A Tribute to Jeffrey L. Wien

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

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

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A Tribute to Jeffrey L. Wien

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-David Sadowski

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Recent Finds

Here are some of our own recent photo finds:

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

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

The same location today.

The same location today.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The same buildings today.

The same buildings today.

CA&E freight in Lombard on November 23, 1957. John Nicholson points out that with a passenger train in the distance, most likely the date is wrong. Perhaps it was really 1956.

CA&E freight in Lombard on November 23, 1957. John Nicholson points out that with a passenger train in the distance, most likely the date is wrong. Perhaps it was really 1956.

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

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

The back end of the same train.

The back end of the same train.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

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

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

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

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

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

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, "Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here." This may be the same person: "Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA." See the Recent Correspondence section for more discussion about this picture.

Chicago Railways Pullman 513. This picture dates to between 1909 and 1920. I was fortunate to purchase this photo postcard recently, and cleaned up many of the imperfections in Photoshop. The caption on back reads, “Uncle Herbert Phipps, Chicago. This was taken during the summer. Your humble is stood with his hand(s) crossed. I look older in the picture than what I do in person. This picture reminds me of my grandfather. He looked a good deal like I do here.” This may be the same person: “Born in New Whittington, Derbyshire, England on 7 May 1876 to George Phipps. Herbert Phipps married Frances Jane Fox and had 5 children. He passed away on 18 Oct 1928 in Chicago, Cook, Illinois, USA.” See the Recent Correspondence section for more discussion about this picture.

October is often full of surprises, especially during an election year. Here are some surprisingly good traction photos for your enjoyment. Some, we were fortunate enough to purchase. We missed out on others, but they are still worth including. We also have some excellent Chicago streetcar pictures from the collections of William Shapotkin, plus some interesting correspondence from our readers. We thank all our contributors.

As always, if you have questions or comments about anything you see here, we are glad to hear from you. It helps to refer to individual photos by their file name, which you can find by hovering your mouse over the image.

-David Sadowski

PS- We have received more than 100,000 page views this year. This is the sixth straight year we have done this. We are very grateful for our readers. Thank you for stopping by.

Facebook Auxiliary Group

It seems we always have things left over after each new post. So, we thought it would be a good idea to create a Facebook auxiliary group for The Trolley Dodger. You can find it here. People can post pictures, links, have discussions, etc. etc., thanks.

Recent Finds

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

The Merchandise Mart station, looking south, on September 26, 1944. Those tracks at left went to the old North Water Terminal. This version of the image is a composite made up by combining the scans from two different prints, and shows slightly more of the overall scene than either would individually.

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

Chicago Aurora & Elgin 317 at Wheaton Yards on June 28, 1957. Passenger service ended on July 3rd. (Paul Stringham Photo)

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

CA&E 430 and 315 at Wheaton Yards on August 7, 1954.

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, "North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it."

North Shore Line four-truck loco 459 at Pettibone Yards in North Chicago, IL on October 23, 1954. (Robert Selle Photo) Sderailway notes, “North Shore Line freight motor 459, one of two large four truck motors purchased from Oregon Electric, 459 was built in 1941 and sold to the North Shore Line in 1946. The large motors supplemented NSL’s smaller, slower, lower horse powered fleet of steeple cabs. With 459 being only 5 years old when purchased from OE it seems with only 17 years more years in NSL service, it still had a lot of “life” left in it.”

CTA subway wash car S-108 is in front of trailer 1199 at the "L" supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

CTA subway wash car S-108 is in front of trailer 1199 at the “L” supply yards at 63rd and South Park on January 9, 1954. (Robert Selle Photo)

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Robert Selle captured this picture of Milwaukee Road steam locomotive 163 (4-6-2) pulling a commuter train just north of Lake Street in downtown Chicago on August 18, 1953. My family moved to the Mont Clare neighborhood in 1954, and we lived a block from the Milwaukee Road. My mother would hang her wash out to dry behind where we lived, and she told me her clothes were dirtied by the smoke from the steam engines (which were fast disappearing from the scene).

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

Erie Lackawanna 3357 on the Gladstone branch in New Jersey on October 4, 1970. These cars somewhat resembled the Illinois Central Electric commuter trains built in 1936. The 3357 was built by Pullman in 1920 as a trailer and was retired in 1984. The inly information I could find is that it may be stored inoperable at Steamtown in Scranton, PA. The Gladstone Branch, currently operated by NJ Transit, had many of the attributes of an old-fashioned interurban, and our good friend Kenneth Gear has written about it on this site. (James C. Herold Photo)

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here's what Don's Rail Photos tells us about this car: "313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945." Don Ross adds, "North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came."

The North Shore Line interurban operated city streetcars in Milwaukee and Waukegan. Here’s what Don’s Rail Photos tells us about this car: “313 and 315 were built by St. Louis Car in 1915 as 313 and 315 of the Empire State Ry for service in Oswego, NY. After only two years, they were sold to the North Shore in June 1918. 313 was rebuilt to one man service on March 12, 1919, and retired in 1941. 315 was rebuilt on February 24, 1919, and retired in 1940. Both were scrapped in 1945.” Don Ross adds, “North Shore 313 was taken at Waukegan. I don’t think it never ran in Milwaukee. We had the 2 door Birneys and 2 350s in Milwaukee until Waukegan quit. We got the 250s and the Birneys were dumped. The 500s were for Milwaukee but switched to Waukegan when the Birneys came.”

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street "L" train in the 1940s. Don's Rail Photos: "3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923."

Chicago Rapid Transit 3048 at Marion Street in Oak Park, part of a Lake Street “L” train in the 1940s. Don’s Rail Photos: “3001 thru 3100 were built by Gilbert in 1893 as Lake Street Elevated RR 1 thru 100. In 1913 they were renumbered 3001 thru 3100 and became Chicago Rapid Transit 3001 thru 3100 in 1923.”

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World's Fair.

Brill built experimental pre-PCC 7001 in 1934, signed for Broadway-State. The picture can be dated because it ran direct service to A Century of Progress during the second season of this Chicago World’s Fair.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren't delivered until later in the year, 7001 was CSL's newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

Likewise, this picture of CSL 7001 can be dated to 1936, since it is signed as part of the opening ceremonies for the new Ashland Avenue bridge, which connected both parts of the Ashland car line. As the new PCCs weren’t delivered until later in the year, 7001 was CSL’s newest car and thus was featured along with a parade of historical equipment. As we have shown in other posts, the interior was similar to the pre-PCC cars built in 1935 for Washington, DC. It was retired in 1944 and unfortunately, scrapped in 1959.

More That Got Away

The Trolley Dodger competes with many other people to buy images for this site. Here are some that we noticed recently that slipped through our fingers. As they say, you can’t win ’em all.

North Shore Line observation parlor car 420.

North Shore Line observation parlor car 420.

The CRT Laramie Shops, adjacent to the ground-level "L" station. We are looking east.

The CRT Laramie Shops, adjacent to the ground-level “L” station. We are looking east.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

CRT 4322, signed for Garfield Park and Maywood, is at Mannheim and 22nd Street in Westchester, according to the eagle-eyed Mitch Markovitz.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

A Chicago Rapid Transit Company one-car train on the Niles Center (Skokie) line.

The north portal of the State Street Subway, probably in the 1940s.

The north portal of the State Street Subway, probably in the 1940s.

A train of wooden "L" cars rounds the curve at Sedgwick.

A train of wooden “L” cars rounds the curve at Sedgwick.

An eastbound two-car train of CTA 4000s on the Lake Street "L" in 1964.

An eastbound two-car train of CTA 4000s on the Lake Street “L” in 1964.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Chicago Surface Lines 563 on Madison Street in 1928, in front of the old Northwestern Station.

Old and new control towers at Logan Square in 1966.

Old and new control towers at Logan Square in 1966.

The CTA Canal Street station on the Met main line, probably in the early 1950s. "L" cars and CA&E interurbans are present.

The CTA Canal Street station on the Met main line, probably in the early 1950s. “L” cars and CA&E interurbans are present.

A CA&E maintenance of way vehicle at the Wheaton Shops.

A CA&E maintenance of way vehicle at the Wheaton Shops.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

MTA 3323 is a double-ended PCC built by Pullman for the Dallas system in 1945. It was sold to Boston in 1959, as more cars were needed once the new Riverside line opened.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Chicago Surface Lines 5377 was built by Brill-Kuhlman in 1907. This photo postcard was purchased by Jeff Marinoff.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

Red Arrow car 19 has just departed the end of the line of the Ardmore line on June 11, 1966, about six months before buses replaced rail here.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

This is where the trolley line ended in Ardmore. It has been turned into a pocket park and parking lot.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A - Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

MBTA 3271 running as part of a multiple unit train on Tremont Street in Newton, MA on May 30, 1982. This may be a fantrip, as regular streetcar service on these tracks ended in 1969. Seeing a car signed for Route A – Watertown is quite rare, as the lettered routes were just being introduced around the time Watertown was bussed. The tracks and overhead remained in place for many years, for access to the Watertown car house, but have since been removed. The Watertown line fell victim to a car shortage in the late 1960s. It also had to cross an expressway and run against one-way traffic, another factor.

The same location today.

The same location today.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

Red Arrow car 24 is at Darby and Brookline Roads in Havertown, PA on May 29, 1958, on the Ardmore line.

The same location today.

The same location today.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

The interior of New Orleans Public Service 924 on April 19, 1958, as photographed by Bob Selle. Note the ugly signs, evidence of the racial segregation of the time.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

On July 15, 1955 C&NW 4-6-2 #511 pulls a commuter train in Chicago. Bi-levels were pulled by steam, but here we see steam right next to some bi-levels.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 45 and 46 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CTA 22 and 32 are part of a work train in Evanston on May 30, 1994.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

CA&E 34 and many others at the Wheaton yard in 1962, after abandonment of the railroad, but before the equipment was disposed of.

Logan Square yard in 1966.

Logan Square yard in 1966.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

A North Shore Line train stops at Zion, illinois for a photo stop in June 1961. The religious community here made the interurban put in a much larger station than ridership required, because they believed their community would grow rapidly.

Two "L" trains pass at the Merchandise Mart station circa 1955.

Two “L” trains pass at the Merchandise Mart station circa 1955.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park "L" crossing over the Chicago River near Union Station. We are looking to the northwest.

Kodak did not stamp the processing date on slides until around 1958, but this appears to be around 1955 from the autos. The Garfield Park “L” crossing over the Chicago River near Union Station. We are looking to the northwest.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Chicago Aurora & Elgin 309 appears to be on a fantrip. Not sure of the location.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

Red Arrow car 22 is at Sheldon and Spring Avenue in September 1965 on the Ardmore line. At the end of 1966, it was converted to buses.

The same location today.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don't see any wire, so this could be after that.

A CTA Garfield Park train heads west on Van Buren at Western. Streetcars crossed here until June 1956. Tracks are still evident, but I don’t see any wire, so this could be after that.

Don's Rail Photos" "S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979." Perhaps this picture was taken in Indiana. The museum has since lost this location.

Don’s Rail Photos” “S-347 was built by Cincinnati Car in 1922, #2660, as 4323. It was rebuilt on February 26, 1965, as S-347 and sold to Indiana Transportation in June 1979.” Perhaps this picture was taken in Indiana. The museum has since lost this location.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

CTA 7180 is about to depart the terminal loop just south of Howard Street on Clark. Where the PCCs are is now a restaurant patio area.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old "L" crossed the right-of-way of the Congress Expressway, then under construction.

A westbound Garfield Park train at Sacramento. You can see the beginnings of the temporary ramp at this location, which connected to the ground-level right-of-way used in Van Buren Street from 1953 to 1958. That was north of the old right-of-way. Sacramento was one of two points where the old “L” crossed the right-of-way of the Congress Expressway, then under construction.

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don't recall such a hill on the north side. Andre Kristopans: "PCC on hill is a pullout heading east on 69th at Parnell." On the other hand, our resident south side expert M.E. writes, "No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough -- read the street sign at the left: 81st and Parnell." Robert Lalich: "M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there."

CTA 7169 is southbound on Route 22 Clark-Wentworth. Perhaps this is somewhere on the south side, as I don’t recall such a hill on the north side. Andre Kristopans: “PCC on hill is a pullout heading east on 69th at Parnell.” On the other hand, our resident south side expert M.E. writes, “No scenes along Wentworth or Vincennes looked like this. So right away I thought this photo had to be along 81st St. Sure enough — read the street sign at the left: 81st and Parnell.” Robert Lalich: “M.E. is correct on the location of CTA 7169. The street sign plainly shows 81st and Parnell. The WB car is about to duck under the C&WI tracks. Two of the three buildings on the left are still there.”

This is the Isabella station on the Evanston branch (today's CTA Purple Line) in 1970. That's a two-car train of 4000s. Note the lack of third rail.

This is the Isabella station on the Evanston branch (today’s CTA Purple Line) in 1970. That’s a two-car train of 4000s. Note the lack of third rail.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Some fans are shooting a South Shore Line freight in Gary, Indiana. The car looks like about a 1936 Lincoln Zephyr.

Don's Rail Photos: "South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005." The sign says South Bend Limited.

Don’s Rail Photos: “South Shore Line 1126 was a work motor built by Niles in 1908 as CLS&SB 73. In 1927 it was rebuilt into work motor 1126. In 1941 it was sold and converted to a house. In 1994 it was purchased for restoration from a buyer who had picked it up the month before for back taxes. He really did not want the car, just the land. Bob Harris began restoration in 2005.” The sign says South Bend Limited.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

Fort Dodge, Des Moines & Southern (Iowa) car 82 in 1947. That car at left is probably from the late 1920s, though.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

This Kodachrome slide is from 1943 and shows the Five Mile Beach Electric Railway in Wildwood, NJ, which converted to buses the following year. This is a resort town and business was hurt during the war, as there were nighttime blackouts.

