Loose Ends, Part One

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

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

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

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

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

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

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

-David Sadowski

Recent Finds

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Our resident south side expert M.E. writes:

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

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

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

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

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

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

Thanks for figuring that out.

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

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

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

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

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

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

M.E. again:

More about your Kenwood stub picture:

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

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

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

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

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

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

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

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

The former Garden City Laundry building today.

The former Garden City Laundry building today.

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

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

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

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

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

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

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

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

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

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

From the Collections of Craig Berndt

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

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

He adds:

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

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

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

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

Loyola, looking north, in August 1963.

North of Loyola, looking north, August 1963.

North of Loyola, looking north, August 1963.

Linden Terminal, Wilmette, in August 1963.

Linden Terminal, Wilmette, in August 1963.

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

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

The same location today.

The same location today.

Fullerton, looking north, in August 1963.

Fullerton, looking north, in August 1963.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

From the Wien-Criss Archive

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

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

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

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

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

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

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

How this area looks today.

How this area looks today.

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

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

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

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

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

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

A contemporary view.

A contemporary view.

From the Collections of William Shapotkin

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

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

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

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

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

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

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

Recent Correspondence

Barry S. writes:

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

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

Martin Baumann writes:

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

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

That’s good to know, thanks!

Steve De Rose writes:

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

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

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

Thanks for writing.

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

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

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

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

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

Keep those cards and letters coming in, folks.

-David Sadowski

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

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

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

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

1939 Chicago Surface Lines Training Program

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

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

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

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

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

Total time – 73:32


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

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

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

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

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Recent Finds, 10-14-2017

You would be forgiven if you think this is CTA red Pullman 144 heading north on Wentworth Avenue at Cermak Road in Chicago's Chinatown neighborhood. But it is actually car 225 with its number hidden by a piece of red oilcloth. This was a fantrip organized by the late Maury Klebolt in 1955. He had promised the fans that car 144 would be used. Car 225 was built in 1908 and was sold to Seashore Trolley Museum in 1957. I previously wrote a post about this fantrip in 2013.

You would be forgiven if you think this is CTA red Pullman 144 heading north on Wentworth Avenue at Cermak Road in Chicago’s Chinatown neighborhood. But it is actually car 225 with its number hidden by a piece of red oilcloth. This was a fantrip organized by the late Maury Klebolt in 1955. He had promised the fans that car 144 would be used. Car 225 was built in 1908 and was sold to Seashore Trolley Museum in 1957. I previously wrote a post about this fantrip in 2013.

This close-up of the previous picture shows how the "144" is on an oilcloth patch over the actual number 225.

This close-up of the previous picture shows how the “144” is on an oilcloth patch over the actual number 225.

Today, we are featuring many rare transit photographs that we recently collected. Most are from the Chicagoland area, but some are from Milwaukee and Philadelphia.

What they all have in common is I think they are interesting. I hope that you will agree.

October 17 is the 74th anniversary of the opening of Chicago’s first subway. We have included a few subway pictures to help commemorate that historic event.

-David Sadowski

PS- I will be making a personal appearance at 1:00 pm on Saturday, October 21, 2017 at The Museums at Lisle Station Park in Lisle, IL. This presentation is for my new book Chicago Trolleys, from Arcadia Publishing. You can purchase an autographed copy via our Online Store. We look forward to seeing you there.

Recent Finds

This is a very unusual picture. At first, I thought it might show the ramp at Sacramento on the Garfield Park "L", where the line descended to temporary trackage in Van Buren Street. Then, I noticed that this is single track. This makes it the loop at the west end of the line at DesPlaines Avenue, as it was configured in 1953 to allow the CA&E (not seen here) to pass underneath. There are lots of pictures showing this ramp taken from the ground. But to take this picture, the photographer either had to be in another railcar, or was standing on the walkway. At left, you can see the Altenhiem building, described in the next picture. The DesPlaines Avenue yard was reconfigured again in 1959 and this ramp was eliminated. We previously posted another picture of this crossover here.

This is a very unusual picture. At first, I thought it might show the ramp at Sacramento on the Garfield Park “L”, where the line descended to temporary trackage in Van Buren Street. Then, I noticed that this is single track. This makes it the loop at the west end of the line at DesPlaines Avenue, as it was configured in 1953 to allow the CA&E (not seen here) to pass underneath. There are lots of pictures showing this ramp taken from the ground. But to take this picture, the photographer either had to be in another railcar, or was standing on the walkway. At left, you can see the Altenhiem building, described in the next picture. The DesPlaines Avenue yard was reconfigured again in 1959 and this ramp was eliminated. We previously posted another picture of this crossover here.

Altenhiem, described here as an "old people's home," is still in business today.

Altenhiem, described here as an “old people’s home,” is still in business today.

Once CA&E trains were cut back to Forest Park in September 1953, joint timetables were issued for the benefit of passengers who wanted to continue to the Loop. These schedules were changed several times over the nearly four years before the CA&E abandoned passenger service. This is the 14th, and perhaps last such timetable. Over time, I assume there were fewer CA&E trains as ridership was declining. We previously posted timetable #7 here.

Once CA&E trains were cut back to Forest Park in September 1953, joint timetables were issued for the benefit of passengers who wanted to continue to the Loop. These schedules were changed several times over the nearly four years before the CA&E abandoned passenger service. This is the 14th, and perhaps last such timetable. Over time, I assume there were fewer CA&E trains as ridership was declining. We previously posted timetable #7 here.

WORK ON CHICAGO'S SUBWAY STARTED Chicago, Ill.: Above photo shows crowd on North State Street at Chicago Avenue during ceremonies marking the start of work on the new subway, which will run under State Street. Mayor Edward Kelly and Secy. of the Interior Harold Ickes used pneumatic spades to start the project. (Acme Press Photo, December 17, 1938)

WORK ON CHICAGO’S SUBWAY STARTED
Chicago, Ill.: Above photo shows crowd on North State Street at Chicago Avenue during ceremonies marking the start of work on the new subway, which will run under State Street. Mayor Edward Kelly and Secy. of the Interior Harold Ickes used pneumatic spades to start the project. (Acme Press Photo, December 17, 1938)

STREET CARS CRASH IN TUNNEL; 7 INJURED Chicago - Its brakes failing to hold as it attempted up-grade run in Chicago street car tunnel, trolley at left slid backward down incline, crashed into front end of following car. Seven passengers were taken to hospital, 100 others shaken up. (Acme Press Photo, November 6, 1941)

STREET CARS CRASH IN TUNNEL; 7 INJURED
Chicago – Its brakes failing to hold as it attempted up-grade run in Chicago street car tunnel, trolley at left slid backward down incline, crashed into front end of following car. Seven passengers were taken to hospital, 100 others shaken up. (Acme Press Photo, November 6, 1941)

AT LAST -- THE CHICAGO SUBWAY All-steel cars from the elevated lines enter the tubes on the north side near Armitage and Sheffield Avenues, about 2 1/2 miles north of the Loop. Overhead is the existing elevated structure still used by local trains. Hard rubber plates have been placed between the ties and the steel rails to cushion the subway ride. (Acme Press Photo, October 21, 1943)

AT LAST — THE CHICAGO SUBWAY
All-steel cars from the elevated lines enter the tubes on the north side near Armitage and Sheffield Avenues, about 2 1/2 miles north of the Loop. Overhead is the existing elevated structure still used by local trains. Hard rubber plates have been placed between the ties and the steel rails to cushion the subway ride. (Acme Press Photo, October 21, 1943)

NO AN ART GALLERY--BUT PART OF MOSCOW'S SUBWAY LINE Moscow, Russia-- Beautiful inverted bowls throw light to the paneled ceiling of this archway part of the lighting system of the Sokolniki station of Moscow's new subway. Indirect light is used in many parts of the system. The subway, thrown open to the public amidst scenes of great jubilation, is called the "Metro." All Moscow went joy riding on opening day. (Acme Press Photo, May 17, 1935) What interested me about his photo was how the general configuration looks a lot like the Chicago subway, which was built a few years later. Is it possible that the design was influenced by Moscow's?

