicago. (Robert Selle Photo, Wien-Criss Archive)

CTA snow sweeper E223 was saved from destruction by Dick Lukin, and it is shown here in 1958, on its way to the Illinois Electric Railway Museum site in North Chicago. (Robert Selle Photo, Wien-Criss Archive)

A young (and shiirtless) Nick Kallas at the ERHS (Electric Railway Historical Society) site in Downers Grove, where streetcars such as Chicago & West Towns 141, shown here, were stored between 1959 and 1973, when the collection went to the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

A young (and shiirtless) Nick Kallas at the ERHS (Electric Railway Historical Society) site in Downers Grove, where streetcars such as Chicago & West Towns 141, shown here, were stored between 1959 and 1973, when the collection went to the Illinois Railway Museum. (Robert Selle Photo, Wien-Criss Archive)

Chicago Aurora & Elgin 433, built by the Cincinnati Car Company in 1927. The tower, just barely visible at rear, was part of Wheaton Yard. (Robert Selle Photo, Wien-Criss Archive)

Chicago Aurora & Elgin 433, built by the Cincinnati Car Company in 1927. The tower, just barely visible at rear, was part of Wheaton Yard. (Robert Selle Photo, Wien-Criss Archive)

CA&E 453, a 1945 product of St. Louis Car Company, at the Wheaton station. (Robert Selle Photo, Wien-Criss Archive)

CA&E 453, a 1945 product of St. Louis Car Company, at the Wheaton station. (Robert Selle Photo, Wien-Criss Archive)

A six-car CA&E train westbound at the Halsted curve. (Robert Selle Photo, Wien-Criss Archive)

A six-car CA&E train westbound at the Halsted curve. (Robert Selle Photo, Wien-Criss Archive)

CA&E 458 heads a three-car train westbound at Western Avenue. The CTA bus on Van Buren indicates that this picture was taken no earlier than August 12, 1951. The Van Buren Street temporary trackage appears to be in place already, but testing has not started yet, as there are barriers in place. "L" service shifted to the temporary trackage in September 1953 and the CA&E cut back service to Forest Park. At left you can see the imposing structure of Richard T. Crane Medical Preparatory High School, otherwise known as Crane Tech. We are looking to the east. (Robert Selle Photo, Wien-Criss Archive)

CA&E 458 heads a three-car train westbound at Western Avenue. The CTA bus on Van Buren indicates that this picture was taken no earlier than August 12, 1951. The Van Buren Street temporary trackage appears to be in place already, but testing has not started yet, as there are barriers in place. “L” service shifted to the temporary trackage in September 1953 and the CA&E cut back service to Forest Park. At left you can see the imposing structure of Richard T. Crane Medical Preparatory High School, otherwise known as Crane Tech. We are looking to the east. (Robert Selle Photo, Wien-Criss Archive)

Two North Shore Line trains pass at Ravinia on a 1953 Shore Line Route fantrip. This is not the same stop as Ravinia Park, which is some distance away. The area taken up by the NSL tracks is now a parking lot for the Metra station (former Chicago & North Western), whose tracks are at left. We are looking southeast. Presumably the Silverliner at right is the fantrip train as the other train is not flying flags. (Robert Selle Photo, Wien-Criss Archive)

Two North Shore Line trains pass at Ravinia on a 1953 Shore Line Route fantrip. This is not the same stop as Ravinia Park, which is some distance away. The area taken up by the NSL tracks is now a parking lot for the Metra station (former Chicago & North Western), whose tracks are at left. We are looking southeast. Presumably the Silverliner at right is the fantrip train as the other train is not flying flags. (Robert Selle Photo, Wien-Criss Archive)

The building just visible in the previous picture, located at 514 Roger Williams Avenue in Highland Park.

The building just visible in the previous picture, located at 514 Roger Williams Avenue in Highland Park.

Chicago & North Western loco 505 heads up at train at Kinzie Street. (Robert Selle Photo, Wien-Criss Archive)

Chicago & North Western loco 505 heads up at train at Kinzie Street. (Robert Selle Photo, Wien-Criss Archive)

C&NW loco 531 and train at Edison Park. (Robert Selle Photo, Wien-Criss Archive)

C&NW loco 531 and train at Edison Park. (Robert Selle Photo, Wien-Criss Archive)

C&NW 545 and train in Edison Park on Chicago's northwest side. (Robert Selle Photo, Wien-Criss Archive)

C&NW 545 and train in Edison Park on Chicago’s northwest side. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 291 at 63rd and Narragansett, possibly during the period just before Route 63 was converted to bus on May 24, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 291 at 63rd and Narragansett, possibly during the period just before Route 63 was converted to bus on May 24, 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 475, running on Route 56 - Milwaukee Avenue, emerges from the east portal of the Washington streetcar tunnel at Franklin Street, having traveled under the Chicago River. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 475, running on Route 56 – Milwaukee Avenue, emerges from the east portal of the Washington streetcar tunnel at Franklin Street, having traveled under the Chicago River. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 384 at Roosevelt and Paulina. Cars on Route 9 - Ashland took a jog here, as streetcars were not allowed to run on boulevards. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 384 at Roosevelt and Paulina. Cars on Route 9 – Ashland took a jog here, as streetcars were not allowed to run on boulevards. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 124 at Division and Wells on Route 6 - Van Buren. The latest this photo could have been taken is 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 124 at Division and Wells on Route 6 – Van Buren. The latest this photo could have been taken is 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 265 is northbound at State and Archer on Route 45 (Ashland-Downtown). At left, we see a Route 44 CTA bus. This helps date the picture to between July 7, 1951 (when 44 converted to bus) and February 14, 1954 (when routes 9 and 45 were converted). (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 265 is northbound at State and Archer on Route 45 (Ashland-Downtown). At left, we see a Route 44 CTA bus. This helps date the picture to between July 7, 1951 (when 44 converted to bus) and February 14, 1954 (when routes 9 and 45 were converted). (Robert Selle Photo, Wien-Criss Archive)

CTA 276 is eastbound at 63rd and Paulina on Route 63, probably in 1953 near the end of streetcar service on this line. (Robert Selle Photo, Wien-Criss Archive)

CTA 276 is eastbound at 63rd and Paulina on Route 63, probably in 1953 near the end of streetcar service on this line. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 377, also at 63rd and Paulina. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 377, also at 63rd and Paulina. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 289 is eastbound on Grand near Milwaukee on Route 65. This route was converted to bus on April 1, 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 289 is eastbound on Grand near Milwaukee on Route 65. This route was converted to bus on April 1, 1951. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 452 is on Southport at Clark, the north end of Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 452 is on Southport at Clark, the north end of Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 453 is heading west on diversion trackage on Route 8 - Halsted at Chicago Avenue in 1953. I believe the PCC at the rear is 7228, a product of the St. Louis Car Company. The diversion was between Division and Chicago, and was used when work was being done on the Halsted Street bridge over the Chicago River. The two streetcars are about to turn from eastbound Chicago Avenue onto southbound Halsted. PCCs were being phased out on Halsted during this period, as CTA had begun shipping the 310 Pullmans to the St. Louis Car Company for scrapping and parts reuse on a like number of 6000-series rapid transit cars. By the time streetcar service ended on Halsted in 1954, service was being provided entirely by the older red cars. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 453 is heading west on diversion trackage on Route 8 – Halsted at Chicago Avenue in 1953. I believe the PCC at the rear is 7228, a product of the St. Louis Car Company. The diversion was between Division and Chicago, and was used when work was being done on the Halsted Street bridge over the Chicago River. The two streetcars are about to turn from eastbound Chicago Avenue onto southbound Halsted. PCCs were being phased out on Halsted during this period, as CTA had begun shipping the 310 Pullmans to the St. Louis Car Company for scrapping and parts reuse on a like number of 6000-series rapid transit cars. By the time streetcar service ended on Halsted in 1954, service was being provided entirely by the older red cars. (Robert Selle Photo, Wien-Criss Archive)

The note that came with this image of CTA Pullman 469 says it is on Kedzie near Chicago Avenue. But the sign on the streetcar says route 66, which is Chicago and not Kedzie. So perhaps we are on Chicago Avenue near Kedzie. (Robert Selle Photo, Wien-Criss Archive) Patrick Cunningham adds: "The Pullman 469 photo is on Chicago Ave. looking east from the CNW viaduct towards Sacramento. The building in the far background still exists."