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don's Rail Photos: "178 was built by Cincinnati Car in September 1920, #2455."

North Shore Line 178 at Harrison Street in Milwaukee in 1955. Don’s Rail Photos: “178 was built by Cincinnati Car in September 1920, #2455.”

A Des Moines, Iowa streetcar in the 1940s.

A Des Moines, Iowa streetcar in the 1940s.

A westbound Lake Street "A" train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

A westbound Lake Street “A” train, when the outer portion of that line ran at ground level west of Laramie. This is somewhere in Oak Park, perhaps between Home Avenue and Kenilworth.

From the Collections of William Shapotkin:

All the pictures in this section have been graciously shared by our good friend Bill Shapotkin.

CSL 106 in May 1947.

CSL 106 in May 1947.

CTA 123 at Kedzie and Van Buren in December 1948.

CTA 123 at Kedzie and Van Buren in December 1948.

CSL 135.

CSL 135.

CSL 204 in December 1946.

CSL 204 in December 1946.

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, "Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby."

CTA 5512 at 79th and Wentworth in January 1948. Correction- Robert Lalich writes, “Photo rbk612 shows car 5512 crossing the B&O Brookdale Branch at 79th and Oglesby.”

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 6013 at Kedzie and Bryn Mawr in 1946.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 5087 at State and 13th in June 1939, during construction of the State Street Subway.

CSL 1994 at Division and Lavergne in May 1943.

CSL 1994 at Division and Lavergne in May 1943.

CTA 6148.

CTA 6148.

CSL 1825 at West Shops.

CSL 1825 at West Shops.

CTA 3315.

CTA 3315.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CSL 1398 at 21st and Marshall Boulevard on July 6, 1946.

CTA 225 on Route 9 - Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CTA 225 on Route 9 – Ashland. This car went to the Seashore Trolley Museum in 1957, where it remains today.

CSL 401 at Cicero and Belden in May 1946.

CSL 401 at Cicero and Belden in May 1946.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 117 on North Avenue by the Chicago River in April 1949.

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, "The destination sign begins with "89 Avenue", so this car is running east. Lind's book confirms the eastern terminus was at 89th and Avenue O."

CTA 6209 on Route 93 by the Belt Railway, between Kenwood and Harper on August 13, 1948. M.E. notes, “The destination sign begins with “89 Avenue”, so this car is running east. Lind’s book confirms the eastern terminus was at 89th and Avenue O.”

CTA 6050 on Route 55 just south of Lake Street.

CTA 6050 on Route 55 just south of Lake Street.

CTA 7217 on Route 36 - Broadway-State. (Robert W. Gibson Photo)

CTA 7217 on Route 36 – Broadway-State. (Robert W. Gibson Photo)

CTA 4401 at Skokie Shops in 1972, after retirement.

CTA 4401 at Skokie Shops in 1972, after retirement.

CSL 2919 at 26th and Halsted in 1946.

CSL 2919 at 26th and Halsted in 1946.

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CSL 1423 on 26th Street on September 27, 1946. (Gordon E. Lloyd Photo)

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CTA 214 on Belmont at Western Avenue, with Riverview amusement park in the background. The tall structure is the parachute jump. I rode that once (the park closed after the 1967 season). This picture was taken on December 31, 1948.

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CSL 1007 at Wabash and 8th Street. The 8th Street Theater at right is where the WLS National Barn Dance did their weekly broadcast for several years. (Heier Industrial Photo)

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 177 on Halsted on February 22, 1954, running northbound at the intersection of Halsted, Grand, and Milwaukee.

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, "I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955."

CTA 4405 on Clark Street at Chicago Avenue. Bill Barber writes, “I believe this photo in your Oct 12th email is misdated. The blue station wagon in front of the PCC is a 1956 Plymouth and the yellow and white car immediately behind the PCC is a 1955 Chevy. Considering that new automobile models were introduced, at that time, in September of the year before the actual model year, the earliest that this photo could be is late 1955.”

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

CTA 1752 at Cottage Grove and Cermak on September 8, 1951.

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: "Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists."

The South Shore Line in East Chicago, Indiana, when it ran on the street. In 1956, this trackage was relocated to run parallel to the new Indiana Toll Road. Robert Lalich: “Photo 683 was taken at White Oak and Chicago Ave in East Chicago. The train is WB and is about to curve to the north onto private right of way before crossing the B&OCT near Columbia Ave. Notice the unusual placement of flashers on the left to warn westbound motorists.”

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

Since we posted this picture, two people have identified it as Kedzie and Van Buren.

CTA sprinkler D-203.

CTA sprinkler D-203.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

CTA Peter Witt 3375 at Wabash and 18th, running on Route 4 in 1948.

Recent Correspondence

The unrestored version of the postcard shown at the top of this post.

The unrestored version of the postcard shown at the top of this post.

This postcard of Pullman streetcar 513 generated some discussion with our friend Jeff Marinoff, and additional comments from some others.

Jeff Marinoff writes:

Here is the info I received from Walter Keevil on Chicago Railway Company car # 513:

It is car 513 at a very early date. The number is readable on the side of the car as well as the front, though the middle digit is washed out on the front. There were three digit car numbers from 101 to 999. 513 was a Large or Old Pullman delivered in 1908-09 to Chicago Railway Co. before CSL took over management. The cars were originally painted a ‘medium’ green with red sash and doors so the photo shows everything black. The numbers were gold which also appears very dark. The well known red and cream didn’t come until 1920. I don’t know when the car numbers on the sides were moved to the center instead of the ends. The car in the photo looks a bit beat up, not the way CSL kept its cars until WW II.

Andre Kristopans adds:

Noticed that too, rather shabby condition. Maybe during WW1? Suppose maintenance went down on account of war and Spanish Flu at the same time.

Sandy Terman adds:

Regarding photo 513. Appears the big Pullmans were manufactured w/o the eight roof ventilators (4 on each side of the top hat) and w/o boarding air doors which were installed on the 500 series in later years. Question is why were the vents not manufactured on the baby Pullmans that were very similar?

We recently received an interesting comment on our previous post The Green Hornet Streetcar Disaster (May 19, 2015). It was directed at Craig Allen Cleve, who authored a book by that title, so we forwarded it to him and he in turn replied.

Bren Sheriff writes:

Mr. Cleve,
The NAACP has owned 11 contiguous lots on the east side of State Street between 62nd and 63rd for over 30 years; the lot addresses are 6209-6251 S State. I bet there is a story behind how the donor acquired the lots and why they made the decision to donate them to the NAACP. Unfortunately, no one in the unit knows. In your research did you come across any land ownership info. The public records online only go back to 1988. Perhaps I’ll get down to look at the original entry books.

We are contemplating developing the lots and putting up a memorial plaque. Not that it matters, but how many victims, both the 34 dead and 50 injured, were Black?

I am one of the few folks that I know that can remember this tragic accident. The reason I remember it so well is because my family went through several hours of anguish waiting to hear from my mother; she often rode the State Street Green Hornet home from work.

My mom worked at Spiegel’s on 35th near Morgan, we lived on 69th and Michigan; she often rode home on the State Street line. On the day of the accident she decided to go shopping for a graduation gift for my cousin, she had not told my aunt. When she was not home by 6pm, as usual, it concerned my aunt. However, all of us were put into a panic when the thick dark plumes of smoke rose from the enflamed accident site and filled the sky. One of our neighbors told us that there had been an accident on State between a street car and gasoline truck.

My cousin and a friend got on their bikes and rode over to State Street to try to see the site, unsuccessfully – it had been cordoned off. On their way home they saw my mom walking from Wentworth to Michigan on 69th Street. Seeing her enter the back gate was one of the most beautiful sights I’ve ever seen, even to this day.

She is now 95 and aphasic. Over the years, we never discussed that day nor the horrific accident.

Craig Allen Cleve replies:

Hello, Ben. Thanks for your question. I’ll do my best to answer your questions.

1. Regarding the properties along the east side of the 6200 block of S. State St., I never looked into records regarding ownership. In hindsight, it might have been worthwhile, considering reports that about 120 people were left homeless after the fire. There were only five structures that were completely destroyed, including the large tenement adjacent to the entrance to the turnaround loop. I’m guessing absentee landlords and severe overcrowding. I never researched ownership of the land post fire;

2. Thirty-three people died in the blaze, although several papers reported thirty-four. This was most likely due to the frightful condition of the bodies, particularly those who died at the rear of the trolley. Subsequent examinations put the number at thirty-three;

3. Of the 33, to my best recollection, the following victims were African-American:
Marietta Catlin
Minnnie Banks Dade
Clara Dobson
Bertha Dowdell
George Dowdell
Alean Fisher
Floreine Foster
Marie A. Franklin
Tishie Mae Johnson
Daisy Palmer
Luella Phillips
Julia Piercefield
Annie Richardson
Mamie Robinson
Rosa Saunders
Earl Sue Sharp
Ollie Smith
Dorothy Townsend
Douglas Turner

That’s about 60%. A good portion of those folks were on their way to Princeton Park, located at about 91st. St. and Wentworth Ave. Princeton Park was a housing development which targeted middle-class blacks in its ad campaigns.

4. I happy to hear that if the land is developed, that the idea of a memorial of some kind is at least being considered. Please let me know if I can help in any way. I hope this info was helpful.

Cordially,

Craig Cleve

Jon Roma writes:

David, in a recent post to The Trolley Dodger (The End of Summer – September 1, 2020), you have two news photographs of a derailment on the Rapid Transit at Wabash and Van Buren in May 1942. Attached is the article and pictures from the Chicago Daily Tribune from the following day’s newspaper (May 14, 1942).

I’m not certain how a fire a block away from Tower 12 caused this derailment, but my educated guess is that the disruption threw the towerman off his game, leading him to inadvertently throw a switch under a train, jackknifing it into the tower. One CRT employee was killed in this.

Thanks for sharing! The caption on one of the two press photos we posted also mentions that some trains were being rerouted because of the fire. That could also have been a factor in the interlocking switches not getting set correctly.

Wally Weart writes:

As I grew up in Chicago post WW II, many of these pictures bring back lots of memories, I grew up on the North Side but had family on the South Side so I was able to see a lot of Chicago streetcars and “L”s. I rode all the interurbans in the Midwest that were still operating. Please keep up your work, I really enjoy it.

We will do our best, thanks.  Keep those cards and letters coming in, folks!

-David Sadowski

New Steam Audio CD:

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

misc676-001

STEAM CDs:

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

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

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

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

Total time – 45:49

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

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

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

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

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

Help Support The Trolley Dodger

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This is our 257th post, and we are gradually creating a body of work and an online resource for the benefit of all railfans, everywhere. To date, we have received over 679,000 page views, for which we are very grateful.

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Ravenswood Rarities

CTA 4271-4272 head up a Ravenswood "A" train leaving Kimball and Lawrence on October 21, 1973. This shows how this pair of cars looked before they were renovated as part of CTA's historical fleet.

CTA 4271-4272 head up a Ravenswood “A” train leaving Kimball and Lawrence on October 21, 1973. This shows how this pair of cars looked before they were renovated as part of CTA’s historical fleet.

This time around, we have lots of classic traction photos for your consideration. For whatever reason, many of them were taken in the vicinity of Lawrence and Kimball, terminus of the CTA Brown Line (formerly known as the Ravenswood “L”).

There was a recent fantrip on the CTA “L” system, using historic cars 4271-4272. This sold out quickly, and unfortunately, we were not able to participate. But it did help raise money for two very worthy causes. Besides helping to keep these early 1920s railcars running on the CTA, funds also went to assist the Fox River Trolley Museum recover from the vandalism they suffered last year. We encourage our readers to help with these efforts by contacting those organizations directly.

We do have several images of 4271-4272 from previous fantrips, however (and one, at the top of this page, from one of the last times they were used in regular service).

Many of these images come courtesy of Bill Shapotkin. We hope that you will support Mr. Shapotkin’s efforts by attending his programs, which include the upcoming Hoosier Traction Meet this September. More about that will be found further down in this post. We also have some additional recent photo finds of our own.

Just to dispel any notion that these images always looked this way, this time we have included some “before” shots that you can contrast with the “after” ones. There is a lot of work that goes into making these images look better.

As always, if you can help provide any additional information about these photos, we would love to hear from you.

Enjoy!

-David Sadowski

PS- A few of our readers have pointed out that in our last couple of posts, clicking on the various images with your mouse would not bring up a larger version of that picture, so you can study it more closely. We have fixed that issue in this new post, and promise we will go back soon and correct it on those two as well.

From the Collections of William Shapotkin:

CTA PCC 4380 on the Wentworth line on June 16, 1958, less than a week before the end of streetcar service in Chicago.

CTA PCC 4380 on the Wentworth line on June 16, 1958, less than a week before the end of streetcar service in Chicago.

This is a duplicate slide, but started out as a 1958 Ektachrome slide, where the color layers other than red were unstable and faded badly. This left very little to work with, but I did the best I could.

This is a duplicate slide, but started out as a 1958 Ektachrome slide, where the color layers other than red were unstable and faded badly. This left very little to work with, but I did the best I could.

Here it is again, tweaked by our good friend J. J. Sedelmaier.

Here it is again, tweaked by our good friend J. J. Sedelmaier.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

This and several other similar photos were seriously underexposed.

This and several other similar photos were seriously underexposed.