NO AN ART GALLERY–BUT PART OF MOSCOW’S SUBWAY LINE
Moscow, Russia– Beautiful inverted bowls throw light to the paneled ceiling of this archway part of the lighting system of the Sokolniki station of Moscow’s new subway. Indirect light is used in many parts of the system. The subway, thrown open to the public amidst scenes of great jubilation, is called the “Metro.” All Moscow went joy riding on opening day. (Acme Press Photo, May 17, 1935) What interested me about his photo was how the general configuration looks a lot like the Chicago subway, which was built a few years later. Is it possible that the design was influenced by Moscow’s?

The interior of DC Transit car 766, during an October 8, 1961 fantrip just a few months before Washington's streetcar system was abandoned. This car is now preserved at the National Capital Trolley Museum as Capital Traction Company 27 (its original umber). We have an excellent CD featuring audio recordings of 766 in operation in Washington, DC in our Online Store.

The interior of DC Transit car 766, during an October 8, 1961 fantrip just a few months before Washington’s streetcar system was abandoned. This car is now preserved at the National Capital Trolley Museum as Capital Traction Company 27 (its original umber). We have an excellent CD featuring audio recordings of 766 in operation in Washington, DC in our Online Store.

This picture was taken on the Wells leg of Chicago's Loop on April 16, 1926. If this is Quincy and Wells, the scaffolding at left may be related to work being done on the nearby Wells Street Terminal, which started at this time. The terminal got a new facade and was expanded, reopening on August 27, 1927.

This picture was taken on the Wells leg of Chicago’s Loop on April 16, 1926. If this is Quincy and Wells, the scaffolding at left may be related to work being done on the nearby Wells Street Terminal, which started at this time. The terminal got a new facade and was expanded, reopening on August 27, 1927.

This picture shows the old Wells Street bridge, carrying the "L" across the Chicago River as it heads north-south in the early 1900s.

This picture shows the old Wells Street bridge, carrying the “L” across the Chicago River as it heads north-south in the early 1900s.

This is Racine Avenue on the Metropolitan "L" main line. The autos below the "L" would suggest this picture was taken in the 1940s.

This is Racine Avenue on the Metropolitan “L” main line. The autos below the “L” would suggest this picture was taken in the 1940s.

"L" trains at the north State Street subway portal, probably in the 1940s.

“L” trains at the north State Street subway portal, probably in the 1940s.

The view looking north from the Howard "L" station. We ran a very similar picture to this in a previous post Chicago Rapid Transit Photos, Part Eight (November 16, 2016), where George Trapp suggested in was taken in the late 1920s or 1930s. This photo is dated December 17, 1930.

The view looking north from the Howard “L” station. We ran a very similar picture to this in a previous post Chicago Rapid Transit Photos, Part Eight (November 16, 2016), where George Trapp suggested in was taken in the late 1920s or 1930s. This photo is dated December 17, 1930.

Michael Franklin has identified this picture as showing the Armour station on the Stock Yards branch. He notes, "(the) clue was a station on one side but not one on the other." See below for another view of the same station.

Michael Franklin has identified this picture as showing the Armour station on the Stock Yards branch. He notes, “(the) clue was a station on one side but not one on the other.” See below for another view of the same station.

The above image is from Graham Garfield’s excellent web site, and looks to the northeast. The original www.chicago-l.org caption reads:

Looking north on September 28, 1957, ex-Metropolitan Elevated car 2906 has left Armour station (seen at right) and it about to rejoin the Stock Yards main line to head east to its terminal at Indiana. The Sock Yards branch is only a week away from abandonment at this time. (Photo from the IRM Collection, courtesy of Peter Vesic)

This picture was taken on the Evanston branch of the "L", and the wooden "L" car is signed "Howard Only," which suggests this was taken during the CTA era. Previously, all Evanston trains continued south into the city. The nearby curve would indicate that this picture was taken just north of Howard, and may show the viaduct where the line crossed Chicago Avenue, which is a continuation of Clark Street.

This picture was taken on the Evanston branch of the “L”, and the wooden “L” car is signed “Howard Only,” which suggests this was taken during the CTA era. Previously, all Evanston trains continued south into the city. The nearby curve would indicate that this picture was taken just north of Howard, and may show the viaduct where the line crossed Chicago Avenue, which is a continuation of Clark Street.

This picture is identified as showing Chicago streetcar conductors and motormen, and probably dates to the early 1900s.

This picture is identified as showing Chicago streetcar conductors and motormen, and probably dates to the early 1900s.

Here, we have a westbound train of wooden Met cars at Laramie on the old Garfield Park line. This was replaced by the Congress line in 1958.

Here, we have a westbound train of wooden Met cars at Laramie on the old Garfield Park line. This was replaced by the Congress line in 1958.

Chicago Surface Lines 2779 at Cicero and Montrose in 1934. This was the north end of the Cicero Avenue line. This car is part of a series known as "Robertson Rebuilds," and was built by St. Louis Car Co. in 1903. (Edward Frank, Jr. Photo)

Chicago Surface Lines 2779 at Cicero and Montrose in 1934. This was the north end of the Cicero Avenue line. This car is part of a series known as “Robertson Rebuilds,” and was built by St. Louis Car Co. in 1903. (Edward Frank, Jr. Photo)

CSL 970 on Waveland between Broadway and Halsted in 1936. This was the north end of the Halsted line. 970 was part of a series known as the "little" Pullmans, since they were slightly shorter than cars 101-750. It was built in 1910. (Edward Frank, Jr. Photo)

CSL 970 on Waveland between Broadway and Halsted in 1936. This was the north end of the Halsted line. 970 was part of a series known as the “little” Pullmans, since they were slightly shorter than cars 101-750. It was built in 1910. (Edward Frank, Jr. Photo)

CSL experimental pre-PCC car 7001 is shown heading south on Clark Street at North Avenue, across the street from the Chicago Historical Society (now the Chicago History Museum). This picture was probably taken in the 1930s. 7001 went into service in 1934 and was repainted in 1941 before being retired around 1944. (Edward Frank, Jr. Photo)

CSL experimental pre-PCC car 7001 is shown heading south on Clark Street at North Avenue, across the street from the Chicago Historical Society (now the Chicago History Museum). This picture was probably taken in the 1930s. 7001 went into service in 1934 and was repainted in 1941 before being retired around 1944. (Edward Frank, Jr. Photo)

The view looking east at Lake Street and Ridgeland, when the Lake Street "L" ran on the ground. Many years ago, the Rapid Transit Company put advertisements on the steps leading into such ground-level stations. The "L" was relocated onto the nearby C&NW embankment in 1962. This picture may be circa 1930.

The view looking east at Lake Street and Ridgeland, when the Lake Street “L” ran on the ground. Many years ago, the Rapid Transit Company put advertisements on the steps leading into such ground-level stations. The “L” was relocated onto the nearby C&NW embankment in 1962. This picture may be circa 1930.