The note that came with this image of CTA Pullman 469 says it is on Kedzie near Chicago Avenue. But the sign on the streetcar says route 66, which is Chicago and not Kedzie. So perhaps we are on Chicago Avenue near Kedzie. (Robert Selle Photo, Wien-Criss Archive) Patrick Cunningham adds: “The Pullman 469 photo is on Chicago Ave. looking east from the CNW viaduct towards Sacramento. The building in the far background still exists.”

The view looking east from about 3037 West Chicago Avenue, which is probably just a bit east of where the above photo was taken. You can see that the same building is at rear on Sacramento Boulevard.

The view looking east from about 3037 West Chicago Avenue, which is probably just a bit east of where the above photo was taken. You can see that the same building is at rear on Sacramento Boulevard.

CTA Pullman 381 at 63rd Place and Narragansett, the west end of Route 63. This picture may have been taken early in 1953, after PCCs had been replaced by older cars on this line, shortly before it was converted to bus. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 381 at 63rd Place and Narragansett, the west end of Route 63. This picture may have been taken early in 1953, after PCCs had been replaced by older cars on this line, shortly before it was converted to bus. (Robert Selle Photo, Wien-Criss Archive)

CTA 409 is on Southport at Clark, the north end of Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA 409 is on Southport at Clark, the north end of Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman n 504 exiting the Washington Street tunnel, operating on Route 56 - Milwaukee Avenue. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman n 504 exiting the Washington Street tunnel, operating on Route 56 – Milwaukee Avenue. (Robert Selle Photo, Wien-Criss Archive)

CTA 523 at the same location. (Robert Selle Photo, Wien-Criss Archive)

CTA 523 at the same location. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at Southport and Clark, ready to head south on another trip on Route 9 - Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 540 at Southport and Clark, ready to head south on another trip on Route 9 – Ashland. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 610, an Ashland car, heads south on Clark at School Street. There is a similar photo on page 104 in my book Chicago Trolleys, showing car 144 at the same location. That picture is dated May 7, 1953 which may be when this picture was taken. That car was a pull-in to the Limits car barn, which may also be the case here. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 610, an Ashland car, heads south on Clark at School Street. There is a similar photo on page 104 in my book Chicago Trolleys, showing car 144 at the same location. That picture is dated May 7, 1953 which may be when this picture was taken. That car was a pull-in to the Limits car barn, which may also be the case here. (Robert Selle Photo, Wien-Criss Archive)

CTA 669 at 63rd and Paulina, probably in early 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 669 at 63rd and Paulina, probably in early 1953. (Robert Selle Photo, Wien-Criss Archive)

CTA 675 is westbound on Chicago Avenue at Grand Avenue on Route 66. Note the cool Bowman Dairy truck. (Robert Selle Photo, Wien-Criss Archive)

CTA 675 is westbound on Chicago Avenue at Grand Avenue on Route 66. Note the cool Bowman Dairy truck. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 839 is on Ashland at Chicago on Route 9. (Robert Selle Photo, Wien-Criss Archive)

CTA Pullman 839 is on Ashland at Chicago on Route 9. (Robert Selle Photo, Wien-Criss Archive)

Ther motorman of CTA Pullman 879 waves at the photographer as he rounds the turn from Wells onto Division, running Through Route 3 - Lincoln-Indiana, which was discontinued on March 11, 1951. (Robert Selle Photo, Wien-Criss Archive)

Ther motorman of CTA Pullman 879 waves at the photographer as he rounds the turn from Wells onto Division, running Through Route 3 – Lincoln-Indiana, which was discontinued on March 11, 1951. (Robert Selle Photo, Wien-Criss Archive)

The same location today. Things have sure changed a lot!

The same location today. Things have sure changed a lot!

CTA 171 on Ogden at Ashland, operating on Route 58. The white stripe indicates that this is a one-man car. 1721 was part of a series known as "169" or Broadway-State cars. (Robert Selle Photo, Wien-Criss Archive)

CTA 171 on Ogden at Ashland, operating on Route 58. The white stripe indicates that this is a one-man car. 1721 was part of a series known as “169” or Broadway-State cars. (Robert Selle Photo, Wien-Criss Archive)

CTA 173 is on Chicago Avenue near Ashland, on Route 66. Note the Goldblatt's nearby. Goldblatt's was a local department store chain that operated from 1914 until 2000. In 1946, they had 15 local stores, with annual sales of $62m. (Robert Selle Photo, Wien-Criss Archive)

CTA 173 is on Chicago Avenue near Ashland, on Route 66. Note the Goldblatt’s nearby. Goldblatt’s was a local department store chain that operated from 1914 until 2000. In 1946, they had 15 local stores, with annual sales of $62m. (Robert Selle Photo, Wien-Criss Archive)

CTA 1765 is at the west end of Route 16 - Lake, at Austin Boulevard, the city limits, in 1952. The old Park Theater is behind the streetcar. It closed around this time, although it may still have been open when this picture was taken. (Robert Selle Photo, Wien-Criss Archive)

CTA 1765 is at the west end of Route 16 – Lake, at Austin Boulevard, the city limits, in 1952. The old Park Theater is behind the streetcar. It closed around this time, although it may still have been open when this picture was taken. (Robert Selle Photo, Wien-Criss Archive)

Another view, a "roster shot," showing 1765 by the Park Theater. Note the movie theater is not boarded up, which probably means it was still open when this picture was taken in 1952. Chances are, it fell victim to competition from television. (Robert Selle Photo, Wien-Criss Archive)

Another view, a “roster shot,” showing 1765 by the Park Theater. Note the movie theater is not boarded up, which probably means it was still open when this picture was taken in 1952. Chances are, it fell victim to competition from television. (Robert Selle Photo, Wien-Criss Archive)

CTA 17778 is on Route 66 - Chicago Avenue at Ashland, passing by a Woolworth's dime store. (Robert Selle Photo, Wien-Criss Archive)

CTA 17778 is on Route 66 – Chicago Avenue at Ashland, passing by a Woolworth’s dime store. (Robert Selle Photo, Wien-Criss Archive)

CTA 1781 at the same location. The white stripe on the front let riders know that this was a one-man car, and therefore they should enter at the front, instead of the rear, as they would on a two-man car. (Robert Selle Photo, Wien-Criss Archive)

CTA 1781 at the same location. The white stripe on the front let riders know that this was a one-man car, and therefore they should enter at the front, instead of the rear, as they would on a two-man car. (Robert Selle Photo, Wien-Criss Archive)

Book Review: Chicago Streetcar Memories

Chicago Streetcar Memories
By Kenneth C. Springirth
Publisher: ???? (2018)
Softcover, 128 pages

A new Chicago streetcar book is always a welcome addition to one’s library. Someone recently gave me a copy of Chicago Streetcar Memories by Kenneth C. Springirth, which came out last month.

As the author of Chicago Trolleys (see below), and co-author of a Chicago PCC book, I probably have a different perspective on this type of work than many people who will read it. I’ll put in my two cents for what it’s worth, but feel free to make up your own mind on these matters.

Mr. Springirth, who is about 78 years old and lives in Erie, Pennsylvania, has written numerous traction picture books over the years. Looking him up on Amazon, I found at least two dozen titles going back to 1968, although, for whatever reason, I did not see this new one listed there. Another source credits him with 35 books.

This new volume does not have any ISBN information, and no publisher is listed. So, in the absence of knowledge to the contrary, I am going to assume that it is a self-published work. In recent years, Springirth has been prolific, putting out a few such picture books per year.

Usually an author collects a royalty, if he or she is lucky, from a publisher who is willing to take a chance on their work. This generally involves an editor, who works with the author. There is back-and-forth until both parties are satisfied they have done their best, and then the book is published. It is a partnership.

