Reader Showcase, 9-9-2018

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)

This post features many great contributions from our readers that we hope you will enjoy. Our sincere thanks go out to Larry Sakar, Miles Beitler, Jack Bejna, Jeffrey Haertlein, Kathryn Boyer, and Mitch Markovitz.

-David Sadowski

PS- Happy 88th birthday to two of my uncles, Raymond and Robert Wakefield, fraternal twins born September 10, 1930. They are my late mother’s younger brothers.

I hope they each have a wonderful day.

According to my mother’s memoirs, they were both first day riders on the new Chicago subway, which opened on October 17, 1943, nearly 75 years ago. My new book Building Chicago’s Subways, which will be released on October 1st, tells the story of how this came to be.

Larry Sakar writes:

Hi Dave,

Recently you asked if car 66 was the used for the last run to Hales Corners and back on MRT’s (Speedrail) last day, 6-30-51. As I said, the 66 did make at least one round trip to Hales Corners that day. The first photo I am attaching shows it westbound at 85th St. The water tower in the background is at N. 84th St. The 84th St. stop on the Rapid Transit Line was adjacent to it. The tower is still there today. No trace of the station or the right of way exists. Car 66 would be adjacent to the present day Honey Creek business park which would be at right.

As I also mentioned car 63 made the last round trip to Hales Corners and back shortly before midnight. Here we see it earlier in the evening of 6-30-51. In the second photo the motorman has just called for orders at the call in booth you see at right It was adjacent to the West Jct. stop just beyond the platform on the single track .

In the last photo car 63 has turned on Hillcrest loop and is laying over before returning to Milwaukee. Note some of photographer Robert Townley’s equipment sitting on the platform. The poor motorman looks rather forlorn. As of tomorrow 7-1-51 he will be unemployed.

The Hales Corners station was located on the southeast corner of Highway 100 (S.108th St.) and W. Janesville Rd. (Hwy. 24). The northbound curb lane of Highway 100 now occupies the former r.o.w. Except for the power lines, no traces of the line can be found today. The Hales Corners loop which was located about a half mile or so southwest of the station is now the site of a Menards store. For anyone unfamiliar with Menards, it’s a home improvement chain like Home Depot.

These photos and others including the last round trip to Waukesha were taken by Robert Townley. His capture of Speedrail’s last day were somewhat of an unplanned event. Remember this was during the height of the Korean War and guys were being drafted or were enlisting. Bob had enlisted in the Navy in order to avoid being drafted into the Army. His enlistment point was somewhere south of Chicago but definitely not Great Lakes Naval Training Station. I have forgotten where he said it was located.

Anyway, Bob was in Council Bluffs, Iowa taking pictures of whatever traction system they had in that city. He happened to overhear a couple of railfans mention that the next day 6-30-51 was Speedrail’s last. He had planned to visit Milwaukee later on, but now that Speedrail was about to shut down it became a priority. The next day he boarded a bus for Peoria, Illinois where he caught the Rock Island’s Peoria Rocket for Chicago. Upon arriving in Chicago in the afternoon he made his way to the Adams & Wabash “L” station where he took the next North Shore train to Milwaukee. He arrived in the late afternoon and headed from the NSL station at 6th & Michigan to the Public Service Building. He rode the trip to Hales Corners you see photographed. I’m sure he took either a Hales Corners local or a West Jct. train and got off at 84th St. which is how he was able to capture car 66 bound for Hales Corners.

One other interesting coincidence. Bob, who is from Columbia, CA. (that’s in Gold Rush country east of Sacramento) met up with another Milwaukee traction fan/photographer – Don Ross! It was while both men were serving in Korea. Small world!

I mentioned the Hales Corners station site at Highway 100 & Janesville Rd. I took the attached photo around 1995 but it really doesn’t look much different today. You are looking north along Highway 100. The curb lane is where the TM r.o.w. would have been.

The station stood right in front of the traffic light you see center right. Janesville Rd. was only a two lane highway in the days of TM and Speedrail. Where you see the car on the right edge of the photo there was only grass. Where you see the two cars across from it was the extent of Janesville Rd. back then. None of the buildings behind those two cars were there then either. The grassy median you see dividing the north and south lanes of Highway 100 was also not there back then. The highway consisted of the lane where you see the dark colored car passing the second light pole on the left, and the lanes on the other side of that median.

Today there is no transit service to this area. At one time MCTS Rt 28-Highway 100 did go all the way to Hales Corners. Subsequent budget cuts saw it cut back to the MCTS Hales Corners Park ‘n’ Ride lot which ironically is not in Hales Corners!

For anyone confused, highway 100 goes by three different names, depending what part of it you’re traveling on. It is S. 108th St. to the point that south streets end and north streets begin. Then, it’s technically N. 108th St. It is Highway 100 from Franklin which is south of Hales Corners to Wauwatosa and Brown Deer. At that point, Highway 100 becomes an east-west and it is also known as Brown Deer Rd. On the far south side, it also turns to running east-west and it is Ryan Rd., the same Ryan Rd. crossed by the North Shore Line (but way, way east in the suburb of Oak Creek). The idea was to make it a sort of belt line highway around Milwaukee. Want more confusion? Through parts of Wauwatosa, it is also known as Lovers Lane Rd.

Larry

PS- Here are three additional pictures of the TM Watertown line abandoned r.o.w. from the point where street running in Oconomowoc ended and the p.r.o.w. heading for Watertown began. The one looking east to where eastbound trains entered the street on Oconomowoc’s west side was taken to try and match the picture of the same spot on p.261 of the TM book. I took these in the summer of 1976.

Abandoned TM r.o.w. heading toward Watertown from Oconomowoc in 1976.

Abandoned TM r.o.w. heading toward Watertown from Oconomowoc in 1976.

Abandoned TM r.o.w. heading west from end of street running in Oconomowoc in 1976.

Abandoned TM r.o.w. heading west from end of street running in Oconomowoc in 1976.

TM r.o.w. entering street on west side of Oconomoc, looking east in 1976.

TM r.o.w. entering street on west side of Oconomoc, looking east in 1976.

Miles Beitler writes:

Here are a couple of Chicago and North Western photos that I took in the late 1970s or early 1980s at the old Dee Road station in Park Ridge. The old station was torn down and moved one block west some time in the 1990s. (Editor’s note: Bill Wulfert says the new station was dedicated in 2006- see his Comment below.)

I located a few more photos but unfortunately only one has a locomotive in view. The rest only show tracks or stations. I’ll keep looking — maybe I can find more.

The two Metra photos show the Amtrak/Milwaukee District tracks approaching Union Station. The photo of the Lake Street L was taken near Lake and Des Plaines on the near west side. All of these photos were taken circa March 2001.

The shots of the downtown Des Plaines C&NW station are late 1970s (pre-Metra) and although no trains are shown, the photos show the tracks running through the station as well as two buses (one Nortran and the second RTA) across the street. Both bus operators later were merged into the PACE suburban bus system.

Jack Bejna writes:

In my continuing search for CA&E photos and information I came across this interesting item from the John Stephenson Company describing quite a ride with brand new CA&E Car 32.

Here is another batch of Michigan photos. I believe these photos were taken circa 1921 as they were in the notebooks containing DUR photographs used for an audit for an upcoming fare increase request.

These photos don’t include the location where they were taken, and again, since I’m not familiar with Michigan towns and cities, I don’t have any idea where the pictures were taken, with some exceptions. It is interesting that many non-DUR photos were in the notebooks; perhaps the photographer was a railfan!

As far as I know the DUR triple car 5000 was unique, and it was used to accommodate large numbers of Ford employees at shift change.

The Benton Harbor & St Joseph photos are not the best but I’ve included several shots taken in winter. As you can see, the BH&StJ served the Graham & Morton Steamship Lines, but the steamship business was not enough to maintain the line and it quit in the mid-thirties.

I hope that readers of your fine blog may help to identify locations of some of the photographs.

Detroit United Railway

Benton Harbor & St Joseph Railway

Jeffrey Haertlein writes:

The Wisconsin Dells MINIRAMA was an O scale layout in operation as a tourist attraction from 1960 thru 1969. It was a great train layout, one in which I marveled at for decades, even after it closed.

Long story short, after many years I was able to purchase quite a bit of it starting in 2005. It was sold to a guy in Milwaukee (130 mi.), and now a good amount of it is only 15 miles away from where it started.

I’ll attach a few pictures of the attraction. Sure wish I could find more of it.

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

Kathryn Boyer writes:

I am an art historian, and I am trying to find someone who knows enough about trains of the 1930s to help with some specific information related to the Edward Hopper painting Compartment C, Car 193, painted in 1938. (See above.)

After looking at some websites and a YouTube clip with John Smatlak, it seems as though the painting rather accurately presents many of the features of a McKeever Pullman Sleeper. The lamp in the corner does not seem to correspond to any of the images I’ve seen, but the other elements are fairly similar.

I was wondering if someone is able to pinpoint more specifically
– the train(s)/cars that this image most closely represents
– when it was first made
– how long it was out in circulation
-and what do you notice in the painting that deviates from actuality?
That is, basic information about the train/car.

But I’m also wondering if you know if there is a place to seek out information about facts such as
– how much would a ticket on this train/in this car cost (including the sleeping berth)?

Also, are you aware of any information put together or research done on the profiles of passengers of this era, for example, the number of men and women and their socio-economic status.

I appreciate any leads or directions as well as photos and documents that you can provide.

I am no expert on Pullman sleepers, but let’s hope some of our readers can help you out, thanks.

I posted this picture to Facebook, and this led to some discussion with Mitch Markovitz. He is an accomplished artist who has been researching both Edward Hopper and the Pullman Company for the last 60 years.  Here is what Mitch has to say:

As a railroad historian, and with Edward Hopper’s work having a great influence on my own i can say this. Hopper would never fly anywhere. His wife, Josephine, complained that on trips he spent much time in railroad yards painting engines. He has several great works that include Pullman equipment including “Pennsylvania Morning.” In most of his works his model was his wife. This is just your standard Pullman section sleeper of the time. Once during one of his only TV interviews he was on a Sunday morning program on Boston Public Television being interviewed by Brian O’Dougherity. Brian asked Hopper, “We noticed you came up to Boston by train today (instead of flying.) Isn’t that a bit old fashioned?” Hopper looked down for a moment, thought, and then replied, “No. It isn’t. I just didn’t feel like dying this morning.”