CTA 2200-series "L" cars at Skokie Shops on December 11, 1976.

CTA 2200-series “L” cars at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA "Met" cars at Kimball Yard, being used either as offices or for storage, in August 1967. (Compare with the picture of these same cars a few years later, showing how they had deteriorated somewhat after being stored outdoors.)

CTA “Met” cars at Kimball Yard, being used either as offices or for storage, in August 1967. (Compare with the picture of these same cars a few years later, showing how they had deteriorated somewhat after being stored outdoors.)

CTA 5001 in the Kimball Yard on July 14, 1961.

CTA 5001 in the Kimball Yard on July 14, 1961.

Restoring this photo was particularly satisfying.

Restoring this photo was particularly satisfying.

CTA 2858 at Kimball on the Ravenswood line on April 14, 1957. I believe the occasion was a charter trip, held by the Illinois Electric Railway Museum. Don's Rail Photos: "2858 was built by Pullman in 1906 as M-WSER 858. In 1913 it was renumbered 2858 and in 1923 it became CRT 2858."

CTA 2858 at Kimball on the Ravenswood line on April 14, 1957. I believe the occasion was a charter trip, held by the Illinois Electric Railway Museum. Don’s Rail Photos: “2858 was built by Pullman in 1906 as M-WSER 858. In 1913 it was renumbered 2858 and in 1923 it became CRT 2858.”

CTA 4063 at Kimball and Lawrence on January 31, 1958.

CTA 4063 at Kimball and Lawrence on January 31, 1958.

CTA 6706 at the Kimball Yard on November 1, 1986. (Ronald J. Sullivan Photo)

CTA 6706 at the Kimball Yard on November 1, 1986. (Ronald J. Sullivan Photo)

CTA 6049-6050 at Kimball Yard on March 16, 1980.

CTA 6049-6050 at Kimball Yard on March 16, 1980.

CTA 6041-6042 at Kimball and Lawrence on March 2, 1977. (Ronald J. Sullivan Photo)

CTA 6041-6042 at Kimball and Lawrence on March 2, 1977. (Ronald J. Sullivan Photo)

CTA 4271-4272 and 3441-3442 at Lawrence and Kimball. These cars were used on a Central Electric Railfans' Association fantrip in 2000. (John Allen Photo)

CTA 4271-4272 and 3441-3442 at Lawrence and Kimball. These cars were used on a Central Electric Railfans’ Association fantrip in 2000. (John Allen Photo)

CTA 2411-2412 have derailed at Kimball Yard on August 25, 1978.

CTA 2411-2412 have derailed at Kimball Yard on August 25, 1978.

Here, a couple of old CTA "Met" cars are being used as either offices or storage at Kimball Yard in April 1974.

Here, a couple of old CTA “Met” cars are being used as either offices or storage at Kimball Yard in April 1974.

CTA 6643-6644 in the Kimball Yard on February 1, 1987.

CTA 6643-6644 in the Kimball Yard on February 1, 1987.

CTA 4387 and 4432 in the Kimball yard on July 25, 1970.

CTA 4387 and 4432 in the Kimball yard on July 25, 1970.

CTA 6165-6166 at Kimball, the outer terminal on the Ravenswood line (today's Brown Line), on May 21, 1977. (Ronald J. Sullivan Photo)

CTA 6165-6166 at Kimball, the outer terminal on the Ravenswood line (today’s Brown Line), on May 21, 1977. (Ronald J. Sullivan Photo)

CTA 6166-6165, working a westbound trip on CTA's Ravenswood Line, approaches the Kimball and Lawrence terminal on June 20, 1952.

CTA 6166-6165, working a westbound trip on CTA’s Ravenswood Line, approaches the Kimball and Lawrence terminal on June 20, 1952.

CTA 6139-6140 at Kimball and Lawrence on November 13, 1977. (Ronald J. Sullivan Photo)

CTA 6139-6140 at Kimball and Lawrence on November 13, 1977. (Ronald J. Sullivan Photo)

CTA 4271-4272 at Kimball and Lawrence., during an NRHS fantrip on December 13, 1998. During the fantrip, these cars were operated between the terminal and the storage yard, for the benefit of ticket-holders. (William Shapotkin Photo)

CTA 4271-4272 at Kimball and Lawrence., during an NRHS fantrip on December 13, 1998. During the fantrip, these cars were operated between the terminal and the storage yard, for the benefit of ticket-holders. (William Shapotkin Photo)

On December 13, 1998, CTA historic cars 4271-4272 are being operated as part of an NRHS fantrip. At left, 3455-3456 has just arrived as an in-service train, and is about to be moved to the yard. The view looks north, off the south end of track 3. (William Shapotkin Photo)

On December 13, 1998, CTA historic cars 4271-4272 are being operated as part of an NRHS fantrip. At left, 3455-3456 has just arrived as an in-service train, and is about to be moved to the yard. The view looks north, off the south end of track 3. (William Shapotkin Photo)

CTA gate car (either 280 or 390) at Kimball and Lawrence on a Central Electric Railfans' Associaiton fantrip in the 1950s. (Ken Rieger Photo)

CTA gate car (either 280 or 390) at Kimball and Lawrence on a Central Electric Railfans’ Associaiton fantrip in the 1950s. (Ken Rieger Photo)

As you can see, the original for this 1950s slide was somewhat washed out and devoid of much color.

As you can see, the original for this 1950s slide was somewhat washed out and devoid of much color.

CTA 2769-2770 at Kimball and Lawrence on a Central Electric Railfans' Association fantrip on August 29, 1994. (William Shapotkin Photo)

CTA 2769-2770 at Kimball and Lawrence on a Central Electric Railfans’ Association fantrip on August 29, 1994. (William Shapotkin Photo)

CTA 6101-6102 at Kimball and Lawrence in March 1993. (John J. Le Beau Photo)

CTA 6101-6102 at Kimball and Lawrence in March 1993. (John J. Le Beau Photo)

CTA 6139-6140 at Kimball and Lawrence on June 12, 1976. (Ronald J. Sullivan Photo)

CTA 6139-6140 at Kimball and Lawrence on June 12, 1976. (Ronald J. Sullivan Photo)

It appears CTA 6138 is at the tail end of a train that is approaching the Ravenswood terminal at Kimball and Lawrence in August 1978.

It appears CTA 6138 is at the tail end of a train that is approaching the Ravenswood terminal at Kimball and Lawrence in August 1978.

CTA articulated 5003 near Kimball and Lawrence on September 9, 1958.

CTA articulated 5003 near Kimball and Lawrence on September 9, 1958.

CTA gate car 270 at Kimball yard on September 13, 1953.

CTA gate car 270 at Kimball yard on September 13, 1953.

There is a difference between the faded-out brown here, and "Traction Orange."

There is a difference between the faded-out brown here, and “Traction Orange.”

CTA wooden "L" cars 361 and 257 in the Kimball Yard on February 4, 1951.

CTA wooden “L” cars 361 and 257 in the Kimball Yard on February 4, 1951.

CTA 6103-6104 are at the head of a 6-car Ravenswood train at Kimball and Lawrence on January 23, 1979. (Ronald J. Sullivan Photo)

CTA 6103-6104 are at the head of a 6-car Ravenswood train at Kimball and Lawrence on January 23, 1979. (Ronald J. Sullivan Photo)

A CTA single-car Skokie Swift train near Skokie Shops on December 11, 1976.

A CTA single-car Skokie Swift train near Skokie Shops on December 11, 1976.

CTA Flatcar S-300 at Skokie Shops on May 21, 1977.

CTA Flatcar S-300 at Skokie Shops on May 21, 1977.

CTA Flatcar S-324 at Skokie Shops on May 21, 1977.

CTA Flatcar S-324 at Skokie Shops on May 21, 1977.

CTA Flatcar S-329 at Skokie Shops on May 21, 1977.

CTA Flatcar S-329 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1500 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1500 at Skokie Shops on May 21, 1977.

A train of CTA 2000s (on the Lake-Dan Ryan line) are on the Loop "L" on September 13, 1976.

A train of CTA 2000s (on the Lake-Dan Ryan line) are on the Loop “L” on September 13, 1976.

The CTA Randolph and Wells station on September 13, 1976. This station has since been replaced by Washington and Wells.

The CTA Randolph and Wells station on September 13, 1976. This station has since been replaced by Washington and Wells.

I was particularly happy that I could improve this picture, which is practically monochrome.

I was particularly happy that I could improve this picture, which is practically monochrome.

At left, CTA's Tower 18, at the junction of Lake and Wells, on September 13, 1976. The view looks north.

At left, CTA’s Tower 18, at the junction of Lake and Wells, on September 13, 1976. The view looks north.

CTA articulated train at Skokie Shops in August 1986. Here, it has been repainted to its original Chicago Rapid Transit Company livery. Don's Rail Photos: '5001 was built by Pullman-Standard in 1947, #6747. It was renumbered 51 in 1963 and acquired by Fox River Trolley Museum in 1986. It was restored as 5001."

CTA articulated train at Skokie Shops in August 1986. Here, it has been repainted to its original Chicago Rapid Transit Company livery. Don’s Rail Photos: ‘5001 was built by Pullman-Standard in 1947, #6747. It was renumbered 51 in 1963 and acquired by Fox River Trolley Museum in 1986. It was restored as 5001.”

CTA Flatcar S-1501 at Skokie Shops on May 21, 1977.

CTA Flatcar S-1501 at Skokie Shops on May 21, 1977.

A CTA work train, powered by 6000-series "L" cars, including S-406, at Skokie Shops on May 21, 1977.

A CTA work train, powered by 6000-series “L” cars, including S-406, at Skokie Shops on May 21, 1977.

The CTA bridge over the Chicago & North Western, used by the Lake-Dan Ryan line, in September 1977.

The CTA bridge over the Chicago & North Western, used by the Lake-Dan Ryan line, in September 1977.

CTA 4271 at Skokie Shops on December 11, 1976.

CTA 4271 at Skokie Shops on December 11, 1976.

The front trucks of CTA 4271, at Skokie Shops on December 11, 1976.

The front trucks of CTA 4271, at Skokie Shops on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

A CTA single-car unit, equipped with an airfoil pan trolley, on the Skokie Swift on December 11, 1976.

If you are used to seeing old slides that look this way, you may not realize that much of the original color has faded, or that it is even possible to bring it back now.

If you are used to seeing old slides that look this way, you may not realize that much of the original color has faded, or that it is even possible to bring it back now.

A train of CTA 2200-series "L" cars at Clinton on the Lake branch of the Lake-Dan Ryan line in September 1977. the view looks west.

A train of CTA 2200-series “L” cars at Clinton on the Lake branch of the Lake-Dan Ryan line in September 1977. the view looks west.

A train of CTA 2000-series "L" cars, running on the Lake-Dan Ryan line, approaches the bridge over the Chicago & North Western in September 1977, heading westbound.

A train of CTA 2000-series “L” cars, running on the Lake-Dan Ryan line, approaches the bridge over the Chicago & North Western in September 1977, heading westbound.

Bringing back the color in this shot made this photo into something special.

Bringing back the color in this shot made this photo into something special.

A train of CTA 2000-series "L" cars at Clinton on the Lake Street "L" (today's Green Line) in September 1977.

A train of CTA 2000-series “L” cars at Clinton on the Lake Street “L” (today’s Green Line) in September 1977.

A CTA single-car unit, equipped with trolley poles, is running on the Evanston branch near Howard on May 28, 1977. Although overhead wire was no longer being used on Evanston, poles were left on a few such cars to serve as backups on the Skokie Swift if needed.

A CTA single-car unit, equipped with trolley poles, is running on the Evanston branch near Howard on May 28, 1977. Although overhead wire was no longer being used on Evanston, poles were left on a few such cars to serve as backups on the Skokie Swift if needed.

CTA Line Car S-606 at Howard Yard on May 28, 1977. Don's Rail Photos: "S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum." With the demise of the ITM site in Noblesville, Indiana in 2018, the 606 was acquired by another group, with the intention of restoring it.

CTA Line Car S-606 at Howard Yard on May 28, 1977. Don’s Rail Photos: “S-606 was built by Cincinnati in January 1923, #2620, as Chicago North Shore & Milwaukee 606. In 1963 it became CTA S-606 and burned in 1978. The remains were sold to the Indiana Transportation Museum.” With the demise of the ITM site in Noblesville, Indiana in 2018, the 606 was acquired by another group, with the intention of restoring it.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

CTA historic cars 4271-4272 on the Skokie Swift on December 11, 1976.

The east side of Skokie Shops on December 11, 1976.

The east side of Skokie Shops on December 11, 1976.

The CTA junction of Lake and Wells, by Tower 18, on September 13, 1976.

The CTA junction of Lake and Wells, by Tower 18, on September 13, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA MoW car S-365 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

CTA Wheel Car S-313 at Skokie Shops on December 11, 1976.

The CTA Skokie Swift (today's Yellow Line) on December 11, 1976.

The CTA Skokie Swift (today’s Yellow Line) on December 11, 1976.

A CTA single car unit on the Skokie Swift (today's Yellow Line), on May 28, 1977.

A CTA single car unit on the Skokie Swift (today’s Yellow Line), on May 28, 1977.

CTA 6000s on the Evanston branch at Howard Yard on May 28, 1977.

CTA 6000s on the Evanston branch at Howard Yard on May 28, 1977.

A CTA 6000-series "L" car at Skokie Shops on December 11, 1976.

A CTA 6000-series “L” car at Skokie Shops on December 11, 1976.