The north end of the Merchandise Mart "L" station. This has since been rebuilt and the curved area of the platform has been eliminated.

The north end of the Merchandise Mart “L” station. This has since been rebuilt and the curved area of the platform has been eliminated.

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new "L" structure, occupying the area where the building at left once was.

We are looking west along Harrison at Wabash on November 12, 1928. In 2003, the Chicago Transit Authority straightened out this jog with a section of new “L” structure, occupying the area where the building at left once was.

Oakton Street in Skokie on December 11, 1931. The tracks with overhead wire were used by the North Shore Line and the Chicago Rapid Transit Company's Niles Center branch. Both were running on the NSL's Skokie Valley Route, built in 1925. The other set of tracks belong to the Chicago & North Western and were used for freight.

Oakton Street in Skokie on December 11, 1931. The tracks with overhead wire were used by the North Shore Line and the Chicago Rapid Transit Company’s Niles Center branch. Both were running on the NSL’s Skokie Valley Route, built in 1925. The other set of tracks belong to the Chicago & North Western and were used for freight.

CSL 2601 was a Robertson Rebuild car built in 1901 by St. Louis Car Company. In this wintry scene, it is signed for the 111th Street route, presumably in the 1940s. (Joe L. Diaz Photo)

CSL 2601 was a Robertson Rebuild car built in 1901 by St. Louis Car Company. In this wintry scene, it is signed for the 111th Street route, presumably in the 1940s. (Joe L. Diaz Photo)

Here is an unusual view. This shows the ramp taking the Garfield Park "L" down to grade level between Cicero Avenue and Laramie. It must be an early picture, since the area around the "L" seems largely unbuilt. The Laramie Yard would be to the right just out of view. This "L" was torn down shortly after the CTA opened the Congress line in 1958.

Here is an unusual view. This shows the ramp taking the Garfield Park “L” down to grade level between Cicero Avenue and Laramie. It must be an early picture, since the area around the “L” seems largely unbuilt. The Laramie Yard would be to the right just out of view. This “L” was torn down shortly after the CTA opened the Congress line in 1958.

The old Cermak Road station on the south Side "L". Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

The old Cermak Road station on the south Side “L”. Note there are three tracks here. This station was closed in 1977 and removed. A new station replaced it in 2015.

Here. a wooden "L" car train descends the ramp near Laramie on the Lake Street "L". This must be an early photo, as it looks like Lake Street is unpaved. Streetcar service was extended west to Harlem Avenue here by the Cicero & Proviso in 1891. Chicago Railways took over the city portion in 1910. Service west of Austin Boulevard was provided by the West Towns Railways.

Here. a wooden “L” car train descends the ramp near Laramie on the Lake Street “L”. This must be an early photo, as it looks like Lake Street is unpaved. Streetcar service was extended west to Harlem Avenue here by the Cicero & Proviso in 1891. Chicago Railways took over the city portion in 1910. Service west of Austin Boulevard was provided by the West Towns Railways.

Wooden gate car 3105 and train in the Loop. This was originally built for the Lake Street "L". Don's Rail Photos says, "3103 thru 3118 were built by McGuire-Cummings in 1893 as LSERR 103 thru 118. In 1913 they were renumbered 3103 thru 3118 and became CRT 3103 thru 3118 in 1923."

Wooden gate car 3105 and train in the Loop. This was originally built for the Lake Street “L”. Don’s Rail Photos says, “3103 thru 3118 were built by McGuire-Cummings in 1893 as LSERR 103 thru 118. In 1913 they were renumbered 3103 thru 3118 and became CRT 3103 thru 3118 in 1923.”

The view looking west along the Douglas Park "L" at 49th Avenue in Cicero on February 4, 1944. The station we see in the background is 50th Avenue. After it closed in 1978, this station was moved to the Illinois Railway Museum in Union, where it is used to board the museum's fleet of retired "L" cars.

The view looking west along the Douglas Park “L” at 49th Avenue in Cicero on February 4, 1944. The station we see in the background is 50th Avenue. After it closed in 1978, this station was moved to the Illinois Railway Museum in Union, where it is used to board the museum’s fleet of retired “L” cars.

Here, we are looking south from Garfield (55th Street) on the South Side "L".

Here, we are looking south from Garfield (55th Street) on the South Side “L”.

61st Street on the South Side "L", looking north on November 13, 1944.

61st Street on the South Side “L”, looking north on November 13, 1944.

Photos of the old Humboldt Park "L" branch are quite rare. This photo looks west from Western Avenue on January 26, 1931. This branch closed in 1952, although portions of the structure remained into the early 1960s.

Photos of the old Humboldt Park “L” branch are quite rare. This photo looks west from Western Avenue on January 26, 1931. This branch closed in 1952, although portions of the structure remained into the early 1960s.

This picture looks south from Randolph and Wells on the Loop "L". The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, "The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side."

This picture looks south from Randolph and Wells on the Loop “L”. The date is not known, but the construction of the building at right may provide a clue. Andre Kristopans writes, “The overhead shot on Wells showing platform construction is early 20’s, when platforms were extended to accommodate longer trains. For instance Randolph/Wells and Madison/Wells were once separate platforms, after the early 20’s they were a continuous platform. Also at that time, LaSalle/Van Buren and State/Van Buren were connected and the separate station at Dearborn/Van Buren became an auxiliary entrance to State, until a building next to it blew up in the very early 60’s and destroyed the Outer Loop side.”

North Shore Line 156 and several others at Waukegan in December 1962. Since there are about a dozen cars visible, they are being stored on a siding which you will note is outside the area of the catenary. (George Niles, Jr. Photo)

North Shore Line 156 and several others at Waukegan in December 1962. Since there are about a dozen cars visible, they are being stored on a siding which you will note is outside the area of the catenary. (George Niles, Jr. Photo)

This shows TMER&T 1121 running on a 1949 fantrip on the North Shore Line at the Kenosha station. We ran a similar picture in our previous post Traction in Milwaukee (September 16, 2015).

This shows TMER&T 1121 running on a 1949 fantrip on the North Shore Line at the Kenosha station. We ran a similar picture in our previous post Traction in Milwaukee (September 16, 2015).

Speedrail car 60 at the Waukesha Quarry, date unknown but circa 1949-51.

Speedrail car 60 at the Waukesha Quarry, date unknown but circa 1949-51.


Larry Sakar
writes:

The photo of Speedrail car 60 in your latest postings at the Waukesha Gravel pit was taken on 10-16-49. The occasion was the inaugural fan trip using a 60-series curved side car. It was sponsored by the short lived Milwaukee Division of the Electric Railroaders Association and was run by Milwaukeean James P. Harper who authored CERA Bulletin 97, “The Electric Railways of Wisconsin” published in 1952.

At the start of the private right-of-way at 8th St., the motors on the rear truck began having problems. At Waukesha, the car pulled onto one of the 2 side tracks leading back into the gravel pit. George Krambles accessed the rear trucks via a panel in the floor and disconnected the motor leads to the troublesome rear trucks. From that point forward the car ran on only 2 motors for the remainder of the fan trip. Car 65 had been the car originally intended to do the trip, but it was down with mechanical problems of its own. This caused the trip to be postponed for a week and the substitution of car 60.

When the car pulled into gravel pit siding one of the fans on board remarked, “Wow, look at this. They’ve got it in the scrap line already!”.

In addition to George Krambles, Al Kalmbach was on the trip, as was well-known railfan and photographer Barney Neuberger. He can be seen siting in about the 4th row of the car on the left side wearing a pork pie hat.