Self-publishing, by my way of looking at it, is a bit of a double-edged sword. On the one hand, for those authors with deep enough pockets to finance the production costs, there is the chance to keep a lot more of the profits– as long as you can find a way to sell your books in sufficient quantities to create a profit.

Having absolute creative control over your book can be the ideal situation. On the other hand, an editor is a useful sounding board, and can also elevate the quality of your writing by asking you to revise your work and do better. An editor tries to get your best work out of you. The goal of a publisher should be to take what the author has done and improve it, to make a better book.

Whether by coincidence or otherwise, this book has the same name as a DVD put out some years back by Chicago Transport Memories, LLC. However, titles cannot be copyrighted (although sometimes they may be trademarked), and any way you look at it, this is a good title. The same author also has a recent book out called Baltimore Streetcar Memories, so perhaps he envisions this as part of a series.

It is worth noting that there is no connection between the DVD put out by Chicago Transport Memories, LLC and this new book, even though they have the same exact title.  Complicating matters even further, the Chicago Streetcar Memories DVD was included along with copies of Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, Bulletin 146 from the Central Electric Railfans’ Association, which I co-authored.

All the pictures in this new book, except for the cover, are black-and-white. The overall effect, at 128 pages, is somewhat like an oversized Arcadia book in their Images of Rail series, perhaps not surprising as Mr. Springirth has written a few of those also.

Unfortunately, the larger format was not put to best use, as the images in general are not very sharp and a few are downright fuzzy. I do not know if this is due to the choice of dpi (dots per inch) when the original images were scanned, or whether this somehow relates to the printing process used, or both.  In general, it would be fair to say that the images in Chicago Trolleys are sharper and more detailed than those in the Chicago Streetcar Memories book, even though our book is somewhat smaller in overall dimensions.

I don’t know why this should be the case, but it is true.

Except for a few pictures taken by the author, the bulk of images between the covers come from a single source– the collections of the late Clifford R. Scholes (1927-2018), who died less than a month ago. For that reason, it practically makes Scholes a co-author of the book, although he is not named as such, for the book inevitably reflects Scholes’ viewpoint as much as Springirth’s.

Getting all your images from a single source makes writing such a book a lot more convenient, I am sure, but it is a practice that I do not subscribe to for my own book projects. My philosophy is to leave no stone unturned, making a thorough and exhaustive search for images that will provide the reader with enough variety to make things interesting.

I keep digging into a subject until I feel I have a foundation for a book, and then I keep digging deeper. There is always the chance that if you dig deep enough, you will reach a deeper understanding of your subject than you started with.

There is a danger in using photos from a single source, and that is they reflect a singular point of view. You run the risk of having too many similar-looking types of pictures, and miss out on different perspectives.

Having such a large collection to draw upon may be useful to an author who is trying to put out several books a year. But everyone is different, and as an author, it is not the path I have chosen for myself.

When you stop searching for new material, you run the risk that you also stop learning.  And there is a temptation to stop looking when you say, “I have enough material to make a book,” even though there still might be better information out there.

I notice that in this book, there is not one picture showing the interior of a streetcar. My own book Chicago Trolleys has several such interior shots. I based my own work on the idea that history is the story of people, so I made it a point to show the motormen, conductors and riders in various situations, including paying their fares on a two-man PCC.

Although the title would tell you this is a streetcar book, the final chapter features Chicago trolley buses (although, inexplicably, they are referred to as “trackless trolleys,” a term that may have been popular in other places, but was never commonly used by Chicagoans).

One of the first rules of writing is to write what you know.  I know Chicago, having lived my entire life here.  Therefore, I wouldn’t dream of writing a book about Erie, Pennsylvania or some other city, because that is not what I know the best.  But that is just me.

Perhaps inspired by some recent Dispatches from the Shore Line Interurban Historical Society, this book goes into some detail on various streetcar routes. But since this is mainly a picture book, a single page of text at the start of several chapters is not sufficient space to cover seven routes apiece, as the author tries to do.  The overall effect here is confusing, as the author tries to do too much in the limited amount of space available.

Personally, I found the maps in this book to be somewhat amateurish. They are hand-drawn, and scanned in such a way as to not be very sharp. In fact, you could say they are downright pixilated.

I chose not to use maps in Chicago Trolleys, since there were so many streetcar lines at one time that a Surface Lines map would look like a plate of spaghetti.  My book did not try to be a route history per se. But there are several maps in the book project I am working on now, and I had to look long and hard to find ones that will be easy to read, and convey the information I want the reader to have. It is not easy to do.

In my humble opinion, the text in such books should be more than a mere recitation of facts.  There are numerous sources for transit facts, such as how the Chicago Transit Authority took over operations of the “L” and surface systems on October 1, 1947 or that the last Chicago streetcar ran on June 21, 1958.  It is an author’s responsibility to provide insight as well as facts.  Yes, these things happened, but why did they happen?  What were the circumstances and influences that made this so?

Whether by sheer coincidence, or otherwise, the last two pictures in Chicago Streeetcar Memories are very similar to the ones that conclude Chicago Trolleys, and show a Chicago PCC and a Chicago trolley bus at the Illinois Railway Museum.

All in all, I was somewhat disappointed in the Chicago Streetcar Memories book. But far be it from me to discourage anyone from buying it, since a book about Chicago streetcars is better than no book at all. Reading is always something to be encouraged, and authors applauded for their efforts at preserving history for the benefit of future generations.

If you are looking for detailed Chicago route histories, I would suggest getting a copy of the third edition of the late Alan R. Lind’s Chicago Surface Lines: An Illustrated History, which will probably remain for all time the best-ever Chicago streetcar book, and the standard by which all others are judged. Since it was published four decades ago, important contributions have been made to route histories by some of the Shore Line Dispatches.

If you are interested in Chicago PCC cars, CERA B-146 is the ne plus ultra, and our intention in writing it was to provide, at least for this aspect, a kind of updated color descendant of the Lind book, which is only black-and-white.

Chicago’s streetcar system was once so vast that no single book could do full justice to it, but we authors must continue to try.

That being said, my own recent work Chicago Trolleys provides an overview, which in my case was anything electric that ran in the Chicago area and used overhead wire instead of third rail. I also cover horsecars and cable cars, which preceded electric streetcars. My intention was to introduce the novice to the subject, while at the same time provide enough new material and previously unseen photographs to entertain even the most diehard railfan. We will leave it to our readers to tell us whether we succeeded.

Whatever my own reservations might be about it, the fact remains that you may still enjoy this new book.

While Chicago Streetcar Memories is not available (yet) on Amazon, you can purchase a copy from either Ron’s Books or the Seashore Trolley Museum.  Expect to pay about 50% more for a copy, compared to Chicago Trolleys.

-David Sadowski

New 1950s Steam Train Audio CDs:

HF-123
The Howard Fogg Steam Train Collection
# of Discs- 3
Price: $24.99


The Howard Fogg Steam Train Collection

Howard Fogg (1917-1996) was a renaissance man, the dean of American railroad illustrators. But it is not as well-known that he recorded the sounds of steam trains in their waning mainline days starting in 1954.

These recordings were released on four LPs by the long-defunct Owl Records label between 1959 and 1969. They have since become collector’s items.

They are excellent recordings. Fogg knew everybody in the railroad industry, so he had access to railroad towers and places ordinary folks could not get to. In addition, he did his own narration, and had a great voice for it.

The four Fogg LPs are widely regarded as being classics, and the equal of anything put out by the Railroad Record Club. The titles were Power of the Past!, The Talking Giants, All Steamed Up! and The Big Steam…, Union Pacific.

These “orphan works” have been digitally remastered for the 21st century and are now available on a three-CD set for your listening pleasure. Railroads covered include the Baltimore & Ohio, Grand Trunk Western, Nickel Plate, Detroit Toledo & Ironton, Illinois Central, New York Central, Pennsylvania Railroad, Colorado & Southern, Rio Grande, and Union Pacific.