The art historian wants to know what the factual basis is for the painting, whether the artist made any changes… how much a train ticket would have cost, and the socio-economic status of train travelers in the 1930s.

The factual basis would be one of Hopper’s many trips by rail in a standard sleeping car. This accommodation, the section, was the least expensive one available. Used by people of middle income. This type of car would have had one or two “drawing rooms” at one end. More expensive priced accommodations for people that expected more privacy. A traveler in a section sleeper would have to use a general washroom at each end of the car for both shaving and brushing of teeth in the morning, and for the other prerequisites. Traveling salesmen used sections a lot. A traveler would pay the first class railroad fare, and then the appropriate Pullman accommodation fare in a separate ticket between the two stations. If one were to travel on a premiere train and desired a shower and the services of a barber they were available in the club car, front of the train. Please keep asking questions, I’m happy to answer.

Is this something that the average person could afford back then?

In general yes. But during the depression it would depend on the definition of “average.” In this era we saw the rise of the “All coach train.” The section sleeper was the bottom of services. If one were to travel on say the “Twentieth Century Limited,” with a premium schedule, a premium dining car, and a barber shop with a shower one would pay the rail fare, the Pullman accommodation fare, and then, on top an “extra fare,” which in today’s dollars would be an additional $100 or so. A successful artist who lived in a 4th floor walk-up apartment, and had a small cottage on Martha’s Vineyard could afford this accommodation. (Hopper was cheap by the way.)

“Pennsylvania Hotel,” 20″x30″ Pastel on sand paper, 1989. One of my works that people compare to those of Hopper.

The car depicted would be of heavyweight construction before streamliners. Into the late 1930s all private rooms began to rise in popularity aboard streamlined (modern) trains. Pictured below is a standard Pullman sleeper. There were the Pullman Manufacturing Company, who built many types of railroad cars, and “The PULLMAN Company,” who owned, operated, and maintained sleeping, parlor, lounge, and restaurant cars. Both companies were part of Pullman Inc.

Thanks… did Hopper, in this painting, change anything in the interior of the sleeping car for artistic license?

Everything seen is correct. Including the interior color. The only thing I could mention is the lamp. The shade would have had a golden yellow-orange color to it on a brass or bronze colored fixture.

From www.edwardhopper.net:

Hopper also took an interest in cars and trains. It is a pity he didn’t live long into the jet age, though we sense his shadow in many contemporary works. The artist was drawn to the introspective mood that travelling seems to put us into. He captured the atmosphere in half-empty carriages making their way across a landscape: the silence that reigns inside while the wheels beat in rhythm against the rails outside, the dreaminess fostered by the noise and the view from the windows – a dreaminess in which we seem to stand outside our normal selves and have access to thoughts and memories that may not emerge in more settled circumstances. The woman in Hopper’s Compartment C Car 1938 seems in such a frame of mind, reading her book and shifting her gaze between the carriage and the view.

Hopper’s people give the impression of being people attempting to escape something. They are involved in themselves and cannot seem to get their lives straight. They escape the society of others, and would like to escape themselves. They are not really at home anywhere, neither in a room nor outside, neither at work nor at play, neither alone nor with others. That is why they are on the move. Their home is a train station, a highway restaurant, a gas station, a hotel or motel, a train compartment, a snack bar, a theater foyer, a movie house.

They are going somewhere without being able to arrive. They have personality traits that seem mutually exclusive. They are mobile and restless, yet statically tied to some location from which they will probably never escape.

Our thanks to everyone else who contributed to this post. Keep those cards and letters coming in, folks!

-David Sadowski
Recent Finds

Here are a few pictures we have recently acquired.

Chicago Aurora & Elgin 419 is eastbound in June 1952, just east of First Avenue in Maywood.

Chicago Aurora & Elgin 419 is eastbound in June 1952, just east of First Avenue in Maywood.

In this original red border Kodachrome slide, we see a two-car train of CTA wooden "L" cars, possibly on a fantrip, on the ground-level section of the Garfield Park "L" (possibly Central or Austin?). The date is April 14, 1957. In the foreground, we see a new temporary track alignment under construction.

In this original red border Kodachrome slide, we see a two-car train of CTA wooden “L” cars, possibly on a fantrip, on the ground-level section of the Garfield Park “L” (possibly Central or Austin?). The date is April 14, 1957. In the foreground, we see a new temporary track alignment under construction.

CTA PCC 4168, a Pullman, heads west on diversion trackage along Chicago Avenue. This is a southbound Halsted car, probably circa 1952. This routing was used when the Halsted Street bridge over the Chicago River was out of service. The building in the background is the historic Montgomery Wards headquarters, a local landmark, at 618 W. Chicago Avenue.

CTA PCC 4168, a Pullman, heads west on diversion trackage along Chicago Avenue. This is a southbound Halsted car, probably circa 1952. This routing was used when the Halsted Street bridge over the Chicago River was out of service. The building in the background is the historic Montgomery Wards headquarters, a local landmark, at 618 W. Chicago Avenue.

On January 1, 1947, Chicago Surface Lines 789 heads south on Damen Avenue at the intersection of Lincoln and Irving Park Road. I lived about a block away from here in the 1980s and this neighborhood is known as North Center.

On January 1, 1947, Chicago Surface Lines 789 heads south on Damen Avenue at the intersection of Lincoln and Irving Park Road. I lived about a block away from here in the 1980s and this neighborhood is known as North Center.

This photo, taken at the CTA's South Shops in the second half of 1956, shows various prewar PCCs (including 4006) that were out of service following the bustitution of Route 49 - Western. Trolley poles have already been removed, and it appears that seat frames are stacked nearby. From an original medium format transparency.

This photo, taken at the CTA’s South Shops in the second half of 1956, shows various prewar PCCs (including 4006) that were out of service following the bustitution of Route 49 – Western. Trolley poles have already been removed, and it appears that seat frames are stacked nearby. From an original medium format transparency.

CTA 6573 is shown in Pekin, Illinois, on its way from the St. Louis Car Company to Chicago in the mid-1950s. Once on CTA property, it will be coupled with 6574 as a permanently married pair.

CTA 6573 is shown in Pekin, Illinois, on its way from the St. Louis Car Company to Chicago in the mid-1950s. Once on CTA property, it will be coupled with 6574 as a permanently married pair.

Queensboro Bridge trolleys 601 and 611 at Queens Plaza on April 19, 1949. This bridge line was abandoned in 1957 and was the last trolley operation in the state of New York. These cars were called "Electromobiles," and were built by Osgood Bradley in the late 1920s.

Queensboro Bridge trolleys 601 and 611 at Queens Plaza on April 19, 1949. This bridge line was abandoned in 1957 and was the last trolley operation in the state of New York. These cars were called “Electromobiles,” and were built by Osgood Bradley in the late 1920s.

CTA PCC 4396, a product of the St. Louis Car Company, is southbound on Clark Street, having just crossed the Chicago River, on July 9, 1957. This is from an original 35mm Kodachrome slide, processed by Technicolor.

CTA PCC 4396, a product of the St. Louis Car Company, is southbound on Clark Street, having just crossed the Chicago River, on July 9, 1957. This is from an original 35mm Kodachrome slide, processed by Technicolor.

The Chicago Aurora & Elgin's Wheaton Yards on April 13, 1957. From an original red border Kodachrome.

The Chicago Aurora & Elgin’s Wheaton Yards on April 13, 1957. From an original red border Kodachrome.

Various North Shore Line cars are seen in Waukegan in June 1961, including 159. (F. R. Burke Photo)

Various North Shore Line cars are seen in Waukegan in June 1961, including 159. (F. R. Burke Photo)

New Steam Audio CD:

FTS
Farewell To Steam
Mister D’s Machine
# of Discs – 1
Price: $14.99

Farewell To Steam
On February 6, 1955 the Santa Fe Railway ran a railfan train from Los Angeles to Barstow and back for the Railway Club of Southern California. This was Santa Fe’s last run powered by a steam locomotive over this route. The engine was a 4-8-4, #3759. We have used the original, rare 1955 mono version of this recording, and not the later 1958 reissue that had a bunch of echo added to create a fake stereo effect.

Mister D’s Machine
When diesel locomotives replaced steam in the 1950s, they offered a multitude of different sounds. This original 1963 stereo recording showcases the many sounds of diesels on the San Joaquin and Los Angeles Divisions of the Southern Pacific, including the Tahachappi Loop, an engineering feat that made modern railroading famous.

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

Total time – 72:56

Pre-Order Our New Book Building Chicago’s Subways

There are three subway anniversaries this year 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 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.

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)

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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?

https://thetrolleydodger.files.wordpress.com/2018/06/proofs139.jpg
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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Milwaukee Streetcars, 60 Years On

523 on the Lakeside Belt Line shuttle.

523 on the Lakeside Belt Line shuttle.

This post features prolific author Larry Sakar, who looks back at the history of Milwaukee streetcars. While it has now been 60 years since their demise, the new Milwaukee streetcar line, aka “The Hop,” is just months away from operation. What goes around sometimes comes around!

Soon it will be possible to take new pictures of Milwaukee streetcars, as they will be tested this summer.  Operators are being hired, and testing out on the streets may start as early as next month.

Our thanks go out to Larry for producing another excellent article about a topic he obviously loves so much.

-David Sadowski

Milwaukee Streetcars, 60 Years On

by Larry Sakar

March 1, 2018 marked the 60th anniversary of the last regularly scheduled streetcar in Milwaukee. I use the term “regularly scheduled” because streetcar service on the Lakeside Belt Line employee shuttle between the Lakeside Power Plant and Kinnickinnic Avenue continued until 1961. Though intended solely for use by employees of the power plant, some Milwaukee streetcar fans were able to ride it as far as the power plant gates, according to a number of sources.

Although I have written about the Milwaukee Rapid Transit line and the interurbans, I was only 8 months old when Speedrail ran its last miles, so I never saw nor had the pleasure of experiencing it. But the streetcars were a different story. I was 7 years old when the last cars on Route 10 Wells Street made their final runs on March 1, 1958.