Hoosier Traction 2019

This PDF file explains what’s happening in Indianapolis this September 6-7:

hoosiertractionmeet_2019_05_public

Recent Finds

Steinway Lines Birney car 1660 in September 1937, signed for the H line in Pelham Manor, NY. According to a knowledgable historian: "There's a rather long story behind this. Yes, it's a Steinway car, and yes, it's on the TARS line in Westchester County. (The specific line was the route from New Rochelle to Pelham Manor.) Fontaine Fox, a Pelham native and creator of the "Toonerville Trolley" cartoons, said that he used this line as his original inspiration for the cartoon. So when the line was discontinued in 1937, the locals put on a big celebration at which Fox held forth as honored guest. For the occasion, TARS imported the Birney from Queens as the closest thing to the Toonerville Trolley. (Normal service was TARS convertibles or 700s.) The photo shows the car some time before or after the ceremony."

Steinway Lines Birney car 1660 in September 1937, signed for the H line in Pelham Manor, NY. According to a knowledgable historian: “There’s a rather long story behind this. Yes, it’s a Steinway car, and yes, it’s on the TARS line in Westchester County. (The specific line was the route from New Rochelle to Pelham Manor.) Fontaine Fox, a Pelham native and creator of the “Toonerville Trolley” cartoons, said that he used this line as his original inspiration for the cartoon. So when the line was discontinued in 1937, the locals put on a big celebration at which Fox held forth as honored guest. For the occasion, TARS imported the Birney from Queens as the closest thing to the Toonerville Trolley. (Normal service was TARS convertibles or 700s.) The photo shows the car some time before or after the ceremony.”

Prewar Chicago PCC 7010 is at the western terminal of Route 63 - 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were "tiger stripes," intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Prewar Chicago PCC 7010 is at the western terminal of Route 63 – 63rd Street, located at 63rd Place and Narragansett Avenue. After streetcars were cut back to this loop in 1948 (double-ended cars had previously gone a half mile west to Oak Park Avenue) this became a transfer point for buses heading west. This bus is heading to Argo, which is not the name of a suburb, but the name of a factory in suburban Summit that produced Argo corn starch. If you could see the front of the PCC, there were “tiger stripes,” intended to make the cars more visible to motorists and pedestrians. PCCs ran on 63rd Street from 1948-52. (William Hoffman Photo, Wien-Criss Archive)

Here, we see CTA PCC 7236, a postwar product of the St. Louis Car Company. Jeff Wien: "It is on Western Avenue Avenue during the one man period 1955-56. Because of the grass in the foreground, it seems park-like, which was the case where Western Avenue was paralleled by Western Blvd., which I believe extended from Archer to Garfield. I would guess that the slide is on Western Ave south of Archer." (Wien-Criss Archive)

Here, we see CTA PCC 7236, a postwar product of the St. Louis Car Company. Jeff Wien: “It is on Western Avenue Avenue during the one man period 1955-56. Because of the grass in the foreground, it seems park-like, which was the case where Western Avenue was paralleled by Western Blvd., which I believe extended from Archer to Garfield. I would guess that the slide is on Western Ave south of Archer.” (Wien-Criss Archive)

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car 18, a double-ended product of St. Louis Car Company that closely resembled a PCC but had conventional running gear, at the end of the line in West Chester. Rail service on this long interurban line was replaced by buses in June 1954.

Philadelphia Suburban Transportation Company (aka Red Arrow Lines) car 18, a double-ended product of St. Louis Car Company that closely resembled a PCC but had conventional running gear, at the end of the line in West Chester. Rail service on this long interurban line was replaced by buses in June 1954.

CTA 4355 and it's semi-permanently attached mate (not sure of the #) at Marion Street, on the ground level portion of the Lake Street "L", on September 10, 1957.

CTA 4355 and it’s semi-permanently attached mate (not sure of the #) at Marion Street, on the ground level portion of the Lake Street “L”, on September 10, 1957.

Chicago Aurora & Elgin car 50 (with 44 at left) at the Wheaton yards on September 13, 1953. (Robert Selle Photo)

Chicago Aurora & Elgin car 50 (with 44 at left) at the Wheaton yards on September 13, 1953. (Robert Selle Photo)

Chicago Aurora & Elgin car 428 at the Forest Park loop at DesPlaines Avenue on October 10, 1953. Less than a month earlier, CA&E trains stopped running downtown, and a new terminal arrangement was hurriedly put into use, so riders could switch between CA&E and CTA trains. (Robert Selle Photo)

Chicago Aurora & Elgin car 428 at the Forest Park loop at DesPlaines Avenue on October 10, 1953. Less than a month earlier, CA&E trains stopped running downtown, and a new terminal arrangement was hurriedly put into use, so riders could switch between CA&E and CTA trains. (Robert Selle Photo)

A three-car Chicago Aurora & Elgin train , including cars 316 and 314, as seen from the Halsted Street platform of the Garfield Park "L". The view looks east on June 18, 1953, about three months before CA%E service was cut back to Forest Park. (Robert Selle Photo)

A three-car Chicago Aurora & Elgin train , including cars 316 and 314, as seen from the Halsted Street platform of the Garfield Park “L”. The view looks east on June 18, 1953, about three months before CA%E service was cut back to Forest Park. (Robert Selle Photo)

Someone gave me this slide. I am not sure of the circumstances, but it seems to show Blue Bird Coach Lines bus #1.

Someone gave me this slide. I am not sure of the circumstances, but it seems to show Blue Bird Coach Lines bus #1.

This is an interesting photo for several reasons. It shows the temporary ground-level operation on the Garfield Park "L" in the south portion of Van Buren Street, used from 1953-58 while construction of the new Congress rapid transit line was underway in the nearby expressway. But this is not a regular service train-- it's a fantrip for the Illinois Electric Railway Museum. By the time this photo was taken (1958), wooden "L" cars were no longer in use on this line. The second car has been repainted for use in work service. We are at Van Buren and Ogden. In the distance, you can see the old Paulina "L" crossing Ogden. By this time, it was being used by Douglas Park trains to reach the Lake Street "L", as the Pink Line does today.

This is an interesting photo for several reasons. It shows the temporary ground-level operation on the Garfield Park “L” in the south portion of Van Buren Street, used from 1953-58 while construction of the new Congress rapid transit line was underway in the nearby expressway. But this is not a regular service train– it’s a fantrip for the Illinois Electric Railway Museum. By the time this photo was taken (1958), wooden “L” cars were no longer in use on this line. The second car has been repainted for use in work service. We are at Van Buren and Ogden. In the distance, you can see the old Paulina “L” crossing Ogden. By this time, it was being used by Douglas Park trains to reach the Lake Street “L”, as the Pink Line does today.

Chicago Aurora & Elgin interurban box motor 5 at Wheaton in 1949.

Chicago Aurora & Elgin interurban box motor 5 at Wheaton in 1949.

A single CTA wooden "L" car heads east on the ground-level portion of the Lake Street "L" circa 1955. This was relocated onto the adjacent Chicago & North Western embankment in 1962.

A single CTA wooden “L” car heads east on the ground-level portion of the Lake Street “L” circa 1955. This was relocated onto the adjacent Chicago & North Western embankment in 1962.

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

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

Recent Correspondence

Andre Kristopans
writes:

In 1935 CSL and CRT began exchanging transfers. In 1936 CMC and CRT transfers followed.Some time soon, exact date unknown to me, CRT and West Towns transfers followed, but these were gone sometime after 1938. Each transfer type was its own color as follows:

CRT to CSL – yellow (actually “newsprint?”)
CRT to CMC – green
CRT to West Towns – pink
CSL to CRT – blue
CMC to CRT – unknown to me
CWT to CRT – unknown – any ideas what they looked like?

In 1943 CSL and CMC transfers began and colors were revised:

CRT – CSL – blue
CRT – CMC – green
CMC – CSL – pink

Around 1947 CMC to CSL and CRT became orange. Once CTA was formed all L transfers became blue, both to CTA durface system and to CMC, while surface to CMC remained green and CMC to CTA surface or L remained orange. In 1953 orange transfers were eliminated as former CMC routes were put on regular surface transfers. L transfers remained blue until about 1962 when they became green.

If anybody has any additional information or can offer any corrections, they would be very welcomed!

Jon Roma writes:

I can offer the attached color image of CNS&M/C&NW Ryan Tower, given your recent feature on the subject along with the statement that there are few shots of the location. This is digitized from a slide by unknown photographer that resides in my collection; it’s obviously a railfan excursion taken on or about March 1962. Please feel free to use if you’d like.

We thank all our contributors!

TRACTION AUDIO, NOW AVAILABLE ON COMPACT DISC:

CDLayout33p85

RRCNSLR
Railroad Record Club – North Shore Line Rarities 1955-1963
# of Discs – 1
Price: $15.99

Railroad Record Club – North Shore Line Rarities 1955-1963

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

Total time – 73:14


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

The Trolley Dodger On the Air

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

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

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

Order Our New Book Building Chicago’s Subways

There were three subway anniversaries in 2018 in Chicago:
60 years since the West Side Subway opened (June 22, 1958)
75 years since the State Street Subway opened (October 17, 1943)
80 years since subway construction started (December 17, 1938)

To commemorate these anniversaries, we have written a new book, Building Chicago’s Subways.

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

Bibliographic information:

Title Building Chicago’s Subways
Images of America
Author David Sadowski
Edition illustrated
Publisher Arcadia Publishing (SC), 2018
ISBN 1467129380, 9781467129381
Length 128 pages

Chapter Titles:
01. The River Tunnels
02. The Freight Tunnels
03. Make No Little Plans
04. The State Street Subway
05. The Dearborn-Milwaukee Subway
06. Displaced
07. Death of an Interurban
08. The Last Street Railway
09. Subways and Superhighways
10. Subways Since 1960

Building Chicago’s Subways is in stock and now available for immediate shipment. Order your copy today! All copies purchased through The Trolley Dodger will be signed by the author.

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

For Shipping to US Addresses:

For Shipping to Canada:

For Shipping Elsewhere:

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

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

Help Support The Trolley Dodger

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A Long Time Gone

Chicago postwar PCC 7216 is shown heading south on Clark at Harrison on March 11, 1958. I was attracted to this shot since the woman and child who are about to board could just as well be me and my mother at that time. (Photo by A. Goddard)

Chicago postwar PCC 7216 is shown heading south on Clark at Harrison on March 11, 1958. I was attracted to this shot since the woman and child who are about to board could just as well be me and my mother at that time. (Photo by A. Goddard)

June 21st marks 60 years since the last Chicago streetcar ran. If you consider that 80 years is, perhaps, about an average lifespan, that means 3/4ths of such a time has now passed since that historic event.

The number of people still living who rode Chicago streetcars is dwindling, and is certainly only a small fraction of the current population. At age 63, I must be among the youngest people who can say they rode a Chicago streetcar on the streets of Chicago, much less remember it.

But the number of people who have taken a ride on a Chicago streetcar does increase, since there are a number of them that are operable at the Illinois Railway Museum in Union. The Seashore Trolley Museum (Kennebunkport, ME) has another car (225) that is operated infrequently.

The experience of riding at a railway museum is, of necessity, somewhat different than what people experienced 60+ years ago on the streets of Chicago. However, as a “streetcar renaissance” is underway across the country in various cities, the number of track miles in city streets has been increasing. In those places, it is possible to experience something more like what Chicago once had.

Milwaukee, Wisconsin will soon join that list, just 90 miles north of Chicago. After a similar 60-year gap in streetcar service, their first new line, aka “The Hop,” is expected to begin service mid-November. (You can read our recent update here. Since our article appeared, the new cars have begun testing out on the streets.)

Interestingly, a heritage trolley recently began service in Rockford, Illinois, which is also about 90 miles from Chicago.

For the past 18 years, Kenosha, Wisconsin (about 65 miles from Chicago) has operated a tourist trolley, which you can even reach using Metra‘s Union Pacific North Line.

Perhaps the streetcar line that would offer a ride closest to what Chicagoans could once experience, however, is the SEPTA #15 Girard Avenue line in Philadelphia, which is operated with modernized PCC cars.

I can also recommend the Muni F-Market and Wharves line in San Francisco, which operates using a variety of historic equipment.

Anyway you look at it, this anniversary is a good excuse to feature some classic Chicago traction photos, which we hope you will enjoy.

But wait– there’s more!

June 22, 1958 is another important date in Chicago transit history. 60 years ago, a new CTA rapid transit line opened in the median of the Congress (now Eisenhower) expressway. This line, also known as the “West Side Subway,” replaced the Garfield Park “L” and was the culmination of plans made 20 years before.

Another important anniversary is approaching on October 17th– the 75th anniversary of the opening of Chicago’s first subway. In December, it will be 80 years since subway construction began.

For these reasons, and more, we have written a new book called Building Chicago’s Subways, to be released by Arcadia Publishing this October 1st. Information about how to pre-order this book appears further down in this post.

The idea for Building Chicago’s Subways first came to me a few years ago, when I realized these important anniversaries were approaching. A few months after the publication of Chicago Trolleys last fall, I pitched the idea to Arcadia, and that is when the real work began.

Much additional research had to be done. I read everything I could find on the subject. Photos came from my own collections and those of other collectors, who have graciously permitted their use in this project.

Here is a short description of the book:

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!

The story goes back much further than that… before there were rapid transit tunnels, there were tunnels under the Chicago River, used by cable cars and streetcars. In the early 1900s, private enterprise built an extensive system of freight tunnels under the downtown area. And there was about 40 years of wrangling over what kind of subway to build, where to build it, and who should pay for it.