Total time – 174:59


HD
Highball
Doubleheader
# of Discs- 1
Price: $14.99

Highball, narrated by Jim Ameche (Don Ameche’s brother), was originally issued in 1959 on LP by a long-defunct record label. Railroads featured include Colorado & Southern, Great Western, Santa Maria Valley, Union Pacific, and Southern Pacific. Bonus tracks feature the Denver and Rio Grande Western, Canadian Pacific, and Pennsylvania Railroad.

Total time: 77:08

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

gh1

This is our 209th 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 373,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

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

Our Third Anniversary

One of the two brand-new North Shore Line Electroliners at the Milwaukee terminal in June 1941.

One of the two brand-new North Shore Line Electroliners at the Milwaukee terminal in June 1941.

For the longest time, January 21 has been a dark day in the railfan hobby as this was when the Chicago, North Shore & Milwaukee ceased operations in 1963. That was 55 years ago today.

We run North Shore Line pictures all the time, all through the year. Every day is a day to celebrate that storied interurban.

But January 21st is also the anniversary of when we started this blog. We have been here now for three whole years, with 206 posts and 362,000 page views to date. We hope to be here for a long time to come. That is another reason to celebrate.

Here are some more great traction photos for your enjoyment. We thank our readers for sharing them.

-David Sadowski

Annual Fundraiser

In about 10 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day for the entire year.  So far, we have collected $370 of the required amount. If you have already contributed, we are particularly grateful.

Any additional funds collected over this amount will be used to pay for research materials for our next book, which we are currently hard at work on. We currently have a unique opportunity to purchase some rare images that would be wonderful additions to the book. This opportunity is fleeting, however.

If you make a donation towards research, we will make note of this in the book itself as our way of saying “thank you.” We expect the book will be published later this year.

If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Recent Finds

"Former North Shore derrick car 607 and car 237, both now owned by Chicago Hardware Foundry Co., at North Chicago, Illinois, November 14, 1953." Don's Rail Photos adds: "237 was built by Cincinnati in May 1924, #2720, as a merchandise dispatch car. It was rebuilt with 2 motors and later as a sleet cutter," and "607 was built by Cincinnati in November 1924, #2730. It was retired in 1949 and sold to Chicago Hardware Foundry in 1950 and renumbered 239." North Chicago was also the original home of the Illinois Electric Railway Museum. (Photo by Robert Selle)

“Former North Shore derrick car 607 and car 237, both now owned by Chicago Hardware Foundry Co., at North Chicago, Illinois, November 14, 1953.” Don’s Rail Photos adds: “237 was built by Cincinnati in May 1924, #2720, as a merchandise dispatch car. It was rebuilt with 2 motors and later as a sleet cutter,” and “607 was built by Cincinnati in November 1924, #2730. It was retired in 1949 and sold to Chicago Hardware Foundry in 1950 and renumbered 239.” North Chicago was also the original home of the Illinois Electric Railway Museum. (Photo by Robert Selle)

"Views of North Shore Line #189 and 150 at Highwood Shops, Saturday noon, August 7, 1955." (Robert Selle Photo)

“Views of North Shore Line #189 and 150 at Highwood Shops, Saturday noon, August 7, 1955.” (Robert Selle Photo)

Chicago Aurora & Elgin car 403 "coming into Aurora from Wheaton (stopped to let off passengers)." This picture was taken on Wednesday afternoon, July 14, 1954. (Robert Selle Photo)

Chicago Aurora & Elgin car 403 “coming into Aurora from Wheaton (stopped to let off passengers).” This picture was taken on Wednesday afternoon, July 14, 1954. (Robert Selle Photo)

"CA&E freight train headed by loco 2001, to Wheaton from Aurora (taken at Batavia Junction), Saturday noon, April 25, 1953." Notice all the platform extensions here have been turned up to provide the train with enough clearance to pass. They were flipped down for use by passenger trains. (Robert Selle Photo)

“CA&E freight train headed by loco 2001, to Wheaton from Aurora (taken at Batavia Junction), Saturday noon, April 25, 1953.” Notice all the platform extensions here have been turned up to provide the train with enough clearance to pass. They were flipped down for use by passenger trains. (Robert Selle Photo)

"CTA 1-man arched roof 3162 (in green and cream) on Lake Street, just west of Kostner (4400W), Saturday noon, November 28, 1953." This was one of a handful of older streetcars that were repainted into a dark green by the CTA circa 195-54. (Robert Selle Photo)

“CTA 1-man arched roof 3162 (in green and cream) on Lake Street, just west of Kostner (4400W), Saturday noon, November 28, 1953.” This was one of a handful of older streetcars that were repainted into a dark green by the CTA circa 195-54. (Robert Selle Photo)

Chicago Transit Authority PCCs 7229 and 7090 at 77th and Vincennes, along with salt spreader AA46. The date was May 16, 1954, when Central Electric Railfans' Association held a red car fantrip. Don's Rail Photos: "AA46, salt car, was built by St Louis Car Co in 1903 as CUTCo 4779. It was renumbered 1250 in 1913 and became CSL 1250 in 1914. It was rebuilt as salt car in 1931 and renumbered AA46 on April 15, 1948. It was retired on December 27, 1955." (James C. Barrick Photo)

Chicago Transit Authority PCCs 7229 and 7090 at 77th and Vincennes, along with salt spreader AA46. The date was May 16, 1954, when Central Electric Railfans’ Association held a red car fantrip. Don’s Rail Photos: “AA46, salt car, was built by St Louis Car Co in 1903 as CUTCo 4779. It was renumbered 1250 in 1913 and became CSL 1250 in 1914. It was rebuilt as salt car in 1931 and renumbered AA46 on April 15, 1948. It was retired on December 27, 1955.” (James C. Barrick Photo)

CTA 3093 encounters a flock of pigs at the Stock Yards on March 13, 1948. The streetcar is southbound on Throop at Hilleck Street on the Morgan-Racine line, which was abandoned on July 24 of that year. (Malcolm D. McCarter Collection)

CTA 3093 encounters a flock of pigs at the Stock Yards on March 13, 1948. The streetcar is southbound on Throop at Hilleck Street on the Morgan-Racine line, which was abandoned on July 24 of that year. (Malcolm D. McCarter Collection)

"3 CTA Big Pullmans: #400, 295 and 374, in the yards at the end of the Kedzie barn (5th and Kedzie), August 9, 1953." (Robert Selle Photo)

“3 CTA Big Pullmans: #400, 295 and 374, in the yards at the end of the Kedzie barn (5th and Kedzie), August 9, 1953.” (Robert Selle Photo)

"8:05 am, Thursday morning, March 31, 1955: Chicago & North Western loco 654 (4-6-2), with commuter train, coming east toward camera at high speed at Oak Park Avenue, Oak Park, Il." (Robert Selle Photo)

“8:05 am, Thursday morning, March 31, 1955: Chicago & North Western loco 654 (4-6-2), with commuter train, coming east toward camera at high speed at Oak Park Avenue, Oak Park, Il.” (Robert Selle Photo)

"Saturday afternoon, May 24, 1958: eastbound South Shore Line passenger train #109 at head end; has a silver roof. Michigan City, Ind." The occasion was a Central Electric Railfans' Association fantrip, using Illinois Central Electric cars on the South Shore Line. The IC train is just visible behind some poles in the center of the picture. (Robert Selle Photo)

“Saturday afternoon, May 24, 1958: eastbound South Shore Line passenger train #109 at head end; has a silver roof. Michigan City, Ind.” The occasion was a Central Electric Railfans’ Association fantrip, using Illinois Central Electric cars on the South Shore Line. The IC train is just visible behind some poles in the center of the picture. (Robert Selle Photo)

These photos have been added to our previous post The Fairmount Park Trolley (November 7, 2017), which also featured several images from the Five Mile Beach Electric Railway:

The Five Mile Beach Electric Railway line truck on May 30, 1945, at the Wildwood car house around the time of abandonment. (Walter Hulseweder Photo)

The Five Mile Beach Electric Railway line truck on May 30, 1945, at the Wildwood car house around the time of abandonment. (Walter Hulseweder Photo)

A former Five Mile Beach Electric Railway streetcar at Wildwood, New Jersey in the late 1940s. The sign at left says, "Barbecued chicken our specialty." (Walter Hulseweder Photo)

A former Five Mile Beach Electric Railway streetcar at Wildwood, New Jersey in the late 1940s. The sign at left says, “Barbecued chicken our specialty.” (Walter Hulseweder Photo)

Here are some classic photos from the collections of William Shapotkin. We thank Bill for sharing these:

Chicago Transit Authority bus 9085 on Route 9 - Ashland on August 24, 1979. (Ron Sullivan Photo)

Chicago Transit Authority bus 9085 on Route 9 – Ashland on August 24, 1979. (Ron Sullivan Photo)

CTA car 6186, working a southbound trip on Route 9 - Ashland, has just arrived at the south end of the line at 95th Street in May 1951. The view looks northeast.