I’ve attached a few items related to that fan trip including a photo of Jay Maeder walking alongside car 60. This was taken at the first photo stop which was 44th St. where Milwaukee County Stadium would be built starting a year later. Car 60 was doing a photo run-by by backing down the line. The fans formed a photo line facing the car.

Philadelphia Stories

Philadelphia Peter Witt 8534 in July 1996. Don's Rail Photos: "8534 was built by Brill Car in 1926, #22353." It is part of the Electric City Trolley Museum collection in Scranton, PA. Here, it is shown in Philadelphia, during the time it was leased to SEPTA for trolley tours.

Philadelphia Peter Witt 8534 in July 1996. Don’s Rail Photos: “8534 was built by Brill Car in 1926, #22353.” It is part of the Electric City Trolley Museum collection in Scranton, PA. Here, it is shown in Philadelphia, during the time it was leased to SEPTA for trolley tours.

SEPTA 2750 and 8534 on a fantrip in August 1996. Apparently 8534 has broken down and is being towed.

SEPTA 2750 and 8534 on a fantrip in August 1996. Apparently 8534 has broken down and is being towed.

SEPTA 2785 in November 2002.

SEPTA 2785 in November 2002.

SEPTA 2750 and 8534 in August 1996.

SEPTA 2750 and 8534 in August 1996.

Three generations of Philadelphia streetcars in May 1999.

Three generations of Philadelphia streetcars in May 1999.

2785 in November 2002.

2785 in November 2002.

SEPTA 2785 in November 2002, with a commuter train nearby. Kenneth Achtert writes, "The shot of SEPTA #2785 with the commuter train that you presumed to be in Chestnut Hill is actually approaching 11th and Susquehanna,southbound, a cut-back location for which the car is signed in the picture. The commuter train would be inbound toward Center City."

SEPTA 2785 in November 2002, with a commuter train nearby. Kenneth Achtert writes, “The shot of SEPTA #2785 with the commuter train that you presumed to be in Chestnut Hill is actually approaching 11th and Susquehanna,southbound, a cut-back location for which the car is signed in the picture. The commuter train would be inbound toward Center City.”

SEPTA 2785 in November 2002.

SEPTA 2785 in November 2002.

SEPTA PCC 2785 on the truncated route 23 in November 2002.

SEPTA PCC 2785 on the truncated route 23 in November 2002.

8534 in August 1996. Kenneth Achtert: "The view of #8534 being “manually switched” three photos later shows 8534 being coupled to its leader (2750) after apparently becoming disabled. Several of your other photos show the subsequent towing operation."

8534 in August 1996. Kenneth Achtert: “The view of #8534 being “manually switched” three photos later shows 8534 being coupled to its leader (2750) after apparently becoming disabled. Several of your other photos show the subsequent towing operation.”

The fantrip train is having trouble clearing this auto in August 1996.

The fantrip train is having trouble clearing this auto in August 1996.

Looks like an attempt was made to move the offending car out of the way. August 1996.

Looks like an attempt was made to move the offending car out of the way. August 1996.

Recent Correspondence

Kenneth Gear writes:

Look who is in the new HISTORIC RAIL & ROADS catalog!

Thanks!

In case you missed it, here is Kenneth Gear’s review of the book:

I just finished reading your book and I enjoyed it very much. Good, clear, concise, and informative writing.

I must compliment you on the choice and presentation of the photographs. It is obvious that you spent much time and effort to present these wonderful photos as perfectly restored as possible.

So many times the authors of books that are primarily “picture books” seem to have a complete disregard for the condition of the photos reproduced. I’ve often seen photos that are yellowed with age, water stained, ripped, folded, and scratched. Other times a book might contain photos that are not properly exposed, are crooked, out of focus, or the composition could have been easily corrected with a little cropping.

The photos in your book are absolutely fantastic! They are pristine, sharp, and have absolutely no blemishes at all. You also packed a lot of information into the captions as well. It’s a fine book and you should be proud, as I’m sure you are, to have your name on the cover.

Another reader writes:

Your book arrived and it is JUST AWESOME. I am completely taken by some of the imagery, and of course enjoy the way you seem to simplify historical writing. VERY nice work!! THANK YOU!!!

Help Support The Trolley Dodger

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Milwaukee Rapid Transit

SR 60 laying over @ Waukesha loop Spring, 1950

SR 60 laying over @ Waukesha loop Spring, 1950

With construction well underway on the new Milwaukee streetcar, and Milwaukee Transit Day (October 7th) fast approaching at the Illinois Railway Museum, this seems like an opportune time for guest contributor Larry Sakar to share more of his research with us.

Larry is the author of Speedrail: Milwaukee’s Last Rapid Transit? We thank him for his generosity in sharing these pictures and information with our readers.

-David Sadowski

PS- FYI, all copies of Chicago Trolleys that were purchased during the pre-order have been mailed. Yesterday was the official release date for the book, and it is now in stock and autographed copies are available for immediate shipment. We hope that you will enjoy this new work (more information at the end of this post).

Larry Sakar writes:

The Trolley Dodger is getting a lot of notice. A friend of mine who does not have a computer has heard about it, most likely from Bill Shapotkin or Andre Kristopans. When something is well done, people notice, so I’m not surprised.

I promised you some pictures of the former TM station in Kenosha at 8th Ave. & 55th St. These 2 photos were taken by Ray DeGroote in September 1963 probably just days before the building was torn down. The passageway beneath the portico was where TM interurbans pulled in. They then curved to the right in the photo, on their way back to Milwaukee crossed Sheridan Rd. on the long elevated trestle, and then came parallel to the C&NW RR’s mainline between Chicago & Milwaukee. From around 1952 or ’53 to the end in Sept.’63 the former waiting room was a pizza restaurant – Vena’s Pizzeria.

Former TM Kenosha station 9-63 Ray DeGroote

Former TM Kenosha station 9-63 Ray DeGroote

Former TM Kenosha Station 9-63 Ray DeGroote note freight tracks.

Former TM Kenosha Station 9-63 Ray DeGroote note freight tracks.

When Speedrail acquired the 6-60 series curved side lightweight cars from Shaker Heights Rapid Transit in October 1949, they were shipped to Milwaukee via the Nickel Plate Road (CMSTP&STL) to Chicago, where the NKP flat cars were interchanged with the Milwaukee Road. The MILW brought them to The Transport Co.’s. Cold Spring shops where they were unloaded and given a thorough inspection. First to arrive was car 65 on 10-6-49. Shaker Heights had painted it in an experimental green and yellow paint scheme to improve visibility at grade crossings. Sometime between 10-7-49 and 10-23-49 someone repainted the front end of car 65 in an obvious effort to emulate the “Liberty Bell Limited” design on the LVT 1000 series high speed cars. No one knows who did it or when. First we see 65 coming down the Michigan St. hill eastbound on the shakedown runs over both the Waukesha & Hales Corners lines on 10-7-49. In the second shot, note that the front has been repainted white with the quasi-LVT design and air horns placed where they are on an LVT 1000 series car. The second shot is in the 25th St. curve next to the tanks of the Milwaukee Gas Light Co. Today I-94 the East-West Freeway occupies the r.o.w.

SHRT60 arriving from Cleveland 10-49 Lew Martin

SHRT60 arriving from Cleveland 10-49 Lew Martin

SR 65 @ 6th & Michigan on 10-7-49 shakedown trip.