I found it a fascinating tale, and am gratified that I have been able to complete this new book in time for the anniversary, and within the living memory of Chicagoans who were here to witness these events 75 long years ago. The State Street, Dearborn-Milwaukee and West Side Subways have changed life for everyday Chicagoans forever.

-David Sadowski

PS- The Chicago Transit Authority posted this excellent video showing the last run of car 7213 in the early morning hours of June 21, 1958 (the June 22 date in the video is not correct):

Jeffrey L. Wien and I, along with the late Bradley Criss, collaborated on the book Chicago Streetcar Pictorial: The PCC Car Era, 1936-1958, published in 2015 as Bulletin 146 of the Central Electric Railfans’ Association.

For this anniversary, I asked Mr. Wien, who rode on the last Chicago streetcar, to reminisce for our readers:

Today, June 21, 2018, marks the 60th anniversary of my ride on the Last Chicago Streetcar with my high school friend Greer Nielsen. Thinking back 60 years I recall that it was a very melancholy event, one that remained in my mind for the rest of my life.

Thinking back 60 years can be a challenging task, but I do remember that it was a warm and muggy night on that last ride. CTA PCC 7213 was the last car on the shortened route 22 Wentworth line. The last run south from Clark and Kinzie began around 4am. There were probably at least 100 people crammed into that car so that they could say that they rode the Last Chicago Streetcar. As the car headed south through the Loop headed to 81st and Halsted, the group was quite loud and raucous, but as we went farther and farther south, the crowd quieted down, perhaps because we wanted to hear the sound of the streetcar in the streets of Chicago for the very last time.

When we arrived at 81st and Halsted, everyone got off the car for photos, private and official, and then reboarded the car for the last time for the short trip to Vincennes and 78th where the car pulled off of the street. It was about 6:15am by that point in time, and the Sun was just rising.

As the 7213 pulled away from Vincennes Avenue heading into the Rising Sun, we knew that we had witnessed an historic event in the history of Chicago. 99 years of traction history in Chicago ended at that moment. For me, it was a very sad moment for it was like losing a very good friend.

Jeff Wien

Chicago Area Recent Finds

Chicago's PCCs did not operate in multiple units, but you would be forgiven for thinking so from this photo. Car 4172 and a very close follower are heading south at Clark and Division circa 1950. Note there are not yet any advertising brackets on the sides of the PCCs. At right, there is an entrance to a CTA subway station, which is today part of the Red Line.

Chicago’s PCCs did not operate in multiple units, but you would be forgiven for thinking so from this photo. Car 4172 and a very close follower are heading south at Clark and Division circa 1950. Note there are not yet any advertising brackets on the sides of the PCCs. At right, there is an entrance to a CTA subway station, which is today part of the Red Line.

CTA PCC 4366, a Pullman, heads north on diversion trackage on Halsted at Congress in 1950. This was necessitated by construction of the bridge that would go over the Congress expressway (now the Eisenhower, I290). Bridges that crossed the highway were the first things built, since traffic could be routed around them. Once a bridge was finished, the area around it could be dug out.

CTA PCC 4366, a Pullman, heads north on diversion trackage on Halsted at Congress in 1950. This was necessitated by construction of the bridge that would go over the Congress expressway (now the Eisenhower, I290). Bridges that crossed the highway were the first things built, since traffic could be routed around them. Once a bridge was finished, the area around it could be dug out.

CTA PCC 7148, running northbound on Route 36 - Broadway, turns from Broadway onto westbound Devon in 1955, with the Howard line "L" in the background. The date written on this slide mount was 8-14-56, but the turning car has a 1955 Illinois license plate on it, so perhaps the correct date is 8-14-55. (William Shapotkin Collection)

CTA PCC 7148, running northbound on Route 36 – Broadway, turns from Broadway onto westbound Devon in 1955, with the Howard line “L” in the background. The date written on this slide mount is 8-14-56, but the turning car has a 1955 Illinois license plate on it, so perhaps the correct date is 8-14-55. (William Shapotkin Collection)

CTA Pullman-built PCC 4124 is eastbound on Route 20 - Madison at Cicero Avenue in 1953. The PCC is signed for Kedzie, so it is most likely a tripper, heading back to the barn. Streetcar service on the main portion of Madison ended on December 13, 1953.

CTA Pullman-built PCC 4124 is eastbound on Route 20 – Madison at Cicero Avenue in 1953. The PCC is signed for Kedzie, so it is most likely a tripper, heading back to the barn. Streetcar service on the main portion of Madison ended on December 13, 1953.

The same building as in the previous picture.

The same building as in the previous picture.

Rust never sleeps, as the saying goes, and that is evident in this picture of a Chicago Surface Lines (now CTA, but still sporting a CSL logo) electric loco as it looked in the 1950s. Behind it is one of the CSL trailers that were used during the 1920s, pulled along behind other streetcars. Once ridership dropped during the Great Depression, these were used for storage at various CSL yards.

Rust never sleeps, as the saying goes, and that is evident in this picture of a Chicago Surface Lines (now CTA, but still sporting a CSL logo) electric loco as it looked in the 1950s. Behind it is one of the CSL trailers that were used during the 1920s, pulled along behind other streetcars. Once ridership dropped during the Great Depression, these were used for storage at various CSL yards.

In August 1960, a four-car train of CTA 4000-series cars heads west on the ground-level portion of the Lake Street "L". Since it appears there are passengers waiting for a Chicago & North Western commuter train on the adjacent embankment, I would say it's possible the location is near Marion Street in suburban Oak Park. The outer 2.5 miles of the Lake route were relocated onto the embankment in October 1962.

In August 1960, a four-car train of CTA 4000-series cars heads west on the ground-level portion of the Lake Street “L”. Since it appears there are passengers waiting for a Chicago & North Western commuter train on the adjacent embankment, I would say it’s possible the location is near Marion Street in suburban Oak Park. The outer 2.5 miles of the Lake route were relocated onto the embankment in October 1962.

CTA 4295 heads up a train in Oak Park on the ground-level portion of the Lake Street "L" on August 7, 1954. (Photo by Mark D. Meyer)

CTA 4295 heads up a train in Oak Park on the ground-level portion of the Lake Street “L” on August 7, 1954. (Photo by Mark D. Meyer)

Two CTA 4000s go up the ramp on Lake Street, just west of Laramie, to rejoin the steel "L" structure east of here on November 30, 1952. (Robert Selle Photo)

Two CTA 4000s go up the ramp on Lake Street, just west of Laramie, to rejoin the steel “L” structure east of here on November 30, 1952. (Robert Selle Photo)

In September 1959, we see a two-car train of CTA 4000s, preparing to head east. I believe the location is Marion Street in Oak Park and not Marengo Avenue in Forest Park as written on the slide mount. Marengo is a short distance west of Harlem, and although Lake Street trains did go there, the buildings in this picture match Marion. We have another picture in this post showing what the area west of Harlem actually looked like. (William Shapotkin Collection)

In September 1959, we see a two-car train of CTA 4000s, preparing to head east. I believe the location is Marion Street in Oak Park and not Marengo Avenue in Forest Park as written on the slide mount. Marengo is a short distance west of Harlem, and although Lake Street trains did go there, the buildings in this picture match Marion. We have another picture in this post showing what the area west of Harlem actually looked like. (William Shapotkin Collection)

Photographer Bob Selle notes: Two-car "L" train (4420 at right) on Lake Street line just west of Harlem Avenue." In the distance, you can see the actual terminal. Not that many people boarded there, compared to the Marion Street station just east of Harlem Avenue. This picture was taken on May 1, 1955.

Photographer Bob Selle notes: Two-car “L” train (4420 at right) on Lake Street line just west of Harlem Avenue.” In the distance, you can see the actual terminal. Not that many people boarded there, compared to the Marion Street station just east of Harlem Avenue. This picture was taken on May 1, 1955.

A close-up of the previous picture, showing some wavy track and the actual station and bumper post (or is it turned-up rail?) at the west end of the Lake Street "L" prior to 1962. Riders could board trains at the station, which was located about two blocks west of Harlem Avenue.

A close-up of the previous picture, showing some wavy track and the actual station and bumper post (or is it turned-up rail?) at the west end of the Lake Street “L” prior to 1962. Riders could board trains at the station, which was located about two blocks west of Harlem Avenue.

CTA one-man car 3125, heading west on Route 16, is turning north from Lake Street onto Pine Street, where Lake takes a jog. In the process, it crosses the ground-level Lake Street "L". This picture was taken on September 26, 1953. (Robert Selle Photo)

CTA one-man car 3125, heading west on Route 16, is turning north from Lake Street onto Pine Street, where Lake takes a jog. In the process, it crosses the ground-level Lake Street “L”. This picture was taken on September 26, 1953. (Robert Selle Photo)

A two-car train of 4000s is on the Lake Street "L" during construction of the Northwest (now Kennedy) expressway on February 25, 1958. The new highway opened in 1960. Further south, the Garfield Park "L" also crossed the highway footprint and had to be shored up around the same time this photo was taken. But once the new Congress rapid transit line opened on June 22, 1958 the Garfield line was no longer needed and the structure was removed where it crossed the highway, cutting the line off from the rest of the system. The remaining portions of structure west of there were removed in 1959; east of there, parts remained until 1964. The Lake Street "L", on the other hand, rechristened the Green Line, is still here.

A two-car train of 4000s is on the Lake Street “L” during construction of the Northwest (now Kennedy) expressway on February 25, 1958. The new highway opened in 1960. Further south, the Garfield Park “L” also crossed the highway footprint and had to be shored up around the same time this photo was taken. But once the new Congress rapid transit line opened on June 22, 1958 the Garfield line was no longer needed and the structure was removed where it crossed the highway, cutting the line off from the rest of the system. The remaining portions of structure west of there were removed in 1959; east of there, parts remained until 1964. The Lake Street “L”, on the other hand, rechristened the Green Line, is still here.

In this picture, taken in April 1964, we see the back end of a CTA two-car train of 4000s as they head east at Halsted on the Lake Street "L". By this time, the western portion of the line had been relocated onto the C&NW embankment, and therefore there was no further need to use overhead wire. But the new 2000-series "L" cars had not yet replaced the 4000s in this line, which they would do shortly. This station, built in 1892-93, was closed in 1994 for the Green Line rehabilitation project, but never reopened. It was demolished in 1996 and the new Morgan station, two blocks to the west, more or less replaced it when it opened in 2012.

In this picture, taken in April 1964, we see the back end of a CTA two-car train of 4000s as they head east at Halsted on the Lake Street “L”. By this time, the western portion of the line had been relocated onto the C&NW embankment, and therefore there was no further need to use overhead wire. But the new 2000-series “L” cars had not yet replaced the 4000s in this line, which they would do shortly. This station, built in 1892-93, was closed in 1994 for the Green Line rehabilitation project, but never reopened. It was demolished in 1996 and the new Morgan station, two blocks to the west, more or less replaced it when it opened in 2012.

On August 13, 1964 CTA single-car unit 45 prepares to stop at Isabella station on the Evanston line. The car is signed as an Evanston Express, but I do not think it would have operated downtown as a single car. Therefore, it must be in Evanston shuttle service. (August 13, 1964 was a Thursday, so the Evanston Express was running that day, though.) (Photo by Douglas N. Grotjahn)

On August 13, 1964 CTA single-car unit 45 prepares to stop at Isabella station on the Evanston line. The car is signed as an Evanston Express, but I do not think it would have operated downtown as a single car. Therefore, it must be in Evanston shuttle service. (August 13, 1964 was a Thursday, so the Evanston Express was running that day, though.) (Photo by Douglas N. Grotjahn)

CTA red Pullmans 521 (on Ashland) and 640 (on 63rd Street) meet on May 14, 1953. This was near the end of streetcar service on 63rd. By then, PCC cars had been transferred from 63rd to Cottage Grove. The Curtis restaurant, located in this vicinity but behind the photographer, was a favorite of my parents. It is perhaps no coincidence that I have a brother named Curtis. (Robert Selle Photo)

CTA red Pullmans 521 (on Ashland) and 640 (on 63rd Street) meet on May 14, 1953. This was near the end of streetcar service on 63rd. By then, PCC cars had been transferred from 63rd to Cottage Grove. The Curtis restaurant, located in this vicinity but behind the photographer, was a favorite of my parents. It is perhaps no coincidence that I have a brother named Curtis. (Robert Selle Photo)

CTA PCC 4095, built by Pullman, has just left the Madison-Austin loop on the west end of Route 20 on June 1, 1953. Buses continue to use this loop today, although it has been somewhat reconfigured. (Robert Selle Photo)

CTA PCC 4095, built by Pullman, has just left the Madison-Austin loop on the west end of Route 20 on June 1, 1953. Buses continue to use this loop today, although it has been somewhat reconfigured. (Robert Selle Photo)

CTA 4271-4272 head up a northbound Evanston Express train passing through the Chicago Avenue station on June 26, 1958. These two cars, which were originally independent but were converted to semi-permanent "married pairs" in the 1950s, are still on CTA property and within a few years will celebrate their centennial. When the last of the 4000-series "L" cars were retired in 1973, these were chosen for preservation as historic cars. They are occasionally used for special events. (Robert Selle Photo)

CTA 4271-4272 head up a northbound Evanston Express train passing through the Chicago Avenue station on June 26, 1958. These two cars, which were originally independent but were converted to semi-permanent “married pairs” in the 1950s, are still on CTA property and within a few years will celebrate their centennial. When the last of the 4000-series “L” cars were retired in 1973, these were chosen for preservation as historic cars. They are occasionally used for special events. (Robert Selle Photo)

CTA red Pullman 270 is on Cicero at North Avenue, where Cicero took a bit of a jog which has since been somewhat straightened out. The date is July 19, 1948. (William Shapotkin Collection)

CTA red Pullman 270 is on Cicero at North Avenue, where Cicero took a bit of a jog which has since been somewhat straightened out. The date is July 19, 1948. (William Shapotkin Collection)

CTA trolleybus 9219 on Route 77 - Belmont, running eastbound at approximately 952 W. Belmont (near Sheffield). The photographer was up on the north-south "L" platform. (William Shapotkin Collection)

CTA trolleybus 9219 on Route 77 – Belmont, running eastbound at approximately 952 W. Belmont (near Sheffield). The photographer was up on the north-south “L” platform. (William Shapotkin Collection)

The building in the previous picture is still there. For several years, there was a club on the second floor, first called the Quiet Knight, later on Tut's. I attended many great concerts there in the 1970s and 80s.