CTA car 6186, working a southbound trip on Route 9 – Ashland, has just arrived at the south end of the line at 95th Street in May 1951. The view looks northeast.

South Suburban Safeway Lines bus 458 in May 1971. (Richard R. Kunz Photo)

South Suburban Safeway Lines bus 458 in May 1971. (Richard R. Kunz Photo)

CTA 6213 at 95th and State Streets in 1949.

CTA 6213 at 95th and State Streets in 1949.

Chicago Surface Lines 6212 on 93rd near Blackstone on August 13, 1947.

Chicago Surface Lines 6212 on 93rd near Blackstone on August 13, 1947.

CTA 745 at 4544 W. 26th Street in March 1950. The cross-street, described as Kenton, is not quite accurate as Kenton does not run in this area, which is the border between Chicago and Cicero.

CTA 745 at 4544 W. 26th Street in March 1950. The cross-street, described as Kenton, is not quite accurate as Kenton does not run in this area, which is the border between Chicago and Cicero.

CSL 5250 at 79th and Brandon.

CSL 5250 at 79th and Brandon.

CTA 3219 changing ends at 87th and Commercial.

CTA 3219 changing ends at 87th and Commercial.

CTA trolley bus 9584 at "Six Corners" (Cicero, Milwaukee and Irving Park) in April 1969, heading south on Route 54 - Cicero Avenue. Who would have thought when this picture was taken that this would someday become the very last Sears store in Chicago?

CTA trolley bus 9584 at “Six Corners” (Cicero, Milwaukee and Irving Park) in April 1969, heading south on Route 54 – Cicero Avenue. Who would have thought when this picture was taken that this would someday become the very last Sears store in Chicago?

CTA 214 at Belmont and Western on December 31, 1948. At right is the famous Riverview amusement park, which closed abruptly after the 1967 season. The tall structure is the parachute jump, which I once rode on as a kid. It was a terrifying and exhilarating ride, especially since the harness was not especially tight.

CTA 214 at Belmont and Western on December 31, 1948. At right is the famous Riverview amusement park, which closed abruptly after the 1967 season. The tall structure is the parachute jump, which I once rode on as a kid. It was a terrifying and exhilarating ride, especially since the harness was not especially tight.

CSL 2598 at 138th and Leyden in April 1934.

CSL 2598 at 138th and Leyden in April 1934.

CSL 881 at Lawrence and Austin on Route 81 in March 1939. As you can see, this northwest side area was not very built up yet.

CSL 881 at Lawrence and Austin on Route 81 in March 1939. As you can see, this northwest side area was not very built up yet.

CTA 357 at California and Roscoe in March 1951 on Route 52.

CTA 357 at California and Roscoe in March 1951 on Route 52.

The old Chicago and North Western station in July 1966. (Joe Piersen Photo)

The old Chicago and North Western station in July 1966. (Joe Piersen Photo)

Milwaukee Road loco 93A shoves an eastbound "Scout" under Lake Street. The view looks east-southeast.

Milwaukee Road loco 93A shoves an eastbound “Scout” under Lake Street. The view looks east-southeast.

CTA 4013is at the east end of Route 63 at Stony Island and 63rd on November 29, 1951. This was also the terminus of the Jackson Park branch of the "L", which has since been cut back. I believe this is a Truman Hefner photo.

CTA 4013is at the east end of Route 63 at Stony Island and 63rd on November 29, 1951. This was also the terminus of the Jackson Park branch of the “L”, which has since been cut back. I believe this is a Truman Hefner photo.

CTA 7011 is eastbound at 63rd and Western on June 4, 1950.

CTA 7011 is eastbound at 63rd and Western on June 4, 1950.

CTA 743 at Clinton and Adams on Route 60 in May 1948.

CTA 743 at Clinton and Adams on Route 60 in May 1948.

We previously ran another version of this photo in our post Surface Service (July 11, 2017) where it was credited to Joe L. Diaz. CSL 5094 is at Root and Halsted on Route 44 - Wallace/Racine in 1945. That's the Stock Yards branch of the "L" at back.

We previously ran another version of this photo in our post Surface Service (July 11, 2017) where it was credited to Joe L. Diaz. CSL 5094 is at Root and Halsted on Route 44 – Wallace/Racine in 1945. That’s the Stock Yards branch of the “L” at back.

CSL one-man car 3286 is at Montrose and Broadway on Route 78 in April 1942.

CSL one-man car 3286 is at Montrose and Broadway on Route 78 in April 1942.

CSL one-man car 3116 is at 18th and LaSalle.

CSL one-man car 3116 is at 18th and LaSalle.

CTA 7027 is picking up a crowd of shoppers as it heads eastbound at 63rd and Halsted, sometime between 1948 and 1951.

CTA 7027 is picking up a crowd of shoppers as it heads eastbound at 63rd and Halsted, sometime between 1948 and 1951.

CTA 177 is westbound on 63rd and State in March 1950, having just passed under the viaduct near Englewood Union Station.

CTA 177 is westbound on 63rd and State in March 1950, having just passed under the viaduct near Englewood Union Station.

CTA 478 is westbound on 63rd Street at Harvard in 1952. That's the old Harvard "L" station on the Englewood branch at rear, which closed in 1992.

CTA 478 is westbound on 63rd Street at Harvard in 1952. That’s the old Harvard “L” station on the Englewood branch at rear, which closed in 1992.

309 W. 63rd Street today. Additional steel was placed under the "L" when 63rd was widened.

309 W. 63rd Street today. Additional steel was placed under the “L” when 63rd was widened.

Jeff Marinoff writes:

I’ve been meaning to contact you for a long time, but I never seem to get around to it. I have a huge collection of original 8 x 10 transportation photos and vintage post cards. Many of which are from the Chicago area. Attached is just a ‘very small’ sample of what I have.

Well, we are certainly very appreciative of this. Thank you for sharing these great pictures with our readers.

Wes Moreland’s Chicago in 1/4″ Scale

Eric Bronsky recently posted this video, featuring some incredibly detailed models made by Wes Moreland:

Pacific Electric, Hollywood Freeway

FYI, John Bengston runs a blog called Chaplin-Keaton-Lloyd film locations (and more). Streetcars and interurbans appear frequently in his posts.

We recently sent Mr. Bengston a suggestion for an article, covering filming locations for the 1941 W. C. Fields film Never Give a Sucker an Even Break. There are some shots of the Pacific Electric in this film, in particular the Glendale-Burbank line, and also the Hollywood Freeway, which was new at the time.

He does a tremendous job with his research, and he certainly took the ball and ran with it.

Part two has just been published and can be found here. You can find part one here.

Jack Bejna writes:

Congratulations on your third anniversary. I’m happy that I get a chance to enhance your fine posts once in awhile. I hope that there are many more posts to come.

Here’s a few winter shots on the CA&E. You’ll notice on the plow shots that they would put a plow on

just about any motor when they needed to clear the yard, and, probably along the main line if needed.

Ingenuity in action on the “Roarin’ Elgin!”

Don's Rail Photos: ""Carolyn" was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959." From Ed Halstead's blog Modeling Insull's Empire in O Scale: "Parlor-buffet service was initiated in 1904. The parlor-buffet car Carolyn, although built after the original series of cars, was built much to the standards of the original cars. The Florence was built in 1906 and was slightly longer then the cars built before it. The Carolyn was a trailer while the Florence was a half-motor." A half-motor car had two motors instead of the usual four. It could run in a train at normal speeds, but reduced the power consumption on the line.