My grandmother who introduced me to the thrill of riding the streetcar and I did ride the “10” on that last day. In fact, except for one very early ride on Route 11-Vliet Street a week or so before service west of downtown was converted to buses, all of my streetcar rides were on Route 10 and always between the Harwood Avenue terminal on Wauwatosa and 4th & Wells Streets downtown. We did take a ride on the West Allis branch just one time, but I am unable to recall it beyond only the vaguest recollection.

First, we will look at the earliest beginnings of streetcars in Milwaukee thru the 700 series cars. In the final years of streetcar operation by The Transport Company (The Milwaukee & Suburban Transport Corp. which bought out TMER&T in November of 1952), only the 800 and 900 series streetcars were left and those are the cars I rode. Being only 7 years old when the cars quit I obviously did not keep any record of which cars I rode. To me, a streetcar was a streetcar!

Like most cities, Milwaukee streetcars were horse-drawn or cable cars before electrification. Milwaukee had several independent systems, such as the Milwaukee City Railway Company (March 1865), the West Side Street Railway Company (July 1875), and the Milwaukee Cable Railway Company (December 1887). The very first electric streetcar line was operated by the West Side Railway Company on test run over their new Wells-Wisconsin line on April 3, 1890.

After various sales, takeovers and consolidations, electric streetcar service in Milwaukee was taken over by the newly formed The Milwaukee Electric Railway & Light Company on January 29, 1896. From that day until September 23, 1938 when TMER&L was split into two companies because of the 1935 Utilities Holdings Act (which declared companies providing both electric power and transportation monopolies had to divest one or the other), TMER&L would operate all streetcar and interurban service in Milwaukee.

Thereafter, the newly formed The Milwaukee Electric Railway & Transport Company (or “The Transport Company” for short) took over all rail operations as well as trackless trolley and bus service. Both TMER&L and TMER&T always insisted on use of the definite article as part of their company name.

In November 1952, TMER&T was sold to a group of investors from Milwaukee, Chicago and Indianapolis. The newly formed Milwaukee & Suburban Transport Corporation continued to use “The Transport Company” appellation until municipal ownership finally came to Milwaukee with the formation of the Milwaukee County Transit System in July, 1975.

TMER&T had initially offered the city of Milwaukee “first crack” at buying it out but the city was not interested. The “Transport Company” name became so ingrained in the minds of the riding public that it was several years before the new MCTS name caught on.

TMER&L was well aware of its “horse car roots” and actually preserved a horse car. It was on display on the second floor of the company’s corporate headquarters in the Public Service Building on North 2nd and West Michigan Streets for many years. It would be brought out on special occasions, such as this city celebration as shown in this 1921 article from the Electric Railway Journal. A photo of one of Milwaukee’s first electric streetcars graced an MCTS weekly pass in the 1980s. Other events such as the 20th anniversary of the “last streetcar” were commemorated on this 1978 weekly pass.

The Good News

It has taken 60 years, but streetcars are coming back to Milwaukee starting this Fall. The new 2.3 mile Milwaukee streetcar circulator line is expected to begin service on November 25th of this year. A 0.75 mile extension to the lakefront and Summerfest grounds is slated to follow in 2019. The new streetcar will be called “The HOP”. Thanks to Potawatomie Hotel and Casino, the first year of operation will be free. The line will begin at 4th and St. Paul Avenue, adjacent to the Milwaukee Intermodal station which will be handy for anyone coming up to Milwaukee from Chicago on Amtrak or from the west on the Empire Builder.

No PCCs?

You’ll note that there are no pictures of TM PCCs. Thats because TM never bought any. TM President Sylvester B. Way was a member of the Electric Railway Presidents Conference Committee. In their book, “PCC: The Car That Fought Back” (Interurban Press, 1980) authors Stephen P. Carlson and Fred W. Schneider III provided this 1936 quote from S.B. Way:

“I think it is very clear now that certain companies will be able to make very little, if any, use so far as they are concerned of these improvements, either because the rail transportation is disappearing in their areas or because it just isn’t in the business.”

Apparently, Way had joined the ERPCC thinking it was going to provide ways to improve existing streetcars not build an entirely new car. Every streetcar TM ever built or bought was double-ended. This eliminated the need for turning loops at the end of the lines.

If TM were to have purchased PCCs they would have been faced with two alternatives; either build turning loops at the end of every streetcar line (completely impractical if not impossible in quite a few locations like Harwood Ave. and 70th & Greenfield on Rt. 10 or Delaware and Oklahoma Aves. at the south end of Rt. 15). This would have left TM with but one other option; buy double-ended PCCs . Then there were all of the various patent and licensing fees connected to the PCCs. TM was notoriously cheap. S.B. Way would not hear of it!

When Way said that some companies just weren’t in the business he was probably referring to TM. By the time the first PCCs went into service on the Brooklyn & Queens Railway in New York in 1936 TM had turned its back on streetcars. The management had fallen in love with trolley buses and conversions from rail to rubber soon started. The corporate split in 1938 only exacerbated the matter. Had it not been for the intervention of WWII streetcars in Milwaukee would have been history long before March 1958. And even if TM had purchased PCCs, it would done little to change the anti-rail sentiment that prevailed from 1936 on.

The 300-Series Articulated Streetcars

TMER&L was noted for their frugality. As such, they were very fond of articulated streetcars dating back to the early 1900s. Here we see unit 338-339 awaiting scrapping at the Waukesha Gravel Pit in 1948 photo by TM Motorman Ed Wilson. All Milwaukee streetcars thru the 700-series met their end at the gravel pit, until the demise of Speedrail in June 1951. The last cars scrapped here were those belonging to Speedrail between March and October 1952.

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

300-series city cars being scrapped at the Waukesha gravel pit. (Ed Wilson photo)

The 500-Series Cars

The first 500-series car debuted on April 30, 1911. Initially built to be two-man cars they were first assigned to the Wells- Downer Line (Route 10). Rumor is that in retaliation for resident complaints about noisy streetcars, TM President John I. Beggs (who designed the cars) ordered the floors to be constructed of 6 inch thick concrete. But according to historical research, that rumor was not true. These would be TMs last deck-roofed cars. From this point on all Milwaukee streetcars would have arch roofs.

In the early ’20s TM became committed to one-man operation and began converting the 600s by removing the large pot-bellied stove from the front platform and installing electric heating. Controls and door arrangements were also redone to permit one-man operation.

The conversion to one-man service was not without its problems. In 1921, the City of Milwaukee actually swore out a complaint against TM company officials claiming that the conversion to one-man operation of streetcars violated a 1919 city ordinance forbidding the operation of any streetcar by less then two men. TMER&L fired back by showing that the Wisconsin Railroad Commission, the state body that oversaw all rail operations in the state (and predecessor to the Public Service Commission of Wisconsin which it became in 1930) had approved one-man operation.

The accompanying articles from the company’s house organ “Rail & Wire” show how the 500s were converted into one-man cars. Note the fare box (item 15) seen in one of the photos. These were homemade fare boxes and they lasted into the MCTS era. On the front of the fare box was a metal sign which read “PASSENGERS PLEASE PLACE FARE IN BOX. CONDUCTORS NOT PERMITTED TO HANDLE FARE.” I often wondered what bus riders unaware of Milwaukee transit history made of the sign. Eventually, MCTS pasted a sticker over the sign. These fare boxes became unusable after fares topped $1.00, as they were not designed to handle paper money which caused them to jam.

The TM book (“TM: The Milwaukee Electric Railway & Light Company” by Joseph M. Canfield, Bulletin 112 of the Central Electric Railfans Association, 1972) mentions that some of the 500-series cars had Wrigley’s Juicy Fruit gum dispensers mounted on the posts between every two or three windows. That is true. My late father once mentioned riding the Route 15 streetcar out to one of the prestigious country clubs in Milwaukee’s north shore suburbs and seeing them. As a teenager he worked as a caddie and among the people for whom he caddied was Chicagos Phillip K. Wrigley. I can still hear him telling me about the experience: “That old man Wrigley was a cheapskate. He would tip the caddies a nickel and a stick of gum! What a tightwad!”

The 500-series cars were all scrapped between 1948 and 1952. The lone survivor was car 523 which operated on the Lakeside Belt Line shuttle until 1954 when it was replaced by car 882. Then 500s, by the way were the first streetcars to wear the new orange and ivory paint scheme adopted for one man cars.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 600s and 500s awaiting scrapping at Oakland Station in 1949.

TM 576 Front close-up on Route 15.

TM 576 Front close-up on Route 15.

The 600-Series Cars

The 600-series cars were less than half the length of a 500. Of the 60 cars in this series, 30 were built in TM’s Cold Spring Shops and 30 came from TM’s streetcar builder St. Louis Car Company. I call St. Louis TM’s streetcar builder because they constructed nearly every streetcar that ran in Milwaukee.

What made St. Louis Car Company so much better than other builders like Pullman or J.G. Brill? St. Louis Car Company was part of the North American Company which also happened to be TMs parent company. And after being forced out of TM in 1911 John I. Beggs became president of St. Louis Car Company. He eventually worked his way back into TM in 1920 and served as TM’s president until his death in October 1925.

The 600s were among the most ubiquitous streetcars ever built. Upon their arrival in 1912 they were initially placed in service on the Route 12 service to North Milwaukee, paired with 1200-series interurban trailers. The article reproduced here describes that service and comes from Electric Railway Journal. In 1927-28, ten of the 600s (601-610) were upgraded for service on the line to Cudahy and South Milwaukee. The upgrade included globe lights, smoking compartments and leather seats. Two cars of this series (604-605) also saw service on the Local West Side Rapid Transit line to West Junction, before the line was completed between 8th and 40th Streets.

Like the 500s, TM attempted to convert the 600s into one-man cars but the attempt failed. The platform on the 600-series cars were too small to accommodate both boarding and disembarking passengers. Only seven of the 600s were ever so converted. The 600s became the cars seen on Routes 19 and 37 where they proved to be ideal. Their days of service came to an end when Route 19 service was converted to trackless trolley operation in March 1948.

Three cars initially escaped the scrapper’s torch. Cars 626 and 636 saw service on the Lakeside Shuttle until they were replaced by 882, after which they too met their end at the Waukesha Gravel Pit. In 1949, car 607 was purchased from TMER&T by a railfan group called the Railroad Historical Foundation. 607 was chosen because it was the last 600 to go through Cold Spring Shops.