The building in the previous picture is still there. For several years, there was a club on the second floor, first called the Quiet Knight, later on Tut’s. I attended many great concerts there in the 1970s and 80s.

Chicago Surface Lines 1775 crosses the Chicago River at Wabash Avenue on May 30, 1945, promoting the WAVES (Women Accepted for Volunteer Emergency Service). The nearby State Street bridge was out of service from 1939 to 1949 due to subway construction and wartime materials shortages.

Chicago Surface Lines 1775 crosses the Chicago River at Wabash Avenue on May 30, 1945, promoting the WAVES (Women Accepted for Volunteer Emergency Service). The nearby State Street bridge was out of service from 1939 to 1949 due to subway construction and wartime materials shortages.

CSL 1775, decorated to promote the SPARS*, is on 119th one block west of Halsted in August 1943. Car 1775 was chosen for patriotic duty because that was the year the Revolutionary War broke out, with the Battles of Lexington and Concord. *The United States Coast Guard (USCG) Women's Reserve, better known as the SPARS, was the World War II women's branch of the USCG Reserve. It was established by the United States Congress and signed into law by President Franklin D. Roosevelt on 23 November 1942.

CSL 1775, decorated to promote the SPARS*, is on 119th one block west of Halsted in August 1943. Car 1775 was chosen for patriotic duty because that was the year the Revolutionary War broke out, with the Battles of Lexington and Concord.
*The United States Coast Guard (USCG) Women’s Reserve, better known as the SPARS, was the World War II women’s branch of the USCG Reserve. It was established by the United States Congress and signed into law by President Franklin D. Roosevelt on 23 November 1942.

On August 25, 1946 CSL one-man car 3093 is running outbound on private right-of-way between Morgan and Throop on Route 23, Morgan-Racine-Sangamon.

On August 25, 1946 CSL one-man car 3093 is running outbound on private right-of-way between Morgan and Throop on Route 23, Morgan-Racine-Sangamon.

On May 25, 1958 we see CTA two-man PCCs 7206 and 4390 at 78th and Wentworth (South Shops). Both were products of St. Louis Car Company, as all 310 postwar Pullman PCCs had been scrapped by then for the "PCC conversion program" that used some of their parts in new 6000-series rapid transit cars. In spite of the roll signs shown here, Chicago streetcars were limited to running on a single route between downtown and the south side. The last northside car ran in 1957. (Robert Selle Photo)

On May 25, 1958 we see CTA two-man PCCs 7206 and 4390 at 78th and Wentworth (South Shops). Both were products of St. Louis Car Company, as all 310 postwar Pullman PCCs had been scrapped by then for the “PCC conversion program” that used some of their parts in new 6000-series rapid transit cars. In spite of the roll signs shown here, Chicago streetcars were limited to running on a single route between downtown and the south side. The last northside car ran in 1957. (Robert Selle Photo)

CTA PCC 7151, a product of St. Louis Car Company, heads south on Route 49 - Western at North Avenue in 1953. The "L" station behind it was part of the Humboldt Park branch, which was abandoned in 1952. Once the station was closed, signs advertising "L" service were removed although I don't believe this portion of the structure was removed until the early 1960s. Note that riders at this safety island are boarding at the rear, as this is a two-man car.

CTA PCC 7151, a product of St. Louis Car Company, heads south on Route 49 – Western at North Avenue in 1953. The “L” station behind it was part of the Humboldt Park branch, which was abandoned in 1952. Once the station was closed, signs advertising “L” service were removed although I don’t believe this portion of the structure was removed until the early 1960s. Note that riders at this safety island are boarding at the rear, as this is a two-man car.

CTA 4393 is at the 79th and Western loop, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA 4393 is at the 79th and Western loop, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA PCC 4376 is turning into the loop at 79th and Western, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

CTA PCC 4376 is turning into the loop at 79th and Western, south end of Route 49, on July 19, 1954. (Robert Selle Photo)

On May 1, 1955 CERA held a fantrip using 2800-series wooden "L" cars. Here, the train makes a photo stop at DesPlaines Avenue in Forest Park, then the western end of the Garfield Park "L". The terminal had been reconfigured in 1953 when CA&E trains stopped running downtown. It would be reconfigured again in 1959. By 1960, the Congress expressway was extended through this area. (Robert Selle Photo)

On May 1, 1955 CERA held a fantrip using 2800-series wooden “L” cars. Here, the train makes a photo stop at DesPlaines Avenue in Forest Park, then the western end of the Garfield Park “L”. The terminal had been reconfigured in 1953 when CA&E trains stopped running downtown. It would be reconfigured again in 1959. By 1960, the Congress expressway was extended through this area. (Robert Selle Photo)

CTA two-man arch roof car 3189 is southbound on Halsted Street near the Garfield Park "L" overpass, south of Van Buren Street on September 17, 1953. As had previously happened with 63rd Street, PCCs had been taken off this route and replaced by older red cars for the final few months of service. 3189 is on the bridge that would eventually go over the Congress expressway, which was then under construction. (Robert Selle Photo)

CTA two-man arch roof car 3189 is southbound on Halsted Street near the Garfield Park “L” overpass, south of Van Buren Street on September 17, 1953. As had previously happened with 63rd Street, PCCs had been taken off this route and replaced by older red cars for the final few months of service. 3189 is on the bridge that would eventually go over the Congress expressway, which was then under construction. (Robert Selle Photo)

Here's what photographer Bob Selle wrote on this negative envelope: ""L" cars fresh from the paint shops, MU-coupled, for trip to South side "L" lines: deck roofer 2912 and steel car 4224 at Quincy and Wells platform. June 14th, 1955."

Here’s what photographer Bob Selle wrote on this negative envelope: “”L” cars fresh from the paint shops, MU-coupled, for trip to South side “L” lines: deck roofer 2912 and steel car 4224 at Quincy and Wells platform. June 14th, 1955.”

CSL 4062 was the first postwar PCC put into service. It was built by Pullman. Here, we see it as delivered at 78th and Vincennes on September 30, 1946. Note the different paint scheme the first cars had in the "standee" windows area.

CSL 4062 was the first postwar PCC put into service. It was built by Pullman. Here, we see it as delivered at 78th and Vincennes on September 30, 1946. Note the different paint scheme the first cars had in the “standee” windows area.

CSL 298 is on Wabash at Cermak on September 14, 1934.

CSL 298 is on Wabash at Cermak on September 14, 1934.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, "I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67." Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

This picture of CTA one-man car 3236, taken on January 14, 1950 shows it crossing Maplewood Avenue on what is obviously an east-west trolley line. John F. Bromley, who sold me this negative, was unsure of the location. Jeff Wien writes, “I would guess that it is at 71st & Maplewood. Bill Hoffman lived all of his life at 6664 S. Maplewood which was a half mile north. Maplewood is a block or two west of Western. Route 67 covered 67th, 69th and 71st as far west as California (2800). Maplewood is around 2600 West. Check out the streets to see if I am correct. The one man cars were used on route 67.” Looks like Jeff is correct, as further research shows that the house at left is still standing at 7053 S. Maplewood.

Photographer Bob Selle writes, "CTA one-man car 6174 eastbound as it crosses Halsted Street on Root Street (43rd Street line), leaving west end of line. August 1, 1953."

Photographer Bob Selle writes, “CTA one-man car 6174 eastbound as it crosses Halsted Street on Root Street (43rd Street line), leaving west end of line. August 1, 1953.”

Photographer Bob Selle writes, "Car 6177 leaving south end of Kedzie barn for Cermak Road, February 14, 1953."

Photographer Bob Selle writes, “Car 6177 leaving south end of Kedzie barn for Cermak Road, February 14, 1953.”

CTA Pullman-built PCC 4084 leaving the Kedzie Station (car barn) on September 13, 1950. The car at right appears to be either a 1949 or 1950 Ford. My father had a 1949 model, and as cars were very much in demand after the end of World War II, the dealer put him on a waiting list. After being on the list for six months, he found that he had actually gone further down the list than he was at the start! So he wrote a letter complaining about this to Henry Ford II, and the next thing you know, they sold him a car. Presumably the PCC is heading out on Route 20 - Madison. (Robert Selle Photo)

CTA Pullman-built PCC 4084 leaving the Kedzie Station (car barn) on September 13, 1950. The car at right appears to be either a 1949 or 1950 Ford. My father had a 1949 model, and as cars were very much in demand after the end of World War II, the dealer put him on a waiting list. After being on the list for six months, he found that he had actually gone further down the list than he was at the start! So he wrote a letter complaining about this to Henry Ford II, and the next thing you know, they sold him a car. Presumably the PCC is heading out on Route 20 – Madison. (Robert Selle Photo)

This negative did not come with any identifying information, but it is obviously from a February 12, 1939 fantrip where the fledgling Central Electric Railfans' Association chartered Chicago Rapid Transit Company "L" cars 4317 and 4401 and took them out on parts of the CA&E including the Mount Carmel branch. However, since that line used overhead wire, that's not where this picture was taken. Instead, it appears to be out near the end of the line at Mannheim and 22nd Street on the CRT's lightly used Westchester line, which was built in anticipation of housing being built in this area (which did not come about until the 1950s). South of Roosevelt Road, the line was single-track, which appears to be the case here. If not for the Great Depression, more housing would have been built here. We have previously run two other pictures from the same fantrip, both taken on the Mt. Carmel branch. The CTA substituted bus service for "L" on the Westchester line in 1951 as it did not want to continue paying rent to the CA&E, which had already announced its intentions to truncate passenger service to Forest Park, which meant similar rent payments to the CTA were about to cease.

This negative did not come with any identifying information, but it is obviously from a February 12, 1939 fantrip where the fledgling Central Electric Railfans’ Association chartered Chicago Rapid Transit Company “L” cars 4317 and 4401 and took them out on parts of the CA&E including the Mount Carmel branch. However, since that line used overhead wire, that’s not where this picture was taken. Instead, it appears to be out near the end of the line at Mannheim and 22nd Street on the CRT’s lightly used Westchester line, which was built in anticipation of housing being built in this area (which did not come about until the 1950s). South of Roosevelt Road, the line was single-track, which appears to be the case here. If not for the Great Depression, more housing would have been built here. We have previously run two other pictures from the same fantrip, both taken on the Mt. Carmel branch. The CTA substituted bus service for “L” on the Westchester line in 1951 as it did not want to continue paying rent to the CA&E, which had already announced its intentions to truncate passenger service to Forest Park, which meant similar rent payments to the CTA were about to cease.

CTA PCC 4087 leaves the Kedzie car barn during the morning rush on July 1, 1953 and is signed for the Madison-Fifth branch line. (Robert Selle Photo)

CTA PCC 4087 leaves the Kedzie car barn during the morning rush on July 1, 1953 and is signed for the Madison-Fifth branch line. (Robert Selle Photo)

The end is near for CTA 4402 and the other couple dozen or so PCC cars that remained at the end of service. Ultimately, only car 4391, now at the Illinois Railway Museum, was saved. This picture was taken at 77th Street yards on June 15, 1958. (Robert Selle Photo)

The end is near for CTA 4402 and the other couple dozen or so PCC cars that remained at the end of service. Ultimately, only car 4391, now at the Illinois Railway Museum, was saved. This picture was taken at 77th Street yards on June 15, 1958. (Robert Selle Photo)

CSL 5387 is westbound at 63rd and Dorchester, having just gone under the Illinois Central viaduct on June 13, 1947. Even though this neg was lightstruck on the top edge (almost all of which I cropped out), I thought it was an interesting streetscape with the diner and what appears to be some sort of pawn shop or resale shop. The Jackson Park branch of the "L" went over the IC at this point, and has since been cut back.

CSL 5387 is westbound at 63rd and Dorchester, having just gone under the Illinois Central viaduct on June 13, 1947. Even though this neg was lightstruck on the top edge (almost all of which I cropped out), I thought it was an interesting streetscape with the diner and what appears to be some sort of pawn shop or resale shop. The Jackson Park branch of the “L” went over the IC at this point, and has since been cut back.

On August 28, 1955 Illinois Central Electric suburban 1161 and its trailer are crossing Halsted Street at 121st on their way to Blue Island. There was a fantrip that day (hence the fans,), but this was not the fantrip train apparently. (Robert Selle Photo)

On August 28, 1955 Illinois Central Electric suburban 1161 and its trailer are crossing Halsted Street at 121st on their way to Blue Island. There was a fantrip that day (hence the fans,), but this was not the fantrip train apparently. (Robert Selle Photo)

CSL 1872 is on Franklin at Jackson on June 13, 1947.

CSL 1872 is on Franklin at Jackson on June 13, 1947.

CSL red Pullman 293 is at Roosevelt and Wabash on June 13, 1947.