SR 65 @ 6th & Michigan on 10-7-49 shakedown trip.

SR 65 @ 25th St, curve 10-23-49

SR 65 @ 25th St, curve 10-23-49

Harper SR fan trip 10-49 schedule

Harper SR fan trip 10-49 schedule

I believe car 60 was the last to arrive from Shaker Heights. First we see it on the Milwaukee Division ERA fan trip of 10-16-49 crossing Brookdale Dr. In 2016 my friend and colleague Chris Barney took these 2 photos of Brookdale Dr. as it looks today.

SR 60 inaugural fan trip Brookdale 10-16-49

SR 60 inaugural fan trip Brookdale 10-16-49

Brookdale Dr xing on H.C. line in 2016 C.N.Barney

Brookdale Dr xing on H.C. line in 2016 C.N.Barney

Lots of absolutely fantastic material in this collection I just inherited. Look at these 2 documents. Without saying a word, there’s a very clear picture of the way things were being run at Speedrail in April of 1950! Owing $8000+ to TMER&T was definitely not the way to go!

Collection Letter from TMER&T attys against MRT&S 4-5-50

Collection Letter from TMER&T attys against MRT&S 4-5-50

Dunning letter to MRT&S from TMER&T re: overdue payments 3-8-50

Dunning letter to MRT&S from TMER&T re: overdue payments 3-8-50

Talk about valuable information, in this collection I just inherited was a list, no actually there were 2 lists. A railfan but not too likely the friend who gave me the collection walked down the scrap line out at the Waukesha gravel pit on March 1, 1952 and again two weeks later March 16, 1952. He wrote down the number of every car in the scrap line. This info is valuable because a year earlier the trustee sold 13 of the TM 1100 series heavy interurban cars to Afram Brothers Scrap Metal Co. in Milwaukee. Obviously, Speedrail was desperate for money so why not sell off what was no longer being used? $2,000 (approximate figure) went to pay for the transformation of LVT 1102 into Milwaukee Rapid Transit 66, the so-called, “last hope car.”

Notice, I did not say Speedrail 66. Legally, it was still The Milwaukee Rapid Transit & Speedrail Company but when Bruno V. Bitker took over as the court-appointed trustee, he ordered the Speedrail name painted out on the curved-side lightweight (60 series) car as well as removed from all timetables and tickets. He made it very clear that the Speedrail name immediately brought to mind the 9-2-50 fatal accident. That is also one of the reasons Jay Maeder was dismissed. From then on everything just said “Rapid Transit 234 W. Everett St.”

You may notice, by the way, that when I write the Speedrail corporate name I always capitalize “THE.” Maeder insisted on it because “The” in TMER&L was always capitalized and anything TM did was what he wanted to do as well. There is no better evidence of that than the first Speedrail timetable dated `10-16-49 which said “TM Speedrail”. Here are the covers of Speedrail’s very first and very last timetables, and for the Waukesha Transit Lines bus which replaced it, a fact you’ll notice they made sure to put on their timetable. Waukesha Transit Lines eventually became Wisconsin Coach Lines. They are still in business but are now part of the Coach USA system.

TM SR Timetable 10-16-49

TM SR Timetable 10-16-49

Rapid Transit TT West Jct. 6-4-51

Rapid Transit TT West Jct. 6-4-51

WTL Replacing the SR 7-1-51

WTL Replacing the SR 7-1-51

WTL Bus schedule 7-1-51

WTL Bus schedule 7-1-51

Here are the pictures I took at both the TM and North Shore stations on 4-5-72. I mentioned in a previous post that for many years after the TM M-R-K – Milwaukee-Racine-Kenosha was abandoned in 1947 the freight tracks used by Motor Transport Co. were still embedded in pavement. Here they are on 4-5-72.

TM Kenosha Station looking north 4-5-72

TM Kenosha Station looking north 4-5-72

Motor Transport Co. tracks TM Kenosha Sta. 4-5-72

Motor Transport Co. tracks TM Kenosha Sta. 4-5-72

The next 2 photos at the TM Kenosha station site show the point where the long elevated bridge over Sheridan Rd. began. The large building to the left was the Barr Furniture Co. which has since been torn down. The very last photo I just scanned shows the sign created by Kenosha radio broadcaster Lou Rugani to commemorate where TM’s Kenosha station used to stand at 8th Ave. & 55th St. Just one problem with the sign. The Don Ross photo on the sign shows the Racine, not the Kenosha station.

TM Kenosha Station next to Barr Furniture 4-5-72

TM Kenosha Station next to Barr Furniture 4-5-72

Sign commemorating TM Kenosha station

Sign commemorating TM Kenosha station

From the TM station I walked out to the North Shore Line’s Kenosha station which is on 22nd Ave & 63rd St. if I recall correctly. I knew it was still standing but I didn’t expect it to be behind a stockade fence. I do not know why it was fenced off on 3 sides.

The first photo shows the northbound platform looking northeast. You can see the fence. The track area had been paved with asphalt but other than that the station appeared unchanged in the 9 years since abandonment.

NSL Kenosha Station 4-5-72 northbound platform

NSL Kenosha Station 4-5-72 northbound platform

I then snapped a series of 3 pictures of the southbound platform starting at it’s north end, then the middle of it and last the south end of that southbound platform. All of that changed some years later when the station became a restaurant. They added a banquet room to the north end of the station which ruined its historic Arthur U. Gerber appearance. Then they extended the restaurant over the track area and removed the southbound platform entirely.

NSL Kenosha Station south end southbound platform 4-5-72

NSL Kenosha Station south end southbound platform 4-5-72

NSL Kenosha Station Southbound platform 4-5-72

NSL Kenosha Station Southbound platform 4-5-72

NSL Kenosha Station 4-5-72 Southbound platform

NSL Kenosha Station 4-5-72 Southbound platform

The last NSL picture shows the abandoned NSL r.o.w. just north of Ryan Rd. I had just taken the picture when I noticed a large building in the distance. It turned out to be the Carrollville substation.

Abandoned NSL r.o.w. north of Ryan Road Carrollville substation distant 1971

Abandoned NSL r.o.w. north of Ryan Road Carrollville substation distant 1971

Here is something I think you will enjoy. This picture appeared in a much smaller version in the Speedrail book. This is a much larger, more detailed print. These seats were installed by Shaker Heights when they acquired the curved side cars from Inter City Rapid Transit in 1940. They had purchased some of the very first Cincinnati curved side lightweights built from Kentucky Traction & Terminal but never placed them in service because their small motors made them unable to maintain the speed necessary for the 2 SHRT lines. They were kept on a storage track at Shaker’s Kingsbury Run shops and used for spare parts when the ICT cars arrived. That included these seats.

Interior SR 63

Interior SR 63

But there was one exception. Car 64 had green plush seats according to several people I spoke to who rode these cars on Speedrail. The Speedrail riders did not like these cars. They were glad Jay Maeder had saved the Waukesha line from the impending abandonment being sought by Northland-Greyhound but they wanted the TM 1100’s to remain in service.

Maeder became quite angry when he found out the Waukesha riders were complaining about the 60 series cars and he ran this ad in the Waukesha Freeman. Somebody should have told him you don’t bite the hand that feeds you. You never start off a communication with, “We all know…” Yes, he knew, and the railfans knew, but the average everyday rider thought these were new cars when they first saw them. One look at the interiors told them otherwise.