The car was stored at the yards adjacent to the never-completed subway at 8th and Hibernia Streets. Periodic work sessions were held to restore the car. The group’s ultimate goal was to restore the car completely, then move it out to the Municipality of East Troy Railway, where they were hoping to establish a trolley museum. Approximately 3/4ths of the canvas roof had been replaced when Speedrail was abandoned on June 30, 1951. The group was subsequently informed by scrapper Hyman-Michaels Co. that unless the car was removed from the Speedrail property it would be taken to Waukesha and scrapped. With most of the group members drafted into the military because of the Korean War, no one was left to find it a new home and it was sold for scrap.

TM 636 on the Lakeside Belt Line shuttle.

TM 636 on the Lakeside Belt Line shuttle.

TM 660 at North Side Station, 3-31-48.

TM 660 at North Side Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

TM 660 at Fiebrantz Station, 3-31-48.

The 700-Series Cars

The TM book refers to these as the “awful 700s.” Built in 1917 as center-entrance cars and complete with jumpers for multiple unit operation in trains of two or three cars, they represented a radical shift in Milwaukee streetcar design. They were apparently ill-suited to TM’s needs from the start.

The 700s were rebuilt as one-man cars in the 1920s. This involved removing the center doors and raising the level of the floor. End doors were added and m.u. controls removed.

As bus substitutions for streetcars increased the cars saw use only in rush hour tripper service. All were retired by 1953.

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

A TM 700-series car at National Avenue car station. (Herb Danneman collection)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

TM 600s and 700s being scrapped at the Waukesha gravel pit in 1949. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

Loading wheel sets from scrapped 600s and 700s. (Ed Wilson photo)

The 800s

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Car 850 as originally built, location unknown. (Collection of Robert Genack)

Two 800's and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800’s and two Twin Coach buses meet at 3rd and State. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

Two 800s and a 500 meet at Northside station. (Robert Genack collection)

803 at the north end of Rt. 27 - 35th & Silver Spring. (Don Ross photo)

803 at the north end of Rt. 27 – 35th & Silver Spring. (Don Ross photo)

Car 804.

Car 804.

845 at Bolivar and Howell Avenues in the 1940's. (Duane Matuszak collection)

845 at Bolivar and Howell Avenues in the 1940’s. (Duane Matuszak collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

866 eastbound on 7th and Mitchell Streets. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis - Kinnickinnic & St. Francis Ave. (Robert Genack collection)

870 at the south end of Rt. 40 in St. Francis – Kinnickinnic & St. Francis Ave. (Robert Genack collection)

Car 871.

Car 871.

The 900s

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

A 900 and a snow sweeper stuck in a drift on West Lisbon Avenue in 1947.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of '47. I just ran across the collection of "Remember When" articles that used to run in the Milwaukee Journal and found the same picture. It looks like it's a 900 and the caption says it's stuck on 27th & Brown. If you can't see the center window of an 800 or 900 head-on, it's hard to tell which it is.

I originally identified this as an 800 stuck in a snowdrift on Lisbon Ave. in the famous Blizzard of ’47. I just ran across the collection of “Remember When” articles that used to run in the Milwaukee Journal and found the same picture. It looks like it’s a 900 and the caption says it’s stuck on 27th & Brown. If you can’t see the center window of an 800 or 900 head-on, it’s hard to tell which it is.

907 as originally built., at an unknown location. (Robert Genack collection)

907 as originally built., at an unknown location. (Robert Genack collection)

913 Northbound at 84th and National. (Don Ross photo)

913 Northbound at 84th and National. (Don Ross photo)

TM 916 is eastbound, passing National car station at 27th and National.

TM 916 is eastbound, passing National car station at 27th and National.

943 at 3rd and Michigan - TM publicity shot. (Robert Genack collection)

943 at 3rd and Michigan – TM publicity shot. (Robert Genack collection)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

947 at Fond du Lac station, the north end of Rt. 23. (Ed Wilson photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

964 at 81st and Greenfield. WTL Waukesha bus following. (Don Ross photo)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

A publicity shot of 976 at 38th and McKinley outside Cold Spring shops. (Larry Sakar collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

TM 978 on Rt. 13 on Clybourn near Cass and Michigan Streets. (Herb Danneman collection)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

979 at 37th and National, on the last run of Rt. 18, 11-25-55. (Herb Danneman photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

TM 993 at Howell and Howard. Note car in pocket ahead. (Don Ross photo)

The front platform of a TM 900.

The front platform of a TM 900.

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Interior view of a 900-series car with leather seats. (Herb Danneman photo)

Winter 1955-1956

With the conversion of so many streetcar lines to either trolleybus or diesel bus operation by this time, The Transport Company (M&STC) found itself short of space at several car stations for new GM diesel and second-hand Marmon-Herrington trolley buses. A decision was made to move about ten surplus streetcars to the County Stadium storage track.

This was not a scrap line, but merely what the company thought would be a safe, out-of-the-way place to store cars. They incorrectly assumed that with no one living nearby, the cars would go undisturbed. In the first photo car 925 shows just how “undisturbed” the cars were. Note the many holes in the front windows. The abundance of ballast on the right-of-way provided sufficient ammunition for vandals who just couldn’t resist sending rocks through the car windows. Other cars like 929, seen in the second photo as well as 933, were also part of this group. According to former Milwaukee resident Al Buetschle who saved TM 978, the end result was that all ten cars went to the scrapper after being stored in the Calvary Cemetery cut on the stadium spur.

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 925 at the Hawley Road platform in the winter of 1955-56. Note the many holes from rocks thrown through the car windows. (Ed Wilson photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Car 929 and others stored on the County Stadium spur in the winter of 1955-1956. (Don Ross photo)

Cars With Special Paint Jobs

An 800 series car advertising the benefits of an "Army Career" passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

An 800 series car advertising the benefits of an “Army Career” passes Milwaukee City Hall northbound on N. Water Street. (Larry Sakar collection)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

TM 871 (painted for fire prevention week) is seen at 19th and Hopkins Streets on Rt. 12. (Earl Ruhland photo)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

A 900 painted with an ad for the U.S. Air Force pauses in front of National Car station at 27th and National on Rt. 18. (Larry Sakar collection)

Passes, Time Tables, Transfers, and Car Checks

I have a number of TM passes from the 1930s and ’40s. I also have a Milwaukee streetcar transfer and a very early “commutation ticket.” These were later replaced with smaller tickets. TM just called them tickets, but my grandmother always called them “(street) car checks.”

I remember the first time we were going downtown after streetcar service ended in March ’58. She reached into her purse and tore off a car check for herself and one for me. The ones I recall had a drawing of a streetcar, trolleybus and diesel bus on one side and “The Transport Company” in the companys diamond logo on the reverse.

I asked if we were going to ride the streetcar again . After all, how could you have car checks with0out streetcars? She said, “There are no more streetcars. They were all taken off of the line.” I didn’t understand how that could be until she told me that they could also be used on buses. For a second I held out hope that The Transport Company had changed their mind and decided to keep streetcars, but there was no reprieve.

Here are some samples of passes and timetables. Also, the early car check had the Public Service Building on the back side. The two passes from the present-day MCTS era commemorate streetcar anniversaries which is why I included them. The type of “car check” I remember has also been scanned. My memory was playing tricks on me. The diamond logo was not on it.

The reason it says “Good within the single fare area of Milwaukee only” is because Milwaukee had what were called zone fares. They could vary from as few as one zone to as many as four on the South Milwaukee-Cudahy line. Each zone was an additional five cents in fare. In the ’60s I used to love to ride the Route 80 bus to Mitchell Field and watch planes. Mitchell Airport was two zones, so you had to drop ten cents in the fare box when you got on or off there. You’ll see a couple of weekly passes with coupons attached. The coupon, which raised the cost of the pass, entitled you to ride into as many zones as was indicated on the coupon without having to pay an extra cash fare.

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (front).

A TMER&L streetcar transfer (back).

A TMER&L streetcar transfer (back).

One of the very first TM weekly passes.

One of the very first TM weekly passes.

An early TM car check (front).

An early TM car check (front).

An early TM car check (back).

An early TM car check (back).

The Route 10 timetable for May 29, 1955.

The Route 10 timetable for May 29, 1955.

The Route 11 timetable for December 19, 1955.

The Route 11 timetable for December 19, 1955.

An M&STC car check (back).

An M&STC car check (back).

An M&STC car check (front).

An M&STC car check (front).

Miscellaneous Photos

After 1958, the next time I saw a Milwaukee streetcar was when 978 (saved by Al Buetschle) was on the temporary storage track net to General Lumber Company on Milwaukee’s northwest side. That was where Al and a friend of his worked on repainting and doing work on the interior of the car. The Milwaukee Journal ran a photo of Al and his friend working inside the car and that is how my grandparents found out it was there. His friend’s son was sitting in the motorman’s seat which brought back memories of the times I did the same.

In 1983 Al and his streetcar were reunited, when 978 was sent to San Francisco for the first historic streetcar festival. He had someone snap a picture of him putting up the trolley pole. I have this copy of it. The classic “T-Bird” convertible was Al’s. It was wrecked when he was hit by some teenagers out for a joy ride. Of course they were uninsured! The T-Bird was damaged beyond repair.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

Al B. posing with his T-Bird and TM 978 in SFO 1983.

The Harwood Avenue Terminal Site on Route 10 today.

The Harwood Avenue Terminal Site on Route 10 today.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

I took this photo at Des Plaines Ave. Forest Park on what was then the West-Northwest Rapid Transit line probably in the summer of 1972. I was standing on the blacktopped walkway to the parking lot and crouched down to get a view looking up at what was then one of the relatively new 2200 series cars.

CTA 4000s in Linden Avenue yard ca. 1972.

CTA 4000s in Linden Avenue yard ca. 1972.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, showing date built (1904). Taken 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Tunnel beneath abandoned NSL r.o.w. at Rondout, Illinois, 1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL Mundelein Branch r.o.w. at Lake Bluff in`1992.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. showing bracket for catenary on tower at right.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. crossing Gross Point Road.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

Abandoned NSL r.o.w. north of Dempster Street, Skokie.