CSL red Pullman 293 is at Roosevelt and Wabash on June 13, 1947.

This Chicago, Aurora & Elgin image is from an original 1950s Kodachrome slide that was not processed by Kodak. I am not quite able to make out the car number, but it looks like it is one of the 420s. The location is downtown Elgin, along the Fox River. The Rialto Theater burned down in 1956.

This Chicago, Aurora & Elgin image is from an original 1950s Kodachrome slide that was not processed by Kodak. I am not quite able to make out the car number, but it looks like it is one of the 420s. The location is downtown Elgin, along the Fox River. The Rialto Theater burned down in 1956.

This picture is somewhat blurred, which makes one wonder why the late Edward Frank, Jr. printed it and sold it. But it does show CSL 1819 and a passing Chicago, Aurora & Elgin train. The curved section of track suggests this may have been taken near the Sacramento curve. That's probably Ed Frank's bicycle in the lower right hand corner.

This picture is somewhat blurred, which makes one wonder why the late Edward Frank, Jr. printed it and sold it. But it does show CSL 1819 and a passing Chicago, Aurora & Elgin train. The curved section of track suggests this may have been taken near the Sacramento curve. That’s probably Ed Frank’s bicycle in the lower right hand corner.

It is not often that individual employees can be identified in an old photo such as this, which shows CA&E express freight car #5 (presumably, the second #5, built by Cincinnati Car Company). But the man at left is Clyde Goodrich, a longtime engineer on the interurban. As far as I know, he was still employed there up to the final 1959 abandonment of service.

It is not often that individual employees can be identified in an old photo such as this, which shows CA&E express freight car #5 (presumably, the second #5, built by Cincinnati Car Company). But the man at left is Clyde Goodrich, a longtime engineer on the interurban. As far as I know, he was still employed there up to the final 1959 abandonment of service.

Clyde B. Goodrich, the man in the left, was born in DeKalb, Illinois on May 17, 1887 and died in Florida on September 1, 1970. His wife's name was Winifred (1882-1955). In 1920, Clyde lived in Aurora and was employed by the Chicago, Burlington & Quincy. In the 1940 census, he was living in Wheaton and worked as an engineer on the Chicago, Aurora & Elgin. Clyde B. Goodrich and his wife are buried in Wheaton Cemetery.

Clyde B. Goodrich, the man in the left, was born in DeKalb, Illinois on May 17, 1887 and died in Florida on September 1, 1970. His wife’s name was Winifred (1882-1955). In 1920, Clyde lived in Aurora and was employed by the Chicago, Burlington & Quincy. In the 1940 census, he was living in Wheaton and worked as an engineer on the Chicago, Aurora & Elgin. Clyde B. Goodrich and his wife are buried in Wheaton Cemetery.

The caption here reads, "North Western and electric lines stations, Wheaton." The CA&E is in the foreground. The photo is not dated, but it must be quite early.

The caption here reads, “North Western and electric lines stations, Wheaton.” The CA&E is in the foreground. The photo is not dated, but it must be quite early.

This photo, dated May 1966, shows the CA&E's Wheaton station being torn down.

This photo, dated May 1966, shows the CA&E’s Wheaton station being torn down.

Demolition is nearly complete in this photo, also dated May 1966.

Demolition is nearly complete in this photo, also dated May 1966.

CA&E wooden interurban car 54. Don's Rail Photos: "54 was built by Stephonsin in 1903. It was modernized in July 1946 and retired in 1959."

CA&E wooden interurban car 54. Don’s Rail Photos: “54 was built by Stephonsin in 1903. It was modernized in July 1946 and retired in 1959.”

CA&E wooden freight motor 9. Don's Rail Photos: "9 was built by Niles Car in 1907. It was scrapped in 1959."

CA&E wooden freight motor 9. Don’s Rail Photos: “9 was built by Niles Car in 1907. It was scrapped in 1959.”

A crane on a CA&E flat car. This appears to be Wheaton Yard.

A crane on a CA&E flat car. This appears to be Wheaton Yard.

North Shore Line car 182 is southbound on the Shore Line Route in North Chicago, Illinois on June 12, 1954. Don's Rail Photos: "182 was built by Cincinnati Car in September 1920, #2455." (Robert Selle Photo)

North Shore Line car 182 is southbound on the Shore Line Route in North Chicago, Illinois on June 12, 1954. Don’s Rail Photos: “182 was built by Cincinnati Car in September 1920, #2455.” (Robert Selle Photo)

While Chicago's Congress expressway (now the Eisenhower) is rightly considered its first, Lake Shore Drive preceded it as an "almost" expressway. Here. we see construction taking place on December 13, 1940. Until the early 1970s, LSD had lanes that could be reversed in rush hour by raising and lowering these short barriers. Unfortunately, this resulted in a number of head-on collisions, and these were eventually deactivated. The photo caption reads, "Workmen install line of elevating curbs in new express highway on Chicago's lake front. The curbs, placed two lanes apart on the eight lane roadway, give extra lanes to rush hour traffic to ease traffic flow. The elevating jacks shown raise the curb to height of nine inches, exert pressure of 12 tons. The retracting springs, having a 10-ton pressure, pull the curbs down when the hydraulic jacks are released. The entire curb system is operated from one central control station." (Photo by Acme)

While Chicago’s Congress expressway (now the Eisenhower) is rightly considered its first, Lake Shore Drive preceded it as an “almost” expressway. Here. we see construction taking place on December 13, 1940. Until the early 1970s, LSD had lanes that could be reversed in rush hour by raising and lowering these short barriers. Unfortunately, this resulted in a number of head-on collisions, and these were eventually deactivated. The photo caption reads, “Workmen install line of elevating curbs in new express highway on Chicago’s lake front. The curbs, placed two lanes apart on the eight lane roadway, give extra lanes to rush hour traffic to ease traffic flow. The elevating jacks shown raise the curb to height of nine inches, exert pressure of 12 tons. The retracting springs, having a 10-ton pressure, pull the curbs down when the hydraulic jacks are released. The entire curb system is operated from one central control station.” (Photo by Acme)

Chicago’s Loop in 1959

The following ten images are part of a larger batch we recently purchased. Several of the others show various downtown movie theaters (including the Clark and Garrick) and will be posted in the near future on our “sister” Clark Theater blog. By studying the various films that were playing, I have determined these pictures were taken during the summer of 1959.

Here's a rather unique view showing the front of the old Wells Street Terminal, or what was left of it anyway, as it appeared in 1959. This terminal was last used by the CA&E in 1953. Two years later, the upper portion of the attractive facade was removed and a new track connection was built so that Garfield Park trains could connect to the Loop "L". A new connection was needed, since the old one had to give way to construction on Wacker Drive. The remainder of the terminal, and the track connection, were no longer needed after the Congress rapid transit line replaced the Garfield Park "L" in 1958, and they were removed in 1964. Note there is a barber shop occupying part of the building.

Here’s a rather unique view showing the front of the old Wells Street Terminal, or what was left of it anyway, as it appeared in 1959. This terminal was last used by the CA&E in 1953. Two years later, the upper portion of the attractive facade was removed and a new track connection was built so that Garfield Park trains could connect to the Loop “L”. A new connection was needed, since the old one had to give way to construction on Wacker Drive. The remainder of the terminal, and the track connection, were no longer needed after the Congress rapid transit line replaced the Garfield Park “L” in 1958, and they were removed in 1964. Note there is a barber shop occupying part of the building.

A two-car train of CTA 4000s, running on the Lake Street "L", are at Wabash and Van Buren on the Loop. In the background, you can see the Auditorium Theater building.

A two-car train of CTA 4000s, running on the Lake Street “L”, are at Wabash and Van Buren on the Loop. In the background, you can see the Auditorium Theater building.

The old Epicurean restaurant, at left, was located at 316 S. Wabash and served Hugarian cuisine. A CTA Lake Street train rumbles by above.

The old Epicurean restaurant, at left, was located at 316 S. Wabash and served Hugarian cuisine. A CTA Lake Street train rumbles by above.

A street sign is just barely visible in this photo taken under the Loop "L", identifying the cross street as Dearborn. Since that is one way southbound downtown, and the arrow is pointing to the right, that implies we are in Lake Street and are looking to the east.

A street sign is just barely visible in this photo taken under the Loop “L”, identifying the cross street as Dearborn. Since that is one way southbound downtown, and the arrow is pointing to the right, that implies we are in Lake Street and are looking to the east.

The old Metropolitan "L" crossed the Chicago River just south of Union Station (just visible at left) and had four tracks, necessitating two bridges. After these tracks were taken out of service in June 1958, the bridges were permanently raised, and razed in 1964.

The old Metropolitan “L” crossed the Chicago River just south of Union Station (just visible at left) and had four tracks, necessitating two bridges. After these tracks were taken out of service in June 1958, the bridges were permanently raised, and razed in 1964.

Another view of the same two Met "L" bridges in 1959.

Another view of the same two Met “L” bridges in 1959.

Another photo of the two Met "L" bridges.

Another photo of the two Met “L” bridges.

It's not clear where this picture was taken. The two wires that cross the trolley bus wires are, I am told, "feeder span hangers." The last Chicago trolley bus ran in 1973. The CTA currently has two electric buses that run on batteries, and has just placed an order for 20 more.

It’s not clear where this picture was taken. The two wires that cross the trolley bus wires are, I am told, “feeder span hangers.” The last Chicago trolley bus ran in 1973. The CTA currently has two electric buses that run on batteries, and has just placed an order for 20 more.

Another view of the Loop "L" on south Wabash, probably taken near the locations if the other similar photos showing Lake Street trains.

Another view of the Loop “L” on south Wabash, probably taken near the locations if the other similar photos showing Lake Street trains.

This photo shows what State Street, that great street, looked like during the summer of 1959. We are looking north from about 400 S. State. The Goldblatt's department store is at right, and that's a CTA #36 bus heading south. Streetcar tracks on State have either been removed, or paved over. Note the "grasshopper" style street lights that were installed in 1959.

This photo shows what State Street, that great street, looked like during the summer of 1959. We are looking north from about 400 S. State. The Goldblatt’s department store is at right, and that’s a CTA #36 bus heading south. Streetcar tracks on State have either been removed, or paved over. Note the “grasshopper” style street lights that were installed in 1959.

FYI, here is another view from the same location, taken after streetcar tracks were removed, but before the 1959 installation of those unique street lights:

(See attribution information for this photo via the link provided above.)

Miscellaneous New Finds

This photo purports to show the actual last run on Milwaukee's ill-fated Speedrail interurban on June 30, 1951. However, according to Larry Sakar, author of Speedrail: Milwaukee's Last Rapid Transit?, "The last run to Waukesha which left Milwaukee at a little after 8:00 pm and returned to Milwaukee at 10:08 pm, 2 minutes ahead of schedule, was handled by duplex 37-38. The final round trip to Hales Corners was handled by curved side car 63, not 66. 66 did run on the last day, but it was by no means the final run." Chances are this photo was at least taken on the last day. The line could not survive the repercussions of a terrible head-on collision in 1950, and Milwaukee area officials wanted to use the interurban's right-of-way, which it did not own, for a new highway. Don's Rail Photos: "66 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to Lehigh Valley Transit as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months before the line was abandoned and then scrapped in 1952." (Photo by George Harris)

This photo purports to show the actual last run on Milwaukee’s ill-fated Speedrail interurban on June 30, 1951. However, according to Larry Sakar, author of Speedrail: Milwaukee’s Last Rapid Transit?, “The last run to Waukesha which left Milwaukee at a little after 8:00 pm and returned to Milwaukee at 10:08 pm, 2 minutes ahead of schedule, was handled by duplex 37-38. The final round trip to Hales Corners was handled by curved side car 63, not 66. 66 did run on the last day, but it was by no means the final run.” Chances are this photo was at least taken on the last day. The line could not survive the repercussions of a terrible head-on collision in 1950, and Milwaukee area officials wanted to use the interurban’s right-of-way, which it did not own, for a new highway. Don’s Rail Photos: “66 was built by Cincinnati Car in August 1929, #3025, as Dayton & Troy Ry 203. It was returned to Cincinnati Car in 1932, and in 1938 it was sold to Lehigh Valley Transit as 1102. In 1949 it was sold to Speedrail, but was not rehabilitated until March 1951. But it only ran for 3 months before the line was abandoned and then scrapped in 1952.” (Photo by George Harris)

Early Kodachrome images such as this are rare. Here, we see a San Francisco cable car (signed for Powell and Mason) in operation during the summer of 1945. When this picture was taken, the war in Europe had ended, but the US was still fighting Japan. According to the Cable Car Museum web site, this car is currently in service as #3: "Built by the Carter Bros. of Newark, California during 1893-1894 for the Market Street Railway's Sacramento-Clay cable car line. The United Railroads transferred it to the Powell Street cable car lines in 1907, after the Earthquake and Fire of 1906. Until 1973, numbered as No. 503. No. 3 is painted in Muni's green and cream paint scheme, which is based on the green and white scheme of the Muni's former rival between 1921-1944, the Market Street Railway. This was the basic paint scheme for Powell Street cable cars from 1947 to 1982. Extensive rebuilding, by Muni 1955."

Early Kodachrome images such as this are rare. Here, we see a San Francisco cable car (signed for Powell and Mason) in operation during the summer of 1945. When this picture was taken, the war in Europe had ended, but the US was still fighting Japan. According to the Cable Car Museum web site, this car is currently in service as #3: “Built by the Carter Bros. of Newark, California during 1893-1894 for the Market Street Railway’s Sacramento-Clay cable car line. The United Railroads transferred it to the Powell Street cable car lines in 1907, after the Earthquake and Fire of 1906. Until 1973, numbered as No. 503. No. 3 is painted in Muni’s green and cream paint scheme, which is based on the green and white scheme of the Muni’s former rival between 1921-1944, the Market Street Railway. This was the basic paint scheme for Powell Street cable cars from 1947 to 1982. Extensive rebuilding, by Muni 1955.”