Don’s Rail Photos: “”Carolyn” was built by Niles Car in 1904. It was rebuilt as 209, a trailer coach, in 1924 and rebuilt in May 1939. It was retired in 1959.” From Ed Halstead’s blog Modeling Insull’s Empire in O Scale: “Parlor-buffet service was initiated in 1904. The parlor-buffet car Carolyn, although built after the original series of cars, was built much to the standards of the original cars. The Florence was built in 1906 and was slightly longer then the cars built before it. The Carolyn was a trailer while the Florence was a half-motor.” A half-motor car had two motors instead of the usual four. It could run in a train at normal speeds, but reduced the power consumption on the line.

CA&E car 308, built by Niles in 1906.

CA&E car 308, built by Niles in 1906.

CA&E car 309, built by Hicks in 1908.

CA&E car 309, built by Hicks in 1908.

CA&E cars 315 and 207. Don's Rail Photos: "315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962. 207 was built by Niles Car in 1904. It was rebuilt in September 1940 and retired in 1955."

CA&E cars 315 and 207. Don’s Rail Photos: “315 was built by Kuhlman Car Co in 1909, #404. It was modernized at an unknown date and sold to Rockhill Trolley Museum in 1962. 207 was built by Niles Car in 1904. It was rebuilt in September 1940 and retired in 1955.”

CA&E suburban streetcar 500, built by St. Louis Car Company in 1927.

CA&E suburban streetcar 500, built by St. Louis Car Company in 1927.

CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Again, CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Again, CA&E loco 2002 with snow plow attached. It was built by G. E. in 1920.

Don's Rail Photos says CA&E 3 "was built in the company shops in 1909 as a plow."

Don’s Rail Photos says CA&E 3 “was built in the company shops in 1909 as a plow.”

CA&E locos 3003 and 3004 were built by Westinghouse in 1923.

CA&E locos 3003 and 3004 were built by Westinghouse in 1923.

At left CA&E 453, built by St. Louis Car Company in 1945, and at right, 413, built by Pullman in 193.

At left CA&E 453, built by St. Louis Car Company in 1945, and at right, 413, built by Pullman in 193.

As always, we thank Jack for sharing these wonderful pictures.

Chicago Trolleys

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

On the Cover: Car 1747 was built between 1885 and 1893 by the Chicago City Railway, which operated lines on the South Side starting in April 1859. This is a single-truck (one set of wheels) open electric car; most likely a cable car, retrofitted with a trolley and traction motor. The man at right is conductor William Stevely Atchison (1861-1921), and this image came from his granddaughter. (Courtesy of Debbie Becker.)

Check out our new book Chicago Trolleys. Signed copies are available through our Online Store.

This book makes an excellent gift and costs just $17.99 plus shipping. That’s $4.00 off the list price.

Help Support The Trolley Dodger

gh1

This is our 206th 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 362,000 page views, for which we are very grateful.

You can help us continue our original transit research by checking out the fine products in our Online Store.

As we have said before, “If you buy here, we will be here.”

We thank you for your support.

DONATIONS

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

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

Recent Finds, 1-12-2018

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Lehigh Valley Transit express freight car C7. built by Jewett in 1913, is seen here at the Fairview car barn in the 1940s.

Here are some of our recent photographic finds, which include some very rare scenes. In addition, we have some interesting correspondence, and great Chicago Aurora & Elgin pictures courtesy of Jack Bejna.

Enjoy!

-David Sadowski

PS- We note with great regret the passing of Al Reinschmidt, who was an occasional poster on the Chicagotransit Yahoo discussion group (as “Buslist”), and also left a few comments on this blog. We learned of his passing from the Illinois Railway Museum Facebook page:

We are saddened to report the passing of one of our regular volunteers, Al Reinschmidt. Al was a civil engineer known as one of the foremost experts on rail design and performance and worked on high speed rail projects around the world. At IRM he volunteered in our restoration shop and as a streetcar motorman but he was probably best known to visitors as one of the regular announcers at our Day Out With Thomas event and as the reader of “‘Twas the Night Before Christmas” during Happy Holiday Railway. His kindness, geniality and vast store of knowledge will be missed.

Our deepest condolences go out to his family and friends. He will be missed by all who knew him.

Annual Fundraiser

In about 20 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day for the entire year.  So far, we have collected $60 of the required amount. If you have already contributed, we are particularly grateful.

If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Recent Finds

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

Lehigh Valley Transit cars 701 (left) and 812 (right) on a fantrip, some time prior to the 1951 abandonment of interurban service on the Liberty Bell route.

CSL 6268 is at the east end of the 43rd - Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don's Rail Photos says, "6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932." (Joe L. Diaz Photo)

CSL 6268 is at the east end of the 43rd – Root line (approximately 1146 E. 43rd Street) in the 1940s. In the background, you can see a pedestrian bridge over the nearby Illinois Central Electric tracks. 6268 was known as a Multiple Unit caar. Don’s Rail Photos says, “6268 was built by Cummings Car Co in 1926. It was rebuilt as one man service in 1932.” (Joe L. Diaz Photo)

The same location today.

The same location today.

John Smatlak writes:

I really enjoyed seeing that photo of CSL 6268 is at the east end of the 43rd – Root line. This location was of course just a block away from the terminus of the Kenwood branch of the L. Here is a photo your readers may enjoy taken 11-12-28 of the L terminal and the Chicago Junction freight tracks that passed under the L at that location. Thanks!

"Though still carrying a faded passenger car paint scheme, and sporting a South Chicago - Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops." Don's Rail Photos: "2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946." (Joe L. Diaz Photo)

“Though still carrying a faded passenger car paint scheme, and sporting a South Chicago – Sheffield route sign, CSL #2828 has long since entered work service to pull cars around the shops.” Don’s Rail Photos: “2828 was built by Kuhlman Car Co in July 1904, #242, as CERy 123. It became C&SC Ry 813 in 1908 and renumbered 2828 in 1913. It became CSL 2828 in 1914 and scrapped in 1946.” (Joe L. Diaz Photo)

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 7033 at 115th and Cottage Grove, the south end of Route 4, circa 1952-55. In the background, you can see the adjacent Illinois Central Electric embankment.

CTA prewar PCC 4034, presumably at 71st and Ashland.

CTA prewar PCC 4034, presumably at 71st and Ashland.

The old Larrabee "L" station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

The old Larrabee “L” station at North Avenue. This station was also called Larrabee and Ogden, after Ogden was extended north between 1926 and 1930. It was closed by the CTA in 1949 as part of a service revision.

These old wooden "L" cars may be in storage at Skokie Shops, before the facilities were expanded.

These old wooden “L” cars may be in storage at Skokie Shops, before the facilities were expanded.

This view looks north towards the Wilson "L" yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, "Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?" I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

This view looks north towards the Wilson “L” yard and shops. You can see the interlocking tower, and at left, part of the ramp down to Buena Yard, which was used for freight. Dan Cluley writes, “Looking at the Wilson Shops photo, am I correct that those are some of the piggyback flat cars in between the grass and the L structure?” I asked an expert. Here’s what J. J. Sedelmaier says: “It’s absolutely the NSL Ferry-Truck equipment! That’s the old Wilson Shops building in the background and that’s the north end of Montrose Yards and transfer station.” Bill Shapotkin says this is Montrose Tower.

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Wilson Yard and Shops. Note the North Shore Line freight station at lower left. (J. J. Sedelmaier Collection)

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park "L", probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the "L" would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Although this is not the sharpest picture, it does show the Austin Boulevard station on the Garfield park “L”, probably circa 1954. We are looking east. To the left, you can see the southern edge of Columbus Park. At the far left, temporary tracks are already being built, which the “L” would shift to in this area on August 29, 1954. This is the present site of the Eisenhower Expressway.

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park "L" right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park "L" in the background. This photo was probably taken in early 1954. The Garfield Park "L" west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street "L".