Chicago Trolleys

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

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

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

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

Help Support The Trolley Dodger

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A New Year- A New Beginning

2017 in Review

Another year has come and gone.  How quickly time flies.  For this blog, it was another successful year, with 118,985 page views from 34,503 visitors.  These numbers are more than 2015, but less than 2016.

We made fewer posts last during 2017, but they tended to be longer overall.  Some had more than 100 images, and there are over 100 in this post.  To date, we have posted over 30gb of classic images via this blog. It’s no coincidence that when I do Google searches on traction subjects, it seems like half the “hits” that come up are from The Trolley Dodger.

One of our goals has always been to provide a resource where people can find this type of information. I believe we have succeeded, and will continue to build on that success. There are some who think our hobby is on the decline, but I believe we have shown just the opposite.

Our average number of page views per post has continued to increase.  In 2015, it was 995 per post; in 2016, this increased to 1744, and in 2017 we reached 3718 page views per post.

2017 was also notable for the publication of our book Chicago Trolleys, which has been very well received.

While at this stage, it is impossible to know how many posts we will have this year, we are committed to maintaining a high standard of quality on whatever we do present.

Among our other recent posts, we are particularly proud of The Fairmount Park Trolley (November 7, 2017), which included dozens of rare images, most from the original medium format negatives. It took us nearly three years to collect all this material, which probably represents a total cost of about $1000- and this was just one post.

As an example of how we have inspired additional research, I would point to our post The “Other” Penn Central (May 29, 2016), which has gradually gotten longer and longer, thanks to additions from our ever-inquisitive readers.

In addition, as time goes on, we have more and more friends who share their material with our readers.  Today we feature the contributions of noted author Larry Sakar. The pictures are his, unless otherwise noted.

Happy New Year! May you and your family have health, wealth, and happiness in 2018.

-David Sadowski

PS- In about 30 day’s time, our annual bill to fund this site and its web domain comes due.  That comes to $400, or just over $1 per day.  If you enjoy reading this blog, and want to see it continue, we hope you will consider supporting it via a donation.  You can also purchase items from our Online Store. With your help, we cannot fail.

Early Trolley Museum Visits

Larry Sakar writes:

You’ve been posting a lot of photos of CA&E cars of late, which reminded me of a day 47 1/2 years ago when I went to a trolley museum for the very first time. For several years, I would see the ads for IRM in Trains, Railroad (before it became Railfan & Railroad) and Model Railroader and I wanted to go there. Asking my father would have been useless. He wouldn’t have taken me in a million years. Neither of my parents approved of my interest in trolleys.

Luckily I had met Bill Beaudot in 1967, when he was the librarian in charge of the Local History Room at the Central Library downtown. My regular visits to read and reread CERA B-97, “The Electric Railways of Wisconsin” got him wondering what that was all about. All the remaining CERA Bulletins and other traction books had been removed from circulation, and placed under lock and key in the Local History Room.

And so it was that on a warm Saturday afternoon in August of 1970, I went with Bill and his family to my first trolley museum. But it was not IRM, well not initially anyway. The first museum we visited was then called RELIC in South Elgin, IL. RELIC was an acronym for the Railway Equipment Leasing and Investment Corp. Today we know it as the Fox River Trolley Museum.

CA&E wood car 20 was in operation that day, and we rode it from South Elgin to the end of the line at the I.C. bridge over the Fox River at Coleman. When they told the history of the line, I remembered that this was the line from which Speedrail cars 300 and 301 originated.

Of course, they spent 25 years in Cleveland operating on the Shaker Heights Rapid Transit, but so what? It was still nice to see where those cars began their service lives. And sitting on a side track was a car I had heard and read about innumerable times: NSL Tavern Lounge 415. Some years later they sold the car to Seashore Trolley Museum in Kennebunkport, Maine.

CA&E car 20 at the RELIC museum, August 1970.

CA&E car 20 at the RELIC museum, August 1970.

The interior of CA&E car 20 in August 1970.

The interior of CA&E car 20 in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

CA&E 300-series car at the RELIC museum in August 1970.

The Illinois Central interchange at Coleman with the ex-AE&FRE right-of-way, at the RELIC museum in August 1970.

The Illinois Central interchange at Coleman with the ex-AE&FRE right-of-way, at the RELIC museum in August 1970.

North Shore Line tavern-lounge car 415 at the RELIC museum in August 1970.

North Shore Line tavern-lounge car 415 at the RELIC museum in August 1970.

Leaving South Elgin and RELIC we headed for Union, Illinois and IRM. As we crossed the museum line and entered the grounds, I saw Milwaukee streetcar 972 with CSL 144 behind it loading at the station. Instantly, I felt like a kid again, when I would get excited as my grandfather drove my grandmother and me to the Harwood Avenue terminus of the No. 10 Wells Streetcar line in Wauwatosa.

In those days you turned from Wauwatosa Ave. west to Harwood. You found yourself at the top of a very steep hill that dropped down into the Menomonee River Valley, and crossed the Milwaukee Road mainline at grade. And on the west side of those tracks sat the Harwood terminal and the No. 10 Wells streetcar line. A 100-car plus Milwaukee Road freight would cause a monumental traffic jam on both sides of the Harwood hill. In the ’80’s a bypass was built, and traffic no longer has access via the old route. Just as well. Both the streetcar and terminal are long gone.

Anyway, I did get to ride 972 and it felt like 1957-58 all over again. I even made sure to relive my childhood memory of streetcar rides with my grandmother by walking to the opposite end of 972 and sitting in the motorman’s seat. The only difference was I no longer needed someone to boost me up and hold me in the seat!

So here are scans of the prints from the pictures I took that day. I had a great shot of TM 972 speeding down the mainline, but I gave it away about 10 years ago, unfortunately.

While looking through some other pictures, I came across four pictures I took at IRM sometime in the 1980s or ’90s. Two are of my favorite car (after TM 972) Indiana RR 65 and 2 are of AE&FR 306 currently undergoing restoration. Car 65 was flying white flags and was not in regular service. It had been taken out for use in some movie.

I don’t remember much of the detail I heard, but it involved George Krambles in some way. That’s as much as I can recall. 306 was in the car barn parked next to IT 101. I did ride 65 on a member’s weekend once years ago. We reached the end of the line at the Kishwaukee River crossing. They threw whatever electric switches they had to in order to put control over to the back-up controller in the rear of the car, but it refused to budge. Our motorman had to radio for a car to come to our rescue. They sent down C&ME 354.

That was my first and to date only ride on that car. I’ve heard that 65 does not operate very often. While going thru a large group of my slides last Thursday that I had marked as “unidentified,” I found the interior photo I knew I’d taken of CRANDIC 111 at Rio Vista in 2000. I need to look thru the slides I have in my metal slide box #2 of 3. I’m sure I took at least one exterior of CRANDIC 111 that day.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

Aurora Elgin & Fox River Electric 306 at the Illinois Railway Museum in the 1980s or 90s.

CSL 144 at the IRM depot in August 1970.

CSL 144 at the IRM depot in August 1970.

CSL 144 with TM 972 ahead, August 1970.

CSL 144 with TM 972 ahead, August 1970.

Illinois Terminal 415 at speed on the IRM main line in August 1970.

Illinois Terminal 415 at speed on the IRM main line in August 1970.

The interior of Illinois Terminal 415 at IRM in August 1970.

The interior of Illinois Terminal 415 at IRM in August 1970.

Illinois Terminal 415 at the IRM depot in August 1970.

Illinois Terminal 415 at the IRM depot in August 1970.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

Indiana Railroad 65 at IRM in the 1980s or 90s.

A North Shore Line 700-series car at IRM in August 1970.

A North Shore Line 700-series car at IRM in August 1970.

Following the RELIC and IRM pix are a set of pictures taken on a PA Transit PCC in Pittsburgh in the winter of 1971-72. I did not take these pictures. My good friend Bill did, and gave them to me because he knew I liked PCCs.

Because I have never been to Pittsburgh, I am unable to tell the readers where these pictures were taken. PA Transit, for anyone not familiar with it, was the municipal agency that took over the Pittsburgh Railways Co. in 1967. PA stands for Port Authority, not Pennsylvania.

It has always struck me as unusual that streetcar service would be run by the Port Authority, but the Port Authority of Allegheny County was given the task of transit operations, odd though that may seem.

I can still remember the controversy in Railroad Magazine over how the Pittsburgh PCCs were painted in the late ’60s and perhaps early ’70s. Many were painted in three colors, each color being placed on one-third of the car. In keeping with the times one PCC was painted in this wild looking paint scheme and dubbed the “Psychedelic trolley.”

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

PA Transit 1727 in 1972. (Bill Beaudot Photo)

The interior of PA Transit 1727. (Bill Beaudot Photo)

The interior of PA Transit 1727. (Bill Beaudot Photo)

A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)

A PA Transit PCC with the motorman using a switch iron in 1972. (Bill Beaudot Photo)

I’ll finish up with a few shots of the Illinois Central Electric (later METRA Electric) Highliners taken mostly as 115th St. Kensington station around 1975. I remember when I.C. first got them, and now they too are history.

-Larry

An ICG Highliner at Randolph Street in 1975.

An ICG Highliner at Randolph Street in 1975.

An ICG Highliner at 115th in Kensington in 1975.

An ICG Highliner at 115th in Kensington in 1975.

Looking north at the Kensington station, as a South Shore Line train approaches in 1975.

Looking north at the Kensington station, as a South Shore Line train approaches in 1975.

Looking north along the northbound track at Kensington station in 1975.

Looking north along the northbound track at Kensington station in 1975.

Looking south from the Kensington ICG station, with the tower to the left.

Looking south from the Kensington ICG station, with the tower to the left.

ICG Highliner interior.

ICG Highliner interior.

An ICG Highliner at 115th Street in Kensington in 1975.

An ICG Highliner at 115th Street in Kensington in 1975.

Sunny California

For all readers of The Trolley Dodger who are shivering in this arctic cold here’s a posting that will let you temporarily escape to a much warmer place; sunny California. During the 50s, 60s and 70s, California (except for San Francisco) shed its electric traction lines as fast as they could.

Much of this was due to a company called National City Lines. In city after city they bought up the rail lines (San Diego Electric Railway, Los Angeles Railway, Pacific Electric, Key System Transit), abandoned all rail service and replaced it with Mack or GM Buses running on Firestone Tires and probably burning diesel fuel supplied by Phillips Petroleum. And they didn’t limit their destructive efforts to just California.