PTC "Peter Witt" 8057 was built by Brill in 1923. Here it is seen on Route 34 in the 1950s. Michael T. Greene writes: "The picture of the Route 34 Peter Witt was taken at 38th and Locust Streets, on what’s now the campus of the University of Pennsylvania. (An alum now resides at 1600 Pennsylvania Avenue, NW, in Washington, but enough of that!). The trolley is using detour trackage onto Locust Street EB, as part of the subway-surface extension of the 1950’s…westbound trackage continued on Locust to 40th Street, where it hung a left turn. Today, 38th Street has been widened to a 2-way street, but still with a trolley track, used as a diversion route for subway-surface Routes 11, 13, 34, and 36. Locust Street was been turned into a pedestrian walkway, and a pedestrian bridge goes over 38th Street these days."

PTC “Peter Witt” 8057 was built by Brill in 1923. Here it is seen on Route 34 in the 1950s. Michael T. Greene writes: “The picture of the Route 34 Peter Witt was taken at 38th and Locust Streets, on what’s now the campus of the University of Pennsylvania. (An alum now resides at 1600 Pennsylvania Avenue, NW, in Washington, but enough of that!). The trolley is using detour trackage onto Locust Street EB, as part of the subway-surface extension of the 1950’s…westbound trackage continued on Locust to 40th Street, where it hung a left turn. Today, 38th Street has been widened to a 2-way street, but still with a trolley track, used as a diversion route for subway-surface Routes 11, 13, 34, and 36. Locust Street was been turned into a pedestrian walkway, and a pedestrian bridge goes over 38th Street these days.”

Philadelphia Transportation Company 7266 is on Route 9, sometime in the 1950s during street construction. Micheal T. Greene writes: "The Route 9 car is on 5th Street south of Market Street. At this time, 5th Street was being widened as part of Independence Mall. Independence Hall is out of this picture to the right."

Philadelphia Transportation Company 7266 is on Route 9, sometime in the 1950s during street construction. Micheal T. Greene writes: “The Route 9 car is on 5th Street south of Market Street. At this time, 5th Street was being widened as part of Independence Mall. Independence Hall is out of this picture to the right.”

Indianapolis Railways "Peter Witt" car 181, also known as a "Master Unit," a Brill trademark, is signed for College-Broad Ripple on April 16, 1952. This car was built in March 1934 and was one of the last streetcar orders filled before the PCC era. (Robert Selle Photo)

Indianapolis Railways “Peter Witt” car 181, also known as a “Master Unit,” a Brill trademark, is signed for College-Broad Ripple on April 16, 1952. This car was built in March 1934 and was one of the last streetcar orders filled before the PCC era. (Robert Selle Photo)

Indianapolis Railways 155 was built by Brill in September 1933. On May 21, 1950 it is at the east end of the Washington Street line on a fantrip.

Indianapolis Railways 155 was built by Brill in September 1933. On May 21, 1950 it is at the east end of the Washington Street line on a fantrip.

On August23, 1946, photographer Walter Hulseweder snapped this picture of Indianapolis Railways 131 on Washington Street at Illinois Avenue on the Washington-Sheridan line.

On August23, 1946, photographer Walter Hulseweder snapped this picture of Indianapolis Railways 131 on Washington Street at Illinois Avenue on the Washington-Sheridan line.

By strange coincidence, this photo showing a Rock Island Motor Transit Company bus was taken in June 21, 1958. Bill shapotkin adds, "The photo was taken at the joint CGW/Greyhound/Jefferson bus station in Rochester, MN. This bus provided connections from/to ROCK trains at Owatonna, MN." (William Shapotkin Collection)

By strange coincidence, this photo showing a Rock Island Motor Transit Company bus was taken in June 21, 1958. Bill shapotkin adds, “The photo was taken at the joint CGW/Greyhound/Jefferson bus station in Rochester, MN. This bus provided connections from/to ROCK trains at Owatonna, MN.” (William Shapotkin Collection)

Mystery Photo

This picture, which could be as old as the 1930s, was listed by the seller as being Chicago. However, I have my doubts, as I am unable to think of a location this could be around here, or what the construction project might be. The sign says "Detour to temporary bridge." Jeff Wien thinks this might be Philadelphia.

This picture, which could be as old as the 1930s, was listed by the seller as being Chicago. However, I have my doubts, as I am unable to think of a location this could be around here, or what the construction project might be. The sign says “Detour to temporary bridge.” Jeff Wien thinks this might be Philadelphia.

Updates

We’ve added another image to our previous post The Fairmount Park Trolley (November 7. 2017), which includes an extensive section about the Five Mile Beach Electric Railway in Wildwood, New Jersey:

Five Mile Beach Electric Railway car 36 at Warehouse Point, Connecticut on August 16, 1952.

Five Mile Beach Electric Railway car 36 at Warehouse Point, Connecticut on August 16, 1952.

These photos were added to our previous post Red Arrow in West Chester (September 13, 2016):

A SEPTA commuter train, ex-PRR, at West Chester in May 1979. SEPTA rail service to this station ended in 1986, but the West Chester Railroad began running a not-for-profit tourist operation of train service on weekends between West Chester and Glen Mills in 1997. (Photo by Paul Kutta)

A SEPTA commuter train, ex-PRR, at West Chester in May 1979. SEPTA rail service to this station ended in 1986, but the West Chester Railroad began running a not-for-profit tourist operation of train service on weekends between West Chester and Glen Mills in 1997. (Photo by Paul Kutta)

Red Arrow "Master Unit" 79 is inbound in 1949 on either the Media or Sharon Hill line, in spite of the sign saying Ardmore (thanks to Kenneth Achtert for that correction). He adds, "It was (still is) standard practice for Red Arrow operators, when changing ends at the outer end of their route, to set the sign on what would be the rear of the car for the inbound trip to read their next outbound destination. Thus, when the car arrived at 69th St. Terminal and went around the loop to the boarding platform the rear destination sign was already set. This was actually the more important sign, as most passengers approached the cars from the rear coming from the main terminal (and from the Market-Frankford Elevated line)." (Mark D. Meyer Photo)

Red Arrow “Master Unit” 79 is inbound in 1949 on either the Media or Sharon Hill line, in spite of the sign saying Ardmore (thanks to Kenneth Achtert for that correction). He adds, “It was (still is) standard practice for Red Arrow operators, when changing ends at the outer end of their route, to set the sign on what would be the rear of the car for the inbound trip to read their next outbound destination. Thus, when the car arrived at 69th St. Terminal and went around the loop to the boarding platform the rear destination sign was already set. This was actually the more important sign, as most passengers approached the cars from the rear coming from the main terminal (and from the Market-Frankford Elevated line).” (Mark D. Meyer Photo)

Red Arrow "Master Unit" 82 is at the 69th Street Terminal on August 8, 1948. (Walter Broschart Photo)

Red Arrow “Master Unit” 82 is at the 69th Street Terminal on August 8, 1948. (Walter Broschart Photo)

On September 12, 1959, Philadelphia Suburban Transportation 3, a 1941 "Brilliner," is on Lippincott Avenue north of County Line Road, on the short Ardmore line which was bussed in 1966.

On September 12, 1959, Philadelphia Suburban Transportation 3, a 1941 “Brilliner,” is on Lippincott Avenue north of County Line Road, on the short Ardmore line which was bussed in 1966.

Philadelphia Suburban Transportation Company (aka "Red Arrow") cars 5 and 14 pose at 69th Street Terminal on June 22, 1963. The car at left is a Brilliner, from the last batch of trolleys built by Brill in 1941. The car at right was built by the St. Louis Car Company in 949. Although it looks much like a PCC, it was not considered such as it had standard interurban trucks and motors. Both types of cars were double-ended.

Philadelphia Suburban Transportation Company (aka “Red Arrow”) cars 5 and 14 pose at 69th Street Terminal on June 22, 1963. The car at left is a Brilliner, from the last batch of trolleys built by Brill in 1941. The car at right was built by the St. Louis Car Company in 949. Although it looks much like a PCC, it was not considered such as it had standard interurban trucks and motors. Both types of cars were double-ended.

We’ve added this image to our extensive section about the Fort Collins (Colorado) Birney car operation in Our 150th Post (August 6, 2016):

Fort Collins Municipal Railway Birney car 22 in the city park on April 30, 1947.

Fort Collins Municipal Railway Birney car 22 in the city park on April 30, 1947.

Recent Correspondence

Our resident South Side expert M. E. writes:

Your latest post has a bunch of good stuff.

https://thetrolleydodger.files.wordpress.com/2018/06/proofs116.jpg
Interesting that you think this picture might be of your mother and you. In the book “In Search of Steam” by Joe Collias (which I do not have), there is a picture taken at Englewood Union Station of a young boy, bundled in winter clothing, watching a New York Central steam engine come into the station. I’d swear that young boy is me.

The movie of the last PCC streetcar almost made me cry. My last ride on a Chicago streetcar occurred in early June when my high-school best friend and I rode one car from 81st and Halsted to 63rd and Wentworth, then another car ack to 81st and Halsted. Also: Probably less than a week after the last streetcar ran, I graduated high school. So this time frame is especially meaningful to me. (Please don’t publish this, it’s just for your information.)

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In this photo, did you notice the swell “woodie” station wagon?

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Your text beneath this picture fascinates me. You say your parents frequented the Curtis restaurant at 63rd and Ashland. Does that mean you grew up around there? I grew up a mile east of this junction.

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The text under this picture says the South Shops was at 78th and Wentworth. Not so. South Shops was at 77th and Vincennes on the east side of Vincennes. And the land it occupied was huge — from 77th and Vincennes east to about Perry (a block west of State St.) and south to 79th. I haven’t been there in a long time, but maybe the CTA still has all that land.

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I’d have to agree that this car is on 71st St. west of Western. Because you say 7053 S. Maplewood is at the left, I contend the streetcar is heading west to 71st and California. One small nit: The caption says “Bill Hoffmann lived all of his life at 6664 S. Maplewood.” Unless there was an extra-long block between 66th and
67th (Marquette Blvd.) on Maplewood, the address would have to be 6654. Normally there are 60 addresses to a block, from 00 to 59.

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This is an interesting picture. As the caption indicates, the car had just left the west end of its line. That west end was west of Halsted between two buildings. It was a dead end, providing only a switch from westbound to eastbound track. Also: You previously published a photo taken here, on Halsted St. south of Root, looking north. In that photo was a 44 Wallace-Racine car turning from west on Root to south on Halsted. (In this current photo you can see the trackage for this turn.) Also in that previous photo was the Halsted St. station of the Stock Yards L.

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This is your mystery photo. I agree that this can’t be a Chicago
scene, for the reason that I know of no elevated trackage in Chicago that was so low to the ground. Also, the elevated train does not look like any Chicago L train I remember.

M E

Thanks very much for your interesting observations!

I don’t think that the woman and boy actually are me, but they certainly resemble us in 1958. My mother dressed like that all the time, and the kid is about my age.

We lived on the west side, in Mont Clare. My mother’s parents lived in Englewood and that’s where she was living when my parents met. So naturally, they frequented restaurants in the neighborhood.

63rd and Ashland was bustling back then.

The June 18, 1958 Southtown Economist gives Dorothy Hoffman’s address as 6622 S. Maplewood.  I believe Bill Hoffman lived with his sister, so perhaps that is the correct address.

If you think 63rd and Ashland was busy, you should have seen 63rd and Halsted, which was the heart of Englewood. Somewhere I once read that 63rd and Halsted was the busiest commercial district in Chicago outside the Loop. It was a great place to grow up because there were three streetcar lines (8, 42, 63), the Englewood L (which I could see from our building), and railroad stations east on 63rd at Wallace and La Salle.

Good point! People tend to forget these things, as certain areas of the city became depopulated to some extent, and urban renewal leveled entire blocks.

We’ll let Jeff Wien have the last word:

Streetcars, streetcars, streetcars. They seem to be popping up all over the country. And who would have thought 60 years ago that there would be such a renaissance! I was called a trolley jolly because I favored streetcars. The Millenials like them.

Pre-Order Building Chicago’s Subways

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 will be published on October 1, 2018. Order your copy today, and it will be shipped on or about that date. All copies purchased through The Trolley Dodger will be signed by the author.

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Spring Forward

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted "L" station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

CTA 6151 is southbound at Halsted and Congress on October 5, 1953 running on Route 8. The bridge 6151 is on spanned the Congress Expressway construction site. The highway was not yet open, and service continued on the Halsted “L” station at rear (with two tracks instead of the original four) until June 1958. (William Shapotkin Collection)

Spring is here again, at least sort of, since we are expecting snow today here in Chicago. It’s been some time since our last post, but we have been busy collecting more streetcar and interurban pictures for your enjoyment. Plus, there are important contributions from some of our readers, for which we are thankful.

Each year, we turn our clocks forward one hour in the spring. But many of us wish we could simply turn back the clock instead, although hindsight is always 20/20 and we should always keep our eyes on the future.

But regardless, let’s “spring forward” with some great traction images from days gone by! We also have a few bonus images for our bus and diesel fans as well.

-David Sadowski

PS- We are gratified that despite not having a new post for two months, our readers have continued to support us. In fact, we are still very much on track to show a 15% increase in page views this year.