Maeder response to 60 series cars complaints

Maeder response to 60 series cars complaints

To give you an example of just how much the 60’s were disliked, the late Len Garver told me that one day he and his friend Jerry Fisher were riding a 60-series car to Waukesha. A lady getting off the car near Waukesha East Limits turned to the motorman and said, “Do all of these cars ride this way? I feel like I’ve just ridden over Niagara Falls in a barrel!”

Much of it had to do with car weight and height of the car above the rail. This photo from the collection of Herb Danneman illustrated the problem. Note the height of car 1138 at left with car 60 at right. This photo was taken on the Milwaukee Division ERA fan trip of 10-16-49 and is at 46th St.

TM 1138 & SR 60 meet @ 46thSt. 10-16-49. Herb Danneman coll.

TM 1138 & SR 60 meet @ 46thSt. 10-16-49. Herb Danneman coll.

Two of these pictures are ones I sent previously, but they were not the best quality. Two are ones you might never have seen before. One is pretty dramatic. Lew Martin took a picture as car 39 was rolling down the embankment of the r.o.w. after the 9-2-50 wreck. The other is of 1192 as it looked after the accident. Note how badly the front end was caved in. The photo was taken at the Waukesha Gravel pit. The car was towed out there once the investigation of the crash had been completed.

SR39 rolling off embankment 9-2-50 Lew Martin

SR39 rolling off embankment 9-2-50 Lew Martin

SR 40 after push off embankment 9-2-50

SR 40 after push off embankment 9-2-50

SR 1192 at Wauk. Grvl pit after 9-50 wreck

SR 1192 at Wauk. Grvl pit after 9-50 wreck

Remains of SR 39 dumped off r.o.w. 9-2-50 (color)

Remains of SR 39 dumped off r.o.w. 9-2-50 (color)

The one picture of the Speedrail crash that I did have showed the wreck before the cars were rolled off the right-of-way. How long was it before the tracks were cleared? A few hours, perhaps?

I don’t recall any of the newspapers giving specifics as to how long it took to clear the wreck, much less to cut apart what was left of car 39 and all of car 40. I believe one account did say the tracks had been cleared by late afternoon which to me means about 4:00 or 5:00 pm. The biggest problem they had was trying to get the cars separated. Trip #5, the last one of the day with duplex 1184-85 hooked up to 1193, the rear car of the heavy duplex, attempted to pull them apart but couldn’t. A heavy duty National Guard wrecker was then brought in and it was able to do it. Ironic, isn’t it that when Hyman-Michaels was scrapping the cars at the gravel pit in 1952 they used 1184-85 as their office car. It’s the one with the sign saying attached to its front that said “No Trespassing. Property of Milwaukee Rapid Transit and Speed Rail Co.”  Someone recently asked me why they separated the Speedrail name into two words. I guess only Hyman-Michaels Co. would have known.

Firemen trying to pry wrecked SR cars apart on 9-2-50 from MJ 9-3-50

Firemen trying to pry wrecked SR cars apart on 9-2-50 from MJ 9-3-50

I know they were serious about prosecuting anyone caught trespassing on the property. Al Buetschle, whom I mentioned in a recent post as the person who saved Milwaukee streetcar 978 went out to the gravel pit soon after scrapping began. He tried to get close enough to where the scrappers were working so he could get some good pictures. He tried hiding in the brush and weeds close to the tracks and they caught him. He was warned that if they ever caught him again he would be turned over to the Waukesha County Sheriff. After that, he discovered that walking up the C&NW RR tracks west from Springdale Rd. which were adjacent to the gravel pit was the “safe” way to gain entry without detection. The other was by going out there on Sundays. The scrappers did not work on Sundays and the place was pretty much deserted. It was on one of these “hunts” that he “saved” the roll sign from Car 66 as well as an Ohio Brass trolley retriever. The problem with the retriever was that it was rather cumbersome. He did not drive a car in 1952 so he had to take the replacement for Speedrail “Waukesha Transit Lines” bus to and from. He was afraid if the bus driver saw it he would report him so he hid the retriever under a log. Regrettably, it wasn’t there the next time he came back. When he moved to California in 1961 the roll sign found its way to someone else and from him to the person who owns it today. I have a color slide of it taken at a train show where it was on display back in the ’80’s or ’90’s.

Springdale Road. on Waukesha Line looking east in TM days Ed Wilson

Springdale Road. on Waukesha Line looking east in TM days Ed Wilson

Abandoned TM ROW Looking east to Springdale Rd. 4-14-71 LAS

Abandoned TM ROW Looking east to Springdale Rd. 4-14-71 LAS

We have a new TM/Speedrail mystery on our hands. This is a photo of a TM or Speedrail 1100 series car eastbound on the Waukesha line at Sunny Slope Rd. The date of the photo is unknown as is the photographer. My friend and colleague Chris Barney obtained this from the Waukesha Freeman newspaper. The car is headed east on the eastbound track but look at the car. It’s running backwards!

The "mystery photo." A TM or Speedrail 1100 poss. 1142 is running backwards EB on the eastbound track at Sunny Slope Rd. J.G. Van Holten plant at right. Collection of C.N. Barney.

#1 – The “mystery photo.” A TM or Speedrail 1100 poss. 1142 is running backwards EB on the eastbound track at Sunny Slope Rd. J.G. Van Holten plant at right. Collection of C.N. Barney.

The streamlined modern type building to the right was the J.G. Van Holten Vinegar works along the westbound track. TM had a siding into the plant and delivered a brine car at least once a month. That continued into the Speedrail era. There were 2 crossover tracks both west of the crossing which the grainy quality of the photo makes impossible to see. That was where the Speedrail accident of 2-8-50 took place.

I’d like to ask my fellow TM fans for any information as to why a car would be running backwards. The switch into the plant was from the westbound track so even if the car had been switching a car in or out there would be no reason for it to be running backwards on the eastbound track.

Chris’ and my friend, Herb Danneman came up with what may be the explanation. On 2-29-52 Hyman-Michaels, the scrapper who dismantled Speedrail moved all of the cars in storage in Milwaukee to the Waukesha gravel pit for scrapping. We know for a fact that the cars operated in trains of 2 or 3 cars. TM 1142 which had been Speedrail’s freight motor from 12/50 to the end of service hauled a number of out of service 1100’s to the gravel pit. The “scrap trains” were operated westbound on the eastbound track as demonstrated in this photo by George Gloff. This is car 66 being towed by car 63. 1100’s could not couple onto curved side cars because of the difference in floor heights. That might be what’s going on here. It might have been easier just to run backwards to Milwaukee than wyeing at the gravel pit if they still could. We tried enlarging the photo to 8x`10 to see if the person standing on the rear platform is wearing a uniform which he would if this was some sort of unusual TM or Speedrail move but it only made him a shadow. We can’t tell.

The photo of 66 being towed is at Calhoun Rd. Some present-day photos at Sunny Slope and one I took there in 1971 are also included. J.G. Van Holten moved to Waterloo, Wisconsin in 1956 after a dispute with the then Town of New Berlin (now city). Seems the Van Holten company was disposing of its waste (they made both pickles and sauerkraut) in a retention pond west of the plant. That must have been a smell you’d never forget!

#2 - The Sunny Slope Rd. xing lkg. west in 5/71. Former J.G. Van Holten plant @ right. Note: power lines not in same place as #1.

#2 – The Sunny Slope Rd. xing lkg. west in 5/71. Former J.G. Van Holten plant @ right. Note: power lines not in same place as #1.

#3 - Speedrail 1142 arr. @ Wauk. Gravel pit poss. 2-29-52. C. N. Barney collection.