Then came the 1980s, and slowly California began to wake up from its love affair with freeways. And it all started with the San Diego Trolley in 1981. So, it’s only appropriate that we begin our look at traction in the Golden State there.

The San Diego Trolley's original cars were built by Duewag of Dusseldorf, Germany with help from Siemens.

The San Diego Trolley’s original cars were built by Duewag of Dusseldorf, Germany with help from Siemens.

Originally, the San Diego Trolley line to the Mexican border started here.

Originally, the San Diego Trolley line to the Mexican border started here.

Self-service. Passengers entered the car by pressing the black button, seen to the lower right of the door.

Self-service. Passengers entered the car by pressing the black button, seen to the lower right of the door.

Trains bound for the Mexican border had a San Ysidro destination sign.

Trains bound for the Mexican border had a San Ysidro destination sign.

The interior of the beautifully restored ex-Santa Fe (now Amtrak) San Diego station.

The interior of the beautifully restored ex-Santa Fe (now Amtrak) San Diego station.

Look at that beautiful tile work, including the Santa Fe logo on the wall.

Look at that beautiful tile work, including the Santa Fe logo on the wall.

Interior of a Duewag car - spartan, but functional.

Interior of a Duewag car – spartan, but functional.

No controller, no brake handle - computerized push-button control.

No controller, no brake handle – computerized push-button control.

A typical stop on city streets.

A typical stop on city streets.

The maintenance facility on the line to San Ysidro.

The maintenance facility on the line to San Ysidro.

A modern-day Southern California car barn, San Diego style.

A modern-day Southern California car barn, San Diego style.

More of the maintenance facility.

More of the maintenance facility.

City College stop. Fare checkers board here.

City College stop. Fare checkers board here.

Amtrak Redondo engine maintenance facility.

Amtrak Redondo engine maintenance facility.

Arrival at San Diego. looking toward the rear of the train.

Arrival at San Diego. looking toward the rear of the train.

Arrival at San Diego. looking forward toward the front of the train.

Arrival at San Diego. looking forward toward the front of the train.

Curving southeast through an industrial area. Note signal at right.

Curving southeast through an industrial area. Note signal at right.

Curving southeast through an industrial area.

Curving southeast through an industrial area.

Leaving LAUPT, passing Mission Tower.

Leaving LAUPT, passing Mission Tower.

Now you know why the line was renamed the San Diego Surfliner.

Now you know why the line was renamed the San Diego Surfliner.

Oceanside, CA - quite literally.

Oceanside, CA – quite literally.

I can’t think of a city that so completely turned its back on electric rail transit and embraced freeways the way Los Angeles did except for Milwaukee.

In her 1969 Grammy Award winning song, composed by the magnificent team of Burt Bacharach and Hal David, Dionne Warwick asked the question, “Do you know the way to San Jose?” One of the lines in the song says, “LA is a great big freeway. Put a hundred down and buy a car.”

I can’t speak to “putting a hundred down to buy a car,” other than to say perhaps in 1969, but very unlikely in 2018! But I can attest to the sentiment that LA was and still is “a great big freeway.” There are two Amtrak routes between San Francisco and LA. The Coast Starlight is a long-distance train operating once daily between Seattle and LA. But like any long-distance train, it is often subject to delays. Even on time, arrival in LA is not until 9:00 pm.

The other San Francisco to LA train is a corridor train called the San Joaquin, operating between Jack London Square station in Oakland and Bakersfield. All Amtrak service between San Francisco and other cities arrives and departs from either Jack London Square station in Oakland or Emeryville station. Emeryville is a separate city, 12 miles north of Oakland.

And yes, it is the Emeryville where the Key System had its shops.

Passengers going to San Francisco are bused across the San Francisco-Oakland Bay Bridge via Amtrak Thru-Way buses. In the golden age of rail passenger service, trains such as SP’s San Joaquin Daylight, the Lark and the Owl plied the tracks between San Francisco and LA. But when Amtrak took over in 1971 the SP and later UP which now owns the tracks forbade Amtrak trains to continue over the Tehachapi Mountains from Bakersfield to LA.

Therefore, passengers such as me boarded an LA bound Amtrak Thru-Way bus on August 7th at Bakersfield for the two-and-a-half hour ride down I5 and the Hollywood Freeway to LAUPT. This was not my first trip between Bakersfield and LA, so I knew what to expect the closer we got to LA. From the Magic Mountain Amusement park in Valencia to Glendale, where my bus was making a stop, I5 was a sea of cars in both directions.

As bad as that seemed, the Hwy 1012 Hollywood Freeway to downtown LA was even worse. It made rush hours on the Kennedy and Eisenhower look like child’s play! I kept asking myself, “How does anyone put up with this, on a daily basis?” And gas prices in California were at least $1.00 per gallon higher than here in the Midwest. In fact, I think it safe to say everything costs more out there!

So, what brought about this miraculous turnaround from asphalt and concrete to rail? I could tell you, but as the saying goes, a picture is worth a thousand words. I took this photo from the Griffith Park Observatory which is perched some 1300+ feet above LA in the summer of 1980 just before the rail renaissance began. Note that orange cloud on the far horizon. That is smog and it coats LA like a blanket daily. It is unhealthy to say the least and extremely bad for people with asthma and other respiratory problems. I can only guess that one day, someone woke up and pondered, “How did we get ourselves into this mess?” That’s easily answered. You allowed National City Lines and Metropolitan Coach Lines to take over and destroy Los Angeles Railways and Pacific Electric the system that literally helped build southern California.

The last PE line from LA to Long Beach was abandoned by the LAMTA– an agency formed to save remaining rail transit in LA but which, because it was controlled by some of the same people who ran Metropolitan Coach Lines, did the exact opposite. That was in April1961, but luckily the right of way between LA and Long Beach was saved, as parts of it were used by Southern Pacific (of which PE was a part) for freight service.

So, it was only fitting that after an absence of almost 30 years, electric transit service between LA and Long Beach was reborn in the form of the new LA Metro Blue Line on July 14, 1990. And just two-and-a-half years after that, the new LA Metro Red Line subway between downtown and North Hollywood opened for service.

Ironically, the new subway was built just one block (in places) from the old PE Belmont Subway. (Note: Though often referred to as the Hollywood subway because PE trains headed there and to other locations in and near the San Fernando Valley such as Universal City and North Hollywood as well as Glendale and Burbank) operated thru it. But its official name was the Belmont subway, no relation to Belmont Avenue in Chicago.

LA from the Griffith Park Observatory in 1980.

LA from the Griffith Park Observatory in 1980.

The LA Red Line subway at the 7th Street/Union Station stop in 2001. The LA Red Line subway is used by passengers to reach the Blue Line to Long Beach. Long Beach trains end in their own subway a few blocks from the Staples Center (LA's version of the United Center). I believe these are Japanese Kawasaki-built cars.

The LA Red Line subway at the 7th Street/Union Station stop in 2001. The LA Red Line subway is used by passengers to reach the Blue Line to Long Beach. Long Beach trains end in their own subway a few blocks from the Staples Center (LA’s version of the United Center). I believe these are Japanese Kawasaki-built cars.

Long before BART (Bay Area Rapid Transit) began service between Oakland and Fremont in 1972, there was the Key System. Started in 1903 by a man called “Borax” Smith, who became a millionaire mining Borax. If you’re around my age perhaps you remember the 19670’s TV show “Death Valley Days” hosted by actor Dale Robertson which was sponsored by 20 Nuke Team Borax.

The line got its name because, when viewed on a map, the 5 East Bay lines were designated by letters:
A: Downtown Oakland later extended to East Oakland on the tracks of the Interurban Electric Ry. an SP subsidiary which was abandoned in 1941
B: Lakeshore and Trestle Glen
C: Piedmont
D: Never used. Reserved for a line to Montclair alongside the Sacramento Northern Interurban which was never built
E:Claremont
F: Berkeley

They resembled the top part of a skeleton key, the straight bottom portion represented by the Key Pier, which jutted out into the Bay 1.3 miles from the Oakland shore. San Francisco-bound passengers transferred to Key System Ferry boats at the Key pier for the trip to the San Francisco Ferry Building at the foot of Market St.

In January 1939 Key System trains began using the newly constructed San Francisco-Oakland Bay Bridge. Tracks were laid on the lower deck of the bridge which was reserved for trucks and buses. A newly constructed terminal at 1st & Mission Streets in San Francisco (initially called the “East Bay Terminal” and then the “Trans Bay Transit Terminal”) served as the station for Key System trains, as well as Sacramento Northern and Interurban Electric. The latter two systems both abandoned service in 1941. Key took over some on the former IER trackage in and around Berkeley.

In 1938 newly-built articulated trains replaced the original wood center-entrance cars. As the saying goes, looks can be deceiving, and such was the case with the new articulated trains. They were, in fact, a new body placed atop salvaged components from the original wood cars, which consisted of everything from trucks to controllers. Worse yet, the new bodies had a major design flaw. They lacked proper ventilation. They were not air conditioned and did not have openable windows. Cars ran on third rail between the Trans Bay Terminal and the Key Bridge Yards in Oakland which abutted the Oakland toll plaza.

The Bay Bridge, like the Golden Gate Bridge and every Transbay bridge in San Francisco, is a toll bridge operated by the California Toll Bridge Authority. Each of the companies running trains across the Bay Bridge were required to deed a certain number of cars to Toll Bridge Authority ownership. This would prove fortuitous as the cars now preserved at the Western Railway Museum in Suisun City, CA and the Orange Empire Railway Museum in Riverside, CA were ones deeded to the Toll Bridge Authority.

Key System 187 at the Western Railway Museum in 2000.

Key System 187 at the Western Railway Museum in 2000.

A Key System Transit train in the Trans Bay Terminal in 1953.

A Key System Transit train in the Trans Bay Terminal in 1953.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

Key System 182 at the Western Railway Museum in 2000.

The Trans Bay Transit Terminal at 1st and Mission in San Francisco, razed in 2011.

The Trans Bay Transit Terminal at 1st and Mission in San Francisco, razed in 2011.