Here, we are looking east along Van Buren, just west of Paulina. The tracks in the foreground are the temporary Garfield Park “L” right of way. The Congress (later Eisenhower) expressway is under construction to the right, with the Douglas Park “L” in the background. This photo was probably taken in early 1954. The Garfield Park “L” west of Paulina has already been demolished, but the Marshfield station still appears intact. This could not be removed until the Douglas line was re-reouted over the Lake Street “L”.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

CTA 6123-6124 on the outer end of the Douglas Park line, probably in the early 1950s.

This is an unusual picture, as it shows the Calvary "L" station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

This is an unusual picture, as it shows the Calvary “L” station in Evanston, which was a flag stop in both directions. Located opposite the entrance to Calvary cemetery, this station closed in 1931 and was replaced by South Boulevard a few blocks north. This view looks north from the southern edge of the cemetery. As you can see, the platforms appear relatively short. They were removed in the 1930s, but the rest of the station was not demolished until 1995. This photo probably dates to around 1930.

A close-up of the Calvary station.

A close-up of the Calvary station.

J.J. Sedelmaier writes:

Does ANYone have shots of the Calvary stop on the “L” while still in service, prior to the opening of South Boulevard in 1930?

I think we may have something (see above).

J.J. replies:

YES !! I saw this last week ! So exciting ! The best shot so far, and I’ve been searching for decades !! Thanks for the heads-up David !!

The funny thing is, the photographer, whoever it was, doesn’t seem to have been trying to take a picture of the Calvary station at all. Otherwise, they surely would have moved in a lot closer first. It is a picture of a largely empty street, that just happens to show the station in the distance, which at the time was probably considered fairly unimportant.

J.J. continues:

Here are the shots I have here. I took the 1970’s pics. Bruce Moffat took the 1994 pics. The 1931 shot is a company photo that I got from Malcolm D. MacCarter in the mid-90s.

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

This January 12, 1931 photo shows the South Boulevard station under construction. It was in a better location from the standpoint of patronage, and replaced the Calvary station a few blocks away (which you can see in the distance). (Chicago Rapid Transit Company Photo)

A close-up of the previous image, showing the Calvary station in the distance.

A close-up of the previous image, showing the Calvary station in the distance.

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

The entrance to the former Calvary station, as it appeared in 1970 when it was being used by a monument company. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

A side view of the former Calvary station in 1970. The platforms were removed in the 1930s and hardly any photos exist showing them in service. (J. J. Sedelmaier Photo)

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

Bruce Moffat took this picture on February 15, 1994 just before the station entrance was demolished.

The interior of the former Calvary "L" station as it appeared on February 15, 1994. (Bruce Moffat Photo)

The interior of the former Calvary “L” station as it appeared on February 15, 1994. (Bruce Moffat Photo)

In addition, here is a classic shot that Mr. Sedelmaier shared with us:

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

On July 23, 1955, John D. Emery, then president of the Evanston Historical Society, purchased the last Shore Line ticket sold at the Church Street station from agent George Kennedy. The ticket window was closed the following day (Sunday), and the last Shore Line train ran in the early hours of July 25 (Monday). The ticket remains in the Historical Society collection. Emery was later (1962-1970) the mayor of Evanston, during which time he vetoed an anti-discrimination housing ordinance. (Evanston Photographic Service/J.J. Sedelmaier Collection Photo)

(J.J. Sedelmaier Collection)

(J.J. Sedelmaier Collection)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70's headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago & Calumet District Transit Company (aka Hammond, Whiting & East chicago) car 70 in Hammond. In our post More Hoosier Traction (September 2, 2015), we ran another photo that appears to have been taken at the same time as this. If so, the date is February 1939. There is some damage to this old print, in the area around car 70’s headlight. Trolley service here ended in 1940. (Richard J. Anderson Photo)

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans' Association to use 300 as their "club car." Here, we see it parked in front of Immaculate Conception school.

Chicago North Shore and Milwaukee wood car 300 on a fantrip on the streets of Waukegan circa 1940. From 1939 until 1942, the North Shore Line allowed Central Electric Railfans’ Association to use 300 as their “club car.” Here, we see it parked in front of Immaculate Conception school.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans' wheel profiles resulted in wheel damage to the NSL.

North Shore Line car 731 (and train) at the Wisconsin State Fair, possibly circa 1930. In order to access the fairgrounds, North Shore Line cars had to get there via the Milwaukee Electric. Incompatibilities between the two interurbans’ wheel profiles resulted in wheel damage to the NSL.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The North Shore Line in Highland Park, circa 1930. Here, we are looking north along the Shore Line Route, which quit in 1955. NSL tracks ran parallel to the nearby Chicago & North Western commuter line, which would be to the left of this view.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The information on the back of this picture says we are looking south from Central Avenue in Highland Park. At right, thiee are North Shore Line tracks on the old Shore Line Route. A small shelter is visible at right. This picture is circa 1930. The area the North Shore Line once occupied is now a parking lot.

The same location today.

The same location today.

These photos have been added to our post The Fairmount Park Trolley (November 7, 2017), which included several other photos of the Five Mile Beach Electric Railway in Wildwood, New Jersey:

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway car 27 at Atlantic and Oak Avenues in Wildwood, on the Angelsea-Crest line, June 1945. A bus is also visible. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach electric Railway cars 22 and 27 at the Wildwood carhouse on May 30, 1945, shortly before abandonment. (Walter Hulseweder Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Five Mile Beach Electric Railway car 30 in the car barn, circa the mid-1940s. (Walter Broschart Photo)

Recent Correspondence

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)

Miles Beitler writes:

I was doing some online research recently and followed a link to a photo on your blog. The photo was posted under “Chicago Rapid Transit Photos, Part 6” and included the following in the caption:

“Here’s an interesting streetscape that could not be duplicated today. According to the back of the picture, it shows the view looking east from South Boulevard and Austin, on the eastern edge of Oak Park. The Lake Street “L”, where it ran on the ground, had a very narrow right-of-way that the 6000s, with their bulging sides, could not fit in.”

I have read similar comments posted by others, i.e., that the reason no 6000s were used on the Lake Street “L” is that the cars were too wide. While it’s true that the curved body 6000s were wider than the 4000s and wood cars, the difference was slight — not more than a foot at their widest point. So I don’t think that would explain why they weren’t used. I think a more logical explanation is that the ground level portion of the Lake Street “L” used trolley wire, and none of the original 6000s had trolley poles. (I believe that the only exception was one experimental high performance trainset (6127-6130) that was used in Evanston Express service.) You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.

By the time the western portion of the line was elevated and converted to third rail in 1962, the high performance 2000s were already ordered. So the CTA probably decided to just keep using the older cars until the 2000s arrived. Cars 1-50 did have trolley poles, but those cars were not received until shortly before the elevation of the Lake Street “L” at which time they would not have been needed anyway, so they were used on the Evanston line instead, and later some were used on the Skokie Swift.

Does this make sense, or am I all wet?

Either way, keep up your fantastic blog!

Thanks for writing. You have made an interesting hypothesis, which deserves consideration.

First of all, I have heard enough stories regarding the tight clearances on the ground-level portion of Lake to believe there was some sort of clearance problem that prevented the use of curved-sided rapid transit cars there. The most logical explanation so far is that this involved the gatemen’s shantys.

Having ridden the Lake Street “L” numerous times prior to the October 28, 1962 relocation of the outer portion of the route onto the C&NW embankment, I can assure you that clearances were very tight, as two tracks and platforms were shoehorned into a side street, which continued to have two-way auto traffic.

There was a fantrip on Lake during 1960 using one of the single-car units in the 1-50 series, and while this train did venture down to the lower level of Hamlin Yard, it apparently made no effort to go west of Laramie. You would think they would have done so had this been possible. (See photo above.)

Similar clearance restrictions have existed on other parts of the system. Skokie Swift cars that had pan trolleys fitted were not allowed to go downtown, and cars with poles cannot go into the Kimball subway. (At the moment, this restriction would only apply to 4271-4272.)

That being said, let us take a step back and review how the Lake Street “L” fit in with the strategic thinking of various planners over the decades.