#3 – Speedrail 1142 arr. @ Wauk. Gravel pit poss. 2-29-52. C. N. Barney collection.

#4 - SR 66 being towed to Wauk. Gravel Pit passing Kuney's at Calhoun Rd. 2-29-52 George Gloff photo.

#4 – SR 66 being towed to Wauk. Gravel Pit passing Kuney’s at Calhoun Rd. 2-29-52 George Gloff photo.

#5 - Calhoun Rd. xing lkg west. Part of Kuney's bldg. at left. 2013 photo by C.N. Barney

#5 – Calhoun Rd. xing lkg west. Part of Kuney’s bldg. at left. 2013 photo by C.N. Barney

#6 - Sunny Slope Rd. xing lkg west 2013. That's me in the photo. C.N. Barney photo

#6 – Sunny Slope Rd. xing lkg west 2013. That’s me in the photo. C.N. Barney photo

#7 - Lkg. east from west of Sunny Slope Rd. xing 2013. C;N. Barney

#7 – Lkg. east from west of Sunny Slope Rd. xing 2013. C;N. Barney

#8 - Ex J.G. Van Holten plant hidden in the brush as seen from the U.P. RR (ex C&NW) r.o.w. 2013 C. N. Barney photo

#8 – Ex J.G. Van Holten plant hidden in the brush as seen from the U.P. RR (ex C&NW) r.o.w. 2013 C. N. Barney photo

#9 - Literal end of track on Lincoln Ave. (Waukesha East Limits), 9-26-52. Note track has been cut. John Schoenknecht collection.

#9 – Literal end of track on Lincoln Ave. (Waukesha East Limits), 9-26-52. Note track has been cut. John Schoenknecht collection.

#10 - Newspaper clipping showing 2-8-50 Speedrail accident at Sunny Slope Rd. Larry Sakar collection.

#10 – Newspaper clipping showing 2-8-50 Speedrail accident at Sunny Slope Rd. Larry Sakar collection.

Have you ever studied a picture and not noticed something obvious? I was thinking of the “mystery” photo I just sent you and that’s when it hit me. This can’t be any kind of normal passenger run. Because the car is running backwards on the eastbound track the entry door is on the wrong side. How would they board or discharge passengers? The left side of the 1100’s didn’t have any doors!

If this car was heading back to 25th St. to pick up more 1100’s for transport to the Waukesha Gravel pit, you’d want it to be backwards so you could couple to another set of cars. Then you’d be position correctly for the reverse trip to Waukesha. Running backwards like that there was absolutely no place to turn the car around except West Junction loop. They’d have run backwards to the switch that took cars from the Waukesha to the Hales Corners line which was a short distance north of the West Jct. station, then switched to the Hales Corners line where they’d now be facing south, gone around the loop and then you’d be facing north frontwards). They could not have gone all the way to the Public Service Building. First, there was no way to turn a car around there and second by Feb. 29 of 1952 the rails had tar put over them and the trolley wire had been removed from the trainshed.

I think Herb Danneman was right. This is 2-29-52 and that is car 1142.

-Larry Sakar

Postscript

Scott Greig (see Comments section below) was wondering if there was any sort of listing of which Speedrail cars went to the Waukesha Gravel Pit for scrapping. He is in luck. Among the many great documents I found in that collection Herb Danneman so generously gave me were 2 lists of cars that were in the scrap line and elsewhere on the Speedrail property on March 1, 1952 and March 16, 1952. The list was written in pencil and hard to read so I typed it up and scanned in both lists

Thanks Scott, Charles and Robert for the great comments and superb information.

-Larry

Recent Finds

CTA PCC 7199, a product of the St. Louis Car Company, is eastbound on 120th near Halsted circa 1952-55. This was the south end of Route 36 - Broadway-State. (Eugene Van Dusen Photo)

CTA PCC 7199, a product of the St. Louis Car Company, is eastbound on 120th near Halsted circa 1952-55. This was the south end of Route 36 – Broadway-State. (Eugene Van Dusen Photo)

CTA 6148, and "Odd 17" car, was built by the Surface Lines in 1919. Here we see it southbound, turning from Clark onto Halsted.

CTA 6148, and “Odd 17” car, was built by the Surface Lines in 1919. Here we see it southbound, turning from Clark onto Halsted.

CTA 1750 heads west on Randolph Street, signed for Route 16 - Lake Street, circa 1952-54. In the background, we see the Sherman House Hotel, the old Greyhound Bus Terminal, and the Garrick Television Center.

CTA 1750 heads west on Randolph Street, signed for Route 16 – Lake Street, circa 1952-54. In the background, we see the Sherman House Hotel, the old Greyhound Bus Terminal, and the Garrick Television Center.

CTA 1775 heads west on Cermak Road at Kostner circa 1952-54. This photo gives you a good view of a Chicago safety island.

CTA 1775 heads west on Cermak Road at Kostner circa 1952-54. This photo gives you a good view of a Chicago safety island.

CTA 1728 and 3127 on Route 21 - Cermak, just east of Kenton, circa 1952-54.

CTA 1728 and 3127 on Route 21 – Cermak, just east of Kenton, circa 1952-54.

Chicago Aurora & Elgin 310 and follower (309?) are on the west side of Mannheim road near Roosevelt Road on a 1950s fantrip.

Chicago Aurora & Elgin 310 and follower (309?) are on the west side of Mannheim road near Roosevelt Road on a 1950s fantrip.

CA&E 310 on a 1955 fantrip on the Mt. Carmel branch.

CA&E 310 on a 1955 fantrip on the Mt. Carmel branch.

Marion (Indiana) Railways Birney car 8. It was probably built by St. Louis Car Company circa 1922-23, and scrapped in 1947.

Marion (Indiana) Railways Birney car 8. It was probably built by St. Louis Car Company circa 1922-23, and scrapped in 1947.

Marion Railways 8 circa World War II.

Marion Railways 8 circa World War II.

New Washington and Wabash “L” Station

The new Chicago Transit Authority “L” station at Washington and Wabash recently opened. It replaces two stations, at Madison and Randolph. Having one station instead of two speeds up service on the Loop. The Madison station was closed at the beginning of the project, while Randolph remained open until the new one was ready.

This new station is very attractive and seems designed well to handle large crowds. The old Randolph station was already being cut up for scrap when I took these pictures. Not sure what happened to the large CTA logo that was added when that station was renovated in 1954.

Washington and Wabash is conveniently located near Millennium Park, and also provides easy transfer to CTA buses heading east and west.

-David Sadowski

Charlie On the M.T.A.

A period illustration for the M.T.A. song (aka Charlie on the M.T.A.).

A period illustration for the M.T.A. song (aka Charlie on the M.T.A.).

After purchasing a “Charlie Ticket” on our recent trip to Boston (see Back in Boston, September 15, 2017), that got us to thinking about the song that inspired it, generally known as Charlie On the M.T.A. We spent some time recently looking into the origins of this iconic song.

It all started in 1949, when the late Walter O’Brien ran for Mayor of Boston on the Progressive Party ticket. He had no money for advertising, but he did have some folksinging friends, who recorded several songs for his campaign, including The People’s Choice, The O’Brien Train, We Want Walter A. O’Brien, and The M.T.A. Song.

These had new lyrics set to old melodies that the folksingers, who included Bess Lomax Hawes, Al Katz, Sam Berman, Al Berman, and Jackie Steiner, were already familiar with. The M.T.A. song was set to the tune of The Ship That Never Returned, written in 1865 by Henry Clay Work.