In 1946, the Lundeberg management sold its interest in the Key System to National City lines. As was almost always the case with any rail lines acquired by NCL, the streetcar lines in and around Oakland, operated by Key subsidiary East Bay Transit Company, were converted to bus operation in 1948. Key trains operated until April 1958 when the last trains crossed the Bay Bridge for the final time. The State of California spent huge sums of money to remove the overhead wires and rails from the Bay Bridge and Trans Bay Terminal to accommodate Key System Transit’s new Mack and GM Buses.

In 1960 Key System was acquired by A.C. Transit which still operates buses across the Bay Bridge to East Bay points to this day. A.C. stands for the two counties who operate the bus line, Alameda and Contra Costa.

The Transbay Transit Terminal was razed in 2011 and is being replaced by a new facility a few blocks away on Folsom Street. Unfortunately, the new terminal, which had been due to be completed in 2017, has been stopped from completion by a lawsuit filed by the nearby Millennium Towers Condos Building. The 58-story building with luxury condos, selling for upwards of $3 million and home to celebrities such as Joe Montana, is sinking into its foundation at an alarming rate and is also tilting as a result.

Its developers blame the contractor building the new Trans Bay Terminal claiming he drained out too much of the ground water causing the Millennium building foundation to shift in the sands which anchor it. The contractor for the new Trans Bay Terminal has counter-sued claiming that the Millennium Tower’s builder should have anchored the building’s foundation in the bed rock 200 feet below. Until the issue is resolved, a temporary Transit Terminal is open at 200 Folsom Street.

Santa Clara Valley Transportation Authority operates buses and one light rail line from Santa Teresa to Alum Rock in the San Mateo-San Jose area. It will connect with BART when the line is extended into San Mateo County. At least three major Silicon Valley companies will be served: Cisco Systems, eBay and Adobe.

The light rail line operates between Santa Teresa and Alum Rock. The car seen here, and its mates, were sold to the Sacramento RTD when VTA purchased new low-floor cars.

An VTA Santa Clara Valley Transportation Authority LRV at Santa Teresa station in 2000.

An VTA Santa Clara Valley Transportation Authority LRV at Santa Teresa station in 2000.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD at Roseville Yards in 2004.

Sacramento RTD service started between Watt I-80 and the Historic Folsom District on 3-12-87.Within the past year a branch to Consumes River College was opened. The maintenance facility for the Sacramento RTD is located in adjacent Roseville, north of Sacramento, a city located at the southern base of the Sierras. The four photos seen here were taken from Amtrak Train #5, the California Zephyr, on the way to Emeryville in 2004.

A year before the Key System abandoned rail service in April 1958, planning for some sort of new Transbay rail line was being contemplated. That became the Bay Area Rapid Transit district. This was a county-based, special-purpose district formed to construct and operate a rail transit system in the five counties that initially formed the district: The city and county of San Francisco, Alameda, Contra Costa, Marin and San Mateo.

Though invited to participate, Santa Clara county declined to join until 2018 when BART will enter San Mateo County, with the extension to Milpitas and Berryessa. In 1962 San Mateo County supervisors voted to leave BART, claiming their voters would be paying taxes for riders primarily from Santa Clara County. San Mateo eventually formed its own transit agency called SAMTRANS. The departure of San Mateo County lead to the departure of Marin County as well.

Construction of BART began in 1964, but it would not be until 1972 that the first trains operating between Fremont and Oakland would begin service. Initially, there was a debate about how BART trains would cross the Bay. Would it be an above ground crossing or a subway tube? The decision was made to dig a trench in the floor of San Francisco Bay and construct a subway tube between San Francisco and Oakland. All other parts of the system would be elevated (parts of Oakland immediately after trains leave the Transbay tube), subway (through Berkeley) or private right-of-way, often in the median of existing expressways.

Author Harre Demoro frequently insisted, in his books, that BART was neither the modern day Key System or Sacramento Northern. I disagree. In my opinion it is both. It serves many of the same cities served by Key or SN, and even utilizes parts of the old SN right of way in Concord, Rockridge, and West Pittsburg.

When I visited the Western Railway Museum for the first time in 1996, I rode an interurban saved from a system I’d never heard of, called the Peninsular Railway. A Google search revealed that the line had run in the San Mateo/San Jose area now known as “Silicon Valley”. One of the stations served by the Peninsular Railway was Berryessa. In 2018 the new BART extension into San Mateo County will provide service to two new stations; Milpitas and Berryessa. The Peninsular Railway abandoned service in 1934. It has taken 84 years, but electric rail transit is back in Berryessa. Let’s go for a ride on BART.

-Larry

Along the right of way to Milbrae and the SFO International Airport.

Along the right of way to Milbrae and the SFO International Airport.

Another view of the BART Oakland yards.

Another view of the BART Oakland yards.

Approaching the station loading area.

Approaching the station loading area.

A BART C train, built by Alstom circa 1995.

A BART C train, built by Alstom circa 1995.

The BART SFO International Airport station in 2004.

The BART SFO International Airport station in 2004.

A BART train arriving at the SFO International Airport in 2004.

A BART train arriving at the SFO International Airport in 2004.

C car interior. Note the blue colors, versus brown for the Rohr-built cars.

C car interior. Note the blue colors, versus brown for the Rohr-built cars.

The BART Concord station, on the former Sacramento Northern right-of-way.

The BART Concord station, on the former Sacramento Northern right-of-way.

Concord station, close-up of BART train.

Concord station, close-up of BART train.

A BART C train at Civic Center station.

A BART C train at Civic Center station.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

The interior of a Rohr-built BART car.

Oakland Yards near the MacArthur station.

Oakland Yards near the MacArthur station.

The operator of a BART car signs in.

The operator of a BART car signs in.

The operator's cab in a BART car, all computer controlled, like San Diego.

The operator’s cab in a BART car, all computer controlled, like San Diego.

An original Rohr-built BART train at Balboa Park station.

An original Rohr-built BART train at Balboa Park station.

The people mover at the SFO International Airport.

The people mover at the SFO International Airport.

Pittsburg Bay Point station, the farthest east point on BART.

Pittsburg Bay Point station, the farthest east point on BART.

The BART Pittsburg Bay Point station passageway to the park and ride lot.

The BART Pittsburg Bay Point station passageway to the park and ride lot.

Reflections of a railfan taking a picture of the people mover at the SFO International Airport.

Reflections of a railfan taking a picture of the people mover at the SFO International Airport.

A view of the opposite end of the BART Pittsburg Bay Point station passageway.

A view of the opposite end of the BART Pittsburg Bay Point station passageway.

The rear of the same train at the Balboa Park station.

The rear of the same train at the Balboa Park station.

Chris Barney writes:

HISTORIC BRIDGE DEMOLISHED

The last identifiable bridge from TM interurban operations in Milwaukee County fell to the wrecking ball November 9, 2017. The 1905 Milwaukee Light, Heat & Traction (MLH&T) spandrel-arch bridge over the Root River, near 98th & Layton, met its end after efforts to attain historic status and raising funds to preserve it failed. Robert Roesler, Greenfield Historical Society president, made a concerted effort in this regard and should be commended for it. A We Energies representative even arranged to donate the bridge structure to anyone willing to preserve it, but no one came forward.

The bridge last handled interurban traffic on June 30, 1951, when Speedrail Car 63 made its last inbound run from Hales Corners. Since then, it has weathered 66 years and had deteriorated to the point of being a danger to bicyclists and walkers traversing its span.

I spoke to a dog walker on December 12th who told me he has lived in the area his entire life and remembers when the Brookdale Bridge, which crossed Root River Parkway, was still standing. He lamented the demolition of the Root River span. “It reminded me of a simpler time when things were different – and better.”

February 9, 2017. (Chris Barney Photo)

February 9, 2017. (Chris Barney Photo)

December 12, 2017. (Chris Barney Photo)

December 12, 2017. (Chris Barney Photo)

Recent Finds

Here are a couple of our recent acquisitions, two classic views from the Philadelphia & Western, today’s SEPTA “Red Arrow” Norristown High-Speed Line:

Philadelphia & Western "Strafford" car 170, coming into a station circa 1938. Kenneth Achtert adds, "The photo of Philadelphia & Western 170 is arriving at Villanova station, outbound. This is the last station before the split where the Norristown line diverged from the Strafford line. The small platform between the two tracks was used to allow passengers from an inbound Norristown car to transfer directly to an outbound Strafford car without having to go up and over the overpass shown. This would also work from an inbound Strafford car to an outbound Norristown car. I don’t know how many passengers actually made such a trip, but I do remember seeing such transfers made." The last train ran on the Strafford Branch on March 23, 1956.

Philadelphia & Western “Strafford” car 170, coming into a station circa 1938. Kenneth Achtert adds, “The photo of Philadelphia & Western 170 is arriving at Villanova station, outbound. This is the last station before the split where the Norristown line diverged from the Strafford line. The small platform between the two tracks was used to allow passengers from an inbound Norristown car to transfer directly to an outbound Strafford car without having to go up and over the overpass shown. This would also work from an inbound Strafford car to an outbound Norristown car. I don’t know how many passengers actually made such a trip, but I do remember seeing such transfers made.” The last train ran on the Strafford Branch on March 23, 1956.

Philadelphia & Western "Bullet" car 200 at Conshohocken Road on October 12, 1938, "showing line country and streamlined car stopping at station."

Philadelphia & Western “Bullet” car 200 at Conshohocken Road on October 12, 1938, “showing line country and streamlined car stopping at station.”

W. C. Fields Filming Locations

John Bengston has a great blog, where he writes in great detail about the filming locations used in classic silent films by comedians like Charlie Chaplin, Harold Lloyd, and Buster Keaton.

We recently suggested he might look into the locations used in the chase sequence during the 1941 W. C. Fields film Never Give a Sucker an Even Break. He took the ball and ran with it, and his findings will feature in two posts.

You can read the first installment here.

Here are a few screenshots of our own from that film, which show the Pacific Electric:

During the chase sequence of the picture, Fields' car passes by a new Pacific Electric double-end PCC car. Filming took place in July and August 1941. PE put the first of 30 such PCCs in service the previous November.

During the chase sequence of the picture, Fields’ car passes by a new Pacific Electric double-end PCC car. Filming took place in July and August 1941. PE put the first of 30 such PCCs in service the previous November.