In 1937, the City of Chicago proposed building an aerial highway on the Lake Street “L” structure, and some other “L”s such as Humboldt Park. In theory this would have been something like the West Side Elevated Highway in New York City, which was built between 1929 and 1951 and which partially collapsed in 1973.

Express bus service would have replaced the rapid transit line, as would have a beefed-up Garfield Park “L” in this plan. We can be glad this was not built.

By 1939, this plan was abandoned in favor of the Congress Parkway Expressway that was built starting a decade later, and opened in stages between 1955 and 1960.

The City was proposing various subways all over town, in addition to the State Street and Dearborn-Milwaukee tubes that were built starting in 1938. One goal was to tear down the Loop “L”, starting with the Lake and Wabash legs.

The Lake Street “L” would have been diverted into a subway connection just west of the Loop that of course was never built. Neither was a connection built to divert the Lake “L” into the Congress line via an elevated connection near Kedzie, or Kostner, although the CTA was still intent on doing these things as of 1948.

There is some question whether the entire Lake Street “L” might have been abandoned early in the CTA era, if not for the innovation of A/B “skip stop” service that was begun in 1948. This was so successful that it was gradually used on other parts of the CTA system.

When and how were curved-side “L” cars developed? It seems likely this idea, like many others, came from New York, where some experimental 1930s BMT railcars such as the so-called “Green Hornet” had mildly curved sides.

In Chicago, curved sides appeared on ten interurbans, #451-460 for the Chicago Aurora & Elgin, designed in 1941 but not built by St. Louis Car Company until 1945, as well as the two North Shore Line Electroliners.

These were followed by four experimental sets of articulated rapid transit cars $5001-5004, delivered in 1947-48. Except for the curved sides, largely patterned after the BMT “Bluebirds: from 1939-40.

Chicago’s Initial System of Subways was designed to allow for longer and wider cars, closer to New York standards. The City may have hoped these standards could gradually be applied to the entire system, but it was not to be.

When the Chicago Transit Authority took over from the Chicago Rapid Transit Company in 1947, one primary goal was to purchase enough new steel railcars to allow the Dearborn-Milwaukee subway to open. Another goal was to get rid of the wooden “L” cars, which were getting very old and were not permitted in the subways.

When the first 6000s were delivered starting in 1950, they were first used on Douglas, but that was for test purposes. After another year or two, CTA switched things around, so the new 6000s were used in the State Street subway, and the 4000s on the more lightly used Dearborn-Milwaukee.

Meanwhile, the last wood cars were used on Lake around 1955. The last wooden :”L” cars were used in service in 1957, by which time there were enough new 6000s on hand to permit their retirements.

But else what was happening on Lake during the 1950s? By 1951-5, CTA appears to have figured out that the “problem” portion of Lake was the outer end, not the parts east of Laramie. The first suggestion was to truncate the line to Laramie, but this did not go over well in Oak Park, so the various parties got together, and the embankment plan was the result.

These plans were finalized around 1958. The relocation took place in 1962, at which time the CTA probably hoped to have taken delivery on what became the 2000-series. But there were so many changes and innovations in these cars that delivery did not occur until 1964.

So yes, it does not appear that it was ever a high priority for the CTA to use 6000s on the ground-level portion of Lake. Wood cars were replaced by 4000s around 1955, which was considered a service improvement, and within three years from that, plans were afoot to relocate service anyway.

However, if the CTA had really wanted to run 6000s on Lake, I expect changes could have been made in the locations of whatever obstacles prevented it, and additional cars could have been equipped with trolley poles, as was done for Evanston.

I doubt these would have been single-car units, though, since those were intended for “off peak” one-man operation on Evanston, something which I don’t think would have been suitable on Lake.

As it was, I don’t recall seeing 6000s on Lake much before 1979. In the wake of that year’s blizzard, which shut down the line west of Laramie for a week, so many of the newer cars had burned-out motors that it became necessary to use the older 6000s.

I hope this answers your questions.

-David Sadowski

Miles Beitler again:

Dave, you obviously know FAR more about Chicago transit than I do. You could probably give Graham Garfield some stiff competition.

I believe you recently wrote a book about trolleys. I grew up not far from the terminal of the Clark Street car line at Howard Street and I remember riding the Green Hornets to the local branch of the Chicago public library. I also remember visiting my cousins who lived a block away from the Devon car barn and seeing all of the streetcars stored there. However, I’m more interested in the “L” and interurban history. I spent my childhood watching the North Shore Line trains, and I was fortunate enough to ride an Electroliner to Racine, Wisconsin about a year before the NSL folded.

Have you given or considered giving presentations about Chicago transit at schools, libraries, etc.? WTTW channel 11 might also like to use you as a resource on Chicago transit history or for the production of programs on the subject, similar to the ones produced by Geoffrey Baer over the past 25 years.

There are a number of people, several in fact, who qualify as experts on Chicago transit. We all tend to know each other to some extent, as we’re interested in many of the same things.

I don’t feel like I am competing with any of the other “experts.” We have each found our own niche, and have different contributions to make. In fact, this blog is only successful because it is based on sharing and cooperation.

Actually, I have given a number of presentations to various groups over the years.

WTTW actually did feature the Chicago PCC book I co-authored once on Chicago Tonight. You can read about it in our post A Window to the World of Streetcars (June 2, 2016).

Our pictures do get around. Several photos that I posted to the Internet ended up being featured in an article called Displaced, which tried to determine what happened to the people who were living in the path of the Congress expressway when it was built. (See our post Some Thoughts on Displaced, August 30, 2016.)

Who knows when or where our stuff will show up in the future. We’ll just have to wait and see.

Thanks.

Ron Smolen adds:

In your last post this comment was posted in the sections about 6000s on Lake street:

“You will note that the original “baldy” 4000s also were not used in Lake Street service for the same reason. The steel roofs of those 4000s made it very difficult to retrofit them with trolley poles.”

TRUE… however, near the end of the Baldies operations, I do recall seeing LIVE and in photos
some single baldies that were placed in trains with 4000 pole equipped cars that DID operate in regular service to Harlem under wire.

Ron adds that, according to www.chicago-l.org, “baldy” 4000s ran on Lake from 1959 to 1964, paired with pole-equipped “plushies.”

Jack Bejna writes:

A Tale of Two Pictures

A short time ago there was a question raised by a reader about changing original photographs with Photoshop, thereby eliminating the original intent of the image. As an example of what I do, refer to the first image of CA&E 209. From my experience of working with CA&E images, I believe that the image was captured at the Laramie Freight House area, but of course that is only a guess. My goal is to try to improve the original image and enhance the background while preserving the original intent of the photographer when the image was captured. With this image I decided to place Car 209 in a typical situation, that is, on one of the storage tracks behind the freight house. Further, I like the look of the Niles wood cars so I added the front of sister car 207 to present an unblocked image of Car 209. I spent the rest of my efforts on improving the photograph itself with Photoshop. The final result is pretty much the way I think it looked at the time and represents a cleaner roster shot of a classic Niles interurban.

 

Moving right along with the CA&E roster, here are some images of the work cars and locomotives that kept the railroad running.
-Jack

CA&E Express Cars – Line Cars – Locomotives – Tool Cars

CA&E rostered a variety of Motors to fit the job at hand. First, the Newspaper Special, obviously a motor that probably spent time doing whatever job was needed in addition to delivering newspapers. I’ve never found a number for this car or any record of when or how it was retired.

Next, express cars 9, 11, & 15 illustrate the differences in length, configuration, etc., in the CA&E roster. Line cars 11 and 45 are next. Car 45 was purchased from the Chicago & Interurban Traction when the line quit in 1927. When Car 45 was retired it was replaced by car 11, rebuilt as a line car.

Locomotive 3 was built as a double ended plow and was used as a work motor by removing the plows.

Next up are the CA&E locomotives, including 2001-2002 built by GE in 1920, 3003-3004 built by BLW-WH in 1923-4, and 4005-4006 built by Oklahoma Railway in 1929.

Finally, Tool Cars 7 and B are shown. Tool Car B was rebuilt from a boxcar.