The same song also inspired The Wreck of the Old 97.

Fare hikes were a reason to protest the newly formed M.T.A. The Massachusetts legislature had allowed the Boston Elevated Railway Company to absorb its competitors in 1922, creating a monopoly. When the company went bankrupt in 1947, the legislature bought the company, bailing out the shareholders, and formed the Massachusetts Transportation Authority (now called the MBTA).

As a result, a five cent surcharge was added to the existing ten cent fare. Since it was not easy to adapt existing fare collection equipment, riders had to pay an extra nickel when getting off the train– hence the theme of the song.

Bess Lomax Hawes, who had been in the Almanac Singers, picked the tune, while most of the new lyrics were written by Jackie Steiner. It was Hawes, however, who wrote the memorable verse about how Charlie’s wife brought him a sandwich every day and handed it to him through the window of the train as it rumbled by.

The newly recorded song made its debut on October 24, 1949. O’Brien hired a truck with a PA system and had it drive around the city, playing his campaign songs. Of these, M.T.A. was by far the most popular and enduring.

O’Brien got very few votes, but Charlie gained Boston immortality in the process.

Cut to 1955. Folksinger Richard “Specs” Simmons taught the song to Will Holt, who recorded his own version in 1957. This was on its way toward being a hit when his record company began getting complaints from the Boston area, accusing Holt of promoting a radical.

Not knowing the true origin of the song, Holt had no idea that Walter A. O’Brien was a real person.

An edited version was issued, but the damage was done. It was left to the Kingston Trio to record the best and by far most famous version of the song in 1959. They avoided controversy by changing the name of the mayoral candidate to the fictional George O’Brien.

Reportedly, when Will Holt recorded his version, he cut in Richard “Specs” Simmons for one-third of the publishing, which eventually provided him the cash to purchase a bar in San Francisco’s North Beach area, now known as Specs’ Twelve Adler Museum Cafe. He died at age 86 in October 2016.

Most other people involved with the song are no longer with us. Walter O’Brien has died. Bess Lomax Hawes, sister of Alan Lomax and daughter of John Lomax, passed away in 2009. However, Sam Berman, who sang lead on the original 1949 version, lives in Lexington and is in his early 90s. His brother Arnold, also in his 90s, may still be alive. Lyricist Jackie Steiner is also still with us.

You can listen to several versions of the song, including the 1949 original and Will Holt’s, here.

-David Sadowski

Recent Correspondence

A model of GM&O 1900.

A model of GM&O 1900.

Charles Harris of New Zealand writes:

In 1946 Ingalls Iron Works manufactured the one and only Ingalls 4-S diesel loco, tested on several railroads and then sold to GM&O. Used until 1966 and then scrapped. Used a Superior marine engine, with apparently a distinctive sound.

Do any of your recordings feature the Ingalls 4-S? and or film etc.


Kenneth Gear
replies:

I am unaware of any sound recordings of the Ingalls 4-S diesel locomotive. Since it was a one of a kind loco and surely sought out by fans, and considering it lasted to the mid-sixties, the possibility exists that someone recorded it. I’ll keep an eye (and ear) out for it, I would watch for DVDs of vintage GM&O Diesels, perhaps it was filmed at some point with a sound movie camera. If so, the footage and sound track may have ended up on a DVD release.

You might also contact the Meridian Railroad Museum in Meridian, Mississippi: 1805 Front Street, Meridian, MS 39301, phone: (601) 485-7245.

GM&O was one of the local railroads here and the staff there my know of something.

By the way, on the Yahoo Group RAILROAD RECORD FANCLUB I’ve conversed with a person named Doug Harris who also lives in New Zealand. Any relation?

Our New Book Chicago Trolleys— Now In Stock!

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.)

We are pleased to report that our new book Chicago Trolleys was released on September 25, 2017 by Arcadia Publishing. You can order an autographed copy through us (see below). Chicago Trolleys is also available wherever Arcadia books are sold.

Overview

Chicago’s extensive transit system first started in 1859, when horsecars ran on rails in city streets. Cable cars and electric streetcars came next. Where new trolley car lines were built, people, businesses, and neighborhoods followed. Chicago quickly became a world-class city. At its peak, Chicago had over 3,000 streetcars and 1,000 miles of track—the largest such system in the world. By the 1930s, there were also streamlined trolleys and trolley buses on rubber tires. Some parts of Chicago’s famous “L” system also used trolley wire instead of a third rail. Trolley cars once took people from the Loop to such faraway places as Aurora, Elgin, Milwaukee, and South Bend. A few still run today.

The book features 230 classic black-and-white images, each with detailed captions, in 10 chapters:

1. Early Traction
2. Consolidation and Growth
3. Trolleys to the Suburbs
4. Trolleys on the “L”
5. Interurbans Under Wire
6. The Streamlined Era
7. The War Years
8. Unification and Change
9. Trolley Buses
10. Preserving History

Product Details

ISBN-13: 9781467126816
Publisher: Arcadia Publishing SC
Publication date: 09/25/2017
Series: Images of Rail
Pages: 128

Meet the Author

David Sadowski has been interested in streetcars ever since his father took him for a ride on one of the last remaining lines in 1958. He grew up riding trolley buses and “L” trains all over Chicago. He coauthored Chicago Streetcar Pictorial: The PCC Car Era, 1936–1958, and runs the online Trolley Dodger blog. Come along for the ride as we travel from one side of the city to the other and see how trolley cars and buses moved Chicago’s millions of hardworking, diverse people.

Images of Rail

The Images of Rail series celebrates the history of rail, trolley, streetcar, and subway transportation across the country. Using archival photographs, each title presents the people, places, and events that helped revolutionize transportation and commerce in 19th- and 20th-century America. Arcadia is proud to play a part in the preservation of local heritage, making history available to all.

The book costs just $21.99 plus shipping.

We appreciate your business!

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Praise for Chicago Trolleys

Kenneth Gear writes:

I just finished reading your book and I enjoyed it very much. Good, clear, concise, and informative writing.

I must compliment you on the choice and presentation of the photographs. It is obvious that you spent much time and effort to present these wonderful photos as perfectly restored as possible.

So many times the authors of books that are primarily “picture books” seem to have a complete disregard for the condition of the photos reproduced. I’ve often seen photos that are yellowed with age, water stained, ripped, folded, and scratched. Other times a book might contain photos that are not properly exposed, are crooked, out of focus, or the composition could have been easily corrected with a little cropping.

The photos in your book are absolutely fantastic! They are pristine, sharp, and have absolutely no blemishes at all. You also packed a lot of information into the captions as well. It’s a fine book and you should be proud, as I’m sure you are, to have your name on the cover.

NEW – Chicago Trolleys Postcard Collection

Selected images from Chicago Trolleys are now available in a pack of 15 postcards, all for just $7.99. This is part of a series put out by Arcadia Publishing. Dimensions: 6″ wide x 4.25″ tall

The Postcards of America Series

Here in the 21st century, when everyone who’s anyone seems to do most of their communicating via Facebook and Twitter, it’s only natural to wax a little nostalgic when it comes to days gone by. What happened to more personal means of communication like hand-written letters on nice stationery? Why don’t people still send postcards when they move someplace new or go away on vacation?

If that line of thinking sounds familiar, then Arcadia Publishing’s Postcards of America was launched with you in mind. Each beautiful volume features a different collection of real vintage postcards that you can mail to your friends and family.

Order your Chicago Trolleys Postcard Pack today!

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