The brand-new Hollywood Freeway shows up in the movie. This is the portion (Cahuenga Pass) where the Pacific Electric ran in the expressway median from 1940 to 1952.

The brand-new Hollywood Freeway shows up in the movie. This is the portion (Cahuenga Pass) where the Pacific Electric ran in the expressway median from 1940 to 1952.

Another section of the Pacific Electric visible in the film.

Another section of the Pacific Electric visible in the film.

We end this post on a hopeful note for 2018. Work on the Milwaukee streetcar project, now called “The Hop,” is ahead of schedule,and the first phase of the line is scheduled to open by year’s end:

Chicago Trolleys

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

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

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

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Reader Showcase, 12-11-17

Here's a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don's Rail Photos says that Birneys 490 thru 514 were "built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514." There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here’s a mystery photo, showing a Birney car (#512) being worked on, signed for Fruitridge Avenue. My guess is this may be the Terre Haute Indianapolis & Eastern Traction Company in Indiana. If so, Don’s Rail Photos says that Birneys 490 thru 514 were “built by American Car Co in December 1919, (order) #1228 as THI&E 490 thru 514.” There is a Fruitridge Avenue in Terre Haute. (Kenneth Gear Collection)

Here we are again, just in time for the holiday season, bringing many gifts. Like our last post (Reader Showcase, 11-30-17) we are featuring contributions recently sent in by our readers. These include some rare traction shots.

Again, our thanks go out to Jack Bejna, Kenneth Gear, and Larry Sakar for their great contributions and hard work.

In addition, just to keep a hand in, I have added some of our own recent finds that you may enjoy.

Keep those cards and letters coming in, folks!

-David Sadowski

Kenneth Gear shared some additional photos from the collections of the late William A. Steventon of the Railroad Record Club:

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Salt Lake, Garfield and Western 401 was former Salt Lake and Utah 104. It changed hands in 1946, and is seen here in December 1952.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway locos 14 and 18.

Niagara, St. Catharines and Toronto Railway 130.

Niagara, St. Catharines and Toronto Railway 130.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

Altoona & Logan Valley Railway sweeper 50a in Altoona.

A North Shore Line Electroliner at the Milwaukee terminal.

A North Shore Line Electroliner at the Milwaukee terminal.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Chicago Aurora & Elgin freight locos 2001 and 2002.

Jack Bejna writes:

Hi Dave,

I got back to work on my CA&E project and here are some shots of the final order of steel cars. In many cases I have more than one shot of individual cars so if you need any more images I may be able to help. This group of cars completes my coverage of CA&E’s fleet of passenger cars. I’ll move on to the freight motors and other miscellaneous cars that the railroad owned.

In 1941, CA&E ordered 10 new cars (451-460) from the St. Louis Car Company. This final order was not delivered until October 1945, after World War II ended. The new cars were compatible (and could train) with the Pullman and Cincinnati cars, and were used for all types of service. These cars were lighter and included many improvements.

I know our readers appreciate your fine work, and we will be glad to share any and all images you want to share with us.  Thanks again.

CA&E 451.

CA&E 451.

CA&E 452 as new.

CA&E 452 as new.

CA&E 453 plus one on a CERA inspection trip.

CA&E 453 plus one on a CERA inspection trip.

CA&E 454.

CA&E 454.

CA&E 455.

CA&E 455.

CA&E 456, eastbound at Lombard.

CA&E 456, eastbound at Lombard.

CA&E 457 and three more cars at Wheaton.

CA&E 457 and three more cars at Wheaton.

CA&E 457.

CA&E 457.

(See Comments section) Jack Bejna: "Here's the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn't do any work on it. In future posts, if I change/modify an image I will clearly label it as such!"

(See Comments section) Jack Bejna: “Here’s the image that I started with, as found on one of my searches of the internet. As you can see, I just Photoshopped the end of the car so as to present a nice ¾ view. I never noticed the lettering was unusual and didn’t do any work on it. In future posts, if I change/modify an image I will clearly label it as such!”

CA&E 458.

CA&E 458.

CA&E 459, eastbound at Wheaton.

CA&E 459, eastbound at Wheaton.

CA&E 460 at Collingbourne.

CA&E 460 at Collingbourne.

Larry Sakar writes:

TM 978 at San Francisco Muni's Geneva Yard in September 1983.

TM 978 at San Francisco Muni’s Geneva Yard in September 1983.

I was going thru my Milwaukee streetcar photos and ran across the one and only shot I got of the 978 in San Francisco. I had to climb on to this concrete wall in front of the yard and hold on to the cyclone fence with one hand and snap the picture with the other. The ledge was quite narrow.

Here is some valuable background for the Los Angeles streetcar and Pacific Electric Railway material. (Editor’s Note: See our previous post Reader Showcase, 11-30-17.

The Los Angeles Railway company operated a large network of streetcar Ines covering every part of Los Angeles. Los Angeles’ streetcar system was a cable railway in its early beginnings, which accounts for the fact that it was narrow gauge for its entire existence. On a number of streets in downtown LA, both the Pacific Electric and LARY operated on the same tracks. In those instances, there were three versus the standard two rails. Both lines shared the outer rail, but LA Railway cars had their own second rail “farther in”.

By the turnoff the 20th Century, the LA system was acquired by the great Henry Huntington. Huntington was the nephew of Collis P. Huntington, one of the big four involved in the creation of the transcontinental railway along with other eventual luminaries like Mark Hopkins, Leland Stanford, and Theodore Judah. Huntington headed the Central Pacific RR which ultimately became the Southern Pacific RR. The Pacific Electric RR was a wholly owned subsidiary of the SP, as were the Interurban Electric RR and Northwestern Pacific RR in the San Francisco Bay area. Henry Huntington transformed the former cable railway into the magnificent Los Angeles Railways Co. He was also the President and CEO of the Pacific Electric Railway, often referred to as “the interurban that helped build southern California.”

As was the case in so many cities, the rise of the private automobile began to take a toll on the streetcar lines, until the outbreak of WWII on December 7, 1941. Every available car was pressed into service. By the war’s end in 1945, the LA streetcar system was in need of renovation. Although both LARY and PE purchased new PCC cars, they could not overcome the post war turn towards freeways. PE’s right-of-way was beset with numerous additional grade crossings thus making the cars slower than competing automobiles and buses. By 1950 the LA Freeway system was knocking at PE’s door. there was little doubt of the eventual outcome. It remained only a matter of when PE would finally be killed off by the highway interests and one other well known menace, National City Lines.

First to succumb to the rail-destroying conglomerate (NCL) was LARY sold by Henry Huntington’s heirs in 1945. The company was renamed Los Angeles Transit Lines and equipment wore the well-known NCL “fruit salad” colors of yellow, green and white. Remarkably the LA system outlasted both Chicago and Milwaukee, abandoning the final five streetcar lines in March 1963. Some of the older equipment, like the sow bellies and Huntington Standard streetcars, were acquired by museums and one was “preserved” at the Travel Town Museum in LA’s Griffith Park. Several LARY PCCs also went to the Orange Empire Trolley Museum in Perris, CA. The remaining and newest PCCs were sold to Cairo, Egypt in 1963.

PE fared no better. Interurban lines on each of the four operating districts, as PE called them, (designated by direction) were abandoned even before the company was sold to bus operator Metropolitan Coach lines in 1953. Supposedly, MCL owner Jesse Haugh, a former officer with Pacific City lines (an NCL company), nearly had a heart attack when he saw the MCL emblem on the PE Interurban cars.

In 1958, both LATL and PE became part of the newly created Los Angeles Metropolitan Transit Authority. But the MTA was, in reality, nothing more than a continuation of the pro-bus MCL/LATL managements. The two-tone green colors of the MTA were the colors of Metropolitan Coach Lines. The last PE line (to Long Beach) went to its grave in April 1961.

As stated previously, streetcar service under the MTA continued until March of 1963. Some of PE’s older 1200-series interurbans and all 20 of the Pullman built PCCs were sold to the General Urguiza Railway in 1959. Four years of storage in the damp, abandoned Hollywood subway brought an early end to their second lives in Argentina.

But the worst insult to transit came next. In 1963, the LAMTA became the SCRTD, Southern California Rapid Transit District. Never has a bus system been so misnamed. There was absolutely nothing “rapid transit” about it!

But when all hoped for California to wake up and return to its past, a transit revolution took place down the California Coast. A brand new light rail line was opened in San Diego in 1980. Known as the San Diego Trolley, it would start a transit revolution that rocked California. True, BART started up in the San Francisco Bay area in 1972, but San Francisco never lost touch with the streetcar the way LA did.

By 1990, LA was beginning to rise out of the dense smog that blanketed the area on a daily basis. It was then that the newly formed Los Angeles County Metropolitan Transportation Commission opened its first light rail line, the Blue Line running between downtown LA and Long Beach via the right of way once used by the PE red cars. The line begins in a subway that one connects with via the LA METRO Red Line subway from LAUPT, Los Angeles Union Passenger Terminal (Amtrak and Metrolink Commuter Rail).

Since then, two additional former PE lines to Pasadena and Santa Monica have been rebuilt and placed in service. Diesel commuter rail service, operated by Metrolink, serves other points once served by PE such as Glendale and Burbank. The service extends all the way up the California Coast to San Luis Obispo and south to Oceanside. Here, one can take the frequent trains on Amtrak’s San Diego Surfliner route or the commuter train from Oceanside to San Diego known as the Coaster. The Coaster operates equipment that resembles Toronto’s GO Transit system. Perhaps they are the same type of cars. Somebody familiar with both systems will undoubtedly know.

I went into my timetables and documents collection and found the 1983 San Francisco Historic Streetcar Festival brochure which pictured the cars that were going to operate. You’ll see that TM 978 was one of them. I had to scan it in part and then move it slightly to get the rest of it scanned as it was too long for my screen. I found some interesting things in my timetables and transfers that you are welcome to post if you wish.

Thanks!

San Francisco MUNI Part 3 by Larry Sakar

(Editor’s note: Parts 1 and 2 appeared in our last post, referenced above.)

SAN FRANCISCO MUNICIPAL RAILWAY STREETCAR LINES

The San Francisco Municipal Railway operates 8 streetcar lines. Although that may seem like a substantial number of streetcar lines, it is a fraction of the streetcar lin